WRITING SAMPLE (Reviewer's Corrections Effected)

The Effect of Accessibility by Road on Rental Values of Residential
Property in Benin City, Edo State, Nigeria
Monday Ohi Asikhia (Ph.D)
Department of Geography and Regional Planning,
University of Benin, Benin City, Nigeria
Nicholas W. Eghagha
Department of Geography and Regional Planning,
University of Benin, Benin City, Nigeria
AND
Mrs. G.C. Emenike (Ph.D)
Department of Geography & 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

1
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 people’s 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

2
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

3
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 619N and 613N and longitude 536E and
560E 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,

4
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).

5
Figure 1: Benin City Showing the SelectedNeighbourhoods
Source: Ministry of Lands and Survey, Benin City (2013)

6
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 0.05. 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 = 374,671
Population of Egor LGA = 339,899
Total Population of Oredo and Egor LGAs = 714,570
Population of Edo State = 3,233, 366
Combine household units of Oredo and Egor LGAs = ?
Household unit of Edo State = 701, 073 NPC Population Census (2006)
714,570
3,233,366
= 1 : 4.5
701,073
4.5
= 155,794
The combine household units in Oredo and Egor is 155,794.
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
1+ N (e)²

7
n =
155,794
1+155794 (0.0025)
= 399.997
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; 40:35:25 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 (pctn·qctn)
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 (rn·an)
Σ (an) (Author’s Analysis, 2014)

8
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 – 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 links/paths 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.

9
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 Data
FACTOR 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 Good/Very Good
Source: Author’s 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

10
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.

11
Figure 2: Road Network in Ogboka Converted Into Planar Graph
Source: Authors’ Analysis (2014)

12
Figure 3 Shimbel Accessibility Matrix of Ogboka

13
Figure 4 Connectivity Matrix of Ogboka

14
BETA INDEX
 =
𝑒
𝑣
Where,
 = Beta Index
e = number of edges
v = vertices (or nodes)
 =
46
29
= 1.59
The beta value for Ogboka’s road network is 1.59 which shows that the road network within the neighbourhood is
complex.
ALPHA INDEX
 =
𝑢
2𝑣−5
Where,
 = Alpha Index
u = (e-v+1); e = edges, v = nodes
 =
46−29 +1
2(29)−5
= 0.39
The alpha value for Ogboka’s road network is 0.39 which shows that the road network within the neighbourhood has a
growing but poor level of connectivity.
GAMMA INDEX
 =
𝑒
3(𝑣−2)
Where,
 = Gamma Index
e = number of edges
 =
46
3(29−2)
= 0.57
The gamma value for Ogboka’s road network is 0.57 which shows that the road network within the neighbourhood has
a maximum link of 46 with moderate level of connectivity.

15
Figure 5: Road Network in Ugbowo Converted Into Planar Graph

16
Figure 6 Shimbel Accessibility Matrix of Ugbowo

17
Figure 7 Connectivity Matrix of Ugbowo

18
BETA INDEX
 =
𝑒
𝑣
Where,
 = Beta Index
e = number of edges
 =
39
29
= 1.3
The beta value for Ogboka’s road network is 1.3 which shows that the road network within the neighbourhood is
complex.
ALPHA INDEX
 =
𝑢
2𝑣−5
Where,
 = Alpha Index
 =
39−29 +1
2(29)−5
= 0.21
The alpha value for Ugbowo’s road network is 0.21 which shows that the road network within the neighbourhood has a
poor level of connectivity.
GAMMA INDEX
 =
𝑒
3(𝑣−2)
Where,
 = Gamma Index
e = number of edges
 =
39
3(29−2)
= 0.46
The gamma value for Ugbowo’s road network is 0.46 which shows that the road network within the neighbourhood has
a maximum link of 39 with poor level of connectivity.

19
Figure 8: Road Network in GRA Converted Into Planar Graph

20
Figure 9 Shimbel Accessibility Matrix of GRA

21
Figure 10 Connectivity Matrix of GRA

22
BETA INDEX
 =
𝑒
𝑣
Where,
 = Beta Index
e = number of edges
 =
54
36
= 1.5
The beta value for GRA’s road network is 1.5 which shows that the road network within the neighbourhood is complex.
ALPHA INDEX
 =
𝑢
2𝑣−5
Where,
 = Alpha Index
 =
54−36 +1
2(36)−5
= 0.28
The alpha value for GRA’s road network is 0.39 which shows that the road network within the neighbourhood has a
growing but poor level of connectivity.
GAMMA INDEX
 =
𝑒
3(𝑣−2)
Where,
 = Gamma Index
e = number of edges
 =
54
3(36−2)
= 0.53
The gamma value for GRA’s road network is 0.53 which shows that the road network within the neighbourhood has a
maximum link of 54 with moderate level of connectivity.

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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 Category
Index Mean Index
Ozah Street 11.0
9.3
7,500
Above N5,000 A
Agbado Street 4.8 7,100
Igbesamwan Road 8.7 6,400
Aruosa Street 12.7 5,400
Owina Street 15.6
14.6
4,300
N3,001 – N5,000 BIgun Street 13.6 3,900
Evbohan Street 14.7 3,900
Ezoba Street 15.9
17.5
2,900
Below N3,001 CEguadase Street 19.0 2,500
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 N5,000), are located on highly accessible roads with a mean accessibility index
of 9.3. This accessibility index is the lowest of the three categories and as consistent with the
shimbel accessibility matrix, roads such as Ozah Street, Agbado Street, Igbesamwan Road and
Aruosa Street are the most accessible roads in Ogboka.

24
Category B has residential properties of the next highest rental values (N3,001 - N5,000)
and are located on moderately accessible roads with a mean accessibility index of 14.6. These roads
are Owina Street, Igun Street and Evbohan Street. Residential properties with the lowest rental
values (Below N3,001) fall values (Above N5,000), are located on highly accessible roads with a
mean accessibility index of 17.5. 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).

25
Fig 8: Value Map Showing Spatial Variation in Rental Values with Accessibility in
Ogboka

26
Table 3: Rental Value in relation to Accessibility of Individual Roads in Ugbowo
Arterial Road
Weighted Accessibility
Mean Rental
Values
Range CategoryIndex Mean Index
Lucky Street 10.5
15.0
33,800
Above
N30,000 A
Bendel Street 19.6 33,200
Irowa Street 23.0 31,100
FGGC Road 7.9 30,000
Jonathan Street 20.2
14.0
29,200
N20,001
-
N30,000
B
19th Street 19.8 28,900
Omage Street 5.6 28,500
Adolor Road 10.4 27,500
15th Street 16.7 26,500
Nova Road 18.5 25,000
Police Road 7.3 25,000
Sebastian St 24.0 25,000
Ogbeidie St 10.5 24,200
Ighomo Street 11.5 22,500
Uwasota Road 10.5 20,800
Technical Road 25.5
26.0
17,500 Below
20,001 DEgboni Street 26.6 17,500
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 (N30,001 & above), are located on moderately accessible roads with a mean
accessibility index of 15.0. These roads are Lucky Street, Bendel Street, Irowa Street and FGGC
Road. Category B has residential properties of the next highest rental values (N20,001 – N30,000)
but are located on highly accessible roads with a mean accessibility index of 14.0. 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
(Below N20,001) fall in category C and are located on the least accessible roads mean accessibility

27
index of 26.0. 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).

28
Ugbowo

29
Table 4: Rental Value in relation to Accessibility of Individual Roads in GRA
Arterial Road
Weighted Accessibility
Mean Range CategoryIndex Mean
Oba Eweka Road 11.5
17.7
72.500
N50,001 &
Above A
Ikpokpan Road 27.1 72,500
Ihama Road 14.2 60,800
Reuben Street 29.6 56,500
Akhabore Street 5.9 55,800
Adesuwa Road 17.2
15.0
45,400
N40,001
–
N50,000
B
Oni Street 15.7 44,500
Aideyan Street 4.5 40,800
Etete Road 21.8 40,000
Giwa Amu Street 17.6
19.6
37,500
Below 40,001 C
Boundary Road 15.9 35,800
Idosogie Street 24.3 35,000
2nd Ugbor Road 20.2 34,200
Ogbeson Street 5.7 32,500
Oghosa Street 18.6 32,500
Gapiona Street 30.7 32,500
1st Ugbor Road 13.3 30,000
Guobadia Street 30.1 30,000
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 (N50,001 & above), are located on moderately accessible roads (17.7). 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 (N40,001 – N50,000) but are located
on highly accessible roads with a mean accessibility index of 15.0. 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 N40,001) fall in category C and are
located on the least accessible roads with a mean accessibility index of 19.6. . This accessibility

30
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).

31
GRA

32
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 Accessibility
Neighbourhoods
OGBOKA UGBOWO G.R.A
Factor Indices % Rank % Rank % Rank
Accessibility (High) 73 1 23 3 71.2 2
Connectivity (High) 65 1 15.8 3 55 2
Nature of Access Road (Tarred) 93 2 66 3 100 1
GENERAL State of Road (Good/Very Good) 66 1 13 3 58 2
ACCESSIBILITY
Beta index 1.59 1 1.3 3 1.5 2
Alpha index 0.39 1 0.21 3 0.29 2
Gamma index 0.57 1 0.46 3 0.53 2
Score 8 21 13
Total Rank 1 3 2
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

33
equally connected roads. GRA follows closely as 71.2% and 55% of the properties as located on
highly accessible and connected roads, while only 23% and 15.8% 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
(1.59), alpha (0.39) and gamma (0.57), it is the most accessible neighbourhood. Similarly, GRA has
the next highest beta (1.5), alpha (0.29), and gamma (0.53); making it more accessible than
Ugbowo which has the least beta (1.3), alpha (0.21), and gamma (0.46), and is the least accessible
neighbourhood.

34
CONCLUSION AND POLICY RECOMMENDATIONS
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,
good/very 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 good/very 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

35
condition. And since the state government’s Land Use Charge is based on the value of the
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.
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