This project is based on Investigation into the
operation of different transport agency in
Kwara Express, Young Legacy, Kasmag and Emirate service Questionnaires
and oral interview method of data collections were adopted, in which about 100
questions are distributed and oral interview carried out in the study area. The
results was analysed and fuel price is the major factor that is influencing
vehicle operation costs. While cost maintenance of the vehicle is also
contributed emersely to the operation of both organization. In the course of
the project Kwara Express Bus is cheaper compared with other Transportservice
as per cost/Km covered.
1.1 Statement of the research
1.2 Aim and objectives of the study
1.3 justification of the
1.4 scope of the study
of the area of study
2 .0 literature review
2.1 Comparison of vehicle costs
2.2 Trip purpose
2.3 Access and frequency of public transport
2.4 Parking, travel time, convenience cost
3.1 Personal interview method
3.2 Questionnaire method
of kwara express, kasmag, young legacy and Emirate express
4.0 Analysis of results
4.1 Analysis of interview
4.2 Percentage of Kwara Express
4.4 Percentage of Young Legacy
of emirates express
Analysis of results on
questionnaires kwara express, kasmag, young
legacy and emirate express presentation
4.4.1 Personal data presentation
about the effectiveness of the scheme
affecting the operation
is vital for the economic development of any country because it include the
movement of goods and people from one region or location to another. It is no doubt that it contribute immensely to the
economic, industrial, social and cultural development of any country, while the
inadequacy of transport operation facilities retards the process of social
economic development of a country base on vehicle operation.
are three modes of transportation this are land, water and air. Land has given
scope for development of road and rail transports water and air developed water
ways and air ways respectively.
operation are branch of traffic operation cost varies with performance of road
network and terminals therefore, vehicle operation cost varies from one
transport agency to another which includes
direct user expenses to public and private vehicle user (plus incremental costs
for mobility substitutes such as tele work). These indicate the savings that
result when vehicle ownership and users reduced vehicle cost can be measured
per-vehicle mile, passenger mile or vehicle years, or various other ways. Each
perspective produces different results. These can be divided into fixed (also
called ownership) and variable (also called operating marginal or incremental)
cost. Theoretically, Variable cost increase with vehicle mileage and fixed cost
do not. However, many fixed costs actually barely to some degree with distance.
express is owned by Kwara state government, operate within the state and
inter-state transportation, Kasmag, young legacy and emirate is owned by the
private management majorly for inter-state transportation.
nineties, the assembly line technique of motor vehicle manufacturing was
proposed by an American industrialist “Henry ford” which consequently bought
down production cost of vehicle whereby making it affordable for people to own
vehicles. With more vehicle on the road more roads had to be constructed to
accommodate the increased traffic vehicle operation, these
new road complemented the existing roads. Thereby, increasing the vehicle
population is never stagnant and always threatens to outstrip available
resources both natural and man made. (Thomas, 1793) considering these, couple
with the front that higher traffic volume of vehicle operation scheme users. As
a result of these, vehicle operation began to experience conflict as demand of
operation keep increasing. This turn to traffic jams and increased road
accidents, vehicles maintenance and repair, fuel consumptions tolls e.t.c
STATEMENT OF THE RESEARCH PROBLEM
The relationship between transportation and urban
property values has been the focus of many studies (for example, Dewees, 1976;
Damm et al, 1980; Wolf, 1992; Singh, 2005). Some of the earlier studies
returned positive relationship between transport and property values while
others showed negative relationship. For instance, in a study on the
relationship between rail travel cost and residential property values, a
replacement of streetcar with subway increased site rent at a location that is
perpendicular to the facility within a one-third mile walk to the station
(Dewees, 1976); and there was positive influence of permanent transportation
improvements on land values (Wolf,1992). It was established that there was
statistically significant relationship between distance of a parcel of land to
the nearest Metro station and land price (Damm, Lerner-Lam, and Young, 1980),
while there was evidence that residential property prices decrease immediately
around the transport investment or station value uplift through changes in land
values (Singh, 2005). The urban areas all over the world offer a number of
advantages in terms of concentration of people followed by demand for
commercial properties and transportation.
The roads exhibit a number of nodes and linkages
to form networks of both arterial and minor routes along which commercial properties
locate. Commercial users displaced residential users, causing sites to be at
highest and best uses with concomitant increases in the values of commercial
properties. Accessibility within the road network is affected by the compact
nature of various routes that sometimes impede volume of traffic. The road
network is made up of nodal points and links that determine the degree of
connectivity and accessibility in the network.
A number of factors affect values of properties.
These factors may be intrinsic or extrinsic. The extrinsic factors include
increase in demand for lettable space, location, condition of adjoining
properties, nearness to park and leisure, local and national economic
conditions. External factors are due to natural characteristics of the property
which affect the city where the property is located. Intrinsic factors arise
from within the nature of the property itself and relate to the physical
attributes, including size of room, state of repair, decoration, and
facilities. Other attributes that increase or decrease the amount that users
are willing and able to pay in an open market transaction include physical
characteristics of the structure, change in taste and demand, effect of
adjacent activities, economic activities, inflation, and changes in
legislation. The demand for commercial properties itself is affected by changes
in population, planning and development schemes, legislation, and availability
of good road networks (Hendon, 1971; William, Davies, and Johnson, 1980;
Richmond, 1982; Millington, 1982; Olayiwola, Adeleye and Oduwaye, 2006).
Earlier theorists (Burgess, 1925; Hoyt, 1939;
Harris and Ullman, 1951; Lean and Goodall, 1977) generally believe that sites
adjacent to main transport routes have relative advantages over those located
some distance away, and other sites located at route intersections possess
relative advantage with greater advantages belonging to sites located at focus
of transport system. These advantages are determined in relation to
accessibility, which has different characteristics in relation to individual
sites thus differentiating between sites in terms of accessibility advantages.
Many of the aforementioned studies emphasized the effects of the factors on
values of properties generally with little consideration given to road network
pattern and its effects on values of commercial properties. Possible
relationships between road networks, location attribute, demand and supply, and
accessibility and commercial property values have therefore elicited the interest
of the researcher in this direction. The relationship cannot be determined
without due consideration given to the explanatory variables on one hand and
commercial property values on the other. The use of roads leads to a study of
urban areas in relation to land uses, especially commercial properties. It is
against this background that this study was conceived.
AND OBJECTIVES OF THE STUDY
The aim of the study is to
investigate into the operation of different transport agencies in Kwara State.
To know the rate of changes in cost of
To determine their effect on economic of the
1.3 JUSTIFICATION OF THE PROBLEM
It is amongst earlier studies on accessibility in
relation to property values that profitability and utility are determined by
accessibility. The greater the accessibility of a location the greater the
comparative advantage, and the greater the comparative advantages the greater
the demand for property at the location. Lean and Good all (1977), for
instance, stated that urban areas naturally develop at nodal points in the
transport network and those locations with good transport access to other areas
have relative advantage over locations with poorer transport facilities and
that urban locations having such relative advantages are likely to be where
transport routes converge. Similarly, Estate Surveyors/Valuers and Planners
believe that accessibility has great impacts on property values, with
properties along major roads and at nodal points having greater values
(Ogunsanya, 1986; Oduwaye, 2004; Omoogun, 2006).
However, accessibility discussed in these studies
was based on intuition without empirical basis to justify what relative
accessibility advantages the locations have.
This study borrows techniques found useful in
other fields like operational research, geography, transportation and urban
planning to explain and analyze road network for purpose of determining the
relative accessibility of each of the arterial roads. It is believed that the
techniques used in these fields can be extended to studies in estate
management, thereby making cross-fertilization of research ideas across various
fields possible. In this regard, this research has become relevant in
determining the relationship between arterial road network and values of
commercial properties in Ilorin. In addition, it is essential to establish a
technique that may be useful for determining relative accessibility of
locations in the network of arterial roads. Even when relative advantages are
determined, there is need to develop models that will be useful for predicting
commercial property values in Nigeria.
OF THE STUDY
study mainly focused on the factors influencing vehicle operation cost for
Kwara express, emirates, young legacy and Kasmag in Kwara state.
1.5 DESCRIPTION OF THE AREA OF STUDY
project is based on Ilorin metropolis, where Emirate Transport Service is located at Amilegbe area, Young Legacy and
Kasmag were located at abdulwahab folawiyo road in unity area in Ilorin South, Local Government while kwara
express is located at offa garage area..
The method involved in this project
is personal interview by enumerator and administrator of questionnaire to the people around emirates, young legacy, Kasmag
and Kwara express Park. Based on answer provided by respondents, the data
collected will be used for the analysis
of operation cost.
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