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transcript
The Effect of Accessibility by Road on Rental Values of Residential Property in Benin City Edo State Nigeria
Monday Ohi Asikhia (PhD)
Department of Geography and Regional PlanningUniversity of Benin Benin City Nigeria
Nicholas W Eghagha
Department of Geography and Regional PlanningUniversity of Benin Benin City Nigeria
AND
Mrs GC Emenike (PhD)
Department of Geography amp Environmental Management
Faculty of Social Sciences University of Port-Harcourt
Abstract Physical accessibility is a major factor affecting land property and rental values in an urban center The relevance of this is seen in the fact that accessibility is almost totally hinged on the nature and state of roads This paper examined the road network pattern in three neighbourhoods of Benin City with the aim of empirically determining that the accessibility of the roads had a profound effect on the rental values of residential property located on them Primary and secondary data were used in the analysis In all 300 questionnaires were administered in three neighbourhoods where respondents were randomly selected along major streets but 287 returned valid for analysis The graph of the road network of each neighbourhood was derived from their street maps and the graph theory was used to determine the level of accessibility on the individual roads This was related to the rental values of residential properties located on them as portrayed in value maps while correlation analysis was use to prove the relationship between the variables The result showed that accessibility had a significant influence on variation in rental values of residential property in Benin City The study recommends that road networks in the city should be improved upon to enhance the value of residential properties to benefit not only government but also the owners and occupiers of these properties Since accessibility facilitates greater circulation and ease of movement the construction rehabilitation and maintenance of these roads can ultimately enhance the quality of life in the study area
Keywords accessibility residential property rental value road network neighbourhood
INTRODUCTION
Transportation is an important element in the physical and socio-economic development of
cities all over the world Research has shown that as transportation network expands the level of
accessibility also increases together with property and rental values Accessibility not only provides
relative advantages to commercial properties but also to residential properties The Victoria
Transport Policy Institute (2015) defines accessibility as peoplersquos overall ability to reach services
and activities Accessibility as used here is seen from its physical dimension By physical
dimension accessibility refers to the time and spatial distance that separate the individual from
resources (Rodrigue et al 2013) Andrew et al (2014) noted that this ranges from the relative
accessibility of an individual from his place of residence to transportation routes schools hospitals
and employment center Urban households usually derive their income from places of employments
which require daily trips between the residential area and the workplace Also they must make
regular trips to school shopping recreation etc and even visit relatives and friends Therefore
they would like to reside in neighbourhoods that are relatively advantageous in terms of
accessibility to these locations In other words accessibility means that the household would reside
in a neighbourhood where they do not incur more than very modest movement costs in getting to
productive resources within the neighbourhood or within the city (Portland 2012)
Perhaps in terms of the relative explanatory powers of the externalities affecting the rent
property and land values accessibility is the most significant element This assertion would be
appreciated against the background that location characteristics tend to influence the consideration
in the design and construction of a home and its rental value Prime locations are easily accessible
and will maximize high rental values to equate the adequate structural and internal facilities
provided in such a property (Oni 2009) However not all areas or neighbourhoods in an urban
1
center are prime locations that are equally accessible with highly valued properties There are those
old neighbourhoods in the city center where the quality of housing is very poor while the
accessibility level is very high and also those intermediate and peripheral neighbourhoods that are
further away from the city center experiencing poor accessibility level with houses that of lower
rental value and poor quality This variation thus elicits the need for a research of this nature The
aim of this study is to examine the effect of accessibility by road on rental values of residential
property in Benin City Edo State while considering the road network pattern and the accessibility
and connectivity levels of the roads in the city
While several studies have been carried out to establish the relationship between
accessibility and property values (Singh 2005 Shin et al 2012) rental value and housing price
(Hongbo et al 2011) and land value (Genevieve 2010) only but a few have measured accessibility
in relation to property value using the graph theory (Oni 2009) RICS (2004) Debrezion et al
(2007) and Smith and Gihring (2006 2009) together provide major reviews of over 100
international studies on the impact of road accessibility on property values
Hongbo et al (2011) argues that improved accessibility translates into enhanced rent and
higher land and property values This is because the prospective occupier will consider the nature
value and quality of accommodation offered in terms of accessibility to basic amenities school
hospitals and recreational facilities and the time of travel or proximity to work Harvey (1999) was
of similar view when he stated that the rental value of a residential property is determined by
accessibility of the user of a property to the property The rent in question is practically a function
of its advantage in terms of accessibility (residential location) together with convenience and
amenities He further stated that the importance of accessibility is illustrated in the utility of
particular sites in a neighbourhood such as schools shops and open spaces and the travelling cost
2
to work These are dependent upon the ease of movement which is derived from the accessibility
and connectivity of the arterial roads to maintain human and vehicular traffic This is probably why
Aderamo (2003) stated that transportation has a profound effect on property and rental value
Balchin et al (2000) noted that although accessibility might lead to an increase in rent it is the
relative advantage of a neighbourhood in terms of housing quality safety and socio-economic
characteristics of the resident population that will encourage prospective tenant to go for such
properties High demand to settle in such a neighbourhood whether it is highly accessible or not
can only cause an increase in the rent or value of its properties
Although several studies have shown that the state of road which facilitates accessibility
impacts positively and negatively on rent many have yet ignored the road network pattern which
helps to determine the individual contribution of each road to rental variation In this respect
therefore this research will adopt the graph theory to examine the accessibility of individual roads
and determine its relationship with rental values of residential property in Benin City Edo State
Nigeria The importance of this research to government policy makers and urban planners alike is
on the need to formulate policies that will ensure that the state of roads in the city in general is
improved upon side by side with accessibility and residential property rent
METHODOLOGY
The study area is Benin City which is the capital and largest urban center in Edo State
Nigeria The city itself is located at between latitude 619N and 613N and longitude 536E and
560E in the tropical belt of the rainforest region of Nigeria The city is made up of four LGAs
namely Oredo Egor Ikpoba-Okha and Ovia-Northeast However with respect to this study three
neighbourhoods were selected from Egor and Oredo LGAs (both of which account for a higher
proportion of the urbanized section of Benin City) The neighbourhoods selected were Ogboka
3
Ugbowo and GRA Ogboka and GRA in Oredo Local Government Area and Ugbowo in Egor
Local Government Area The reconnaissance survey showed that these three neighbourhoods
adequately capture the variation in income population density and level of residential development
in Benin City They are
Ogboka - a low income high population density poorly developed and unplanned residential
area (Figure 1)
Ugbowo- a middle income medium population density developing but planned residential
area (Figure 1) and
GRA - a high income low population density highly developed and planned residential area
(Figure 1)
4
Figure 1 Benin City Showing the Selected NeighbourhoodsSource Ministry of Lands and Survey Benin City (2013)
5
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
INTRODUCTION
Transportation is an important element in the physical and socio-economic development of
cities all over the world Research has shown that as transportation network expands the level of
accessibility also increases together with property and rental values Accessibility not only provides
relative advantages to commercial properties but also to residential properties The Victoria
Transport Policy Institute (2015) defines accessibility as peoplersquos overall ability to reach services
and activities Accessibility as used here is seen from its physical dimension By physical
dimension accessibility refers to the time and spatial distance that separate the individual from
resources (Rodrigue et al 2013) Andrew et al (2014) noted that this ranges from the relative
accessibility of an individual from his place of residence to transportation routes schools hospitals
and employment center Urban households usually derive their income from places of employments
which require daily trips between the residential area and the workplace Also they must make
regular trips to school shopping recreation etc and even visit relatives and friends Therefore
they would like to reside in neighbourhoods that are relatively advantageous in terms of
accessibility to these locations In other words accessibility means that the household would reside
in a neighbourhood where they do not incur more than very modest movement costs in getting to
productive resources within the neighbourhood or within the city (Portland 2012)
Perhaps in terms of the relative explanatory powers of the externalities affecting the rent
property and land values accessibility is the most significant element This assertion would be
appreciated against the background that location characteristics tend to influence the consideration
in the design and construction of a home and its rental value Prime locations are easily accessible
and will maximize high rental values to equate the adequate structural and internal facilities
provided in such a property (Oni 2009) However not all areas or neighbourhoods in an urban
1
center are prime locations that are equally accessible with highly valued properties There are those
old neighbourhoods in the city center where the quality of housing is very poor while the
accessibility level is very high and also those intermediate and peripheral neighbourhoods that are
further away from the city center experiencing poor accessibility level with houses that of lower
rental value and poor quality This variation thus elicits the need for a research of this nature The
aim of this study is to examine the effect of accessibility by road on rental values of residential
property in Benin City Edo State while considering the road network pattern and the accessibility
and connectivity levels of the roads in the city
While several studies have been carried out to establish the relationship between
accessibility and property values (Singh 2005 Shin et al 2012) rental value and housing price
(Hongbo et al 2011) and land value (Genevieve 2010) only but a few have measured accessibility
in relation to property value using the graph theory (Oni 2009) RICS (2004) Debrezion et al
(2007) and Smith and Gihring (2006 2009) together provide major reviews of over 100
international studies on the impact of road accessibility on property values
Hongbo et al (2011) argues that improved accessibility translates into enhanced rent and
higher land and property values This is because the prospective occupier will consider the nature
value and quality of accommodation offered in terms of accessibility to basic amenities school
hospitals and recreational facilities and the time of travel or proximity to work Harvey (1999) was
of similar view when he stated that the rental value of a residential property is determined by
accessibility of the user of a property to the property The rent in question is practically a function
of its advantage in terms of accessibility (residential location) together with convenience and
amenities He further stated that the importance of accessibility is illustrated in the utility of
particular sites in a neighbourhood such as schools shops and open spaces and the travelling cost
2
to work These are dependent upon the ease of movement which is derived from the accessibility
and connectivity of the arterial roads to maintain human and vehicular traffic This is probably why
Aderamo (2003) stated that transportation has a profound effect on property and rental value
Balchin et al (2000) noted that although accessibility might lead to an increase in rent it is the
relative advantage of a neighbourhood in terms of housing quality safety and socio-economic
characteristics of the resident population that will encourage prospective tenant to go for such
properties High demand to settle in such a neighbourhood whether it is highly accessible or not
can only cause an increase in the rent or value of its properties
Although several studies have shown that the state of road which facilitates accessibility
impacts positively and negatively on rent many have yet ignored the road network pattern which
helps to determine the individual contribution of each road to rental variation In this respect
therefore this research will adopt the graph theory to examine the accessibility of individual roads
and determine its relationship with rental values of residential property in Benin City Edo State
Nigeria The importance of this research to government policy makers and urban planners alike is
on the need to formulate policies that will ensure that the state of roads in the city in general is
improved upon side by side with accessibility and residential property rent
METHODOLOGY
The study area is Benin City which is the capital and largest urban center in Edo State
Nigeria The city itself is located at between latitude 619N and 613N and longitude 536E and
560E in the tropical belt of the rainforest region of Nigeria The city is made up of four LGAs
namely Oredo Egor Ikpoba-Okha and Ovia-Northeast However with respect to this study three
neighbourhoods were selected from Egor and Oredo LGAs (both of which account for a higher
proportion of the urbanized section of Benin City) The neighbourhoods selected were Ogboka
3
Ugbowo and GRA Ogboka and GRA in Oredo Local Government Area and Ugbowo in Egor
Local Government Area The reconnaissance survey showed that these three neighbourhoods
adequately capture the variation in income population density and level of residential development
in Benin City They are
Ogboka - a low income high population density poorly developed and unplanned residential
area (Figure 1)
Ugbowo- a middle income medium population density developing but planned residential
area (Figure 1) and
GRA - a high income low population density highly developed and planned residential area
(Figure 1)
4
Figure 1 Benin City Showing the Selected NeighbourhoodsSource Ministry of Lands and Survey Benin City (2013)
5
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
center are prime locations that are equally accessible with highly valued properties There are those
old neighbourhoods in the city center where the quality of housing is very poor while the
accessibility level is very high and also those intermediate and peripheral neighbourhoods that are
further away from the city center experiencing poor accessibility level with houses that of lower
rental value and poor quality This variation thus elicits the need for a research of this nature The
aim of this study is to examine the effect of accessibility by road on rental values of residential
property in Benin City Edo State while considering the road network pattern and the accessibility
and connectivity levels of the roads in the city
While several studies have been carried out to establish the relationship between
accessibility and property values (Singh 2005 Shin et al 2012) rental value and housing price
(Hongbo et al 2011) and land value (Genevieve 2010) only but a few have measured accessibility
in relation to property value using the graph theory (Oni 2009) RICS (2004) Debrezion et al
(2007) and Smith and Gihring (2006 2009) together provide major reviews of over 100
international studies on the impact of road accessibility on property values
Hongbo et al (2011) argues that improved accessibility translates into enhanced rent and
higher land and property values This is because the prospective occupier will consider the nature
value and quality of accommodation offered in terms of accessibility to basic amenities school
hospitals and recreational facilities and the time of travel or proximity to work Harvey (1999) was
of similar view when he stated that the rental value of a residential property is determined by
accessibility of the user of a property to the property The rent in question is practically a function
of its advantage in terms of accessibility (residential location) together with convenience and
amenities He further stated that the importance of accessibility is illustrated in the utility of
particular sites in a neighbourhood such as schools shops and open spaces and the travelling cost
2
to work These are dependent upon the ease of movement which is derived from the accessibility
and connectivity of the arterial roads to maintain human and vehicular traffic This is probably why
Aderamo (2003) stated that transportation has a profound effect on property and rental value
Balchin et al (2000) noted that although accessibility might lead to an increase in rent it is the
relative advantage of a neighbourhood in terms of housing quality safety and socio-economic
characteristics of the resident population that will encourage prospective tenant to go for such
properties High demand to settle in such a neighbourhood whether it is highly accessible or not
can only cause an increase in the rent or value of its properties
Although several studies have shown that the state of road which facilitates accessibility
impacts positively and negatively on rent many have yet ignored the road network pattern which
helps to determine the individual contribution of each road to rental variation In this respect
therefore this research will adopt the graph theory to examine the accessibility of individual roads
and determine its relationship with rental values of residential property in Benin City Edo State
Nigeria The importance of this research to government policy makers and urban planners alike is
on the need to formulate policies that will ensure that the state of roads in the city in general is
improved upon side by side with accessibility and residential property rent
METHODOLOGY
The study area is Benin City which is the capital and largest urban center in Edo State
Nigeria The city itself is located at between latitude 619N and 613N and longitude 536E and
560E in the tropical belt of the rainforest region of Nigeria The city is made up of four LGAs
namely Oredo Egor Ikpoba-Okha and Ovia-Northeast However with respect to this study three
neighbourhoods were selected from Egor and Oredo LGAs (both of which account for a higher
proportion of the urbanized section of Benin City) The neighbourhoods selected were Ogboka
3
Ugbowo and GRA Ogboka and GRA in Oredo Local Government Area and Ugbowo in Egor
Local Government Area The reconnaissance survey showed that these three neighbourhoods
adequately capture the variation in income population density and level of residential development
in Benin City They are
Ogboka - a low income high population density poorly developed and unplanned residential
area (Figure 1)
Ugbowo- a middle income medium population density developing but planned residential
area (Figure 1) and
GRA - a high income low population density highly developed and planned residential area
(Figure 1)
4
Figure 1 Benin City Showing the Selected NeighbourhoodsSource Ministry of Lands and Survey Benin City (2013)
5
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
to work These are dependent upon the ease of movement which is derived from the accessibility
and connectivity of the arterial roads to maintain human and vehicular traffic This is probably why
Aderamo (2003) stated that transportation has a profound effect on property and rental value
Balchin et al (2000) noted that although accessibility might lead to an increase in rent it is the
relative advantage of a neighbourhood in terms of housing quality safety and socio-economic
characteristics of the resident population that will encourage prospective tenant to go for such
properties High demand to settle in such a neighbourhood whether it is highly accessible or not
can only cause an increase in the rent or value of its properties
Although several studies have shown that the state of road which facilitates accessibility
impacts positively and negatively on rent many have yet ignored the road network pattern which
helps to determine the individual contribution of each road to rental variation In this respect
therefore this research will adopt the graph theory to examine the accessibility of individual roads
and determine its relationship with rental values of residential property in Benin City Edo State
Nigeria The importance of this research to government policy makers and urban planners alike is
on the need to formulate policies that will ensure that the state of roads in the city in general is
improved upon side by side with accessibility and residential property rent
METHODOLOGY
The study area is Benin City which is the capital and largest urban center in Edo State
Nigeria The city itself is located at between latitude 619N and 613N and longitude 536E and
560E in the tropical belt of the rainforest region of Nigeria The city is made up of four LGAs
namely Oredo Egor Ikpoba-Okha and Ovia-Northeast However with respect to this study three
neighbourhoods were selected from Egor and Oredo LGAs (both of which account for a higher
proportion of the urbanized section of Benin City) The neighbourhoods selected were Ogboka
3
Ugbowo and GRA Ogboka and GRA in Oredo Local Government Area and Ugbowo in Egor
Local Government Area The reconnaissance survey showed that these three neighbourhoods
adequately capture the variation in income population density and level of residential development
in Benin City They are
Ogboka - a low income high population density poorly developed and unplanned residential
area (Figure 1)
Ugbowo- a middle income medium population density developing but planned residential
area (Figure 1) and
GRA - a high income low population density highly developed and planned residential area
(Figure 1)
4
Figure 1 Benin City Showing the Selected NeighbourhoodsSource Ministry of Lands and Survey Benin City (2013)
5
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Ugbowo and GRA Ogboka and GRA in Oredo Local Government Area and Ugbowo in Egor
Local Government Area The reconnaissance survey showed that these three neighbourhoods
adequately capture the variation in income population density and level of residential development
in Benin City They are
Ogboka - a low income high population density poorly developed and unplanned residential
area (Figure 1)
Ugbowo- a middle income medium population density developing but planned residential
area (Figure 1) and
GRA - a high income low population density highly developed and planned residential area
(Figure 1)
4
Figure 1 Benin City Showing the Selected NeighbourhoodsSource Ministry of Lands and Survey Benin City (2013)
5
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 1 Benin City Showing the Selected NeighbourhoodsSource Ministry of Lands and Survey Benin City (2013)
5
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
The nature of the problem being address in this study suggests an adoption of the cross
sectional survey type of research design This involves the collection of data from sampled
neighbourhoods This is used to describe the whole of Benin City at the time of the study The
primary data was collected through the administration of questionnaires The samples for this study
are residential properties in the selected neighbourhoods (Figure 1) In determining the sample size
that is adequate for this study the research sought to define a sample of tenement population to
ensure at least 95 level of confidence and that probable error of using a sample rather than
surveying the whole population did not exceed 005 Using the derived value for the combine
household unit for Oredo and Egor LGAs as the population size the sample size for this study was
determined as expressed below
Population of Oredo LGA = 374671
Population of Egor LGA = 339899
Total Population of Oredo and Egor LGAs = 714570
Population of Edo State = 3233 366
Combine household units of Oredo and Egor LGAs =
Household unit of Edo State = 701 073 NPC Population Census (2006)
7145703233366 = 1 45
70107345 = 155794
The combine household units in Oredo and Egor is 155794
Using the derived value for the combine household unit for Oredo and Egor LGAs as the
population size the sample size for this study was determined as expressed below
n = N
6
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
1+ N (e)sup2
n = 155794
1+155794(00025) = 399997
Approximate sample size (n) was 400 Accordingly more than half of this sample size is required
(200) More than this size was however covered (287) This was necessary for valid inference and
generalization to be made about the population In this case the questionnaire was administered in
relation to the population density of each neighbourhood in the ratio 403525 in Ogboka Ugbowo
and GRA respectively Consequently one questionnaire was administered per household In a
situation where more than one household resides in a particular property only one household was
interviewed The interview was targeted only at the head of a household but in the absence of the
head the spouse was interviewed
The graph theory was used in computing the level of accessibility of each road This was
done using a weighted accessibility index as modified from the price-weighted index shown below
P= Σ (pctnqctn) Σ (qct0) (wikipedia 2014)
where
P = price index
pctn = the prevailing price of c in period t
qct0 = the quantity of c sold in period t
Following this a weighted accessibility index was formulated where accessibility indices of each
nodal point were weighted against the rank as generated from the Shimbel Accessibility Matrix
ā= Σ (rnan) Σ (an) (Authorrsquos Analysis 2014)
7
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
where
ā = weighted accessibility index
an = accessibility indices of nodal points
rn= ranks of nodal points
Furthermore in the collection of secondary data to operationalize the graph theory the linear
graph of the road network in each neighbourhood was derived and traced out using the
CorelDrawX3 workspace The resulting graphs were analyzed to determine the weighted
accessibility of each road in the Ogboka Ugbowo and GRA However what was considered was
taking the shortest route where possible as obtained from the Shimbel Accessibility Matrices This
is shown for each neighbourhood in the Figures 2 ndash 8 below
The Shimbel Accessibility Matrix shows the node which is most accessible through the
shortest path thus having the least sum total It summarizes the number of edges required to
connect each node or vertex with other nodes in the network through the shortest path This
technique can be applied in determining the relative accessibility of each road in the
neighbourhoods To calculate the level of accessibility of each road a weighted accessibility index
is used as modified from the price-weighted index The weighted accessibility index is an index in
which the individual nodal points on each road are weighted in proportion to the sum of their
shortest paths travel and rank Weighted here refers to the mathematical practice of adjusting the
component of an index to reflect the importance of certain characteristics in this case the level of
accessibility of each road The roads serve as the links and where two or more links meet would
serve as nodes or junctions It should be noted however that the lesser the linkspaths travelled to a
node (junction) the higher the rank and accessibility of that node Nodes with lower accessibility
index will receive lesser weight in the index This means that it has a higher level of accessibility
8
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Thus a road with more nodes of lower accessibility index will have a lower weighted accessibility
index but a higher level of accessibility Accordingly if the nodes that encompass a road were more
of those of lower accessibility indices the level of accessibility on that road is more likely to be
higher even if the other nodes on that road were of high accessibility indices
The study also computes the general accessibility of the neighbourhoods as stated by the
residents in each neighbourhood To be able to qualitatively quantify the effect of accessibility by
road responses on level of accessibility level of connectivity nature of access road and state of
roads in each neighbourhood were ranked For this purpose the responses are considered with
respect to the percentage contribution of the most desirable option as shown in Table 1 Generally
ranking of the most desirable option is based on the principle that the availability of more of such
option in a neighbourhood the higher the general accessibility level
Table 1 Ranking of DataFACTOR RESPONSE OPTIONS
Most Desirable Option
Level of accessibility Highly accessible
ACCESSIBILITY Level of connectivity High connectivity
Nature of access road Tarred road
State of Road GoodVery Good
Source Authorrsquos Analysis (2014)
To quantitatively verify the connectivity level as stated by the residents the study utilizes the
connectivity matrix The connectivity matrix indicates the node with the highest total number of
connection or linkages with other nodes Here points are allocated to each node and where two
nodes were directly linked a value of 1 point was given and where there are no direct links a value
of 0 point is applied The connectivity matrix shows the number of other nodal points to which a
9
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
particular node is directly linked and the node with the highest number of points is considered to be
the most connected From the connectivity matrix the beta alpha gamma and connectivity indices
can be computed also
10
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 2 Road Network in Ogboka Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
11
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 3 Shimbel Accessibility Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
12
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 4 Connectivity Matrix of Ogboka
Source Authorsrsquo Analysis (2014)
13
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 4629
=159
The beta value for Ogbokarsquos road network is 159 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 46minus29+12(29)minus5
= 039
The alpha value for Ogbokarsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 46
3 (29minus2 )=057
The gamma value for Ogbokarsquos road network is 057 which shows that the road network within the neighbourhood has a maximum link of 46 with moderate level of connectivity
14
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 5 Road Network in Ugbowo Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
15
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 6 Shimbel Accessibility Matrix of UgbowoSource Authorsrsquo Analysis (2014)
16
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 7 Connectivity Matrix of Ugbowo
Source Authorsrsquo Analysis (2014)
17
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 3929
=13
The beta value for Ogbokarsquos road network is 13 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 39minus29+12(29)minus5
= 021
The alpha value for Ugboworsquos road network is 021 which shows that the road network within the neighbourhood has a poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 39
3 (29minus2 )=046
The gamma value for Ugboworsquos road network is 046 which shows that the road network within the neighbourhood has a maximum link of 39 with poor level of connectivity
18
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 8 Road Network in GRA Converted Into Planar Graph
Source Authorsrsquo Analysis (2014)
19
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 9 Shimbel Accessibility Matrix of GRA
Source Authorsrsquo Analysis (2014)
20
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Figure 10 Connectivity Matrix of GRA
Source Authorsrsquo Analysis (2014)
21
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
BETA INDEX
= ev
Where
= Beta Index
e = number of edges
v = vertices (or nodes)
= 5436
=15
The beta value for GRArsquos road network is 15 which shows that the road network within the neighbourhood is complex
ALPHA INDEX
= u
2 vminus5
Where
= Alpha Index
u = (e-v+1) e = edges v = nodes
= 54minus36+12(36)minus5
= 028
The alpha value for GRArsquos road network is 039 which shows that the road network within the neighbourhood has a growing but poor level of connectivity
GAMMA INDEX
= e
3(vminus2)
Where
= Gamma Index
e = number of edges
v = vertices (or nodes)
= 54
3 (36minus2 )=053
The gamma value for GRArsquos road network is 053 which shows that the road network within the neighbourhood has a maximum link of 54 with moderate level of connectivity
22
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
RESULTS AND DISCUSSION
The study focused on assessing the effect of accessibility by road on variation in rental
values of residential properties in Benin City The graph analysis which was centered on specific
neighbourhoods as mentioned above provided answers to the question of whether the level of
accessibility by road had a substantial impact on rental values of adjoining residential properties
The graph theory was used to measure the level of accessibility of each road and it was found that
residential properties located on more accessible roads had higher rental values while those located
on the least accessible roads had lower rental values These findings are discussed and shown in the
Tables and Figures below
Table 2 Rental Value in relation to Accessibility of Individual Roads in Ogboka
Arterial Road Weighted Accessibility Mean Rental Values
Range CategoryIndex Mean Index
Ozah Street 110
93
7500
Above N5000 AAgbado Street 48 7100Igbesamwan Road 87 6400Aruosa Street 127 5400Owina Street 156
1464300
N3001 ndash N5000 BIgun Street 136 3900Evbohan Street 147 3900Ezoba Street 159
1752900
Below N3001 CEguadase Street 190 2500Source Authorrsquos Analysis (2014)
Table 2 shows the rental values in relation to the weighted accessibility index of each road
in Ogboka Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (Above N5000) are located on highly accessible roads with a mean accessibility index
of 93 This accessibility index is the lowest of the three categories and as consistent with the
23
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
shimbel accessibility matrix roads such as Ozah Street Agbado Street Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka
Category B has residential properties of the next highest rental values (N3001 - N5000)
and are located on moderately accessible roads with a mean accessibility index of 146 These roads
are Owina Street Igun Street and Evbohan Street Residential properties with the lowest rental
values (Below N3001) fall values (Above N5000) are located on highly accessible roads with a
mean accessibility index of 175 This accessibility index is the highest of the three categories and
as consistent with the shimbel accessibility matrix roads such Ezoba Street and Eguadase Street are
the least accessible roads in Ogboka Consequently this variation in rental value along with
accessibility of the roads in Ogboka is shown on a value map (Figure 8)
24
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Fig 8 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ogboka
Source Authorrsquos Analysis (2014)
25
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Table 3 Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial RoadWeighted Accessibility
Mean Rental Values
Range CategoryIndex Mean Index
Lucky Street 105
150
33800Above
N30000 ABendel Street 196 33200Irowa Street 230 31100FGGC Road 79 30000Jonathan Street 202
140
29200
N20001-
N30000B
19th Street 198 28900Omage Street 56 28500Adolor Road 104 2750015th Street 167 26500Nova Road 185 25000Police Road 73 25000Sebastian St 240 25000Ogbeidie St 105 24200Ighomo Street 115 22500Uwasota Road 105 20800Technical Road 255
26017500 Below
20001 DEgboni Street 266 17500Source Authorsrsquo Analysis (2014)
Table 3 shows the rental values in relation to the weighted accessibility index of each road
in Ugbowo Three categories of residential properties can be identified based on range of mean
rental values in relation to accessibility Category A which has residential properties of the highest
rental values (N30001 amp above) are located on moderately accessible roads with a mean
accessibility index of 150 These roads are Lucky Street Bendel Street Irowa Street and FGGC
Road Category B has residential properties of the next highest rental values (N20001 ndash N30000)
but are located on highly accessible roads with a mean accessibility index of 140 This
accessibility index is the lowest of the three categories and as consistent with the shimbel
accessibility matrix roads such as Jonathan Street 19th Street Omage Street Adolor Road 15th
Street Nova Road Police Road Sebastian Street Ogbeidie Street Ighomo Street and Uwasota
Road are the most accessible roads in Ugbowo Residential properties with the lowest rental values
26
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
(Below N20001) fall in category C and are located on the least accessible roads mean accessibility
index of 260 This accessibility index is the highest of the three categories and as consistent with
the shimbel accessibility matrix roads such Technical Road and Egboni Street are poorly and the
least accessible roads in Ugbowo Consequently this variation in rental value along with
accessibility of the roads in Ugbowo is shown on a value map (Figure 9)
27
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Fig 9 Value Map Showing Spatial Variation in Rental Values with Accessibility in Ugbowo
Source Authorsrsquo Analysis (2014)
28
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Table 4 Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial RoadWeighted Accessibility
Mean Range CategoryIndex MeanOba Eweka Road 115
177
72500
N50001 amp Above A
Ikpokpan Road 271 72500Ihama Road 142 60800Reuben Street 296 56500Akhabore Street 59 55800Adesuwa Road 172
150
45400N40001
ndash N50000
BOni Street 157 44500Aideyan Street 45 40800Etete Road 218 40000Giwa Amu Street 176
196
37500
Below 40001 C
Boundary Road 159 35800Idosogie Street 243 350002nd Ugbor Road 202 34200Ogbeson Street 57 32500Oghosa Street 186 32500Gapiona Street 307 325001st Ugbor Road 133 30000Guobadia Street 301 30000
Source Authorsrsquo Analysis (2014)
Table 4 shows the rental values in relation to the weighted accessibility index of each road
in GRA Three categories of residential properties can be identified based on range of mean rental
values in relation to accessibility Category A which has residential properties of the highest rental
values (N50001 amp above) are located on moderately accessible roads (177) These arterial roads
are Oba Eweka Road Ikpokpan Road Ihama Road Reuben Street and Akhabore Street Category
B has residential properties of the next highest rental values (N40001 ndash N50000) but are located
on highly accessible roads with a mean accessibility index of 150 This accessibility index is the
lowest of the three categories and as consistent with the shimbel accessibility matrix roads such as
Adesuwa Road Oni Street Aideyan Street and Etete Road are the most accessible roads in GRA
Residential properties with the lowest rental values (Below N40001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 196 This accessibility
29
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
index is the highest of the three categories and as consistent with the shimbel accessibility matrix
roads such as Giwa Amu Road Boundary Road Idosogie Road 2nd Ugbor Road Ogbeson Street
Gapiona Street 1st Ugbor Road and Guobadia Street are the least accessible roads in GRA
Consequently this variation in rental value along with the accessibility of the roads in GRA is
shown on a value map (Figure 10)
30
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Fig 10 Value Map Showing Spatial Variation in Rental Values with Accessibility in GRA
Source Authorsrsquo Analysis (2014)
31
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
From the findings above the study shows that rental values of residential properties vary
significantly with the level of accessibility of the roads Generally residential properties with higher
rental values are located on more assessable roads while properties with the lowest rental values are
located on the least assessable roads This confirms the fact that the higher the accessibility of a
road the higher the values of rent property and land that are located on it Therefore it is plausible
to concede that the location and distribution of residential properties in Benin City reflect the needs
of residents to maximize accessibility to locations and productive resources within the
neighbourhoods or within the city The more accessible these residential properties are to these
productive resources the higher their rental value all other things being equal
Table 5 General AccessibilityNeighbourhoods
OGBOKA UGBOWO GRAFactor Indices Rank Rank Rank
Accessibility (High) 73 1 23 3 712 2Connectivity (High) 65 1 158 3 55 2Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (GoodVery Good) 66 1 13 3 58 2ACCESSIBILITY
Beta index 159 1 13 3 15 2Alpha index 039 1 021 3 029 2Gamma index 057 1 046 3 053 2
Score 8 21 13Total Rank 1 3 2
Source Authorrsquos Analysis (2014)
Table 4 shows the general accessibility of the sampled neighbourhoods In terms
accessibility and connectivity of the roads Ogboka has the highest levels of accessibility and
connectivity as 73 and 65 of the residential properties are located on highly accessible and
equally connected roads GRA follows closely as 712 and 55 of the properties as located on
32
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
highly accessible and connected roads while only 23 and 158 of the residential properties in
Ugbowo are located on highly accessible and connected roads In terms of the nature of the access
road on which the properties are located all the residential properties in GRA are located on tarred
roads while 93 and 66 of the residential properties in Ogboka and Ugbowo respectively are
located on tarred roads With respect to the state of roads in the neighbourhoods Ogboka has the
best state of roads since 66 of the residential properties are located on good to very good roads
This is followed closely by GRA where 58 of the residential properties are located on good to
very good roads Ugbowo however has worst state of roads since only 15 of the residential
properties are located on good to very good roads
Table 4 also shows the Beta Alpha and Gamma indices of the neighbourhood as obtained
from the graph analysis of their road networks using Equations These indices show the level of
complexity and connectivity of the road networks The more complex and connected a road
network is the more accessible it is Consequently since these indices are highest in Ogboka beta
(159) alpha (039) and gamma (057) it is the most accessible neighbourhood Similarly GRA has
the next highest beta (15) alpha (029) and gamma (053) making it more accessible than
Ugbowo which has the least beta (13) alpha (021) and gamma (046) and is the least accessible
neighbourhood
CONCLUSION AND POLICY RECOMMENDATIONS
33
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
The study concludes that accessibility by road affects rental values Residential properties of
high rental or property value are located on the most accessible roads in neighbourhoods across
Benin City especially in the city center where the much of the access roads are tarred and the state
of roads are generally good Having established the effect of accessibility by road on rental values
of residential property in Benin City it is worthy to note that improved road networks and street
connectivity can increase accessibility by road to road users The study showed that In Benin City
neighbourhoods in the city center such as Ogboka and GRA have much of their access roads tarred
goodvery good state of roads and roads with high level of accessibility and connectivity On the
other hand neighbourhoods outside the city center such as Ugbowo have poor road networks and
the streets are not maximally connected due to potholes and un-tarred roads that impede
accessibility This is because only few of their access roads are tarred of goodvery good state and
with high level of accessibility and connectivity Thus it could be said that a major problem faced
by outlying neighbourhoods in Benin City is the poor state of roads which has continued to impede
accessibility The construction and rehabilitation of roads is mainly concentrated in the city center
where the roads are generally in good conditions and accessibility is already high Neighbourhoods
that are located further away from the city center are impoverished by poor roads that make them
poorly accessible Therefore it is of great necessity that government constructs rehabilitate and
adequately maintain roads in these neighbourhoods in order to enhancing their accessibility and
general usability This is because improved road network not only ease movement and circulation
but also offer better accessibility to productive resources and locations within a neighbourhood and
the city in general Similarly the study concludes that the level of accessibility of individual roads in
a neighbourhood will be higher only if the general state of roads in the neighbourhoods is in a good
condition And since the state governmentrsquos Land Use Charge is based on the value of the
34
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
residential property improving the state of roads would not only beneficial to the government as it
tax a higher amount on highly valued properties but also the owners who will ultimately shift the
cost to their tenants through high rental payments Rationally high rental values for residential
properties in a neighbourhood where the state of road is good can only be considered by the tenants
as proper
REFERENCES
Aderamo A J (2003) A Graph Theoretic Analysis of Intra-Urban Road Network in Ilorin Nigeria Research for Development 17 1 amp 2 18 1 amp 2 (December 2003) 221 ndash 240
Andrew O and David L (2014) Access Across America Trabsit 2014 in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
Balchin P N Kieve J L and Bull G H (2000) Urban Economics ndashA Global Perspective New York Palgrave Publishers 1st Ed
Debrezion G Pels E and Rietveld P (2007) The Impact of Railway Station on Residential and Commercial Property Value a meta-analysis in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Genevieve G Peter G Qisheng P and JiYoung Park (2010) Accessibility and Residential Land Values Some Tests with New Measures Urban Studie 1-28
Harvey J (1999) Urban Land Economics Jack Harvey Publishers5th Ed
Hongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 July
Oni A O (2009) Arterial Road Network and Commercial Property Values in Ikeja NigeriaPhD Thesis Submitted to the Department of Estate Management Covenant University
35
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36
Portland (2012) Portland Plan 20 minutes Neighbourhood City of Portland in ldquoVictoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015rdquo
RICS (2004) Land Value and Public Transport Stage 2-Summary of Findings RICS Policy Unit Royal Institute of Chartered Surveyors in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Rodrigue JP (2013) The Geography of Transport Systems New York Routledge 3rd Ed
Singh S K (2005) Review of Urban Transportation in IndiaJournal of Public Transportation 8 1Smith J and Gihring T (2006) Financing Transit Systems through Value Capture an annotated
bibliography (Updated as Smith and Gihring with Litman (2009) in ldquoHongbo D U and Corinne M (2011) Understanding Spatial Variations in the Impact of Accessibility on using Geographically weighted regression World Symposium on Transport and Land Use Research Whistler Canada 28-30 Julyrdquo
Victoria Transport Policy Institute (2015) Evaluating Accessibility for Transportation Planning Measuring Peoplersquos ability to reach desired goods and activities Accessed at wwwvtipiorg 27 February 2015
36