AN EXAMINATION OF THE IMPACT OF CONNECTIVITY ON

PROPERTY VALUES IN UYO, AKWA IBOM STATE

 ABSTRACT
This study is aimed at analyzing the impact of road connectivity to
properties values in selected parts of Akwa Ibom State. The purpose is
to determine the contribution of road connectivity to neighborhood
properties rental/capital values. Structured questionnaire were
administered on some purposely selected numbers of landlords and
tenants living in residential buildings in the neighborhood of the road
under study and out of the selected numbers of landlords and tenants,
a selected respondents duly completed and returned their
questionnaire, The data collected were analyzed using descriptive and
analytical statistics. The study reveals that there existed one form of
road connectivity or another in the study areas in the past number of
years. Road improvements were identified as a factor contributing to
increase in rental/capital values. Accessibility was recognized as a
factor that determine what people want to pay for a particular location.
Majority of the respondents were found to be ready to pay higher rent
as a result of road improvements. The study also shows that there was
a significant relationship between road connectivity and neighborhood
properties value in the study areas. The study recommends that the
three tiers of government should take the issues of construction,
maintenance and rehabitation of roads as a matter of priority because
these processes enhance property values and indirectly increases
accruable from property as tax to government coffers.
 TABLE OF CONTENTS
Title page
Approval page
Dedication
Acknowledge
Table of Content
Abstract
Chapter One
1.0 Introduction
1.1 Background of The Study
1.2 Statement of The Problem
1.3 Aim/Objectives of Study
1.4 Research Questions/Hypothesis
1.5 Significance of Study
1.6 Scope of Study
1.7 Limitation of the Study
1.8 Overview of the Study
Chapter Two
2.0 Literature Review
2.1 Conceptual Framework
2.1.1 Concept of Property and Property Values
2.1.2 Concept of Land as a Real Property
2.1.3 Concept of Accessibilty and Complementarity
2.2 Literature Review
2.3 Transportation and Accessibility
2.4 Road Network Classification and Analytical Measures
2.5 Patterns of Road Connectivity And Property Values
2.6 Property and Property Value
2.7 Problems of Transportation
Chapter Three
3.1 Research Design
3.2 Re-statement of the Research Problems
3.3 Brief Description of the Study Area
3.4 Population of the Study
3.5 Sample Size and Sampling Technique
3.6 Sources of Data
3.6.1 Primary Source of Data
3.6.2 Secondary Source of Data
3.7 Instrument for Data Collection
3.8 Method of Data Presentation and Analysis
Chapter Four
4.0 Data Presentation and Analysis
4.1Introduction
4.2 Presentation of Based Data
4.3 Presentation of Data According to Research Questions and
Questionniare
4.3.1 Based Data
4.3.2 Table 3
4.3.3 Expected Frequency Table
4.4 Test of Hypothesis
4.4.1 Assumptions
4.4.2 Statement of Hypothesis
4.4.3 Decision Rule
4.4.4 Chi-Square Table
4.4.5 Degree of Freedom
4.4.6 Inference
4.4.7 Summary
Chapter Five
5.1 Summary of Findings
5.2 Conclusions
5.3 Recommendation
Bibliography
Appendices
 CHAPTER ONE
1.0 INTRODUCTION

BACKGROUND OF THE STUDY

According to Aderamo (2003) road connectivity constitutes an

important element in Urban development as roads provide accessibility
required by different land uses thus, the proper functioning of such
urban area depends on efficient road network which is a backbone to
their very existence. The importance of transportation cannot be over
emphasized. Transportation centrally affects the relationship between
physical space and society and changes in transportation affects the
organization of human activity in urban and regional space. It structures
the built environment, spurs urban growth as well as orders
relationships among cities and streets in a national urban system.
(Yago, 2013).

Transportation and property are important in physical and

economic development of towns and cities all over the world.Oni
(2007), Citing Goldberg (1970) opines that property and land values
tend to increase in areas with expanding transportation network, and
increase less rapidly in areas without such improvement. Rising and
continued rise in housing and land prices are expected in cities with
efficient road connectivity and rapid economic and population growth.

Knaap (1998) observes that property’s location and value are

strongly interrelated. Urban transport systems influence property
features. Accessibility is a key aspect of location. Physical accessibility
is determined by the time and cost of travel to other locations. It
depends on the presence, efficiency and effectiveness of the road
connectivity. Areola, Mamman, Onweluzo and Omotosho (1999), cited
in Laden (2007) describes road transportation as a form of land
transport which involve the movement of people and goods by motor
cycles, tricycles, cars, buses and truck. Furthermore, they described
road transportation as the most popular means of transport. Ileoye
(2004)citied in Laden (2007) categorizes roads based on their quality.
The quality is determined by the width, type of surface, number of
lanes, facilities etc. The road categories include the high quality truck
“A” roads owned and maintained by federal government, the generally
tarred truck “B” roads owned and maintained by state government and
“C” roads which connects cities and streets linking up the whole city.

Tse and Love (2000) observe that while transportation systems clearly
enhances neighborhood accessibility, they negatively affect estate
values. This is manifested in the production of noise pollution, crime
and in the case of properties located in their path via stigma. These
factors both positive and negatives, capitalized into the values of
homes in the same way that extra bathrooms, swimming pools and/or
desirable locations do. Access Roads, good drainage, electricity, water
supply are some of the factors that influence property value. Oduwaye
(2004) stated that road connectivity is one of the factors that influence
property values and established that improvement in transportation
facilities especially roads brings about improved accessibility.

Road transport is many cities driver of the economy and is the

only means of transportation within Uyo. Uyo is a typical example in
the history of growth and development of cities in Nigeria. The city
became capital of Akwa Ibom State in 1987 with the few available roads
in terrible and deplorable state thus making road construction and
renovation the key focus of successive governments in the State so as
to cater for increase of pedestrian and vehicular movement . Similarly,
activities like banking, businesses (wholesale and retail), and
professional services had since congregated in Uyo to take advantage
to nearness to seat of governance.

These concentration of activities attracted consumers and ancillary

service providers thus leading to an increase in demand for properties
and its concomitant effects on property values along roads that are
efficiently interconnected in the metropolis.

Few studies carried out in Nigeria do not provide indept analysis

on road connectivity, demand and supply and its impact on rental value
of properties; rather they made sparse references to availability of
transport and accessibility as determinants. It is against this background
this study is set out to ascertain the impact road connectivity plays in
determining the rental value of properties in selected areas of Uyo
metropolis thus, attempting to fill the gap.

1.2 STATEMENT OF RERSEARCH PROBLEM

Road is any country’s greatest investment where every citizen is a
shareholder (Sims 2002). However, the burden of road construction,
road caring and management is regarded as governments’
responsibility. Uyo being the commercial nerve center of the state
continues to witness on a daily basis the influx of people from within
and outside the state to seek for means of livelihood. As a result of the
influx, the rate at which infrastructures (especially roads) is provided
cannot meet the demand with many roads in deplorable state and high
traffic gridlock along the few good ones thus making accessibility and
movement within the city difficult and time consuming. This increases
the time taken to move from one place to another.

Informal and illegal properties developed by people who are

desperate to have shelter over their heads with little concern for the
provision of adequate infrastructure including good roads poses
another serious problem. The rate at which these settlements spring up
in Uyo is of serious concern to any caring government. These sprawl
settlement and unplanned development inhibits efficient road
connectivity and accessibility and these tends to impact negatively on
property values.

Poor drainage system in some roads in Uyo (e.g. IBB Avenue,

Nsikak Eduok Avenue, Itu road etc) leads to over flooding of the
neighborhood during rainy seasons thus cutting off traffic from such
roads. These impedes accessibility to and from the area thus impacting
negatively on property value. Sometimes occupiers are forced to move
out from the area thus, leading to loss of rental income on property
investor. Small repair works that needs to be carried out immediately
on some roads by authorities’ in-charge are often neglected until the
roads degenerates. The problems in some instance is self inflicted as in
the case of those who dug across the road to lay water pipes without
putting the road back in the state it was met, thereby leading to the
destruction of the road and its concomitant effect on value of
properties in the neighborhood.

1.3 AIMS AND OBJECTIVES OF THE STUDY

The aim of this research is to examine the impact of road
connectivity on rental value of properties in Uyo Local Government
Area of Akwa Ibom State.
 In order to achieve this aim, the following objectives have been
set out;

i. To determine the road network pattern in Uyo metropolis.

ii. To examine the spartial pattern and trend of demand, supply
and values of investment properties (both Residential and
Commercial) in the study area.
iii. To determine the relationship between road connectivity,
accessibility and property value in the study area.
iv. To examine the impact of road connectivity on property values.
v. To prefer likely solutions to the negative effects of road
connectivity on property values.

1.4 RESEARCH QUESTION/HYPOTHESIS

1.4.1 Research Questions
The foregoing has elicited a number of question that will be answered
in the course of the study. They are as follows:

1. What is the pattern of road network in Uyo?

2. What is the trend of the real estate market in Uyo?

3. Does road connectivity have an impact on property values?

4. How can the negative impact of road connectivity on property values

be reduced or prevented?

1.4.2 HYPOTHESIS
Ho: Road connectivity has no significant impact on rental values of
properties in Uyo.
Hi: Road connectivity has significant impact on rental values of
properties in Uyo.

1.5 SIGNIFICANCE OF THE STUDY

The study will highlight and expose the present state of roads and
its connectivity in the study area and therefore provide a means to
forestall degeneration.

On the completion of the study, recommendations shall be made

on possible adjustments now and in the future; that will minimize the
negative and undesirable impacts of road connectivity on property
values in Uyo while maximizing the positive effects.

Government could use the information from the study to

fashion out possible ways to combat the present state of roads in the
area, provide new ones and also enact enabling laws to curtail
destruction of road by motorist and other road users.

Professionals in the built environment such as Engineers, Estate

Surveyors, Town Planners, etc will also be able to use the output of this
study to plan for decent and durable urban environment. The study will
also serve as a spring board for further research into the subject matter
thereby contributing to the advancement of knowledge.

1.6 SCOPE OF THE STUDY

The study focused on the impact of road connectivity on rental
values of properties and was carried out mainly on residential and
commercial properties held as an investment in Uyo metropolis. The
research work was limited to some areas of Uyo whose connectivity has
significantly improved or deteriorated over the years. These areas
include; Urua Udofia street, Etim OKon Usanga, Nwaniba road, Nsikak
Eduok Avenue, IBB Avenue etc.

It also only considered its impact on rental value of residential (block of

flats, Detach and semi-detach bungalows, Duplexes etc) and
commercial (block of shops, office space) properties located within the
study area.

1.7 LIMITATION OF THE STUDY

Due to the terrain and nature of the study area, the researcher
encountered the following limitations;

i. The research was limited by funds as her merger fund couldn’t

take care of the huge expenses involved.
ii. Insufficient time to carry out a more comprehensive research due
to other academic and personal commitments.
iii. The unwillingness of some respondence to provide the
needed information.

1.8 OVERVIEW OF THE STUDY

This research study focuses on the impact of road connectivity on
rental values of properties in Uyo metropolis. The study aims among
other things to examine the road network pattern in Uyo, determine
the relationship between road connectivity, accessibility and property
values and also to determine the contribution of road improvements to
rental value of properties (Residential and Commercial) in the study
area.

The study highlights the relationship between roads and urban

development stating that road network is the backbone of an efficient
urban environment. It also highlights transportation and property as
being important in the physical and economic development of towns
and cities all over the world, and the importance of improved
accessibility through efficient road connectivity on the values of
properties located along such roads. The study also discusses the role
government plays as a sole provider of road in Nigeria in general and
Uyo in particular and the numerous challenges. It faces in providing
and maintaining these roads in this period of economic
instability/crises.

In the end, the study offers a range of recommendations and also

puts forward a blue print for action by all stakeholders in providing
efficient and improved road connectivity thereby reducing or
eliminating all its negative impact on property values.
 CHAPTER TWO
2.0 LITERATURE REVIEW
2.1 CONCEPTUAL FRAMEWORK
2.1.1 Concept of Property And Property Values
The concept of property has no single or universally accepted
definition and various academic disciplines like law, economics,
anthropology and sociology treat the concept more systematically and
within or between the different principles and fields definition vary.
In common sense, property may be regarded as simply one’s own thing
and it is the relationship between individuals and the objects, which is
seen as being the holder’s “own” to dispense with as they see at.
Property is generally defined as land and the things permanently
attached to land. Things that are permanently attached to the land
which also can be referred to as improvements included houses,
garages and other structures (Bethel, 1998).
The social scientist conceived property as a bundle of rights and
obligations. They stress further that property is not a relationship
between people and things but a relationship between people with
regards to things and it is often conceptualized as the rights of
ownership defined in law, and maybe private or public property the
latter belongs to an individual while the former to a community
collectively or a state. Property rights encourage holders to develop
the property generate wealth, and efficiently allocate resource based
on the operation of the market to produce more wealth and better
standards of living. Property maybe classified into real estate,
immovable property, estate in land, real property, tangible and
intangible, personal property, interests. In land and improvements,
personal property may be tangible such as cars, clothing, animals and
may be intangible or abstract (e.g financial instruments such as stocks
and bonds), which includes intellectual property (patents, copy rights,
trademarks).
Real property in common laws systems refers to land or any permanent
feature or structure above or below its surface. Immovable property is
any immovable object or item of property that cannot be moved and
includes premises and property, houses, land and associated goods and
chattels, and distinguished from real property or real estate while in
civil law systems personal property is called movable property or
movables indicating any property that can be moved from one location
or another. In distinction with immovable property or immovable, such
as land and buildings, property may be classified in variety of ways,
such as goods, money, negotiable instruments, securities and intangible
assets.
There is further distinction between personal and private property.
Personal property refers to things that an individual has an exclusive
night to use but only while they are in use or used regularly. It differs
from private property which refers to things owned by an individual
regardless of whether he is using and has a right to prevent others from
using what he does not use or has or has no intention of using. Real
estate or immovable property is a legal term that encompasses land
together with anything permanently affixed to it. Real estate
(immovable property) is synonyms with real property otherwise called
reality, in contrast with personal property (also sometimes called
chattel Wikipedia, 2007) fair market value and fair value are commonly
accounting used as terms while the equivalent appraisal term is market
value. Market value is defined as a type of value stated as an opinion
that presumes the transfer of a right of ownership or a bundle of such
rights at a certain date under specific conditions set forth in the
definition of the term identified by the appraiser as applicable in an
appraisal.

2.1.2 Concept Of Land As A Real Property

This has to do with the way people view land. People see land in
different perspectives thus giving meanings or definition to land.
Hemuka (2015), viewed land in his book under different concepts
such as:
i. Physical concept: land as a physical object is tangible and
includes the earth, soil, sub-soil, and everything beneath and
above the land (soil surface) including plants and buildings.
Clear boundaries are marked to separate one land from
another, since it has to do with the physical space.
ii. Legal concept: land is seen as bundle of night vested on the
property owner. It is seen as the earth and the space around it
over which right can be exercised according to the law.
iii. Socio-political concept: they saw land as a people or the
community people live, which gives them a bond of affinity.
According to Hemuka (2015), land represents a place of human
residence such as village, town, example Enugu, Uyo, Akwa
Ibom, Amaechi, Udi, etcetra.
iv. Religious/spiritual concept : according to Hemuka (2015), land
is regarded as the manifestation or representation of deities or
gods. Thus, it is an object of worship. Some communities gives
spiritual attributes to land. Hence, yearly celebration by various
communities before clearance and cultivation of new land.
v. Space concept : Udoudo (2002), viewed land to be a room and
surface upon and within which life takes place. Examples
include valleys, mountains, earth surface and mineral
embedded therein.
vi. Economic Concept : land is seen as the sum total of the natural
and manmade resources over which is business activities take
place. Land is seen as an article which can be bought and sold
as any other economic commodity. Land is also a factor of
production, production cannot take place without land even in
the presence of other factors of production.
Hemuka (2015) and Udoudo (2002) covered properly the definition
of land in regards to the concept of land. Their works are of immense
help to this study.
2.1.3 Concept Of Accessibility And Complementarity
Ingram (1971) played a key role in putting accessibility into
operational form when sub-dividing the concept into relative and
integral accessibility. He classified relative accessibility as “the
degree to which two places or points on the same surface are
connected” and integral accessibility as “the degree of inter-
connection with all other points on the same surface” A number of
researchers, (Pine, 1979;Guy 1983, Song 1996, Handy and Niemeier,
1997 and Kwan 1998) have carried out reviews on accessibility
measures.
In the studies, accessibility evaluates the net economic cost of
moving persons and goods between one place and another. It is not
only concerned with distance to be traveled between two places but
also with the time taken to travel that distance. It does not affect
solely the real costs incurred by movement but the real benefits
which include the total revenue received by the business or firm
influenced by the number of customers purchasing that firms goods
or services as well as the amount each customer buys (Lean and
Good all, 1997).
The theory states that with the underlying conditions of supply
remaining fixed the supply of possible sites in an area is a function of
existing transport networks; and given transport system, movement
will be concentrated along particular lines, so differentiating
between site in terms of accessibility advantages. Site/properties
along main transport route will have relative advantage over
sites/properties that are off the route; and site/properties located at
route intersections will posses greater relative advantage. It further
states that greatest relative advantage belongs to sites/properties on
main route and business users will seek the location that maximize
pecuniary profits.
The complementarity aspect states that once a number of
sites/properties in a given area has been developed there will be
strong bearing on the use to which the remaining site/property will
be put. If an office or any other particular use surrounds a property,
this will determine what will be the highest and best use of the
property. Developmental stores or offices located next door to each
other will stimulate sales because of opportunity for companion so
leading to independence of like uses and the advantage of
complementariness. This brings clustering of like and unlike uses and
importantly the property/site is related to the degree of accessibility.
Complementariness brings clustering of the like and unlike uses to
cluster an adjacent sites but where the sites but where the site
cannot be subdivided to provide a particular user with sufficiently
 small site that user may combine his demand with other user and
locate on more accessible site than would otherwise be the case. It is
possible to illustrate the way in which pattern of land use is
determined with firms for whom accessibility is critical and who are
willing to pay high prices for such sites. Thus, sites next to major
roads or nodal points are likely to be more accessible than sites
some distance from main roads, and demand for the advantageous
sites will cause values to be higher than in the surrounding area
(soot,1974).
According to Lean and Good all(1977), factors like accessibility and
complementarity increase the usefulness of sites to potential users,
thereby increasing the demand, and in economic literature emphasis is
placed on the importance of demand in determining the value of
developed real property and hence the value of land. Accessibility and
complementarity themselves are dependent on combination of capital
and land, with land being altered to increase the factors and roads and
other means of transport being built and building constructed.

2.2 LITERATURE REVIEW

Transportation is the conveyance of goods and people over land, across
water, and through the air. It is also the movement of people and
goods from one place to another by land (by road, rail, human
porterage, motorized and non-motorized vehicles), across water (ship,
canoe, boat, etc) and through the air (helicopter, light and heavy
aircraft etc). One thing is clear, transportation or transport involves the
movement of people, goods and services from origin to destination
either by road, air, sea, rail, human porterage, animals, pipeline and
even telecommunication or communication of these modes to bring
inter-modal essence of final movements of such goods, people or
services (Wikipedia ,2008).
The importance of transportation cannot be over-emphasized.
Transportation centrally affects the relationship between physical space
and society and changes in transportation affect the organization of
human activity in urban and regional space. It structures the built
environment, spurs urban growth as well as orders relationship among
cities in a national urban system (Yago,1983).
In a study on urban transportation issues in Uyo, Akwa Ibom State,
Singh (2005) stated that due to increase in population brought about by
natural increase and migration from rural areas and smaller towns
availability of motorized transport, increases in household income and
increases in commercial and individual activities have added to
transport demand. The expected effect on residential and commercial
property markets was positive, but the range of impacts vary from
marginal to over 100% in the commercial sector from the evidence.
In another study on Uyo, Singh (2005) found that the impact of road
transport was positive particularly regarding capital increase in
residential property value. However, the study put less emphasis on
exact values and some of the observed increase may be due to
optimism of the markets rather than actual effects. Similarly, there is
also some evidence that residential property prices might decrease
immediately around the transport investment or station. Value increase
was determined in the study in a narrow way and mainly through
changes in property and land values whereas wider range of measures
ought to have been used. The measures should have included changes
in accessibility, ownership patterns for land and property/site
consolidation, number of transactions and yields as well as composite
measures such as density of development.
According to Dickey (1975). Balchin, Kieve and Bull (1991), urban
road transportation system is one of the important factors responsible
for shaping the consumers rationally choice of transportation,
according to their social and spatial position within the urban market.
They opined that the urban road transportation system acts as basic
component of urban areas social, economic and physical structure; It
plays an essential role in the determination of the scale, nature and
form of urban areas, Urban areas naturally develop at nodal points in
the transport network and areas with good transport access in other
areas have advantage over locations with power transport facilities.
The locations with relative advantage are found where different
transport routes coverage and a general improvement of transport
facilities will increase the size of population, whose effective demand
can be tapped and therefore increase the amount of specialization and
exchange that takes place(Lean and Good all,1977).
Changes in transportation affect organization of human activity in
urban and regional space, structuring the built-environment, spurring
urban growth, ordering the relationships amongst cities in a national
urban system; as one mode of transportation reached is technological
limits in extending urban space and another takes its place (Yago,
1983). The higher the price paid for land the more the capital applied to
it, thereby increasing its productivity and intensity of use and
consequently its valus (Dewees, 1976).
The relationship between accessibility, property values and land use
patterns was the pre-occupation of earliest theorists. The theories
indicate that travel costs were traded off against rents and accessibility
in more complicated phenomena that require treatment that is more
sophisticated. Increase in accessibility leads to reduction in relative
transport subsidy or in increased demand that triggered land and
property values, intensity of land use and values with substantial
changes (Henneberry, 1998).
According to Kivell (1993), in a mono-centric Urban area, the
properties that attracts highest values and rents is where transport
facilities maximize labour availability, customer flow and proximate
linkages, while rent is the charge that owner of a relatively accessible
site can impose because of saving in transport cost which the use of the
land make possible. The better the transport network the less the
friction and the higher will the rent, which is the payment to overcome
the friction of space.
The overall implication of these studies is that accessibility to a mode
of transport directly affects values of residential properties. The T-
IMPROVE method which was designed to quantity scale in
land/property value arising out of transport investment at local level
using individual property and land value transaction data. The purpose
was to understand complexity of linkages between transport
investment and property markets so that the transport related factors
could be isolated from all other factors. The T-IMPROVE method
although provides important empirical assessment has not proved to
be a predictive tool. Apart from this, the earlier studies have focused on
impact that single rapid transit system has on residential property
values. This study relates the impact of road connectivity in the
presence of location attribute, accessibility, demand for and supply of
residential and commercial properties in Uyo, Akwa Ibom State.
2.3 TRANSPORTATION AND ACCESSIBILTY
According to Makri and Folkesson (2007), accessibility is a slippery
notion and on of those common terms that everyone uses until faced
with problem of defining and measuring it. The import of this
statement is a daily use amongst people of various background and
inclinations giving way to many definitions. In transportation,
accessibility refers to ease of reading destinations; people in places that
are highly accessible would reach many other activities or destinations
quickly and people in inaccessible places can reach many fewer places
in the same amount of time, so that nearer or less expensive places are
weighted more than further or more expensive places.
Accessibility, in general terms, describes degree to which a system is
usable by as many people as possible. It is the degree of ease with
which to reach certain locations from other locations and viewed as the
ability to access functionality and possible benefit. In transportation,
accessibility refers to ease of reaching destinations with people’s places
that are highly accessible reaching many other activities or destinations
quickly, while people in inaccessible places can reach fewer places in
the same amount of time (Wikipedia contributors, 2008).
Accessibility as a property of location and may be grouped into
general and special accessibility. According to Harvey (1999), general
accessibility refers to nearness to rail termini, bus station and
motorways transport facilities, labour, customers and service facilities
such as banks and post office and special accessibility exist when
complementary uses are in close proximity to each other. In this case,
the net economic cost of movement will be lower in terms of distance,
time and convenience in addition to greater comparative advantages
given greater accessibility of a location (Balchin et al, 2000).
 Handy and Niemeier (1997) identified “place accessibility” which is
derived from patterns of land use place accessibility implies spartial
distribution of potential destinations, magnitude, quality and character
of activities found there. It is derived from transportation system in
terms of distance, time taken, and cost of reaching each destination by
different modes of transport. According to Kwan (1998), measures of
place accessibility normally consist of two elements: a transportation
(or resistance or impedence) element and an activity (or motivation or
attraction or utility) element. The transportation element comprises the
travel distance, time or cost for one or more modes of transport, while
the activity element comprises the amount and location of various
activities.
In Uyo, Akwa Ibom state, much of earlier works on accessibility and
property values state that properties sited far away from major streets
have poor degrees of accessibility and command low values (Omoogun,
2006). This assertion was based on mere intuition without any
empirical investigation. In another study, Ekpenyong et al (2005)
attempted to explain the relationship between various land value
determinants in Uyo, using factor analysis and principal component
techniques. They found that factors such as accessibility rent, transport
improvement, quality of neighborhood, infrastructural facilities and
government regulations have high level of co-variation. The score on
the relationship between accessibility and transport improvement
shows the highest positive association with a figure of 0.87 meaning
that improvement in transportation facilities, especially roads brings
about improved accessibility. Also the relationship between transport
and rent shows very high degree of positive relationship (0.732) quality
of environment and zoning regulation (0.731) and accessibility and rent
(0.719) recorded very high degree of positive relationship. The
implication is that improvement in transportation and accessibility
brings about higher rent and the factors are basic to influence
residential property values. This study appeared better in empiricism
than that of Omoogun (2006) as it attempted to consider a number of
factors exogenous to property in determining their relationship with
rent.

2.4 ROAD NETWORK CLASSIFICATION AND ANALYTICAL MEASURES

Road classification and hierarchy are dominant considerations in design
of road connectivity network and road hierarchy is a particular form of
road classification in which each type has a ranked position with
respect to whole set of types (Marshall,2005), Road hierarchy has to do
with the functional efficiency of traffic flow, safety, amenity and
environmental quality of urban areas and road maybe classified
according to form by which a route mighty change along its length each
time there was a change in some physical property.

Classification may also be founded on some criterion such as “trip

length” population size, traffic flow, and those based on changes in the
road network itself. Those criterion based on changes in road network
are most stable over time than other types of road classification. They
are classified by network function and changes when the network
changes. In this case, the classification of various sections of road refers
to its relationship with the rest of the network, and the choice of
strategic routes will be informed by factors, which show all strategic
routes connecting in a particular way based on specific structural
property known as “arteriality”.
Arteriality is a form of strategic contiguity whereby all “top tier”
elements join up contiguously and it implies that each routes connects
to either a route of the same status or higher the route network pattern
is analyzed using variety of techniques, which include Urban
morphology (cozen, 1969: Whithand,1981, Moudon,1997), fractal
analysis (Batty and Longley, 1994), cellular automatic (Batty, 1997),
traffic pattern analyses (Vaughan,1987; Taylor, 2000) and graph
theoretic approach (Muraco, 1972).

The graph theory is a branch of combinational topology and versatile

language that allows basic structure of transportation networks to be
disentangle (Lowe and Monyada, 1975). A graph is a set of discrete
points joined by lines respectivity referred to as vertices and edges, and
in a graph, it is the topological arrangement between elements that is
important rather than the obsolute geometry or scale of the elements
represented (Marshall, 2005). Typology is an arrangement and
connectivity of nodes and links of a network long-standing interest in
measuring spatial structure of road networks driven by inherent impact
of network structure on performance of transportation system with
subsequent effects of transportation systems with subsequent effects
on land use and urban form (xie and Levinson, 2006). Some earlier
works (Garrison and Marble, 1960, kansky, 1963; Hargett and
chorley,1969) exclusively focused on topologic measures adopting
graph-theoretic network analysis but were constrained by limited data,
Computational power, and modeling techniques subsequent work
(Vanghan,1987) explored the effects of various geometric network
structures on traffic flows and travel pattern and with widespread
availability of travel demand models.
There are two kinds of analysis that are based on graph theory; these
are convention transport network analysis and syntax- a method of
analyzing urban spatial structure (Thompson, 1948; 989; Berge, 1958;
Hagget and chorely, 1969; March and Steadman,1971, kruger 1979;
Hiller and Hanson, 1984 and Broadbent 1988). In transport network
analysis, when a transport network is represented conventionally as a
graph, the nodes (junction) are vertice. It is therefore possible to use
various graph theoretic indicators to analyze network structure and
capture properties such as connectivity. In general, graph theoretic
analysis uses vertices to represents the relationships between those
elements. In the case of road connectivity , the primary elements could
be the nodes which are joined by line of movement, joining at nodes
(Junctions) and both are represented by a graph in which the nodal
points are vertices and line of movements are edges.

According to Muraco (1972),accessibility is associated with geographic

notion of situation and relating to the elements of spatial relationships,
interaction, and connectivity Accessibility index in the study was
derived through three analytical phases, which included the use of
finite graph theory to define the geometric structure of the study
network. In analyzing the graph, the edges were defined by major
thorough fares intersecting to provide vertices. In dealing with the
intra-urban road network, not all road ways may be included but major
thorough fares that reflect relevant linkages of the road network. This
involves an analysis of the incidence structure for the network to
provide initial set of accessibility measures and binary connectivity
matrix prepared from where shimbel index showing measure of nodal
accessibility. The linkages to other nodes in the system and nodes that
are characterized by large number of linkages to other nodes may be
assumed to be most connected than those having only few linkages.
Similarly, in measuring accessibility the number of links in the shortest
path from a particular node to its remote node is determined; the
lower the associated number of a node the higher the accessibility level
of that node to the system. An alternative method of configuration
analysis is the space syntax. Space syntax recognizes the “link”
elements in a layout may have significant spatial presence.

In addition to concepts of connectivity, space syntax makes use of

concept of depth, which is a measure of network “distance” – steps of
adjacency between network components. The depth of any axial line
may be more related to continuity of roads and paths as routes, than
on their inter-visibility across, space. This according to Batty (1999), has
opened up the question of what be the most appropriate elemental
units for representing the “active ingredients” of movement structure.
Connectivity has been long been recognized as fundamental factor
determining species distributions (Doak et al, 1992, Taylor et al. 1996,
with et al.1999, Tischendort and Fahrig,2000). Its measures are widely
used in spatial ecology and different disciplines may use them in slightly
different contexts arrangement of a road connectivity is usually
abstracted in network analysis as a directed planar graph G = ξ ν, Έξ
where V is a collection of nodes (vertice)connected by directional links
(edges)E (links are directional when a link from node R to S.S distinct
from a link from S to R). A planar network may be unconnected but
consists of connected pieces called “maximally connected components
“ or connected components” Given a network G= ξ ν, Έξ, its sub-graph
S = = ξ V1,Έ1 ξ , and no vertex can be added to S to that S will still be
connected. The total number of connected components g in a network
can be counted using graph algorithms.
In Beta index is a measure of connectivity in term s of the average
number of links per node within the network, and the value of this
index ranges from Zero (0) to three(3). A value of 0 show that no
network exists and higher values result from increasingly complex
networks. The beta index is obtained using the formula.

B = …….Eqn. 3.1

Where

B = Beta index;

E = number of edges; and

V = vertex the chromatic number (CN) indicates the number of circuits

within a network, and where there is no complete loop, CN will be
equal to zero(0) and where the result is one(1) it indicates one (1) loop,
up to any number that thus corresponds to the number of loops using
the formula;

CN = E-V+G…… Eqn. 3.2

The Alpha index ( measures the ratio between observed number of

circuits (the chromatic number) and the maximum number of circuits
that may exist in the network. It ranges from Zero(0) with no circuits is
equal to the maximum number, and so the index is expressed as a
percentage thus:

Alpha index ( = ……………Eqn 3.3

The Gamma index () Measures the ratio of the observed number of

links and the maximum number of links in any network. This ranges
from Zero (0) indicating no links to one(1) indicating that every other
node and it is expressed as a percentage.

Gamma index ) = x 100 ……Eqn 3.4

These indices are concerned with network analysis that yields valuable
measures of accessibility of individual nodes. Such measure is derived
from the connectivity matrix, which represents the arrangement of
links between the nodes of a network in a matrix form. In the matrix, a
figure of one(1) indicates that there is one inter-nodal link while Zero(0)
indicates that there is no link. The distance between pairs of nodes is
expressed as the number of intervening links along the shortest path
that connects them. The total of the figure in the now for each node is
a measure of its accessibility in terms of the measure of the total size
of the network and total number of links. This measure known as
dispersion value of the graph and average length of path in the
network is obtained by dividing the now sum by the total number of
positive values in the now (Hay,1973).

Marshall (2005) States that route structure analysis is built on three

basic route –properties, namely continuity, connectivity and depth.
Continuity is the number of links that a route is made up of or the
length of a route measured in links and reflects number of junctions a
route is continuous through. Connectivity refers to the number of
routes with which a given routes connects, and reflects both the
number and nodality of joints along a route. Depth measures how
distant a route is from a particular “datum” measured in number of
steps of adjacency, the more steps distant a route is from the datum,
the “deeper” it is and the fewer steps distant the “shallower”. The
route analysis is considered interms of relative continuity, connectivity
and depth, this is referred to as connectivity analysis. Continuity relates
to internal connecting up of links that form each route while depth
relates to relative connective position of a route in the network.

2.5 PATTERNS OF ROAD CONNECTIVITY AND PROPERTY VALUES

Pattern refers to the characteristics and properties found in
repeated and regular manner within one object, or between a number
of objects with such repetition in the form of shape, density,
distribution, linkages, connection or orientation. These occur among
the same kind of object or different kinds of objects or within an
objects or between objects that are repeated with sufficient regularity.
Such repeated properties may be shape, orientation, connectedness,
density or distribution and frequency of such patterns or distribution
and frequency of such patterns enables development of prototypical
views of geographical processes (Mackaness and Edwards, 2002).

Zacks and Tversky (2001) examined the idea of events as objects

and argued that patterns themselves are objects bounded in space,
organized hierarchically and recognizable by a set of distinctive
qualities. The qualities can be emphasized through process of
abstraction and symbolization, viewing patterns as complexes of
primitive objects and relationship between the primitives giving shape,
extent, orientation, density, topology and configuration (which refers to
collection of objects that comprise the pattern) as their intrinsic
properties. Topology, according to Xie and Levinson (2006), is extrinsic
relations, referring to the properties between different patterns, and
topology is an arrangement and connectivity of nodes and links if
measuring the spartial structure of road connectivity.
In analyzing the road connectivity, the partitioned into different parts
before roads inside each part is extracted and its density calculated
using directly related parameter. This is a network density indicator,
which is the number of connectivity. The parameter records how many
roads connect to each road in a network for two roads with the same
length. The one in dense area will connect to more roads than that in
sparse area, and the connection differences will indicate the density
differences to some extent; this is by number of connections to show
the differences in density among a network (Zhang, 2004). Similarly,
Inforain online (2008) states that the road may be determined by
dividing the total length of all known roads by the total land area in a
road network.

In explaining patterns of property values, Lean and Goodall (1997)

opined that the centre of an area is the position of greatest accessibility
where transport routes and systems coverage.

Competition between firms whose revenue is high when in such a

position will force up rents and land values above those in the
remainder of the area. Firms will compete to locate in the centre to
take advantage of function of accessibility. The larger they are the more
district the clusters of complementary uses become, for instance, the
office centre will separate from the shopping centre. Similarly, the
higher the degree of accessibility and complementary, the larger the
urban area and likely to be as accessibility decreases from the centre it
is expected that the value of property will roads are placed will be
major determinant in the location of the uses.
2.6 PROPERTY AND PROPERTY VALUE

Oxford Advanced Learners Dictionary defined property as a position

or possession in land and buildings, a piece of land and its building.
Barlowe (1988) described property as complicated legal concepts. In
legal sense, property is classified into chattels and real property.
Chattels are personal goods such as shirts, book, cars etc while real
properties are right inherent in lands and buildings. The Oxford
Advanced Learners defines value as the worth of something in terms of
money or other goods for which it can be exchanged in economic
parlance, the concept “value” is expressed as the worth of a good or
service measured by the amount of other goods or services for which it
will exchange (Kuye, 2008).
On its part, the international valuation standard committee
(IVSC,2005) defines value as ‘the estimated amount for which an asset
should exchange on the date of valuation between a willing buyer and a
willing seller at an arm’s length transaction after proper marketing
where in the parties had each acted knowledgeably, prudently and
without compulsion O’ Donnel and maleady, (1975) sees value as the
present worth of anticipated future benefits from ownership. It is the
capacity of an economic good to command other goods in exchange.
Value measures not only the relationship between the supply and
demand of a commodity, but also its usefulness and scarcity relative to
other commodities (Nwanekezie, 1996).
Value according to Adamsmith has two different meanings, when
used to express the utility of some particular object, it is called “value in
use” when used to express power of a commodity in purchasing other
goods, it is called “value in exchange” value in use is sometime referred
to as objectives value.
Market Value
Chika (2006) views market value as the highest price in terms of
money which a property should bring in a competitive and open market
under all condition requisitive for a fair sale, the buyer and the seller
each acting prudently, knowledgeable and assuming the price is not
affected by undue stimulus.
Market value is defined in the Royal Institute of Charted Surveyors
Appraisal and Valuation between a willing seller and buyer in arm’s
length transaction after proper marketing where in the parties had each
acted knowledgeably, prudently and without compulsion.
Simply put, “Market value of a piece of real estate means the
equivalent amount of money that could be reasonably expected in
exchange for transfer the rights of ownership of the real estate
(Kallberg and Rossi, 2007).
Rental Value
According to Kuye (2008), Rental value is the worth of lease of a
property on periodic basis when this sum is equivalent to what any
similar property will attract, such rent is called open market rent. Rental
value is the worth of a property on periodic occupational basis. The
open market rent of a property is the rent such property or a similar
one when offered in the market on usual tenancy or lease terms.

Attribute Of Value
`The ability of property or object to satisfy man’s needs and desires
together with its degree of scarcity and utility compared to others
makes man to ascribe value to it (chika ,2006). Certain prerequisites
need to be met in order to bring into focus the concept of real property
value, these include:
 i. Utility: this is a pre-requistive for determining the value of real
property. It is the significance of advantages the purchaser or
buyer of a property desires from it (Chika, 2006).
ii. Scarcity: There must be an element of scarcity in supply in
order for a property to command value regardless of its utility;
otherwise, it will be a free good (Chika, 2006).
iii. Future Satisfaction: This is the expected flow of return of
satisfaction from the acquisition or holding or real property.
For example, the expected flow of rents that will accrue if the
property is let (Chika, 2006).
iv. Transferability: Transferability does not necessary imply
physical movement but rather the ability to hold and control all
rights that constitute ownership and also the freedom tom
transfer same to others (Chika, 2006).
v. Desire: A property must be desired and this desire must be
backed up by affective purchasing power (Chika, 2006)
vi. Location: The property or object must be located in a peaceful
and coordinated environment so as to ensure the security if
investment (Chika, 2006).
FORCES INFLUENCING VALUE
O’Donnel and Maleady (1975) postulated that those forces which
affects the growth and progress of man also affect property and all
aspects of property including its value. These forces includes:
Physical Forces
Physical forces are those natural or man made features that
creates, preserve, modify, and sometimes destroy value. They include
temperature, soil topography, drainage, pest, natural boundaries,
maintenance or lack of it (O’Donnel and Maleady, 1975).
Economic Forces
Everything that relates to the economic health of a property is an
economic force which influences value. This include, natural resources,
commercial and industrial trends, market forces, etc. (O’Donnell and
Maleandy, 1975).
Social Forces
Customs, traditions, attitude, instincts and desires of a people are
exerting social forces which influence property value (O’Donnel an
Maleady, 1975).
Political Forces
Political forces that relates to property values would include
zoning ordinances, building codes, rent controls, fiscal policies relating
to the availability of money and credit, etc (O’Donnel and Maleady,
1975).
ENVIRONMENTAL FACTORS THAT AFFECT PROPERTY VALUE
According to Kuye (2008), the immediate environment in which a
property is located has serious bearing on the value of such property.
There are certain environmental factors that would either create or
destroy value. They include:

Accessibility
A landed property that is easily accessible will have a higher value
than the one sited in an area that is not accessible.

Ajoining Property
 This has to do with the effect of other building that surrounds the
subject property being studied. A residential property that is located in
an industrial area may diminish in value compared with the same or
similar property located in an exclusive residential area.

Facilities
This is another attitude of landed property that tends to influence
its value. A real property that is located where all the necessary public
utility facilities/services needed to make life comfortable will command
a higher value than one which has inadequate facilities or none at all.
Location
The location of a property influences its value to great extent. In a
situation where thee is provision for social amenities, infrastructural
facilities, and adequate conveniences, definitely, the property will be of
utmost value. The property will enjoy very high demand and
consequently high property value.
Utility
The use to which a landed property is put into could really affect it
value. If the property is fully utilized, the value will be high but it is not
adequately used, the value will be low.

Durability
A property that is not of good attribute will not command a high
value. This is because after a while addition, the building materials of a
property will determine if the building will have an enduring life span,
thus making it to have a reasonable value.

Complimentarity Use Of Land

 The use to which land in an environment is put must be
complimentary in nature. Complimentary usage will influence the value
of real property.

Intensity Of Use
The intensity to which a particular landed property will be
put use also influences its value. The intensity of use will influence it
value in that if the property is used in such a way that it will result in its
early dilapidation, then the value when number of occupants there are
more than the specified number. The type of people occupying such
landed property will also determine the intensities if use and the
resultant value.

2.7 PROBLEMS OF TRANSPORTATION IN UYO

Transportation is the hub of the economy, it connects people and

makes people and places accessible and enhances social, economic and
cultural interactions. However, large increase in the population ,
pollution and other negative externalities have seriously compromised
existing transportation systems have significantly increased the
challenge of creating future transportation systems especially in urban
area.

Uyo is a growing city with rapid urbanization. A study of changing

morphology in the city gives an insight into the evolution of urban
transport problems in Uyo. Congestion has been identified as the most
serious transportation problem in Uyo, Congestion occurs when
transport demand exceeds transport supply at a specific point in time
and in specific section of transport systems.
 Another major problem of transportation in Uyo is the traffic
problems, and the major cause of traffic problem in Uyo is that the city
prelates the advent of the automobile. The structural pattern of the
roads, especially in the traditional areas of the city and unplanned
growth and haphazard land-use distribution, impose serious constraints
on movement and facilities provided (Oduola, 1981).
 CHAPTER THREE
3.1 RESEARCH DESIGN

Wikipedia (2009) defines research design as a plan for collecting

and utilizing data so that the desired information can be obtained. It is
the overall operational information of a project that shows which
information has been collected, from which source and by what
procedure.

The research design the researcher adopted for this research was
the survey method since the work required respondents opinion. In
this, survey research method, a representative sample of a small or
large population was studied in order to determine the character of the
whole population.

3.2 RE-STATEMENT OF THE RESEARCH PROBLEMS

The researcher is out to study the impact of road connectivity to

property values, a case study of Uyo, Akwa Ibom State

3.3 BRIEF DESCRIPTION OF THE STUDY AREA

Uyo is a city and Local Government Area in South-South Nigeria

and is a capital of Akwa Ibom State. A major oil producing State. The
town became the capital of Akwa Ibom State on September 23rd , 1987
following the creation of Akwa Ibom State from Earstwhile Cross River
State. The University of Uyo resides in this town. The population of Uyo,
according to the 2001 Nigerian Census which comprises of Uyo and Itu,
is 406,606 while the urban area, including Uruan is 554,905.
3.4 POPULATION OF THE STUDY
The population of Uyo, according to the 2006 Nigeria Census
sum up to 991,512.

3.5 SAMPLE SIZE AND SAMPLING TECHNIQUE

Defination Of Sample:
A sample is a fraction or portion of a population selected for the
purpose of studying the entire population.

In this research work, 153 respondents were selected and

examined using a questionnaire method of data collection. 87 response
opined that road connectivity has a positive impact on the property
values while 66 responses were of the opinion that road connectivities
has a negative impact on property values in Uyo, Akwa Ibom State.

3.6 SOURCES OF DATA

Data for the research was gotten from two broad source;viz; the
primary source and secondary source of data.

3.6.1 Primary Source Of Data:

This include data collected personally by the researcher from
the field.

3.6.2 Secondary Sources Of Data:

Secondary source of data was collected from already
documented sources like journals, text books, magazines, the internet ,
etc.
 3.7 INSTRUMENT FOR DATA COLLECTION

To ensure effective and efficient collection of data, the researcher

employed the use of the following instruments in collecting both
primary and secondary data.

Instruments For Primary Data Collection

Three techniques were employed in the collection of primary data.

They are:

1. Questionnaires: here, questions were prepared and itemized in

sheets of papers and administered to owners or occupants of sampled
properties in the study area.
2.Interview: the researcher also collected data for the research by
personally interviewing the respondents. This was done face to face
and through the phone.
3. Personal visit and observation: the researcher visited the study area;
so as to observe and have first hand knowledge on the extent of
impact road connectivity has on property values. Photographs were
also taken during this visit.

Instrument For Secondary Data Collection

The researchers read documented and already published

materials on the subject matter and other related works. The materials
include: textbook, journals, government gazettes, magazines etc.
3.8 METHOD OF DATA PRESENTATION AND ANALYSIS

The data collected from the field analyzed statistically using simple
percentile while chi square was used in testing the hypothesis and
presented with the aids of tables.
 CHAPTER FOUR
4.0 DATA PRESENTATION AND ANALYSIS
4.1 INTRODUCTION

The chapter is the presentation and analysis of the data

collected for my research work, the data below was collected from 153
respondents on a survey using questionnaire method of data collection,
87 responses opined that the road connectivity has impact on property
values, the first rows contains the responses which supported that road
connectivity has impact while the second row contains the proposals
vise to the mentioned. The entries on the colums are the respective
road users who were selected into the sample for the purpose of
studying the entire population, Chi-square test will be used in testing
the hypothesis.

4.2 PRESENTATION OF DATA ACCORDING TO RESEARCH

QUESTION AND QUESTIONNIARE
The table below contains the results collected from my
respondents on my survey.

TABLE 1

OBSERVED FREQUENCY TABLE

Respondents Pedestrians Cyclists Car Tenant Landlords Total

Users s
Has Impacts 18 20 12 20 17 87
Has No 12 17 14 13 10 66
Impacts
Total 30 27 26 33 27 153
4.3 PRESENTATION OF BASED DATA
The data on the table below will be calculated using definition 3
of the probability theory, that is, basic probability concept that if A and
B are independent events, then P(AnB) ¿P(A).P(B). We also assume that
the proportions for the sample are good estimates for the probabilities
of the expected values.

4.3.1 BASED DATA

TABLE 2 : OBSERVED FREQUENCY TABLE
Respondent Pedestrians Cyclists Car Tenants Landlords Total
s Users
Has Impacts 18 20 12 20 17 87
Has no 12 17 14 13 10 66
Impact
Total 30 27 33 33 27 153

From the table above, we calculate for expected table. But since the
expected values are yet unknown the expected letter x and y are used
to represent them in the table.

4.3.2 TABLE 3
Respondents Pedestrians Cyclists Car Tenant Landlords Total
Users
Has Impacts x1 x2 x3 x4 x5 ∑xi
Has No y1 y2 y3 y4 y5 ∑yi
Impacts
Total ∑(x1y1) ∑(x2y2) ∑(x3y3) ∑(x4y4) ∑(x5y5) ∑(xiyi)
Calculations for the expected table using the results from the observed
frequencies table.

Basic Probability law states that;

P(A).P(B) = A and B when they are independent events i.e from the
base table.

xi= (87/153) = P(A) then (30/153) = P(B).

P(A).P(B) =(87/153).(30/153) =(0.5686).(0.1960)

=56.86% x 19.60% 9n percentage.

Hence xi = (0.5686.01960)(153) =17.058

The rest xi and yi; shall be calculated in a similar way .Thus;

x2 = (87/153 x 37/153)(153) = (0,5686x0.2418)(153) = 21,0392

x3 = (87/153 x 26/153)(153) = (0.5686 x 0.1699)(153) = 14.7843

x4 = (87/153 x 33/153)(153)= 0.5686 x 0.2156)(153) =18.7647
x5= (87/153 x 27/53)(153) = (0.586x 0.1765)(153) =15.3529
y1= (66/153 x 30/153)(153) =(0.43137x0,1961)(153) =12.9411
y2= (66/153x37/153)(153) =(0.43137x0.2418)(153) =15.96069
y3= (66/153x26/153)(153) =(0.43137x0.2157)(153) =11.21562
y4= (66/153x53/153)(153) =(0.43137x0.2157)(153) =14.2352
y5= (66/153x27/153)(153) =(0.43137x0.1763)(153) =11.6471
4.3.3 EXPECTED FREQUENCY TABLE
TABLE 4

Respondents Pedestrian Cyclists Car Tenants Landlords Total

Users
Has Impact 17.0595 21.0392 14.7843 18.7647 15.3529 87.0006
Has no 12.9411 15.96069 11.21562 14.2352 11.6471 65.9997
Impact
Total 30.0006 36.9999 25.9999 32.9999 27 153.003
≅ 153

4.4 TEST OF HYPOTHESIS

Chi-square test will be conducted to test for the goodness of fit.
Chi-Square = x2 = ∑(O-E)2/E
Where x2 = Chi-Square
O = Observed Frequency
E = Expected Frequency
∑ = Summation Sign
4.4.1 ASSUMPTIONS
The hypothesis will be tested at 95% confidence level i.e 0.05
level of significance α 0 .95=¿ 95/100

P-Value = 1 – α =¿ 1-0.095= 0.05

 Hence from th calculation made above the level of significance i.e
the highest probability which we may commit type one error = 0.05

4.4.2 Statement of Hypothesis:

H0 : = null hypothesis : The road connectivity has a negative

impact on properties values.

Hi : = Alternate hypothesis : The road connectivity has a

negative impact on property values.

4.4.3 Decision Rule

Accept Ho : The null hypothesis if the calculated value of x2 is

lesser than the critical value, otherwise reject Ho.

4.4.4 Chi-Square Table

Table 5
Response Observed(O) Expected(E) O-E (O-E)2 (O-E)2/E

Has Impact 87.0006 76.5 10.50 110.25 1.4412

Has No 65.9997 76.5 -10.50 110.25 1.4412
Impact
Total 153.0003 153 2.8826

Note : The expected values are the averages of the total responses i.e
153/2 = 76.5
 X2 = ∑(O-E)2/E = [87.0006-76.5/76.5]2 + [65.9997 – 76.5/76.5]2

= [110.2626/76.5] +[ 110.2563/76.5]

= 1.4413 + 1.4413

= 2.8826

= x2 = 2.8826

At 0.05 level of significance x-critical = 3.8410

4.4.5 Degree of freedom(DF)

DF = (R-1)(C-1)

Where R= Number of rows

C= Number of columns

Hence; DF = (2-1)(2-1) = 1x1= 1

Comparing the Calculated Result and the Critical Value of X from x2 -

table.

X2 Calculated = 2.8826

X Critical = 3.841

From the comparison above x2 calculated < x2 Critical (tabulated).

Decision; Accept Ho : the null hypothesis

4.4.6 INFERENCES

Since the calculated value of x2 is lesser than the Critical Value

we accept the null hypothesis and conclude that road connectivity has
no negative impact on the properties values in Uyo Akwa Ibom State .
In other words , Road Connectivity has a positive impact on property
values in Uyo, Akwa Ibom State.

4.4.7 SUMMARY

Table 6

Count Rows Columns Degree of

Freedom(DF)
153 2 2 1

Chi-Square Table 7

Chi-Square P-Value Column Sig

2.8826 0.05 3.841 NO

CHAPTER FIVE
 SUMMARY OF FINDINGS, RECOMMENDATIONS AND CONCLUSION

5.1 SUMMARY OF FINDINGS

In this research work, the researcher proposed analyzing the

impact of road connectivity on property values , a case study of Uyo,
Akwa Ibom State. My proposed research is important since it gives the
details of the impact made by road connectivities in the area under
study to the value of properties, as such are the functions of how
importance the properties are to the owners. The research is aimed at
addressing the issues (problems) faced by road users sequel to the
transportations or relocation of their properties in the recent past. The
project was undertaken by unveiling the view of some selected
individuals from the entire population under study as a
sample(respondents), hence, the fact collected was analyzed using Chi-
Square test statistics to test the goodness of fit , while the hypothesis
was tested at 95% confidence level i.e 0.05 level of significance.

5 .2 CONCLUSIONS

From the result of my findings, having done in-depth study on

the impact of road connectivity on property value in Uyo , Akwa Ibom
State , a test statistics was conducted using Chi-Square and the null
hypothesis which states that the road connectivity has impact on
properties values in the study area was accepted. I wish to pose
suggestions for further studies urging further researchers to use higher
statistical tools for more accurate research. Positioning that the result
of my finings confirmed part of my original expectations or predictions.

5.3 RECOMMENDATIONS

Sequel to the need for more accurate research, I

recommend that; future researchers should take the following
actions prior to the result of my research, time series analysis
should be employed to compare the values of properties in the
past and that of the present , considering the road connectivity
and issues facing them. Hence the trend movements whether
secular, periodic or erratic should be noted to give a clear
overview of the values of properties in the past and present in
other to obtain estimates of the future value.

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