Abuja Master Plan _project Report

Federal Capital City of Abuja REVIEW OF THE ABUJA MASTER PLAN URBAN DESIGN OF THE CENTRAL AREA

Project Report June 2008

AS&P - Albert Speer & Partner GmbH Architects, Planners

Review of the Abuja Master Plan - Central Area Urban Design

Final Report

Federal Capital City of Abuja Client

Consultants Federal Capital Development Authority Department of Urban and Regional Planning Abuja, Nigeria

AS&P - Albert Speer & Partner GmbH Architects, Planners P.O. Box 70 09 63 60559 Frankfurt am Main Germany

David J. Elsworth MA., DIP. LD.  Landscape Planner Florian-Geyer-Strasse 35 70499 Stuttgart Germany

June 2008 Frankfurt am Main / Germany

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

Final Report

Foreword

Abuja is unique amongst its peers in the community of capital cities of the world. Similar to Brazil, Abuja was designed from the ground up as an entirely new city with the purpose of bringing together government facilities in a grand and representative urban setting in the geographic epicentre of the Nigerian nation. Following the IPA master plan from 1979 the city has grown from a site of once empty plains into a vibrant and lively capital. The forward-looking, innovative master plan established the guiding vision and principle design philosophy of the city. It is a grand scheme with incredible potential for beauty; the bold urban pattern and civic architecture of the city is embedded into the surrounding landscape like few others. Although such a forward-looking vision offers unique opportunities, at times it also bears specific challenges for the city’s ongoing growth and development.

AS&P - Albert Speer & Partner GmbH

The master plan was conceived over thirty years ago and reflects clearly the prevalent design philosophy of its day. The beautiful urban design it proposed used architectural sculptures to create an architectural landscape; the existing terrain was to be partially reformed to serve the grand design; the city’s traffic circulation focused on the clear separation of pedestrians from vehicular traffic. Although the aesthetic and representative quality of the city vision is undisputed, many of its components have proven in the thirty years since the completion of the design either to be very challenging to implement, no longer desirable or no longer feasible in light of the existing development situation. Constructing the originally planned street network on a new, artificial grade regardless of existing structures is not a viable option today. Urban development in the form of the proposed large-scale and complex superblocks does not correspond to the expectations of the real estate market today and often entails overly complicated and expensive realisation measures, which surpass capabilities. As a result key areas of the Central Area remain undeveloped today. Time has also proven that lively, mixed-use streets with pedestrian activity are the arteries of vibrant cities.

was taken to preserve as much as possible the spirit of the original master plan and the grand vision for a representative capital city.

It was the awareness for these fundamental issues and the necessity for proactive measures that led the FCDA to review the Abuja Master Plan for the Central Area and synchronise it with the demands and expectations of today’s society.

Engr. Mohammed Sani Alhassan, FNSE, MFR.

It has been a long time in the making. Many hurdles had to be overcome and the project had to adapt repeatedly to the fluid situation that is urban development in Abuja today. In many aspects, it is a labour of love. I would therefore like to take this opportunity to express my gratitude to the professionals in all departments of the FCDA and their counterparts on the side of the consultants who have striven from the onset to achieve a concept that meets and even exceeds contemporary expectations and yet carries onward the inspirational vision of the original master plan. I am proud to present the fruits of their work in the following document and am confident it will inspire in a positive manner the further development of Abuja.

Executive Secretary FCDA

Abuja, June 2008

The following review, therefore, was called into being to provide a new foundation for ongoing development. Although conceived to update the design proposals to suit the society of today and the future, great care i

Final Report

Review of the Abuja Master Plan - Central Area Urban Design

Preface Although not directly involved in the master planning for the capital, AS&P remained active in Nigeria, working on various projects. These ranged from the design of conference centres and ministry buildings in Abuja to transportation studies at a national level. It was therefore a particular honour for AS&P when we were asked by the FCDA to revisit the master plan and undertake this review.

It was with great pleasure that we received the invitation by the FCDA to review the Master Plan for Abuja. It goes without saying that any planning consultant would welcome the opportunity to advise the Nigerian capital on matters of urban design and development. For AS&P - Albert Speer & Partner GmbH, however, this assignment bears a special significance in that our firm – known at the time as Speerplan – was one of the firms that submitted a proposal for the design of the original master plan in 1976. As we all know, IPA was awarded with the contract for the master plan and the result of their work is a visionary and unique concept for Abuja. Their design ideas were then taken further by the renowned firm of KTU which elaborated the first urban design master plan for the Central Area in the early eighties.

Abuja is not only a rare jewel for any urban planner and architect because it has followed a design vision from the onset. Abuja is remarkable for its location at the heart of Nigeria and its beautiful natural setting which offers breathtaking vistas and commanding natural landmarks. As such the city provides the unique opportunity to truly unite urban design and the natural landscape in the comprehensive artwork the city was envisioned to become. This makes Abuja unique not only amongst its African peers, but also internationally. Abuja is truly on the path towards becoming the Pearl of Africa.

With this review we hope to have assisted the FCDA towards guiding the next thirty years of urban development in this unique capital city.

AS&P - Albert Speer & Partner GmbH

Prof. Albert Speer June 2008

It was with this awareness that we embraced the opportunity to contribute the knowledge and experience we have gained both in Abuja and abroad over the last thirty years. We have gladly applied it towards the special design context which Nigeria’s young and dynamic capital presents. With our background in Abuja and other international capitals we bring with us a comprehension of the uniqueness of the assignment: to update the design guideline to meet the demands of the society of today and the future, and yet maintain the essence behind the original vision for a representative national capital. Photographer: Ute Schmidt

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Review of the Abuja Master Plan - Central Area Urban Design

Final Report

Acknowledgements Originally conceived in 2003, work on this review extended over numerous years until the project was completed in April 2008. The long duration reflects the fact that cities are complex organisms in which multiple interdependencies must be taken into consideration during each planning process. In order to ensure that all interests and aspects are properly reflected in the plans, the planner relies on the contribution and support of various parties. Without their input and support many of the issues would never be appropriately addressed and many challenges would remain unresolved. We would therefore like to express our sincere gratitude to Executive Secretary FCDA Engineer Sani Alhassan for promoting the entire review process. The Executive Secretary and his staff provided invaluable advice, support and encouragement. It was through their interest in the outcome of the project that the consultant’s team was able to liaise so closely and effectively with their counterparts in all involved departments of the FCDA. Equal thanks are due to the Director of Urban and Regional Planning, Dir. Abubakar Suleiman, and his team at the department. Throughout the project the Director provided his continuing guidance and support. He ensured that the project’s ultimate goal of defining and guiding the overall development path of the city while preserving the essence of the original master plan was never jeopardized.

We are especially grateful to our Nigerian colleagues for having worked with us during the entire planning process and contributed freely their wealth of expert in-depth knowledge of Nigeria and its people. Their input and advice is truly reflected in all the results of our review. This review would also not have been possible without the generous support and professional contributions of numerous FCDA departments. We thank each of the departments and their staffs that met with us to discuss the multitude of issues which arose during the development of the review proposals. They provided valuable insight, local knowledge and encouragement during the joint workshops. Representative of their contributions we would like to express our thanks to the following: the Department of Development Control; the Department of Engineering and the Department of Parks and Recreation. Further acknowledgement for their untiring support and professional contributions must go to our colleagues at Julius Berger Nigeria PLC and Bilfinger Berger Nigeria. Not only did they make the direct dialogue with our Nigerian counterparts possible; they also generously offered their professional insight and experience gained in decades of work in Abuja.

AS&P - Albert Speer und Partner GmbH

Our thanks also go to the Secretary of Transportation, AGIS, CCECC and to CPCS Transcom for their invaluable input and cooperation on this project. Dr.-Ing. Michael Denkel Managing Partner AS&P - Albert Speer & Partner GmbH

Dipl. Ing. Joachim Mueller Project Manager iii

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Review of the Abuja Master Plan - Central Area Urban Design

Final Report

Table of Contents 1

Introduction����������������������������������������������������1

1.1 Project Background������������������������������������������1 1.2 Objectives and Purpose�����������������������������������2 1.3 Approach����������������������������������������������������������2 2

General Development Aspects���������������������3

2.1 The Previous Master Plans for the Central Area (Phase I and Phase II)�����������������������������3

3

The Central Area Zones���������������������������������9

3.1 The Three Arms Zone������������������������������������10 3.1.1 Original Concept

10

3.1.2 Development Challenge

10

3.1.3 Review Proposal

10

10

2.1.1 The Master Plan for Abuja

3

3.2.2 Development Challenge

11

2.1.2 Central Area Phase I – KTU

3

3.2.3 Review Proposal 

11

2.1.2 Transportation – SOFRETU

3

2.1.3 Central Area Phase II – AIM

3

2.2 General Development Challenges��������������������4

11

3.3.2 Development Challenge

11

3.3.3 Review Proposal

12

2.2.1 Planned Roads and Topography

4

2.2.2 The Superblock and Large-scale Structures

5

2.2.3 Development Control Regulations

5

3.4.1 Original Concept

12

2.2.4 Traffic Concept / Pedestrian Areas

6

3.4.2 Development Challenge

13

3.4.3 Review Proposal

13

2.3 Development Forecast�������������������������������������7 7

2.3.2 Forecast

7

3.5.1 Original Concept

2.3.3 Population

7

2.3.4 Traffic

7

2.3.5 Land Area Tables

8

AS&P - Albert Speer & Partner GmbH

3.5 Transportation Zone (TP)�������������������������������14

16

3.6.3 Review Proposal

16

3.7.1 Original Concept

16

3.7.2 Development Challenge 

17

3.7.3 Review Proposal

17

3.8.1 Original Concept

17

3.8.2 Development Challenge

17

3.8.3 Review Proposal

18

3.9 The National Sports Complex������������������������18

3.4 The Central Business District (CBD)���� 12

2.3.1 General – planning time frame

3.6.2 Development Challenge

3.8 Diplomatic Zone (DPL)����������������������������������� 17

3.3 The Cultural Zone ����������������������������������������� 11 3.3.1 Original Concept

16

3.7 Business Zone (BZ)���������������������������������������16

3.2 The Ministries Zone����������������������������������������10 3.2.1 Original Concept

3.6.1 Original Concept

4

3.9.1 Original Concept

18

3.9.2 Development Challenge

18

3.9.3 Review Proposal

18

Urban Design������������������������������������������������19

4.1 Townscape and Urban Image������������������������19 4.1.1 Building Masses

19

14

4.1.2 Vistas

20

3.5.2 Development Challenge

15

4.1.3 Streetwalls

21

3.5.3 Review Proposal

15

4.1.4 Topography

21

4.1.5 Urban Amenity Quality

22

3.6 Central Market (M)�����������������������������������������16

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Review of the Abuja Master Plan - Central Area Urban Design

4.2 Internal Structure of the Superblocks between B6 and B12 Roads���������������������������23 4.2.1 Block Subdivision

23

4.2.2 Squares

23

4.2.3 Superblock Access

23

4.2.4 Internal Access Roads

24

4.2.5 Utility Supply

24

4.2.6 Minimum Density

24

4.3 The National Mall�������������������������������������������25

4.7.1 Objective

32

4.7.2 Development Challenge

32

4.7.3 Design requirements

32

4.7.3 Design Ideas

33

4.7.4 Design Details

33

5.5.3 Express Bus Line

51

5

5.5.4 Boulevard Bus Lines

52

5.5.5 Bus Stops

53

Transportation����������������������������������������������37

5.2 Traffic Forecast����������������������������������������������37

4.3.3 Interchange Centre

29

4.5 The Boulevards����������������������������������������������30 4.5.2 Design Goal

30

4.5.3 Colonnades

31

4.5.4 Building Heights and Streetwalls

31

4.5.1 Ceremonial Lane

31

4.6 Transportation Centre and National Main Railway Station����������������������������������������������32

5.5 Bus Transit�����������������������������������������������������49

4.8 Urban Design Plan�����������������������������������������35

28

30

46

50

4.3.2 Eagle Square

4.4.2 Design requirements

5.4.5 Supplementary MTS Infrastructure

5.5.2 Required Service Capacity of the Internal Central Area Bus Services

5.1 General����������������������������������������������������������37

30

45

49

26

4.4.1 Function in the City Structure

5.4.4 Required Service Capacity of the MTS for the Central Area

5.5.1 Bus Systems in the Central Area of Abuja

4.3.1 The Green Mall

4.4 National Square���������������������������������������������30

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4.7 City Park West (Channel 27)��������������������������32

5.2.1 General Modal Split 

37

5.2.2 Public Transport Demand for the Central Area

38

5.2.3 Vehicular Traffic Generation

39

5.3 Location of National Railway Main Station�����40 5.3.1 Original Concept

40

5.3.2 Development Challenge

40

5.3.3 Review Proposal

40

5.4 MTS / Transitway System�������������������������������43 5.4.1 General Concept

43

5.4.2 Development Challenge / Special Implementation Aspects

44

5.4.3 Review Proposal

44

5.6 Transportation Centre������������������������������������53 5.6.1 Original Concept

53

5.6.2 Development Challenge

53

5.6.3 Review Proposal

54

5.7 Interchange Centre�����������������������������������������56 5.7.1 Original Concept

56

5.7.2 Development Challenge

56

5.7.3 Review Proposal

56

5.8 Road Network of the Central Area�����������������58 5.8.1 Original Concept

58

5.8.2 Development Challenge

58

5.8.3 Proposed Road Network

58

5.8.4 Proposed Vertical Alignment

58

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Review of the Abuja Master Plan - Central Area Urban Design

5.8.5 Proposed Cross-sections

59

5.8.6 Proposed Intersections

63

5.8.7 Engineering Aspects

64

5.8.8 Road Layout Plan

65

Final Report

6.4 Development Control Regulations – application comparison����������������������������������73

7.8 Transportation Centre and adjoining CBD blocks����������������������������������������������������������� 112

6.5 Revised Development Control Regulations for the Central Area of Abuja�������������������������� 74

8

6.5.1 Introduction

74

5.9 Pedestrians and Bicycles�������������������������������66

6.5.2 Land Use

75

5.10 Parking�����������������������������������������������������������66

6.5.3 Design Control

83

6

5.10.1 Original Concept

66

6.5.4 Other Control Documents

93

5.10.2 Development Challenge

66

6.5.5 Cancelled Regulations

93

5.10.3 Review Proposal

66

Annex 1: Core Shopping Frontages

93

Utility Engineering������������������������������������� 115

8.1 Water Supply������������������������������������������������ 115 8.1.1 General

115

8.1.2 Original Master Plan - Guidance and principal figures (C. Lotti Design)

115

8.1.3 Key design figures proposed for the planning area

115

8.1.4 Water Supply Network

116

8.1.5 Water Supply Plan

117

Development Control�����������������������������������69

6.6 Revised Land Use Plan����������������������������������95

6.1 Objective��������������������������������������������������������69

6.7 Revised Design Control Plan�������������������������96

8.2 Stormwater Drainage and Foul Sewer System��������������������������������������������������������� 118

6.2 Previous Development Controls���������������������69

7

8.3 Electrical Infrastructure�������������������������������� 118

6.2.1 Previous Land Use Plans

69

6.2.2 Previous Development Control Regulations

69

6.2.3 Previous Design Control Plans

70

6.3 Master Plan Review Proposal������������������������70 6.3.1 Land Use Review Proposal

70

7.1 Health and Administration by City Park West���������������������������������������������������������������98

8.3.1 Power Supply

118

8.3.2 Street Lighting

118

7.2 Mixed Development block in the Business Zone�������������������������������������������������������������100

8.3.3 Electrical Infrastructure Plan

119

7.3 Northern skyscraper block���������������������������102

8.4 Communication system�������������������������������� 120

7.4 Hotel block on steep site������������������������������104

6.3.2 Development Control Regulations Review Proposal

72

6.3.3 Design Control Plan Review Proposal

72

6.3.4 Public Facilities

72

AS&P - Albert Speer & Partner GmbH

Test designs for selected superblocks������97

7.5 CBD Block next to NNPC�����������������������������106 7.6 Administration by the City Park East������������108

9

8.4.1 General

120

8.4.2 Telecommunication System Plan

121

Conclusion�������������������������������������������������123

7.7 National Railway Main Station and City Bus Terminal������������������������������������������������ 110 vii

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Review of the Abuja Master Plan - Central Area Urban Design

Appendix�����������������������������������������������������125

10.1 Urban Design Plan���������������������������������������126 10.2 Land Use Plan���������������������������������������������� 128 10.3 Design Control Plan�������������������������������������130 10.4 Road Sections���������������������������������������������� 132 10.5 Road Layout Plan�����������������������������������������134 10.6 Water Supply Plan����������������������������������������136 10.7 Urban Design Plan and Final Report CD-ROM������������������������������������������������������138

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Review of the Abuja Master Plan - Central Area Urban Design

1

Introduction

The Master Plan for Abuja was conceived in the late 1970s and development of the new Nigerian capital began in the mid 1980s. Today, Abuja is a rapidly growing metropolis and is assuming more and more its role as the nation’s central city. Its growth cannot only be detected in the city itself, but also in the adjoining satellite towns and settlements. It is of no surprise that not all of this growth has occurred according to the original master plan vision. Many of the developments could not have been foreseen 30 years ago; while yet other developments have lagged behind expectations due to a variety of reasons. In the awareness that the discrepancy between planning vision and built reality was growing, the Federal Capital Development Authority of the FCT initiated a Review of the Abuja Master Plan. The intention was to revise the master plan where it was necessary to correct shortcomings, and to modify it to better suit society’s needs so that development could continue in an orderly and sustainable manner. While conceived to address these aspects, the review was also designed to preserve in its recommendations the essence of the original master plan vision for the city as a unique and representative capital.

1.1

Project Background

The principal master plan for the development of the Nigerian capital was originally conceived in 1977 by the firm of International Planning Associates (IPA). This plan established the principle development pattern for the entire city, including its central area as well as its outlying residential districts. It set the guiding framework for successive planning projects which would study specific areas and planning sectors in greater detail than was desirable in the IPA project. AS&P - Albert Speer & Partner GmbH

Final Report

Three plans were subsequently commissioned to set the development path for Abuja’s central urban area. The first detailed urban design master plan was prepared by the firm of Kenzo Tange Urtec (KTU) in 1981. It dealt with the Phase 1 development area of the inner city and provided a very clear and thorough vision for the city’s urban form for the area between the Three Arms Zone and road NS1. The second detailed urban design plan was prepared in 1984 by the firm of AIM. It dealt with the Phase 2 area of the city centre and carried forward many of the proposals made by KTU. It constitutes an extension of the first phase to the west and spans from NS1 to the stadium in its new location. Both of these plans also contained comprehensive development control regulations. The third key master plan prepared for the central area was the Urban Transportation Study of the New Capital City Abuja undertaken by Sofretu in 1981. The latter provided the detailed design for the transportation infrastructure of the capital city. It made in-depth proposals for the metro and bus systems as well as the layouts of the Transportation Centre and Interchange Centre. However, since it had been made before the Central Area was extended in Phase 2 its systems were designed to serve only the first area.

to provide for the implementation of the review of the Abuja Master Plan and to propose strategies for dealing with problem areas. The committee ascertained that “Whereas the ministerial section of the central spine has developed a consistent urban form, the designated CBD is as yet not discernible. Several reasons are responsible for this. On the one hand, Abuja still lacks the purchasing power to support a proper commercial CBD and the trade and business sector is also not yet mature, while, on the other hand, uncompleted access roads and utility services impede commercial investment in the CBD, shifting into the surrounding districts instead. Also, it seems that the underlying design concept in Phase 1 of the CBD imposes heavy physical constraints on site development which may have caused some of the apprehension to invest in the CBD. The design was difficult to enforce; it is probably unfeasible in any city unless built as an instant scheme with heavy Government involvement. […]

Due to various reasons the development of Abuja city, and primarily its Central Area, has not progressed according to the visions propagated in the above-mentioned plans. To address this unsatisfying state of affairs The Federal Capital Development Authority, in December 1999, organised an international workshop to review the Abuja Master Plan. The workshop produced a thorough analysis and a wealth of findings. A Technical Committee was formed to follow up the recommendations of said workshop, with the responsibility

Example for a “problem area” in the heart of the Central Area

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Final Report

In result, the central area today appears rather undeveloped […] many developments seem unfit […] parking provisions are not adhered to, and the whole concept of pedestrian movement is obsolete. The revised concept should attempt a new and more realistic urban design which is imaginative and visionary to express the pride of the Capital City’s prime district expanded gradually into a full-fledged municipal data bank.” As a result of the Committee’s findings, a programme was designed to implement the recommendations of the workshop and AS&P - Albert Speer & Partner GmbH (AS&P) was commissioned to undertake the Review of the Abuja Master Plan. AS&P’s assignment consists of four parts: • Review of the Abuja Master Plan for the Central Area • Master Plan for Abuja North Phase 4 West • Prototype Subdivision Plan for Abuja North Phase 4 West • Metropolitan Transportation Context Study. The Review of the Master Plan of the Central Area is the subject of this document. The other three components are the subject of separate studies. From October 2002 to May 2003 AS&P conducted a first conceptual review of the Central Area, highlighting major issues in actual development to date. Due to various reasons, work continued intermittently in 2005 and 2006 until final works were undertaken in 2007 and 2008. The findings and recommendations of the review are presented in the following.

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Review of the Abuja Master Plan - Central Area Urban Design

1.2

Objectives and Purpose

The Central Area of Abuja is the heart of the Federal Capital Territory. It contains the main government and municipal facilities, liaison offices of the Nigerian states, primary cultural and religious facilities, the city’s central business district and the embassies and offices of the foreign diplomatic community. It is defined by the Inner Northern Expressway (INEX) to the north, its counterpart in the south, the Inner Southern Expressway (ISEX), the Three Arms Zone to the east and the stadium area to the west. Due to their unique nature and the very specific aspects governing their development, however, the Three Arms Zone and the stadium have been excluded from the study area of this review. Most of the problems involving the Central Area persist today as they did when the Committee made its initial recommendations. Recent aerial photography and an inventory of existing buildings indicate that the city centre of Abuja indeed is one of the areas where actual development has drastically fallen short of original plans and designs. Especially the Central Business District (CBD) faces difficulties and the city centre is as yet not discernible, whereas the Three Arms Zone has taken shape and appears complete. The goal of this review is to study the existing situation and the factors that are constraining development according to plan – and at all – in the Central Area and to introduce design modifications to the urban design, road planning and land use concept where they are required to facilitate development. The modifications shall also be devised such that they maintain as much as possible the original intent of the master plan – to create an attractive, representative and inviting urban area in the heart of the Nigerian Capital – while also addressing the expectations of today’s society. The review proposals shall also be made in light of the existing development in the Central Area to ensure that

impacts are minimised where possible and previous investments are not lost.

1.3

Approach

This document will first present the existing master plans for the Central Area as the basis for the review. The general development challenges which impede the realization of the original planning proposal in the Central Area will then be illuminated. Afterwards the zones comprising the Central Area will be individually discussed with the intent of presenting the original concept and explaining the review proposals for each area. This will provide a thorough overview of the review proposals throughout the Central Area. Topics that have a bearing on the entire Central Area, such as the boulevards, block subdivision, general urban design aspects and transportation will then be dealt with in separate sections. Finally the implementation of the proposals in the Land Use Plan for the Central Area and in a proposal for revised Development Controls for the Central Area will be demonstrated. To prepare the review, AS&P - Albert Speer & Partner GmbH worked closely together with a multi-disciplinary team consisting of urban designers, transport planners, architects, landscape architects and infrastructure planners. Throughout the course of the review numerous workshops were held with stake holders and relevant professionals in Abuja to investigate the situation, discuss possible solutions and optimise the review’s proposals.

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Review of the Abuja Master Plan - Central Area Urban Design

2

General Development Aspects

2.1

The Previous Master Plans for the Central Area (Phase I and Phase II)

2.1.1

The Master Plan for Abuja

The principal master plan for the development of the Nigerian capital was originally conceived in 1977 by the firm of International Planning Associates (IPA). This plan established the principle development pattern for the entire city, including its central area as well as its outlying residential districts. It set the guiding framework for successive planning projects which would study specific areas and planning sectors in greater detail than was desirable in the IPA project. Regarding the urban design of the Central Area, the following plans are of particular importance. 2.1.2

Central Area Phase I – KTU

The first detailed urban design master plan for the Central Area was prepared by the firm of Kenzo Tange Urtec (KTU) in 1981. It dealt with the Phase 1 development area of the inner city and provided a very clear and thorough vision for the city’s urban form. The urban design concept embodied in the KTU master plan envisions the Central Area as a cohesive urban and architectural environment. It employs a development pattern based on urban superblocks and the clear separation of pedestrian and vehicular traffic.

Final Report

Urban design vision developed by KTU

A stringent set of development control regulations was established by KTU to ensure development would occur according to the design vision. These regulations provided for large building complexes to occupy entire superblocks. The locations of main entrance areas, access cores and the basic architectural grid of the buildings were further regulated in the stipulations. The intention of the KTU master plan was clearly to achieve a coherent architectural environment in the Central Area which was befitting of a national capital. 2.1.2

Detail of the SOFRETU plan for the Transportation Centre

2.1.3

Central Area Phase II – AIM

The second detailed urban design plan was prepared in 1984 by the firm of AIM. It dealt with the Phase 2 area of the city centre and carried forward many of the proposals made by KTU. Like its predecessor it also contained comprehensive development control regulations.

Transportation – SOFRETU

The first key transportation master plan prepared for the Central Area was the Urban Transportation Study of the New Capital City Abuja, undertaken by Sofretu in 1981. The plan provided the detailed design for the transportation infrastructure of the capital city. It made in-depth proposals for the metro and bus systems as well as the layouts of the Transportation Centre and Interchange Centre.

AIM streetscape design

AS&P - Albert Speer & Partner GmbH

3

Final Report

2.2

General Development Challenges

2.2.1

Planned Roads and Topography

Two of the greatest impediments to development and construction in the Central Area are presented by the envisioned road network and the topography of the site. According to the original KTU master plan, the proposed road network would not have been built at the existing terrain level. Instead new road and plot levels were to be artificially established to achieve a fairly uniform plane. Accordingly any urban development activity in the Central Area would require major pre-investment on the side of the government to establish the new road elevations along which development would occur.

Review of the Abuja Master Plan - Central Area Urban Design

The undulating topography, deep valleys and at times steep grades in the Central Area have further compounded the problem of municipal infrastructure and private land development. Major earth movements are required on many lots to achieve the planned elevations. To date many of the roads and the infrastructure they contain have not yet been built in the Central Area. The area’s two key roads, B8 and B10, along which much of the city’s commercial uses were to be located, still await construction. Most landowners and developers

in the meantime have constructed their buildings on the existing grade. Adhering to the originally planned road network would therefore entail severing almost all of the already constructed buildings from any future municipal infrastructure. Although it may be possible to construct some form of road access from the affected lots to the new roads, it would be much more difficult, and often even impossible, to connect the existing structures to the new municipal sewage and stormwater systems.

The existing terrain was incorporated somewhat more in AIM’s design concept for the Phase 2 area. However, here intricate design proposals were made which worked well with the site, but were also complex and difficult to realise, especially for individual investors.

KTU plan overlaying road design and topography

4

AS&P slope analysis carried out in 2006

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Review of the Abuja Master Plan - Central Area Urban Design

The road network of the original master plan has therefore been adapted in this review to conform more to the existing terrain. Roads and the municipal infrastructure they carry have been realigned to follow the existing topography more closely. This has various advantages. It enables many of the existing structures to be fairly easily connected to the road and infrastructure systems and encourages new development. Aligning the roads such also necessitates much less earth-moving and thereby reduces the cost of construction. Furthermore, by following the natural terrain, the new roads could also result in a more appealing urban setting and vista. Generally the revised road network follows the existing terrain. There are instances, however, where earth movement and landfill measures will nonetheless be required in order to avoid all too extreme level deviations. All efforts were made to design the new road elevations such that as many of the existing structures can be connected to the infrastructure systems in the future. However, some lots remain where this will be impossible until they are totally redeveloped. 2.2.2

Final Report

implementing the master plan vision, they also resulted in severe limitations regarding actual realisation. The discrepancies between actual development in the Central Area and the KTU design proposals are major. It is apparent that the buildings envisioned in the master plan and regulated in its design control stipulations either did not suit the requirements of the actual real estate market or exceeded the capacities of the development community. The same can be said for the Phase 2 area. The design guidelines provided by AIM were very intricate and gave a precise template for construction. Apparently here too the design proposals did not match the capacity or requirements of the local real estate market. In order to address this issues, the master plan review has proposed a new superblock subdivision pattern to encourage smaller-scale development more in tune with the actual market.

The Development Controls for the Central Area of Abuja were established by KTU in 1981 for Phase 1 and by AIM in 1984 for Phase 2. Several buildings have given a good contribution to the desired urban pattern, especially in the Phase 1 area. Most of the other existing buildings only partially observe the stipulations, if at all. Especially in the Phase 2 area, where private investment is prevalent, some shortcomings have been repeated over and over again. This may indicate a lack of control; an overly complex nature of the regulations; or it may have been caused by over-regulation of the design. Therefore, after an analysis of the constraints, conflicts and challenges it was deemed necessary to adjust the Development Controls and give clear, comprehensive regulations, while still keeping the spirit of the master plan.

Site Layout: • The setback zone of 4m towards the road corridor is supposed to be public in use, even though private in occupancy.

The original KTU master plan established an urban grid of 200m x 200m in the Central Area and the road network has been developed accordingly. The grid offers flexibility, easy orientation and efficiency in terms of traffic planning. With a dimension of 200m by 200m each resulting urban block would also contribute to the representative vista striven for in the design concept.

AS&P - Albert Speer & Partner GmbH

Development Control Regulations

The main conflicts between the built situation and the Development Controls have been:

The Superblock and Large-scale Structures

To achieve the desired urban form, however, the KTU concept relied on the construction of large-scale building structures based on a predetermined internal block grid of 8m by 8m and predefined locations for service cores and main entrances. Although these design criteria were intended to give clear guidance towards

2.2.3

• The setback line is a wall line and shall be built up by at least 70%. • On-site parking is supposed to be placed in parking garages, or otherwise inside the courtyards in the centre of the urban blocks, and is to be screened by the surrounding buildings.

Large-scale structures proposed by KTU

In reality, the reverse of the original stipulations can be frequently observed, whereby the property is fenced and the building is placed in the centre of the lot, surrounded by on-site parking. 5

Final Report

Site Coverage / FAR: Most of the development in Phase 2 does not match the foreseen site coverage and Floor Area Ration (FAR) regulations. This is a severe waste of public investment because the infrastructure has a much higher capacity than the actual demand. The revised Development Controls have to establish minimum standards for site coverage and FAR, facilitate lot subdivision and also allow for a densification on the already built-up lots. Level Control: Most of the building projects have been realized with no regard for the future street levels, or the level controls established by AIM. A simple reference to the hook-up points, which are controlled and provided by the authorities, will replace most regulations of the past. Subdivision / Grid Required:

Review of the Abuja Master Plan - Central Area Urban Design

In order for such a system to function properly, the entire network of interconnected blocks must be constructed more or less simultaneously. Such a major, simultaneous construction undertaking has, however, most often proved to be infeasible. Furthermore, urban planners have in the meantime come to the realization that it is against human nature to take circuitous routes when walking; the direct path is always preferable and pedestrians tend to often ignore flyovers. Pedestrian activity cannot easily be separated from vehicular as both have the same origins and destinations. This relation has also undermined AIM’s proposal for a pedestrian shopping area between B8 and B10 as it would draw retail activity away from the main traffic flows. This review has therefore returned pedestrian movement to the streets to promote vibrant, urban activity on the city’s main thoroughfares, primarily the B8 and B10 roads.

The subdivision of lots should play a much more significant role than it does today. Smaller investors must have the opportunity to develop parcels of land that are adequate to their needs. The revised development controls will facilitate subdivision and provide examples for implementation. The 8x8 metre grid, which is still obligatory today, is largely obsolete; it has already been ignored in most developments. 2.2.4

Traffic Concept / Pedestrian Areas

The realisation of the original urban design vision was made more challenging by the KTU proposal to clearly separate pedestrian movement from vehicular traffic. This was to occur by employing a system of elevated pedestrian walkways along the main spine. These walkways would traverse the middle of the blocks at the first upper level. Similar concepts were popular in other cities at the time the KTU proposal was made. 6

The central shopping area in the AIM Master Plan (Phase 2)

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

2.3

Development Forecast

In the 30 years since its conception extraordinary development has taken place in Abuja city. In some cases growth has exceeded expectations; in some it has fallen severely behind; and in others it has occurred in unexpected segments. In light of this, and as is generally the case when dealing with major urban development situations, it is very difficult to determine the exact dimensions and timelines for the city’s continuing growth. It is nonetheless necessary to forecast the Central Area’s growth in order to provide for appropriate municipal infrastructure, primarily transportation and utilities. The master plan review has therefore studied the original KTU forecasts and development proposals for the Central Area and juxtaposed them with the existing situation, proposed revisions and reasonable development parameters. Three potential development scenarios were generated to serve as the basis for the required calculations. 2.3.1

General – planning time frame

In the Master Plan Review, three development stages have been individuated: 1. Mid-term development: this scenario assumes the Central Area will have been developed to 50% of the capacity and urban mass originally planned by KTU and AIM. It is expected that this stage will be achieved by the year 2020. 2. Long-term development: this scenario operates on the assumption that the Central Area will have achieved 75% of the capacity and mass planned by KTU and AIM by the year 2035. 3. Maximum development (100%): This scenario assumes the Central Area will have been devel-

AS&P - Albert Speer & Partner GmbH

Final Report

oped entirely as planned by KTU and AIM, and serves as a theoretical basis only. It is assumed that only 75% of the maximum possible development can be reached due to punctually lesser plot development and restructuring processes. 2.3.2

Forecast

The urban development of the Central Area largely depends on the construction of the boulevards and the North-South-roads. The completion of the boulevards is aimed at in 2009. We assume that this will be the initial point for a row of architectural projects. By 2020, the Central Area should be filled with a first generation of buildings. This will be a mix of three types of investment: 1. Old buildings (built before 2008) which mostly do not yet fully comply with the new development control regulations. 2. Small investments with a low urban density, fulfilling the minimum standards for a development in the Central Area. These investments will be mainly private. 3. Large investments with a high urban density, exhausting the maximum possible development of a lot. These investments will be largely public or parastatal. Gradually, the urban density in the Central Area will be intensified. We assume that by 2035 the target density (75% of the maximum density) can be reached. This densification process will be caused by the following effects: 1. The old buildings will be replaced by new ones, which provide a more economic use of the land (e.g. underground parking structures).

2. Many of the small investments will be completed, further developed or replaced by larger investments. With the help of the new development control regulations, the transformation of the Central Area of Abuja will work toward a desirable image of the city throughout the development process. 2.3.3

Population

In the review process, a reliable forecast for the number of users (employees and residents) had to be made. Starting from key urban development figures reflecting best international practice, the number of users for the Central Area has been recalculated for the KTU and AIM master plans. This calculation reveals significantly higher figures (ca. 25%) than the estimates by KTU. The Master Plan review proposes a long-term development which is aligned with the capacities of the planned (and of the already existing) infrastructure system. The total number of users (employees and residents) in the Central Area has been calculated at 430,000 for the long-term development. Additionally, about 420,000 visitors and customers are supposed to visit the Central Area per day. 2.3.4

Traffic

Based on the urban development and the population projection, statements on transport performance are given in Chapter 5.2 Transport / Traffic Forecast. To determine the demands of individual motorised traffic as well as for the means of public transport, two different transport scenarios have been developed to adequately design the provisions for the various modes of transport.

7

Final Report

2.3.5

Land Area Tables

The following tables provide an overview of the forecasted development in the Central Area. They depict the original development forecasts given in the KTU and AIM plans and the revised forecasts according to the review scenarios.

Review of the Abuja Master Plan - Central Area Urban Design

Mid-term scenario KTU / AIM

Office [m!]

Gross Floor Area Commercial Residential

Public

Total GFA [m!]

Office

Number of Users Commercial Residential

Total Users Public

GFAR

Three Arms Zone State Departments Zone Cultural Zone Central Business District

499.970 1.400.000 8.320 682.770

0 22.125 5.400 403.635

85.000 0 0 668.790

0 0 603.180 27.060

584.970 1.422.125 616.900 1.782.255

27.025 75.676 450 36.906

0 1.135 277 20.699

4.250 0 0 33.440

0 0 30.159 1.353

31.275 76.810 30.886 92.398

726.700 611.500 1.147.300

2,0 1,0 1,6

Phase I (KTU)

2.591.060

431.160

753.790

630.240

4.406.250

140.057

22.111

37.690

31.512

231.370

2.485.500

1,8

337.790 76.026 347.380

193.255 150.844 11.315

120.810 23.190 333.430

176.540 107.260 41.290

828.395 357.320 733.415

18.259 4.110 18.777

9.911 7.736 580

6.041 1.160 16.672

8.827 5.363 2.065

43.037 18.368 38.094

824.000 494.700 737.600

1,0 0,7 1,0

761.196

355.414

477.430

325.090

1.919.130

41.146

18.226

23.872

16.255

99.498

2.056.300

0,9

3.352.256

786.574

1.231.220

955.330

6.325.380

181.203

40.337

61.561

47.767

330.868

4.541.800

1,3

Total Users

Net building land

Business Zone Transportation Zone Diplomatic Zone Phase II (AIM) Total Long-term scenario KTU / AIM

Office [m!]

Gross Floor Area Commercial Residential

Public

Total GFA [m!]

Office

Number of Users Commercial Residential

Public

GFAR

Three Arms Zone State Departments Zone Cultural Zone Central Business District

499.970 2.013.500 12.480 1.024.155

0 33.188 8.100 605.453

85.000 0 0 1.003.185

0 0 904.770 40.590

584.970 2.046.688 925.350 2.673.383

27.025 108.838 675 55.360

0 1.702 415 31.049

4.250 0 0 50.159

0 0 45.239 2.030

31.275 110.540 46.328 138.597

726.700 611.500 1.147.300

2,8 1,5 2,3

Phase I (KTU)

3.550.105

646.740

1.088.185

945.360

6.230.390

191.898

33.166

54.409

47.268

326.741

2.485.500

2,5

506.685 93.271 521.070

289.883 176.234 16.973

181.215 38.325 500.145

264.810 160.890 61.935

1.242.593 468.720 1.100.123

27.388 5.042 28.166

14.866 9.038 870

9.061 1.916 25.007

13.241 8.045 3.097

64.555 24.040 57.140

824.000 494.700 737.600

1,5 0,9 1,5

Business Zone Transportation Zone Diplomatic Zone Phase II (AIM)

1.121.026

483.089

719.685

487.635

2.811.435

60.596

24.774

35.984

24.382

145.736

2.056.300

1,4

Total

4.671.131

1.129.829

1.807.870

1.432.995

9.041.825

252.494

57.940

90.394

71.650

472.477

4.541.800

1,9

0 0 0 60.318 27 2.706 7.888 828 63.024

Total Users Total Users 31.275 149.880 31.275 61.771 78.362 184.796 19.609 77.608 427.723

8.743 17.424 10.726 3.540 4.129 3.995 480 32.279

206.854 85.844 30.315 39.017 76.187 17.858 32.280 192.346

Net building Net land building land 726.700 611.500 736.400 1.147.300 610.300 1.177.400 2.485.500 2.524.100 824.000 494.700 870.100 737.600 332.000 754.900 2.056.300

8.015 95.303 16.758

89.155 620.069 296.009

1.957.000 4.541.800 4.481.100

Total Users

Net building land

Maximum scenario KTU / AIMscenario Mid-term AS&P Three Arms Zone State Departments Three Arms Zone Zone Cultural Zone State Departments Zone Central Business District Cultural Zone Central Phase I Business (KTU) District Phase I (KTU) Business Zone Transportation Business Zone Zone Diplomatic Zone Transportation Zone Diplomatic Zone Phase II (AIM) Phase Total II (AIM) Total Long-term scenario AS&P

Gross Floor Area Office [m!] Commercial Residential Gross Floor Area Office [m!] Commercial0 Residential 499.970 85.000 2.730.800 44.250 0 499.970 0 85.000 16.640 10.800 0 1.429.040 21.250 0 1.365.540 807.270 1.337.580 158.000 62.020 0 734.250 225.860 516.670 4.612.950 862.320 1.422.580 2.821.260 309.130 601.670 675.580 386.510 241.620 112.876 203.984 60.540 403.830 108.030 165.010 694.760 22.630 666.860 101.120 133.565 36.980 361.640 12.245 348.720 1.483.216 613.124 969.020 866.590 253.840 550.710 6.096.166 1.475.444 2.391.600 3.687.850

Office [m!]

562.970

1.152.380

Gross Floor Area Commercial Residential

Public Public

0 0 0 1.206.360 1.340 54.120 394.380 41.405 1.260.480 437.125 348.480 214.520 177.020 82.580 199.750 23.990 645.580 400.760 1.906.060 837.885

Public

Total GFA [m!] Total GFA [m!] 584.970 2.775.050 584.970 1.233.800 1.451.630 3.564.510 614.400 1.518.185 8.158.330 4.169.185 1.652.190 591.920 853.890 1.466.830 471.415 746.595 3.710.940 2.071.900 11.869.270 6.241.085 Total GFA [m!]

Number of Users Office Commercial Number ofResidential Users Office 27.025 Commercial0 Residential 4.250 147.611 2.269 0 27.025 0 4.250 899 554 0 77.245 1.090 0 73.813 41.398 66.879 8.541 3.181 0 39.689 11.583 25.509 249.349 44.222 71.129 152.501 15.853 29.759 36.518 19.821 12.081 6.101 10.461 3.027 21.829 5.540 8.108 37.555 1.161 33.343 5.466 6.849 1.548 19.548 628 11.624 80.174 31.442 48.451 46.843 13.017 21.280 329.522 75.664 119.580 199.343

Office

28.870

51.038

Number of Users Commercial Residential

Public Public

Public

GFAR GFAR 3,8 2,0 2,0 3,1 1,0 1,3 3,3 1,7 2,0 1,2 1,0 2,0 1,4 1,0 1,8 1,1 2,5 1,3 GFAR

Three Arms Zone State Departments Zone Cultural Zone Central Business District

499.970 2.143.560 237.000 1.101.375

0 31.875 93.030 338.790

85.000 0 0 775.005

0 2.010 591.570 62.108

584.970 2.177.445 921.600 2.277.278

27.025 115.868 12.811 59.534

0 1.635 4.771 17.374

4.250 0 0 38.263

0 40 11.831 1.242

31.275 117.543 29.413 116.413

736.400 610.300 1.177.400

3,0 1,5 1,9

Phase I (KTU)

3.981.905

463.695

860.005

655.688

5.961.293

215.238

23.779

42.513

13.114

294.644

2.524.100

2,4

605.745 151.680 542.460

162.045 200.348 18.368

247.515 55.470 523.080

265.530 299.625 35.985

1.280.835 707.123 1.119.893

32.743 8.199 29.322

8.310 10.274 942

12.161 2.322 17.436

5.311 5.993 720

58.525 26.788 48.420

870.100 332.000 754.900

1,5 2,1 1,5

Phase II (AIM)

1.299.885

380.760

826.065

601.140

3.107.850

70.264

19.526

31.919

12.023

133.732

1.957.000

1,6

Total

5.281.790

844.455

1.686.070

1.256.828

9.069.143

285.502

43.305

74.432

25.137

428.376

4.481.100

1,9

Total Users

Net building land

Business Zone Transportation Zone Diplomatic Zone

Gross Floor Area

Maximum scenario

Number of Users

Total GFA

AS&P area tables according Office [m!] Commercial Residential Public and development [m!] Office Commercial Residential Public Land to original master plan forecasts scenarios of the Master Plan Review

GFAR

Three Arms Zone State Departments Zone Cultural Zone Central Business District

499.970 2.858.080 316.000 1.468.500

0 42.500 124.040 451.720

85.000 0 0 1.033.340

0 2.680 788.760 82.810

584.970 2.903.260 1.228.800 3.036.370

27.025 154.491 17.081 79.378

0 2.179 6.361 23.165

4.250 0 0 51.017

0 54 15.775 1.656

31.275 156.724 39.217 155.217

736.400 610.300 1.177.400

3,9 2,0 2,6

Phase I (KTU)

5.142.550

618.260

1.118.340

874.250

7.753.400

277.976

31.706

55.267

17.485

382.433

2.524.100

3,1

807.660 202.240 723.280

216.060 267.130 24.490

330.020 73.960 697.440

354.040 399.500 47.980

1.707.780 942.830 1.493.190

43.657 10.932 39.096

11.080 13.699 1.256

16.215 3.096 23.248

7.081 7.990 960

78.033 35.717 64.560

870.100 332.000 754.900

2,0 2,8 2,0

Business Zone Transportation Zone Diplomatic Zone

8

Net building land

Phase II (AIM)

1.733.180

507.680

1.101.420

801.520

4.143.800

93.685

26.035

42.559

16.030

178.310

1.957.000

2,1

Total

6.875.730

1.125.940

2.219.760

1.675.770

11.897.200

371.661

57.741

97.826

33.515

560.743

4.481.100

2,5

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

3

Final Report

The Central Area Zones

The Central Area of Abuja is divided into several zones, each of which caters primarily to a key function of the capital city. From east to west the zones comprising the Central Area are:

CZ

01

M

M

Z

Z

25

M

26

M

Z

M

M

30

Z

M

Z

04

M

M

M

Z

CB

D

D

CB

02

D CB

04

CB

Transportation C 01 (TP) Zone TP

CB

D

TP

01 C DPL

BZ

166 ha

10

09

BZ

BZ

BZ

02

02 A

DPL

02 C

03 PL

02

L0

DP

03

L

04

B

18

C

CB

CB

D

40

D

M

30

D

D

37

Z

Z

13

Z

19

21 M

22 M

24

Z

Z

34

35

07 M

Z

36

31 CB

CB

CB

M

Z

Z

15

M

18

M

D

Z

16

D

36

33

34

35

D

32

Z

24

CB CB

D

M

CZ

26

D CB

BD

D

M

M

Z

06

2

27

CB

D

D

CB

31

179 ha M

99 ha CZ

Z

CZ

08

38

39

CZ

09

4A

DP

L

Plan Topic:

Plan Title:

General

Numbering System

C 04

84 ha

A

B

L DP DPL

DP

D

29

CB

21

Diplomatic 3B L0 DP Zone (DPL)

16 DPL

DPL

BZ

04

22

20 BZ DP

17

D

National Sports Complex

TP BZ

19

18 BZ

1 BZ 0

14

13

Business 12 BZ Zone (BZ)

D

D

05

11

CB

CB

D

Z

32

Cultural 05 CZ Zone (CZ)

19

D CB

28

TP

BZ

9. The National Sports Complex

BZ

BZ

BZ BZ

05

04

03 BZ

01 B

BZ

03

D

23

43

BZ

D

TP

D

241 ha CB

CB

15

M

CB

22

D

01

07

06 BZ

D

12

Central20Business D CB District (CBD) 5

CB

DPL

2 BZ 0

DPL

01 A

C CB

42

DPL

02

08

D

14

21

M

04

13

CB

CB BD

D

BD

15

17

D

7. The Central Market (M)

BZ

D

CB

BZ

01 71 Dha PL

CB

41

M

10 ha

Diplomatic 1F L0 DP Zone (DPL) E

B

BD

16

D

Market (M)

6. Business Zone (BZ)

AS&P - Albert Speer & Partner GmbH

01

CB

C

C D

CZ

08

CB

CB

TP

D

D

10

CB

A

5. Transportation Zone (TP)

D

CB

06

09

11

01

86 ha

01

CB

TP

4. Central Business District (CBD)

D

03

10

CB

Z

00

07

Ministries Zone (MZ)

12

D

05

Z

CB

D

03

M

CB

D

Z

Z

09

M

06

CB

3. Cultural Zone (CZ)

The boundaries of the Central Area are defined by the Inner Northern Expressway (INEX) to the north, its counterpart in the south, the Inner Southern Expressway (ISEX), the Three Arms Zone to the east and the stadium area to the west.

Three Arms Zone

01

Z

02

CZ

2. Ministries Zone (MZ)

Zones one to five comprise the original Phase 1 Central Area whereas zones six to eight constitute the extension area in Phase 2.

Z

03

M

CZ

1. The Three Arms Zone

8. Diplomatic Zone (DPL)

28

29

Z

3 L0

D

C

E

02 D DPL

The Central Area zones

9

Drawing No.:

Revision:

4026-G-NS-001

0

Final Report

Review of the Abuja Master Plan - Central Area Urban Design

3.1

The Three Arms Zone

3.2

The Ministries Zone

3.1.1

Original Concept

3.2.1

Original Concept

The Three Arms Zone is composed of the National Assembly, the Presidential Complex and the Supreme Court. Each building is situated on a large identifiable site. The buildings are arranged in a park-like setting using the natural landscape. The adjacent river valley was planned to be preserved in its natural state as much as possible. 3.1.2

Development Challenge

The Ministries Zone was planned to consist of four areas: 1. The National Mall: The original master plan envisioned the National Mall as consisting of two sections: the valley area and the States Plaza Area. The valley was to be landscaped in a series of terraced decks offering various amenities such as restaurants, cafés, discos, shops, cinemas, etc. The State Plaza Area was

to consist of State gardens and include small amenity facilities, such as cafés and kiosks. 2. The Ministries Buildings Area: this area consists of Federal Government Ministries and Parastatals. 3. The State Liaison Offices Area: This area is located behind the Ministries Buildings Area and contains the representation offices of the Nigerian states. 4. The Ministries Garden: are green open spaces set in the Ministry Zone to serve as relaxing landscaped areas.

Each of the building complexes in the Three Arms Zone fulfills very unique functions of the capital city. As they embody the character of the nation, their urban design, landscape planning and architectural design aspects are unique planning tasks. The integration of the building complexes into the natural terrain is a key element of the urban development in the Three Arms Zone. 3.1.3

Review Proposal

Unlike many of the other zones of the Central Area, the Three Arms Zone has already developed the envisioned functions. For these reasons it has not been included in the study area of this review.

The three arms zone as proposed by KTU

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KTU design proposal for the National Mall

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Review of the Abuja Master Plan - Central Area Urban Design

3.2.2

Final Report

Development Challenge

Although various ministries and office buildings have been built, the Ministries Zone still displays numerous vacant plots. The State Liaison Offices Area has been well accepted and many states have established their offices. To date neither the Ministry Gardens nor the National Mall has been realised. 3.2.3

The Cultural Zone

3.3.1

Original Concept

The Cultural Zone spans the Central Area from north to south between the parkways NS8 and NS9. It was designed to contain the key cultural facilities of the city: • The National Square and Municipal Building (City Hall)

Review Proposal

• National Theatre

The slow realisation of the ministries and state liaison offices would appear to mainly be a matter of policy and funding. The lack of a complete road network has presumably also discouraged more rapid development.

• National Library • Central Mosque • Main Cathedral

The challenge in the future in these areas is to ensure that development occurs in accordance with the design vision of the master plan. Regarding the state liaison offices, care must be taken that they adhere to the building mass and design stipulations of the development controls. For these areas no changes are deemed necessary in terms of urban design or land use regulations.

• National Museum • International Conference Centre • Nigerian Television Authority A pedestrian way was proposed to traverse the Cultural Zone. It was to be linked by pedestrian underpasses and via pedestrian decks to the other areas.

Open space elements in the Ministeries Zone should receive high development priority. The National Mall is the green heart of the Central Area and will enhance the overall urban image. The valley areas and the Ministries Gardens should contribute to the amenity quality of the urban environment. Strong linkages between the parks and the adjacent uses (streets, footpaths and plots) shall guarantee ease of access for the public.

3.3.2

Development Challenge

At the time of this report the Central Mosque has been completed on the proposed site, while the International Conference Centre has been completed in an alternative location than originally proposed. The Main Cathedral is nearing completion and construction has begun at the sites of the National Library and the Cultural Centre (i.e. National Museum). Realisation of the Municipal Building (City Hall) has not commenced, however, construction has begun at National Square in conjunction with the development of the adjoining Cultural Centre.

The National Mall is discussed in further detail in Chapter 4.5.

Urban design proposal for the Ministries Zone

AS&P - Albert Speer & Partner GmbH

3.3

With one notable exception, the intention of the original Master Plan has been preserved during the development of the Cultural Zone. Some of the lands in the Cultural

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Zone south of road B12 and the ISEX, however, have not been reserved for cultural uses but instead have been made available for the construction of public administration facilities. 3.3.3

Review Proposal

With the exception of the aforementioned southern area of the Cultural Zone, the Review proposes to maintain the original land uses as originally planned. The land use designation in the southern area shall, however, be redefined as “Administration” to respond to the relocation of the Conference Centre and to reflect the actual uses. The facilities in the Cultural Zone fulfil special public functions in the capital city. They also form key landmarks of Abuja and contribute greatly to its representation aspect. For these reasons, design and development decisions for the zone are subject to different criteria than in the other zones of the Central Area and should

AS&P Urban Design proposal for the National Square

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Review of the Abuja Master Plan - Central Area Urban Design

be made on a case-by-case basis. The original KTU concept should be adhered to as the guiding vision when making these decisions. In light of this, the Abuja Master Plan Review shall not make new proposals regarding the urban design of this area. Attention must be brought, however, to the development of National Square, and the city hall originally planned on it. While the square is currently under construction as part of the new Cultural Centre, it must be ensured that the development, once completed, does not impede the realization or accessibility of the town hall. Of equal importance is the pedestrian linkage between the cultural institutions. A pedestrian connection, be it a bridge, an underpass or (preferably) on-ground, must be established along the cultural axis. In this manner the cultural facilities can be experienced as one entity, like pearls on a chain. An attractive pedestrian link must also be ensured from the Cultural Zone to the National Mall.

3.4

The Central Business District (CBD)

3.4.1

Original Concept

The CBD in Phase 1 of the Central Area was to comprise the Central Shopping Area, High Rise Offices Area, Mixed Land Use Area, and the Valley Area. The Transportation Centre, in which the CBD originally culminated, had been shifted to a separate zone during the Phase 2 planning by AIM. It will be discussed in the next section (transportation zone). The Central Shopping Area concept was designed to provide shopping venues in the inner blocks of the main spine in the form of a pedestrian axis. The axis would have started at National Square and ended at the Transportation Centre. The Valley Area would have been crossed by a two-storey pedestrian bridge similar to the Ponte Vecchio in Florence, Italy, that also would have contained shops and kiosks.

CBD Area in the KTU model

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Review of the Abuja Master Plan - Central Area Urban Design

The high, medium and low rise office areas occupied the urban blocks immediately flanking the Central Shopping Area. Branch pedestrian malls were to extend from the main shopping spine into these adjoining blocks. The High Rise Office Areas were envisioned as landmark office towers to highlight the pedestrian areas. As such their design was to be more closely regulated than that of the other land uses. The Mixed Use Areas were envisioned to form the residential component of the Central Area. They were to flank the above-mentioned areas beyond B6 and B12 and be connected to the main spine via the branch pedestrian malls. The majority of the public service facilities required by the urban population – schools, dispensaries, playgrounds, etc. – were to be located here. Unlike the previous valley forming part of the National Mall, the Valley Area between NS6 and NS7 was to be preserved largely in a natural state as a place of recreation and relaxation. Complementary facilities such as hotels, however, were to be developed on its sides.

Final Report

shops overlooking the valley and parking garages were to be hung under the bridges. 3.4.2

Development Challenge

To date the CBD areas as described above have not materialized. Their development appears to have been obstructed by the same factors as those impeding the realization of the National Mall: topography, overly complex urban structures. The situation is further compounded by the fact that most of the streets are not in place. As in the previously mentioned areas, the original design concept for the CBD areas relies on comprehensive building complexes and dedicated pedestrian zones to create the inner block shopping mall. The real estate market, however, has developed differently in Abuja. Buildings tend to stand as solitary structures on fully enclosed lots; connections to adjoining lots and buildings are not sought after; and direct vehicular accessibility is

a key development aspect. This stands in stark contrast to the concept of a cohesive pedestrian environment which relies on separate levels and vehicle-free zones. The multi-storey pedestrian bridges and the multi-use road bridges with suspended parking garages illustrate well the degree to which the public realm would have had to invest in the infrastructure to achieve the original vision. As with the terraced landscape of the National Mall, these structures would have been costly to realize and would have entailed a substantial long-term maintenance and operational commitment. 3.4.3

Review Proposal

In light of the above the review proposes to depart from the focus on the dedicated pedestrian zones and the comprehensive building complexes and dedicated infrastructure they would require. Instead, we recommend following a more traditional urban form and distribution of uses.

As described above, the shopping mall would have spanned the valley as a two-storey pedestrian/shopping bridge. The same principle was to be applied to B8 and B10 roads as they crossed the valley. In addition to the actual roadway, these bridges would have provided

KTU Valley Perspective

AS&P - Albert Speer & Partner GmbH

AS&P Urban Design proposal for the CBD

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Final Report

By bundling urban activity on the normal streets, dedicated pedestrian bridges will no longer be required to span the valley areas. The streets shall be redesigned to offer more on-street parking opportunities. This has two benefits. First it reduces the need for public parking garages, and in particular for those originally proposed under the valley bridges. Second, both customers and retailers tend to favour shop locations that offer direct parking. The value of these on-street shop frontages is thus enhanced for investors and the shopping streets become more appealing to customers and residents. By facing the business uses towards the main streets more attention is drawn to these avenues. The less appealing delivery and service operations can be shifted into the inner block areas where they do not obstruct pedestrian or vehicular movement. As stated above, the successful realization of the original KTU design proposals relied to a great degree on the construction of large and often complex buildings. Such structures have either exceeded the capabilities of the local real estate development community or have not been seen by them as an attractive investment. The end result has been stagnant development or the realization of structures which do not conform to the original design intent. To address this situation and promote real estate development, the Master Plan review has proposed a new pattern for subdivision of 14

the main 200m by 200m urban blocks (see Chapter 4.2.1 Block Subdivision).

3.5

Transportation Zone (TP)

3.5.1

Original Concept

The Transportation Zone traverses the Central Area from north to south along the axis defined by road NS-1 and Transitway NS-2. It was intended to contain the city’s key public transport services coming from and going to the Federal Capital City, the country and beyond. The zone had been elaborated in detail In the course of the SOFRETU transport study and subsequently fit into the context of the capital’s transportation system. The results of the SOFRETU study were adopted into the Phase 2 Master Plan by AIM.

National Railway and Transportation Centre

The key aspect of the revised concept is to combine pedestrian life and vehicular activity in lively, urban street spaces that serve both pedestrians and cars. Instead of an introverted pedestrian zone running the length of the inner axis of the central blocks, retail activity shall be shifted to the main street frontages along B8 and B10 roads. These streets will no longer serve as pure access routes, but will become shopping streets providing the full range of urban amenities, e.g. street cafés, display windows, shade-trees, on-street parking, etc.

Review of the Abuja Master Plan - Central Area Urban Design

The Transportation Zone hosted four main elements: 1. The National Railway Main Station 2. The City Bus Terminal, 3. The Intercity Bus Terminal and 4. The Transportation Centre (metro system). The original proposal was to install the main transitway facilities between NS-1 and NS-2 roads, and the railway main station facilities on a series of adjoining lots to the west of NS-1 road. The design developed by SOFRETU proposed a complicated, multi-level system with a complex interdependence between the individual facilities. This Transportation Centre was to serve as the central hub in which all modes of transport were joined and which ensured that passengers could easily and conveniently switch from one service to the other.

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Review of the Abuja Master Plan - Central Area Urban Design

3.5.2

Development Challenge

At the time of this report none of the envisioned transportation facilities have been completed in the Transportation Zone. Since 2006, planning for the modernization of the main National Railway line from Lagos to Kano has been underway by CCECC, a Chinese railway contractor. In the course of this project, the National Railway main station was relocated from its original location as proposed in the original plans to a site north of B6 road. This occurred for several reasons, primarily: • The radii required for the railway tracks to enter the original location were regarded as too tight. • The available length for the station platforms was regarded as insufficient in the original location. • An additional Airport LRT station had to be included in the land area. By relocating the National Railway Main Station, one of the core components has been removed from the originally proposed Transportation Centre. In order

Final Report

to ensure that the facilities still provide a high level of convenience and attraction for users, the land uses in the Transportation Zone must be reorganised according to comprehensive urban development aspects. 3.5.3

Review Proposal

The fundamental restructuring in the Transportation Zone necessitates major changes to the land use pattern and urban design of this area. The land use pattern and arrangement of facilities must be adapted accordingly to integrate the National Railway Main Station in its new location. The Master Plan Review proposes to rearrange the bus terminals (city bus terminal and intercity bus terminal) between NS-1 and NS-2 roads to form a functional and attractive link between the Transportation Centre and the railway station. As the main railway station is, however, no longer directly connected to the Transportation Centre, the ease with which passengers can transfer between modes (metro, bus, national railway) has been somewhat lessened. An additional Metro stop to the north of B6 and adjacent to the railway station has therefore been proposed. By moving the railway station, the land use of the plots west of NS-1 can be changed to commercial purposes. One of these plots is proposed as the location for a skyscraper building. A second site for a skyscraper has been proposed to the south of the Transportation Centre. Both buildings will highlight this focal zone of the Central Area and benefit from its transportation facilities.

SOFRETU concept for the transportation zone (bird’s eye view)

AS&P - Albert Speer & Partner GmbH

Since a single Transportation Centre will no longer be the focal point of services, the urban design has been revised. Two squares, one at the Transportation Centre, one at the railway station, will serve as the zone’s anchor AS&P Urban Design proposal for the Transportation Zone

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points. They will be linked via the bus terminals and attractive pedestrian paths. In order to provide sufficient vehicular access to the new railway station, the road network must be slightly redesigned regarding the key intersections. Detailed proposals for the layout of the Transportation Zone and the individual uses are made in Chapter 5 of this report.

3.6

Central Market (M)

3.6.1

Original Concept

Review of the Abuja Master Plan - Central Area Urban Design

3.6.2

Development Challenge

After a long period of use as a public open market, an investor intends to develop the Market Zone as a shopping mall. The small market facilities have already been moved out of the zone and the steep terrain partially prepared for construction. In the meantime, the discussion about the National Railway has led to the conclusion that the new railway station will occupy the northern and eastern part of the Central Market zone. 3.6.3

Review Proposal

The Central Market was conceived by AIM as an open market with large, pavilion-like sales facilities. It was delimited by the Business Zone to the south, the railway track to the north and east, and the Diplomatic Zone to the west.

The layout of the Central Market plot has to be seen in conjunction with the transportation facilities planned by CCECC, the Chinese railway contractor. After having extensive consultations with the railway planners, the Master Plan Review has reserved large parts of the former Central Market zone for transportation uses.

AIM Layout proposal for the Central Market

Review proposal for the Central Market / Shopping Mall

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It is also proposed to enhance the road connection between the Central Market zone, the new railway station and the Central Area road network. Thus the Review proposes a new connection to the AR-14 road.

3.7

Business Zone (BZ)

3.7.1

Original Concept

The Business Zone (BZ) comprises the core district of the Phase 2 area of the city as designed by AIM in 1984. In the course of the AIM master plan the original boundaries of the Central Area were extended to the southwest to enlarge the downtown core. The planned sports complex and national hospital facilities were also shifted outwards. The Transportation Zone, and in particular the Transportation Centre, formed the new joint between Phase 1 and Phase 2. In their master plan AIM elaborated very detailed and exact design plans for each block of Phase 2. The Busi-

AIM concept for Phase 2 of the Central Area

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Review of the Abuja Master Plan - Central Area Urban Design

ness Zone consists primarily of mixed use urban blocks which flank the extended main shopping spine of the Central Area. The western extremity of the Business Zone contains the National Hospital plot. This shopping spine was envisioned as being a continuous pedestrian zone, separated and at times elevated above the level of the roadways. 3.7.2

Development Challenge

The same development challenge as described in the preceding CBD chapter presents itself here. Very few structures have been realized in this area. Those that have been constructed tend to have been built on the existing grade and do not conform to the finished elevations as stipulated in the master plan. As in the CBD Zone, AIM’s design concept also relies on comprehensive building complexes and dedicated pedestrian zones to create the inner block shopping mall.

Final Report

Retail activity shall be shifted to these main street frontages to create shopping venues providing the full range of urban amenities as described previously. Ample on-street parking shall be provided in the redesigned street spaces and the less appealing delivery and service operations will be shifted into the inner block areas where they do not obstruct pedestrian or vehicular movement. The resulting urban boulevards are described in detail in Chapter 4 Urban Design. One of the intentions of the review is to enable smaller investors to develop plots in the Central Area; therefore the issue of new block subdivision patterns is particularly important in the Business Zone. The Master Plan Review foresees stipulations in its revised Development Control Regulations that support block subdivision as far as possible: • Proposed subdivision lines; • Simplified lot access regulations; • Arbitrary lot layout along the access roads.

3.8

Diplomatic Zone (DPL)

3.8.1

Original Concept

The Diplomatic Zone is made up of the urban areas flanking the Business Zone to the north of B6 and to the south of B12. These areas were primarily intended to house the official facilities of the diplomatic community, e.g. embassies, consulates and representative offices. These uses were to be supplemented by appropriate services to form a mixed use area. 3.8.2

Development Challenge

At the time of this review little building activity had taken place and many sites still remain to be developed in the Diplomatic Zone. It is, however, to be expected that development will progress as the city grows. The most critical aspect of the area’s growth shall be to ensure that the development control regulations are adhered to and that the envisioned urban form emerges.

Here, too, the design vision stands in contrast to the realities of the development environment and personal behaviour patterns of consumers and residents. As in the previous areas, the key roads and infrastructure still remain to be built and significant public expenditure would be required to achieve the original vision of a cohesive pedestrian spine. 3.7.3

Review Proposal

Based on the same arguments as discussed in the CBD chapter, we propose a departure from the dedicated pedestrian zone and the comprehensive building complexes such a development pattern would require. Here too we recommend shifting urban activity to the main streets of the Central Area, B8 and B10, to transform them into lively, urban street spaces that serve both pedestrians and vehicular access. AS&P - Albert Speer & Partner GmbH

Subdivided blocks in the Business Zone (AS&P Urban Design proposal)

AIM Layout proposal for the Diplomatic Zone

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Final Report

3.8.3

Review Proposal

No redesign measures are proposed for the Diplomatic Zone. However, it is proposed to allow the development of more housing units than originally foreseen in the AIM design.

Review of the Abuja Master Plan - Central Area Urban Design

3.9

The National Sports Complex

3.9.1

Original Concept

In the original IPA and KTU master plans the Central Area was planned to only extend to NS-1. The National Sports Complex (also known as the National Sports Centre) was to be located in this area and would form a counterpoint to the Three Arms Zone at the opposite end of the Central Area. The complex was to benefit from the location directly adjoining the city’s primary transportation hub. The National Sports Complex was to consist of the complete range of facilities necessary for national, continental and international sports competitions. Its focal component consisted of the National Stadium. As the Central Area was enlarged, the Sports Complex was shifted to its present location on the new edge of the downtown area. Its function as the counterbalance to the Three Arms Zone remained unchanged. 3.9.2

Phase 2 it lost this connection and is today not served by mass transit. 3.9.3

Review Proposal

No review proposals are made here regarding the area’s urban design as the Sports Complex today presents itself as a modern and appealing facility. However, measures must be undertaken in the future to provide an efficient and attractive mass public transportation link to the Sports Complex via national Railway, LRT and bus system. An “Event Line Stadium Bus” (extension of the Express Bus Line) has peen proposed in chapter 5.5, see also figure on page 50. Additionally, the proposed RRT line between the main railway station and the airport could have a stop at the National Stadium. Detailed proposals toward such exceed the scope of this review. Therefore we strongly recommend further study in this regard.

Development Challenge

The development of the sports complex has progressed well and presents itself today as a very modern and appealing facility. The National Stadium with a spectator capacity of 60,000 was constructed to host the 8th All African Games in 2003. Among the stadium complex’s other facilities are a velodrome, pool, gymnasium, parking and administration and services facilities.

Urban development in the Diplomatic Zone (AS&P Urban Design proposal)

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Today the Sports Complex is well equipped to serve as a venue for major sporting events. The main challenge facing its use and further development lies in its accessibility by public transport. In the original plans, the stadium was to benefit from the vicinity of the Transportation Centre. Unfortunately, when the stadium was shifted to its new location at the edge of

The stadium in the National Sports Complex

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Review of the Abuja Master Plan - Central Area Urban Design

4 4.1

Urban Design Townscape and Urban Image

Ever since the first master plan for the design of the Central Area of Abuja was prepared by IPA, the townscape of the city has been regarded as an integrated architectural landscape. On the one hand, this approach would have considerably facilitated the implementation of a homogeneous city structure, as it was possible to undertake city development simultaneously according to a unified concept. The effects of each single development on the city structure as a whole would not have had to be taken into consideration. On the other hand, it would only be possible to react to changing demands that were not foreseen by the master planners by violating the comprehensive artwork.

Final Report

4.1.1.1 The Central Spine The blocks between the B8 and B10 boulevards can be regarded as the “central spine” of the Central Area. The intention of the master plans has always been to create a lively zone, with interconnected venues for pedestrian movement. In general the Master Plan Review also follows the intention of creating a characteristic, lively urban spine. However, the pedestrian venues have been shifted from the dedicated pedestrian zone inside the core blocks to the boulevard street spaces. The main building use in the “central spine” is commercial; however, we propose allowing more residential uses in order to keep the zone lively after office hours.

Subsequently the proposed land use for the central spine is “mixed development - commercial”. 4.1.1.2 The Shoulders Adjoining the Central Spine, between the boulevards and the Central Area main roads B6 and B12, a continuous flank of higher buildings will form the “shoulders” of the Central Area. These high rise blocks have been designed for the strongest and densest developments in the capital, such as corporate headquarters and parastatal institutions. In the Ministry Zone, all central ministerial blocks are foreseen to be developed in high urban density. The proposals of the Master Plan Review constitute a continuation of the previous urban image foreseen by KTU and AIM.

The actual developments in the Central Area today show that the architectural landscape concept was overambitious. It required extreme public expenditure, without containing the flexibility to respond to the changing demands a society places on a city. The Master Plan Review presented here strives to introduce flexible tools for the planning process and urban design of the Central Area of Abuja, while still maintaining the desired urban image of a representative capital city as foreseen by IPA, KTU and AIM. 4.1.1

Building Masses

The distribution of building masses is the most obvious approach toward influencing and defining the architectural structure and vista of the Central Area. Urban density and mass are a direct result of the application of development control regulations. In realization of this the Master Plan Review strives to achieve the desired urban form with no, or very few, stipulations regarding specific architectural design aspects. AS&P - Albert Speer & Partner GmbH

Bird’s eye view of the Central Area of Abuja

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Review of the Abuja Master Plan - Central Area Urban Design

4.1.1.3 Landmark Buildings

4.1.2

We propose employing landmark buildings to highlight the focal points of the Central Area. Three of the main urban spaces to be reinforced such are:

At the time of this review it is still difficult to imagine the future characteristic vistas of the capital city because development of open space and defining structures remains scarce in large parts of the Central Area. Nevertheless it is of utmost importance to keep the future sight lines and urban vistas free of intruding structures. Only so can the envisioned aspect of a representative capital be maintained.

1. The National Square will be the setting for the 165m Millennium Tower (part of the Cultural Centre). 2. The Transportation Centre Plaza will be the stage for the skyscraper building to the south. 3. The third and highest skyscraper has been planned between the Transportation Centre, the bus terminals and the main railway station.

Vistas

4.1.2.1 Aso Hill and the National Assembly One of the main reasons for the location of the Central Area of Abuja is Aso Hill. Aso Hill had been chosen by the master planners as the main co-ordinate of the city; the whole city development of Abuja is oriented towards, and culminates in Aso Hill.

According to the original master plans the spectacular appearance of Aso Hill was to be put to particular dramatic effect from several viewpoints. In the Central Area, the most important vistas are from the National Square; along the National Mall and along the boulevards. The symbolic power of Aso Hill is further enhanced by the National Assembly, which is an integral part of this vista. Sightline from the National Mall: • The planned sightline is currently obstructed by the western grandstand of Eagle Square. On the long term and when the square is scheduled for renovation we recommend removing the grandstand to provide a clear vista along the National Mall to Aso Hill and the National Assembly. Sightlines along the boulevards: • The revised master plan concept reinforces the B8 and B10 axes by bundling the main commercial activities along the new boulevards. This measure also enhances the visual relation between the Central Area and Aso Hill. 4.1.2.3 The Valleys The green valley areas offer important visual and functional connections between the Central Area zones and the city areas outside the Central Area. As continuous open spaces, the valleys will contribute to the urban structure as a necessary contrast to the dense built-up areas.

National Mall and National Assembly viewed from Aso Hill

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It is important to harmonize all developments within or on the edges of the valleys to ensure that the overall vistas are not jeopardized. Sightlines should not be blocked. Also it is of significant importance to take the visual impact on the landscape of the valleys of required infrastructure into proper consideration. Especially the road bridges and the railway development should AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

be inserted into the valley landscapes as carefully as possible in order to preserve as much as possible the natural vistas. 4.1.3

Streetwalls

People react subconsciously to their urban surroundings and the form of their urban environments can determine whether they feel comfortable or uncomfortable. In general people feel more comfortable and at ease in defined urban spaces than in vast and undefined open expanses. Streetwalls that provide a certain homogeneity are an effective means of creating defined and appealing urban spaces. The definition of desired streetwalls by means of “build-to lines” is a proven planning instrument toward creating continuous, harmonized urban development which provides the architectural cohesiveness generally associated with attractive cities. Common streetwalls achieve this cohesiveness without having to stipulate in detail the desired architectural elements of building facades.

Final Report

1. The B8 and B10 boulevards will become the major public open spaces. Enforcing stricter regulations along the boulevards is easier for a developer to accept and accommodate if the layout regulations for the rear lot areas is more liberal and flexible. 2. With the growing densification of the Central Area, building on the edge of the plot will be necessary for the developer as the number of floors is delimited. 3. Along the main road corridors of B6 and B12, it is not favourable to have streetwalls because of the grade-separated roads. The stipulated high rise areas along the main roads allows the developer to set back from the ramps as far as necessary. 4. The internal access roads have lost their function as pedestrian areas. The definition of a continuous streetwall is therefore no longer necessary.

Furthermore streetwalls separate public spaces (in front of the streetwall) from private spaces (in the back of the streetwall).

Topography

The Central Area is not a flat piece of land; instead it consists of slightly undulating terrain cut through by steep riverbeds. Many of the development challenges in the Central Area derive from the difficult topography, but at the same time the topography should also be accepted as part of the site’s unique character, its “genius loci”. 4.1.4.1 Road layout One design idea of the first IPA Master Plan was to establish the road system as a flat and regular network, overlaying and contrasting the natural valleys in the Central Area. The construction of the roads on a different grade level from the terrain has led to severe problems: • A close look at the aerial photograph reveals that mainly the plots with at-grade access have been developed, often ignoring the stipulated future street level. Large parts of the building development so far has taken place on the level of the natural terrain, i.e. it will be difficult to connect the plots to the corresponding roads. • The realisation of the grade-separated roads is difficult and extremely costly due to necessary bridges and retaining walls

In the previous master plans, the stipulation of “wall lines” had served as an instrument for implementing the desired superblock development. It was applied throughout the Central Area. This review proposes a much more liberal regulation; build-to lines are only employed along the main B8 and B10 boulevards.

Therefore one of the main recommendations of the Master Plan Review is to build the remaining roads (i.e. the boulevards) on-ground, following the natural terrain as far as possible. Most of the connections between the boulevards and the NS-roads shall be established at-grade.

Although streetwalls shall only be enforced along the representative boulevards, we are confident that the desired urban image will nevertheless emerge throughout the Central Area. This has several reasons: Valley in the Central Area

AS&P - Albert Speer & Partner GmbH

4.1.4

The resulting urban image is a more natural, somewhat undulating townscape. It may appear less rational and artificial than the original proposal; it is, however, capable of developing poetic and narrative power. 21

Final Report

4.1.4.2 The valleys in the Central Area It had always been proposed by the previous master plans to protect the natural valleys and their functions as stormwater drainage channels and public open spaces. In the KTU proposals, individual buildable plots had been carefully inserted into the edge of the valleys in the Land Use plan. All other valley areas are very difficult to develop, because: • vehicular access cannot be guaranteed; • drainage and sewage cannot be guaranteed; and • there is a danger of flooding by stormwater. They had subsequently largely been kept free of development. Unfortunately, a later iteration of the Land Use Plan made by SF consultants, did not properly represent the valleys as green open space areas and some land occupation certificates seem to have been issued. Although the land occupation has been certified, not much construction has taken place so far because of the problems of access and sewage.

Review of the Abuja Master Plan - Central Area Urban Design

into dedicated pedestrian areas; second, pedestrian movement was physically separated from vehicular via pedestrian bridges and raised walkways. Although this was a valid concept at the time of the original master plan’s inception, developments around the world show that the separation is generally not accepted on a larger scale by the residents. Channelling the pedestrians into dedicated routes is often cumbersome and does not properly allow free movement as desired. It leads to dedicated road corridors which provide very little urban amenity quality and become barriers within the urban fabric. Also, separating easy and convenient vehicular access from store fronts has proved very challenging for local businesses located in the pedestrian area. Such pedestrian areas are generally successful when applied in a limited scale and when supplemented by conventional shopping streets.

2. National Square will remain the most representative public space of the city, with the town hall and the Millennium tower. 3. The Central Plaza by the Transportation Centre will be the heart of the commercial districts.

4.1.5.1 Street layout, pedestrian movement

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As already mentioned, in the previous master plans the main public spaces were located in the interior of the blocks. With the boulevard concept the system of pedestrian flow has been reversed. Thus the Master Plan Review proposes cancelling the inner block plazas in the commercial areas. Instead, more space for meeting and relaxing will be provided along the boulevards.

1. Eagle Square will remain the main ceremonial plaza.

Urban Amenity Quality

One of the key assumptions of the previous master plans was that the urban design of the city should facilitate the separation of vehicular and pedestrian movement. KTU achieved this by two means: first, the main pedestrian flows were directed towards the interior of the blocks

4.1.5.2 Plazas

However, public plazas are still key components of the Master Plan Review. They are placed in the most public zones of the Central Area:

The Master Plan Review strongly proposes keeping the valleys free from development as far as possible. In accordance with the original design intentions they should be maintained as landscaped public spaces. 4.1.5

Therefore we propose combining urban life and street activity by reuniting vehicular and pedestrian movement. The grade-separated concept shall no longer be applied unless otherwise impossible and the street network shall be designed such that it offers pedestrian amenities while still providing traffic capacity as needed. Hence B8 and B10 shall be developed as urban boulevards. Wide pedestrian sidewalks shall offer space for outdoor seating and sidewalk displays in front of stores. Large trees shall provide shade and delineate the sidewalk area from the roadway. Parking shall be provided alongside the curb to facilitate convenient access.

4. The Railway Plaza in front of the main railway station will be an important meeting point for visitors to Abuja city. Lively streets with clear streetwalls

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We propose maintaining the original plaza concept for the Mixed Residential areas. Here, it is preferable to have a more private space off the main roads, affording the community and neighbourhood of the surrounding quarter a place for leisure and activity. 4.1.5.3 Parks The design of the Central Area parks remains a challenging task for landscape architects, to which the Master Plan Review can only give some important guidance: 1. Parks should link different parts of the Central Area. Accessibility should be granted from as many entrances as possible. It is desirable that metro-wide paths for pedestrians and bicycles should traverse the Central Area via the parks and valleys.

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• internal squares, • superblock access, • lot access, • utility supply and • minimum density. Each of the proposals has been verified in test designs, showing that the solutions are feasible and flexible. 4.2.1

Block Subdivision

The KTU Master Plan for Phase 1 of the Central Area of Abuja operates under the assumption that the superblocks in the CBD shall to a large degree be developed by individual investors. Although KTU incorporates a scheme of subdivision, many of the blocks are intended for large-scale, solitary development. Due to economic

2. The borders of the parks should be clearly designed spaces, e.g. sidewalks or walls instead of roads or bridges. 3. Interesting natural venues should be integrated into the designs. 4. The maintenance of a park must be secured. For larger parks, a more natural design is therefore recommended.

4.2

Although recommended to encourage development, subdivision is not mandatory and entire superblocks can still be comprehensively developed if desired. If subdivision occurs, however, it must always be ensured that the minimum size of the resulting, vacant lots allows for viable development. We therefore recommend a minimum lot size of approx. 30m x 90m. Squares

By focusing urban activity on B8 and B10 urban life and pedestrian activity shall be instilled in the city’s main street spines. The inner pedestrian passage and the chain of purely pedestrian squares and plazas therefore is no longer necessary in general. Therefore we propose modifying the inner blocks either to accommodate feeder streets or individual squares in the Mixed Residential blocks.

As already mentioned, the internal structure of the superblocks proposed by the previous Master Plans has several shortcomings. In the process of the master plan review, the deviances of the built structures from the KTU and AIM stipulations were carefully examined and new proposals elaborated for the main issues:

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Subsequently, we propose a wider implementation of subdivision throughout the blocks. The objective of the subdivision into smaller lot increments is to facilitate real estate development by investors whose financial abilities or projects do not suffice to realize entire blocks as per the original concept. Each 200m by 200m “superblock” consists of four quarter blocks of approx. 90m by 90m. Following the new subdivision proposal, each of these quarter blocks could be subdivided into up to three smaller lots of approximately 30m by 90m. The subdivision pattern has been designed such that the accessibility of each individual lot – via the inner block streets – has been ensured.

4.2.2

Internal Structure of the Superblocks between B6 and B12 Roads

• block subdivision,

developments and local preferences, however, this form of implementation has not come to fruition.

4.2.3

Proposed subdivision pattern for a superblock

Superblock Access

Access to the super blocks has always been limited to designated access points. The Master Plan Review

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proposes access points in the middle of the super blocks (where possible). As access is often impossible because of retaining walls etc., the established access points are indicated in the Design Control plan. Limiting the access points such is crucial toward providing high amenity quality along the boulevards. Constant interruptions of the sidewalks by driveways would fundamentally jeopardize the establishment of appealing leisure spaces. 4.2.4

Internal Access Roads

For the majority of the superblocks, public internal access roads have been stipulated in the Development Controls. The Master Plan Review proposes furnishing these internal roads with parking spaces. Their arrangement must, however, be decided according to the access points of the plots. This means that flexible parking strips should be provided which can be easily adjusted.

Review of the Abuja Master Plan - Central Area Urban Design

Street design in the internal access roads shall facilitate pedestrian movement. Traffic calming measures are also highly recommended to support pedestrian activity and discourage through-traffic. Furthermore, uninterrupted medians in the NS roads also prevent through-traffic flows parallel to the main boulevards along the inner access roads. 4.2.5

Utility Supply

Public utilities will mainly be placed in the internal access roads, running in east-west direction. The Master Plan Review proposes to reserve a portion of the lot setback for utility buildings. 4.2.6

structures and thus under utilising his plot. As the public investment for servicing the plots is very high, the Master Plan review proposes to stipulate minimum densities depending on the relevant land use. Test designs were made to find the right minimum stipulations in the commercial areas. Especially along the boulevards, the desired street wall with colonnades requires a lot area coverage of min. 20% and a floor area ratio of min. 100%.

Minimum Density

Currently, there is no mechanism in place to prevent or discourage a land occupant from building small

LAC = 20% FAR = 100%

Access to the superblock and to the subdivided parcels

24

Minimum density in the Central Area (test design)

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4.3

The National Mall

As described above, the original concept envisioned the National Mall as consisting of two sections: the valley area and the States Plaza Area. The valley was to be landscaped in a series of terraced decks offering various amenities such as restaurants, cafés, discos, shops, cinemas, etc. The State Plaza Area was to consist of State gardens and include small amenity facilities, such as cafés and kiosks. Implementing this design has presented a significant challenge and none of the components have been completed to date.

Final Report

races, pedestrian bridges and public terraces that are improperly maintained are prone to lose their amenity value and hence their appeal as business and leisure locations. Once their appeal is lost as places of public activity such architectural landscapes can fast become places where pedestrians feel uncomfortable regarding their personal security. Consequently, such development is best undertaken by either the city or a single developer and then leased to tenants. This has proved unfeasible in Abuja. Comparable developments around the world have faced

similar challenges and have proved equally hard to implement or sustain. For these reasons the review proposes modifying the National Mall to the extent that it retains its function as a public meeting and recreation space and continues to fulfil – and even enhance – its representation aspect for the capital city. However, the landscaping and architectural measures employed to achieve these goals should be easier to implement and maintain on the long term and should offer greater flexibility of use.

The intent was to utilise the natural terrain to create a series of sunken gardens and public terraces all interlinked via pedestrian bridges, stairs and paths. This would have entailed the construction of a large architectural “landscape” consisting of complex structures. The structures’ complexity lies in the fact that they would rely on each other in various manners for the entire ensemble to be realized and function properly. For example, access to individual units would be via common areas or by way of easements; the terraced landscape would have entailed that one component’s terrace would have been another’s roof. The constant changes in levels and the resulting interlinked architecture – although architecturally very appealing – results in specific constraints to both tenants and users. For example, convenient parking is often of paramount concern to tenants and customers alike. The proposed pedestrian focus and terraced design would not have provided this level of convenience. Access for delivery vehicles would be equally difficult to provide. Thorough organisation, the cooperation of all parties and enforcement are crucial toward ensuring the quality of the pedestrian environment is maintained. Proper maintenance and management are equally crucial to the success of such structures. Sunken terAS&P - Albert Speer & Partner GmbH

The National Mall as envisioned by KTU

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4.3.1

The Green Mall

The review calls for the National Mall to be developed as a large landscaped lawn akin to Washington, DC to showcase the Central Area and the ministries. The open lawn would be flanked on both sides by rows of trees to create a defined space and to reinforce the line of sight between National Square and the National Assembly in front of the backdrop of Aso Hill. The lawn could be used for a great variety of public events or just as a place to have a lunch or picnic.

Review of the Abuja Master Plan - Central Area Urban Design

a similar manner of the KTU design albeit without the complex architecture. The lawn would begin at Eagle Square and the Interchange Centre and extend to National Square. The road trough of NS9 would be spanned by a pedestrian bridge to provide a direct atgrade connection to National Square and the Cultural Spine. The review studied three alternatives to employing complex terraces and sunken gardens, responding to the undulating terrain (see next page).

Individual restaurants and kiosks interspersed in the framing rows of trees would serve visitors’ needs in

Master Plan review proposal for the National Mall

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Alternative 1: valleys and bridges

Alternative 2: common plane mall

Alternative 3: undulating mall

First it considered maintaining the natural terrain of the valley:

The second alternative proposed filling in the entire valley area to achieve a common plane:

The third the review proposal was to partially fill in the valley area between B8 and B10 roads:

This would entail that the valley forms a barrier to movement along the longitudinal axis of the Central Area, and the National Mall would be prematurely severed. • It would also require the Central Area’s key streets, B8 and B10, to be routed over bridges which would severely reduce their amenity value as pedestrian thoroughfares and urban boulevards.

• No bridges would be needed along B8 and B10 and the entire open recreation space would be readily accessible • However, the effort and cost of totally filling the valley seems not to be justified by the minor benefit of an entirely flat space.

National Park

• The resulting terrain would not be utterly flat but would instead undulate slightly with the natural contours. Nonetheless a common plane would be achieved between the roads and the public lawn and along the longitudinal axis. • No bridges would be required along B8 and B10 and no retaining walls would separate the roads and sidewalks from the lawn. This would significantly improve the accessibility of the large public space, increase visibility and allow for the lawn to be used as a venue for diverse types of public events.

National Mall

National Mall

Valley and bridges

Common plane mall

Undulating mall

Land fill incl. slopes: 340,000 m3 Bridges: 430m /11,600 m2

Land fill incl. slopes: 2,210,000 m3 (mall+boulevards) + 620.000 m3 (south of B10 boulevard)

Land fill incl. slopes: 1,080,000 m3 (mall+boulevards) + 180.000 m3 (south of B10 boulevard)

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Review of the Abuja Master Plan - Central Area Urban Design

It was agreed that Alternative 1, the construction of bridges over the natural valley, is not the desired solution because the continuity of the National Mall was regarded as much more important than the integrity of the valley.

View along Aso (B10) boulevard - flat

In order to decide between the Alternatives 2 and 3, the impact of an undulating terrain on the visual appearance of the National Mall was tested with simple 3-D sketches (see adjoining figures). It was agreed that the undulation, in addition to the lower costs of this solution, is a welcome feature in the visual appearance of the National Mall. 4.3.2

Eagle Square

4.3.2.1 Function View trough the mall towards the National Assembly - flat

View along Aso (B10) boulevard - undulating

• The western grandstand shall be removed in order to guarantee the vista between the National Square, the green Mall section ant the National Assembly. • The other grandstands should be shifted to the edges as to integrate into the overall design and the functional pedestrian connections along the boulevards. • A concept for temporary furniture should be elaborated, so that for important venues Eagle Square can be equipped with a removable stage and removable seats. Until these measures can be undertaken, Eagle Square will retain its current layout and function (mid-term proposal).

Eagle Square was constructed in 1999 to serve as the platform for the official take-off of the Fourth Republic of the Federation of Nigeria. It has since served as the primary arena for the symbolic transfer of power and inauguration of the new Government, notably the Swearing-in Ceremony of the Executive President of the Federal Republic. Eagle Square is used today for diverse events: hosting the National Day parade and the Presidential Swearing-in ceremony; staging political rallies/programmes; religious events, musical concerts/ shows, launchings and award ceremonies. 4.3.2.2 Integration into the National Mall

View trough the mall towards the National Assembly - undulating

28

Formally and visually, Eagle Square is part of the National Mall. However, the grandstands currently interrupt the Mall’s axes and terminate it prematurely. On the long term the visual axis of the mall should be restored to create a continuous open space from National Square to the Three Arms Zone. The Master Plan review proposes to take the following measures once regularly scheduled renovations are due (long-term proposal):

Eagle square and interchange centre (design proposal)

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4.3.3

Interchange Centre

4.3.3.1 Function The function of the interchange centre as a transportation node is described in Chapter 5, Transport. 4.3.3.2 Integration into the National Mall Like Eagle Square the Interchange Centre should be regarded as an integral part of the National Mall. In the vista to the National Assembly and Aso Hill, no building structure should be placed. As the Transitway and bus lines traverse the National Mall underground the ground level above the Interchange Centre can largely be kept free of above-ground structures. A small paved plaza and skylights to the underground station would mark the Centre. Entrance pavilions would be located on the edge of the Mall, in

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line with the flanking trees and close to the boulevard bus stops. This arrangement ensures that the vista and sight line along the mall shall not be obstructed.

height level, and (b) it offers enough space for each transport system on its own level.

4.3.3.3 Vertical organisation The vertical organisation of traffic in the Interchange Centre has been tested in the Master Plan review, and two possible solutions have been elaborated: 1. Bus and metro station on one level. The preconditions for this solution are that (a) the metro is capable of negotiating the height difference, and (b) the surface area is large enough for both platforms. 2. Bus and metro station on different levels. This solution is technically more challenging, but (a) the metro can remain on the approaching

B8

B10

B12

B8

B10

B12

Interchange centre: bus and metro station on one level (test design)

B6

Eagle Square

Interchange centre: bus and metro station on different levels (test design)

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Exchange Station

Eagle Square

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4.4

National Square

4.4.1

Function in the City Structure

National Square is the heart of the Phase 1 development area, linking the Cultural Axis in north-south direction with the central spine in east-west direction. It contains the town hall on the western part of the block. To the north, the National Library is planned; to the south, a cultural centre is under construction (referred to in the KTU Master Plan as National Museum). The National Square is currently being developed in combination with the cultural centre, which shall be linked to the square by a tunnel shopping concourse. A 169m high observation tower is proposed as a landmark on National Square, and several design proposals have already been worked out by the developers.

Review of the Abuja Master Plan - Central Area Urban Design

• National Square is the western endpoint of the National Mall. A large bridge should allow for convenient pedestrian flows over NS-9 road, which passes the square at a lower level. • Also NS-8 road is on a lower level compared to National Square. A smaller pedestrian bridge might connect the square with the eastern end of the Commercial spine; a passageway in the middle of the town hall (“gate”) would have to allow for this direct connection.

4.5

The Boulevards

4.5.2

Design Goal

It has already been stated in Chapter 3, The Central Area Zones, that the boulevard concept is based on

shifting the main commercial activities from the inner block cores to the main, boulevard street frontages. Thus, apart from their function as traffic distributors, the boulevards will be the Central Area’s main pedestrian zones with broad sidewalks and adjoining colonnades. It is important to implement public and commercial functions in the ground floor areas in order to fill the boulevards with life. The following features are foreseen in order to guarantee the high quality of the boulevards: • Street trees flanking the sidewalks will provide shade; • The ground floors of buildings fronting onto the boulevards shall be equipped with colonnades,

However, the design of National Square should take careful consideration of the requirements of the master plan. To facilitate an overall advantageous design, guidance is given here. 4.4.2

Design requirements

The following aspects should be considered when designing National Square: • As the centre of the Cultural Axis, National Square is the major meeting point. The square should be furnished accordingly. • The square must be connected to the northern and southern blocks of the cultural axis by pedestrian crossings. A strong urban design gesture (e.g. water basins, tree groves, etc.) could underline and enforce the visual connection between the blocks of the Cultural Axis. • The town hall should be placed as proposed in the KTU Master Plan. 30

The boulevards (design proposal by the Master Plan review)

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e.g. covered arcades that provide shade and shelter from rain; • Street furniture shall encourage shoppers to loiter and enjoy the city. It should be comfortable and distributed in adequate quality and numbers; • Materials and finishing should reflect international standards. • The opposite side of the street shall be easy to reach by on-street pedestrian crossings. • The boulevards will be serviced by easily accessible bus lines. The bus stops will be situated right on the edge of the sidewalks. • On-street parking will be provided for short-term use by customers and visitors;

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• Lighting in the boulevards will be different from the other roads of the Central Area of Abuja. The sidewalks will be illuminated by lower light poles, standing smaller intervals than the regular street lights, making lighting more pleasant and atmospheric. 4.5.3

Colonnades

The most characteristic feature in the boulevards will be the colonnades. They will span over almost the entire commercial boulevard area, giving the urban structure a specific rhythm. The colonnades help create a multi-use space which is, together with the sidewalk, more than 10 metres wide and allows for pedestrian movement as well as for loitering.

The colonnades will join to form a continuous shop frontage, sheltering stores, cafés, restaurants, barbers, bakeries, counters, lobbies, copy shops, etc. They will protect the passers-by, customers and patrons from the sun and from rain showers. 4.5.4

Building Heights and Streetwalls

Another characteristic feature of the boulevards is the homogeneous appearance, achieved by closed streetwalls and a well-defined height regulation; buildings on the boulevard must be between 15m and 25,60m in height. This creates an ordinary, urban, yet lively prospect of the street. No gaps shall be visible between the buildings. This will be guaranteed by a wall-to-wall regulation, stipulating that buildings facing the boulevard must be joined with their walls. High rise buildings are not allowed on the edge of the boulevards, they must be set back for min. 10 metres (behind the buildings flanking the street). Single buildings may stand freely, without build-to regulations, on the plot, e.g. the religious buildings, the skyscrapers and the cultural institutions. 4.5.1

Ceremonial Lane

Due to the different status of construction, the boulevards consist of mainly two segments.

The boulevards (design proposal by the Master Plan review)

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The segment east of NS-8 is already partly built-up and contains the “Ceremonial Lane” in the middle of the road section. This lane was once planned as a fasttrack lane for state processions. It was generally agreed that this function is no longer needed, so the Review proposes to convert it into a pedestrian space, used for open-air exhibitions. The redesigned space can for example be used as a series of small interconnected plazas representing the Nigerian states. Alternatively, 31

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the former lane could be developed as a path connecting small plazas that illustrate the democratic development of the nation. The segment west of NS-7 has not yet been built. In the Master Plan Review the ceremonial lane has subsequently been omitted in favour of wider pedestrian sidewalks, a green median and more on-street parking spaces. The segment between NS-7 and NS-8 connects the main segments by shifting the pedestrian ways and road lanes. For further details on the road layout see Chapter 5 “Transport”.

4.6

Transportation Centre and National Main Railway Station

The layout of the main transportation facilities (metro, city buses and inter city buses) is a technical issue with some basic urban design aspects. These have already been described in Chapter 3, The Central Area Zones. All other information can be found in Chapter 5 Transport.

4.7

City Park West (Channel 27)

4.7.1

Objective

The area between the AR-17 road and road Z (by the National Hospital) contains a stormwater drainage course running from the southeast to the northwest. In the AIM Master Plan the proposal was made to channel the stormwater into an artificial channel (Channel 27) and design the area between B8 and B10 roads (the boulevards) as a public park. 32

Review of the Abuja Master Plan - Central Area Urban Design

4.7.2

Development Challenge

In the course of the Master Plan Review, it became apparent that various streets and bridges in the blocks adjoining the Channel 27 area are redundant and not required to access the related plots. Therefore the redundant streets and bridges were cancelled and the network accordingly adjusted. This has three primary advantages: 1. public expenditures are reduced, 2. a larger park area is achieved, and 3. the natural topography can be integrated into the design. The channel crosses the Central Area diagonally and bisects two areas foreseen for active and passive recreation in a park-like setting. The challenge is to incorporate the engineering necessities into the existing and future urban pattern and leisure landscape. 4.7.3

Channel 27 as proposed in the AIM Master Plan

Design requirements

Following the development challenge, the design requirements for Channel 27 have been reviewed. For the further steps, the following points should be considered: 1. It is necessary to collect and facilitate the flow of stormwater runoff in the central urban area. 2. A hard-surfaced channel with a calculated cross-section based on hydraulic calculations and hygienic standards is required. 3. The proposed channel follows basically the existing valley. Despite these engineering relevant tasks, some “softer” urban design issues have to be added: 4. The channel should have a natural appearance as far as this is possible.

Channel 27 Master Plan Review proposal

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5. The recreation areas should be usable areas as in a park. 6. The channel should not obstruct pedestrian movement. 7. The hard sides of the channel should be varied, not monotonous. 4.7.3

Design Ideas

As the exact engineering parameters governing the final design of the required stormwater channel are not yet available (the necessary size and form of the channel), the Master Plan Review offers some recommendations regarding the design of the park area (City Park West):

Final Report

• The gabions could be extended into the park area to give structure and create terraces, sitting areas. • A system of pedestrian pathways along and across the channel and under the road bridges as part of the overall green system for the Central Area is to be established. • Basic sports facilities on the higher portions of the site above the channel are proposed. • It is possible to use the topography to create amphitheatre-like viewing areas down to sports areas. • Nigerian recreation like Ayo and Dambe might be incorporated.

• The sides of the channel shall be treated according to the available space (varying in width).

• The incorporation of existing trees is recommended wherever possible.

• Local natural stone shall be used throughout.

• Simple planting of native trees and grass is recommended to avoid intensive maintenance.

• Gabions made of cages filled with local broken stone could provide an interesting and varied profile. • Vegetation could colonise the edge of the channel in the gabions.

4.7.4

Design Details

• Gabions and stone mattresses • Bio-engineering methods of planting • Cascades created over natural boulders • Steel bridges and anti-slip perforated steel walks on surfaces likely to be wet • Grassed terraced slopes • Shelters and kiosks in active recreation areas • Possible paving materials: Coloured asphalt (tan or rust-red), Asphalt with double surface treatment (red chippings), In-situ concrete (possibly coloured or exposed aggregate), Classico pavers for small squares.

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Channel 27: proposed landscape concept

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4.8

Final Report

Urban Design Plan

The following figure depicts the urban design plan in reduced scale. The original plan in scale 1:2,500 (format 250cm x 90cm) is attached to the back cover of this report.

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Review of the Abuja Master Plan - Central Area Urban Design

5

Transportation

5.1

General

Abuja’s downtown, the Central Area, is the city’s heart, pulsating with business, government and recreational activity. As such its transportation systems must provide the mobility required and expected by the population in an efficient, attractive and reliable form. In the Central Area all modes of transport must coexist in a dense urban environment and the public transportation system is especially important. The rail-bound Mass Transit System (MTS) forms the backbone of the public transport system. Employees, customers, residents and visitors of the Central Area will be able to take the MTS trains (Transitway Metro) directly from Abuja’s two city “wings“ into the downtown area. Travellers from outside of the city and from the airport will take trains directly to the National Railway Main Station in the heart of the Central Area. Of equal importance to the external connections to the city is the transportation system within the Central Area. Its various areas should be as equally easily

Final Report

accessible by public transit as they are by car. Since rail-bound systems cannot provide the same area-wide coverage as automobiles, it is imperative to supplement them with an efficient public bus system. Bus services in Abuja should consist of intercity buses, metro area buses and Central Area buses. To achieve maximum efficiency these services should be combined in a comprehensive network. The individual elements - National Railway, intercity buses, MTS Metro and city buses - together comprise a hierarchic transportation system. Each system component provides the necessary service to satisfy various mobility demands. One key to attractive and efficient public transit systems are convenient transfer points at which users can switch from one system to another. Travellers arriving via National Railway or intercity buses should easily be able to transfer to Central Area buses, the Metro or to the metro area buses. Modern urban transportation planning should strive to take all modes of transportation and mobility into equal consideration, from pedestrian movement to individual

Transportation Scenarios Scenario PT

Public Transport established

Modal Split - all Trips Pedestrians Pedestrians/ Bicycle Public Transport Minibus-taxi Bus Rail/ Transitway Motorized individual Traffic Private Car Total Vehicle Mode share Occupancy for transportation scenarios (“public transport” and “automobile oriented”) Vehicle occupancy (car)

20%

Scenario A

Automobile oriented

20% 20%

45%

35%

100%

5% 10% 30% 35% 100%

20% 30%

50%

100%

1,60

50% 100%

Viable urban transport systems can only be achieved when transportation planning and urban land use planning occur in conjunction from the very beginning. Such cooperation will ensure that the major sources and destinations of traffic are situated as optimally as possible to facilitate mobility and attractive urban environments.

5.2

Traffic Forecast

5.2.1

General Modal Split

Forecasts must be made of the expected traffic demand for each mode of transport in order to determine the general system parameters as well as the dimensions and standards of the individual modes. A plausible future mode share must be assumed in the forecast. Each mode’s share of the overall traffic depends on the type, level and standard of service it provides. Government policies and goals play a substantial role in this regard. Subsidies, price policies and restrictions imposed by the authorities on individual modes can directly influence which modes of transport will be preferred and used (push and pull factors). In Abuja integrated transportation planning for the various modes faces a particular challenge. Since there are no systems currently installed no experiences have been made upon which the forecasts can be based. Without such an experience base future projections are difficult to refine. Likewise, as Abuja is a young and dynamically growing city, it is similarly difficult to forecast the future urban, economic and population development as well as the population’s mobility behaviour. These are, however, key input parameters for the traffic projection. Inaccuracies and negative developments can

1,60

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Trip rates [per day] Office (incl. visitors & delivery) Commercial: Employees Commercial: Visitors (& delivery) Commercial: Visitors (& delivery) Residents

3% 7% 20%

cars to public transit. Doing so will ensure that the entire mobility demands of the population can be met.

3,3 - 3,5 2,5 - 3,0 0,25 per sqm*day 5,0 3,0

Transportation Scenarios Scenario PT

Public Transport established

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be minimised by surveying the actual modal split at regular intervals and revising the target mode share appropriately. In light of this we propose updating the modal split used in the original master plan over 25 years ago. KTU / SOFRETU applied a modal split oriented toward private vehicular transportation as the foundation for the dimensions and standards of the overall system: • 49 % individual motorised traffic; • 21 % public transport (including rail/transitway, bus and minibus-taxi – not rated –);

Modal Split - all Trips Pedestrians Pedestrians/ Bicycle Public Transport Minibus-taxi Bus Rail/ Transitway Motorized individual Traffic Table 5-1Private depicts Car the scenarios

20%

Vehicle Occupancy Public Transport Demand Vehicle occupancy (car)

Area

20% 20%

20%

5% 10% 30%

3% 7% 20%

Review of the Abuja Master Plan - Central Area 45% 30% Urban Design

for the mode share for the two major traffic modes, public transport and Total road traffic. 5.2.2

Scenario A

Automobile oriented

for the Central

Trip rates per day] Based on[all themeans transportation scenario ‘PT – Public Office (incl. visitors & delivery) TransportCommercial: established’ (enhanced usage of public Employees transport Commercial: services) and on the forecast of the number Visitors (& delivery) Commercial: Visitors: No. of visitors, visits per deliverers) trip of users (employees, customers, in Residents the Central Area the following describes the procedure and the assumptions of determining the demand of the

35%

50%

three available means of public 35% transport for a typical 50% peak-hour in the Central Area. Table 5.2 ‘Public Trans100% 100% 100% 100% port Demand’ summarizes the results. Scenario ‘PT – Public Transport established’ - mid1,60 1,60 term & long-term (in parentheses): No. of employees in the CA

218,000 (327,000)

3,3 - 3,5

No. of daily customers in the 2,5CA - 3,0 297,000 (446,000) No. of residents



0,5 per sqm*day 2,5 47,000 3,0

Total persons

(70,000)

562,000 (843,000)

• 30% pedestrians / bicycle. International experience and research shows that precise and reliable forecasts of the traffic behaviour to be expected in the future remain elusive due to the unknown nature of future developments (policies, economy, social, socio-economic, etc.). In light of this we have applied a dual scenario approach. To forecast the demand and required system dimensions of the public transit infrastructure a “Public Transport Established” (PT Scenario) has been employed. To forecast the dimensions and to assess the capacity of the road system an automobile oriented, “Scenario A” was employed. Doing so ensured that planning of the various transport modes would always take the maximum expected demand into consideration. Note: The transport scenarios for the modal split (mode share) are based solely on the traffic and demand patterns in the Central Area. This reflects the fact that the user base and functions of the Central Area are unique in terms of profession, income, demographics and thus are not comparable to other urban districts of the city.

PUBLIC TRANSPORT DEMAND

MID-TERM Employees (Office, commercial, public institutions) Share of peak-hour of the 'all in' or 'all out' traffic Customers & Visitors (office, commercial, public institutions) Share of peak-hour of the 'all in' or 'all out' traffic Residents Share of peak-hour of the 'all in' or 'all out' traffic

40% 13% 10%

Scenario PT

Scenario A

Public Transport established

Automobile oriented

217.946 87.178 297.403 38.662 46.788 4.679

217.946 87.178 717.659 93.296 46.788 4.679

NO. of TRIPS per PEAK-HOUR All means Minibus-taxi (Relations outside the Central Area) Bus (Relations outside the Central Area) Rail/Transitway

PEAK-HOUR - LONG-TERM Employees (Office, commercial, public institutions) Share of peak-hour of the 'all in' or 'all out' traffic Customers & Visitors (office, commercial, public institutions) Share of peak-hour of the 'all in' or 'all out' traffic Residents Share of peak-hour of the 'all in' or 'all out' traffic NO. of PASSENGERS per PEAK-HOUR All means Minibus-taxi (Relations outside the Central Area) Bus (Relations outside the Central Area) Rail/Transitway

130.519 6.526 13.052 39.156

40% 13% 10%

326.919 130.767 446.104 57.994 70.182 7.018

185.153 4.814 13.701 37.031

326.919 130.767 446.104 57.994 70.182 7.018

195.779 9.789 19.578 58.734

Public transport demand

38

AS&P - Albert Speer & Partner GmbH

195.779 5.090 14.488 39.156

Review of the Abuja Master Plan - Central Area Urban Design

The following peak hour ratio reflects how many persons of the different user groups will have to be transported to or from the Central Area in a typical peak hour. • peak hour ratio: 40 % of employees, 13 % of the visitors/customers and 10 % of the residents will make up the ridership of a peak hour (percentage of total all day users) • mode share: 45 % public transport (30% MTS, 10% bus, 5% minibus-taxi)

Final Report

• resulting number of public transport users per peak-hour: 59,000 (88,000) passengers Of this total the ridership is distributed to the three different means of public transport: • 66% use MTS trains: pers./p.-h.

39,000 (59,000)

• 22% use only buses:

13,000 (20,000)pers./p.-h.

Transportation Scenarios Scenario PT

Public Transport established

Modal Split - all Trips Parking Space Prognosis Pedestrians Pedestrians/ Bicycle Public Transport Parking Space Prognosis Minibus-taxi Bus Employees Rail/ Transitway GFA Motorized [m²] (long-term) individual Traffic Private Car Number of employees (long-term)

for Offices

20%

for Commercial

Share of motorised individual traffic Employees Total Share of cars GFA [m²] (long-term) Share of motor cycles employees / day (long-term) Vehicle Level ofOccupancy occupancy of cars Share ofVehicle mororised individual traffic occupancy (car) Level of occupancy of motor cycles Share of cars vehicles / day Share of motor cycles motor cycles per day Level of occupancy Trip rates [per day] of cars factor of contemporaneity Level of Office occupancy of motor cycles (incl. visitors & delivery) required parking spaces for cars (long-term) vehicles Commercial: / day Employees required parking spaces for motor cycles (long-term) motor cycles per dayVisitors (& delivery) Commercial: Assumption about number of motor cycles per parking space for cars factor of Commercial: contemporaneity Visitors (& delivery) Total number of required parking spaces for employees (long-term) required Residents parking spaces for cars (long-term) required parking spaces for motor cycles (long-term) Office Visitor- and Delivery-Traffic Assumption about number of motor cycles per parking space for cars Visitor-traffic (as share of employee traffic) Total number of required parking spaces for employees (long-term) Delivery-traffic (as share of employee traffic)

PUBLIC TRANSPORT DEMAND Commercial Customer (and Delivery-) Traffic

Share of mororised individual traffic Customers and Delivery per day and m² GFA Level of occupancy of cars Visits and Deliveries per day vehicle-trips / day MID-TERM No. of visits per trip (persons) Employees (Office, commercial) No. of of persons visiting the Central Area per day factor contemporaneity

40% 13% 10%

Parking Spaces per 1,000 m² GFA factor of contemporaneity NO. of TRIPSSpace per PEAK-HOUR 1 Parking per m²parking GFA spaces for visitors and delivery Total number of required All means Minibus-taxi (Relations outside the Central Area) Total number of required parking Bus (Relations outside the Central Area) spaces Rail/Transitway

20%

Scenario PT Scenario A20% 20% Automobile 45% Public Transport 30% established oriented (mid5% 3% term) (mid-term) 10% 7% Scenario PT Scenario A20% 30% Public Transport Automobile 4.781.820 m² 50% 4.781.820 m² 35% established oriented (mid35% 50% 258.477 258.477 100%

term) (mid-term) 35% 50% 100%35% 100% 100% 50% 2.101.283 m² 2.101.283 m² 0% 0% 68.442 68.442 1,70 1,60 35% 50% 1,60 1,60 1,10 0,00 35% 50% 53.216 80.774 0% 0% 0 0 1,70 1,60 80% 80% 1,10 0,00 3,3 - 3,5 42.573 64.619 14.091 21.388 2,5 - 3,0 0 0 0 0 0,25 per sqm*day 4 4 80% 80% 5,0 42.573 64.619 11.273 17.110 3,0 0 0 4 4 10% 10% 11.273 17.110 10% 10%

50% 0,5 1,20 1.050.641 Public Transport established 21.540 2,50 231.959 420.257 20%

60% 0,5 1,20 Automobile 1.050.641 oriented 25.848 2,50 231.959 420.257 20%

9,8 11% 102 13.597

14,6 11% 69 17.336

Scenario PT

Share of peak-hour of the 'all in' or 'all out' traffic Total number of required parking spaces for visitors and delivery Visitors (office, commercial) Vehicular traffic generation assumptions Share of motorised individual traffic Share of peak-hour of the 'all in' or 'all out' traffic Level of occupancy of cars Total number of required parking spaces (long-term) Residents vehicle-trips / day Share of peak-hour the 'all in' or & 'allPartner out' traffic AS&P - of Albert Speer GmbH

(long-term)

Scenario A

Automobile oriented

92.784 306.692 39.870 46.580 4.658

4.308 50% 1,70 46.881 123.605

137.312 6.866 24.869 13.731 41.193

Scenario A

92.784 306.692 5.170 60% 39.870 sqm = m² 1,60 46.580 69.789 157.596 4.658

137.312 3.570 34.446 10.161 27.462

• and approx. 11% use only minibus-taxi: 7,000 (10,000)pers./p.-h. Note: The volumes make up only in-bound (‘all in’ / morning peak) or out-bound (‘all out’ / evening peak) destinations. 5.2.3

Vehicular Traffic Generation

On the basis of the population and employment projection the resulting traffic loads have been roughly estimated. As described in Chapter 5.2.1 above, vehicular traffic calculations are based on the automobile-oriented scenario ‘A’. Hence, the traffic projection reflects maximum assumptions to ensure a sufficient margin. The supplementary values, i.e. the vehicle occupancy and the trip rates per day of different user groups, form the basis for the traffic generation. The generated traffic of each superblock of the Central Area has been determined and then roughly assigned to the road network. The basis is therefore formed by the traffic assignment of the KTU final report. The predominantly grade-separated roads B6 and B12 are generally considered to be the major distributors of traffic destined for the Central Area (refer also to Chapter 5.8). To summarize, the long-term peak hour traffic volume per lane lies in a range of 500 to 900 veh/h on boulevard roads (B8/B10) and on roads B6 and B12. At lane capacities of 900 to 1300 veh/h, the limits of capacity will not be exceeded, even in peak hours. Nevertheless, it should be noted that the capacities of inner urban at-grade road networks depend mainly on the capacities of the intersections. (Regarding intersection design refer to Chapter 5.8.3.4 Road Network of the Central Area / Intersections.)

39

Final Report

5.3

Location of National Railway Main Station

5.3.1

Original Concept

The Main Station of the National Railway was originally planned to be located in the core of the Central Area, situated between road NS1 and the metro transitway. The intention was to integrate the National Railway Main Station into the Transportation Centre, providing a direct connection to all public transport modes with short transfer links for passengers. This hub was to concentrate all modes of public transport in a central, convenient facility.

Review of the Abuja Master Plan - Central Area Urban Design

gerian Railway Modernisation Project, which began in 2006 and is being performed employed by China Civil Engineering Construction Corporation CCECC. Therefore, regarding the detailed site planning of the National Railway Main Station we refer to the design proposals of the National Railway Modernisation Project.

a satisfying degree. The required space for the station and the related structures and infrastructure can be made available without relying on complex structures. The station design will be on-ground instead of underground – with the effect of lower construction costs and a clearer layout. In terms of urban design, the new location bears the advantage of complementing the 5.3.3 Review Proposal shopping and conference centre planned adjacent to the station. Relocating the station also opens valuable real The designated location for the National Railway Main estateplanners on the plots formerly reserved for the National 6 AS&Plies - Albert Speer Partner GmbH architects, Station just outside the & core Central Area to the Railway station along the central spine. Abuja Planwest Review forNS1. theThis Central Area north of Master road B6 and of road location compensates for the constraints mentioned above to

In subsequent, more detailed planning, the National Railway Main Station was shifted northward to the western side of road NS1. This new location provided a larger site and more space for the required facilities, especially platforms of the required length. 5.3.2

National Railway Main Station

Development Challenge

Transportation Centre

The close integration of the National Railway Station into the urban fabric of the core of the Central Area in its original location was challenging due to restricted space in the proposed area. The area is also already partially developed. Also the original plan to construct the railway main station as an underground facility presented further challenges. It requires very complex structures – especially in combination with the phasing in conjunction with the development of the metro lines at the Transportation Centre. The new location is also the consequence of the current design standards governing the length of the National Railway station. The required platform lengths and space required for track radii exceed the land reservations of the previous plans. The design criteria for the National Railway have been determined in the course of the Ni40

Original Masterof Plan - Location of the National Railway Main StationConcept Location the NR Main Station – Original

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

Final Report

New location of the National Railway Main Station - overview

AS&P - Albert Speer & Partner GmbH

41

Final Report

Review of the Abuja Master Plan - Central Area Urban Design

Although the proposed site offers more space, the current plans may require that the eastern edge of the station facilities are inserted under road NS1. Largescale earthworks and drainage efforts will also be necessary on site as the area of the station straddles the adjacent river Wupa.

To provide adequate vehicular access to the various transportation infrastructure facilities in this zone, the road network has to be adjusted accordingly. A connection to the primary road network will be provided by a grade-separated interchange between roads B6 and AR16.

By relocating the station to the north, a key component of the Transportation Centre has been lost. Its hub function as a place of convenient transfer has been reduced. To adequately inter-connect the MTS / Transitway rail system to the National Railway at the new location, an additional MTS stop should be built opposite the National Railway Main Station; otherwise the passengers would have to transfer by foot between the Transportation Centre and the Main Station - an average distance of 700 metres. The significant difference in elevation between the railway lines and the city bus terminal call for a comprehensive plan for this area.

To avoid providing access to the main station in the form of a cul-de-sac, an extension of AR16 will form a u-shaped link to road AR14. The latter passes under

CITY BUS TERMINAL

I TERMINAL

LEGEND

ADMINISTRATION

BUS ENTRY

BUS EXIT

PLAZA

Existing or planned buildings



Proposed buildings

V

Number of floors



Vehicular block access



Vehicular lot access



Colonnades

scale 1:1,250 0m

50 m

100 m

Proposed general layout of the National Railway Main Station

AS&P - Albert Speer & Partner GmbH

EXPRESS BUS

BUS STOP

MAIN STATION



UNDERGROUND METRO

III

NS1

42

METRO STOP

VI

In addition to the pedestrian link mentioned above, road AR14 provides a pedestrian connection with generous walkways between the Main Station and the CBD. In order to provide multi-mode public transport services in the sense of the original plan, bus terminals are required as close as possible to the National Railway Main Station: The City Bus terminal is proposed north of B6 between NS1 and NS2. The intercity bus terminal can be located south of B6, since the interchange between intercity buses and the National Railway is considered to be in lesser demand.

NATIONAL RAILWAY

EXPRESS BUS

TAXI

II

FOOTPATH CONNECTION

Notwithstanding the necessity for the new MTS stop ‘Main Station’, the importance of providing an attractive pedestrian link between the Transportation Centre and the Main Station should be highlighted. The pedestrian axis shall be established through the plots of the bus terminals, and hence will have to underpass the roads B6 and NS1.

Layout Proposal

PEDESTRIAN BRIDGE TO PLATFORMS

AIRPORT LRT

road B6 and creates a connection to the Central Area Boulevard at Zuma Boulevard (B8).

Review of the Abuja Master Plan - Central Area Urban Design

5.4

MTS / Transitway System

5.4.1

General Concept

The concept for the Abuja City MTS (Mass Transit System) goes back to the original Master Plan for Abuja by IPA. MTS lines utilising dedicated tracks and standard gauge are proposed to be developed in both the northern and southern Abuja city areas. These two inner and an outer corridors connect the city wings to the Central Area. In keeping with this concept the corridors (a.k.a. sections) of the MTS/Transitway are as follows:

Final Report

• The Outer Southern MTS Corridor (S12); and • The Inner Southern MTS Corridor (S2) The corridors of the MTS are presented in the adjoining figure.

Centre and at the Interchange Centre via a two-level underground tunnel network. In this final state of development, six underground MTS stations supplementing the Transportation Centre and the Interchange Centre in the eastern Central Area provide optimal access to the eastern core of the city.

In its fully developed stage, each of the two wings of the Abuja urban area will be accessed by one MTSThe realization of the full development stage described loop. The loops form two overlapping U-shaped lines above constitutes a major endeavour. Subsequently in the Central Area. The U section of the northern loop the proposal being made in the following constitutes a consists an underground sectionGmbH under road AS&P -ofAlbert Speer (metro) & Partner architects, planners 12 less fully developed MTS network which will satisfy the B12 while the southern loop is under road B6 (see Abuja Master Plan Review for the Central Area demand for the long-term planning horizon. figure below). Transfer points between the two lines are provided in the Central Area at the Transportation

• The Outer Northern MTS Corridor (N12); • The Inner Northern MTS Corridor (N2); MTS Stop 'Main Station'

Transportation Centre

National Rail Main Station

tr Me

ti o ec s o

tr Me

B

6

d) oa R d) ma oa Zu ( R B8 so (A 12 0 B B1

S er Inn

Maximum development of the MTS network

AS&P - Albert Speer & Partner GmbH

o

ern uth

Interchange Centre

ay sw s e pr Ex

n

ti o ec os

S MT

n

ink lL a ion rat e Op

Legend MTS North MTS South MTS Branch to Nyanya National Railway LRT to Airport

Maximum development of the MTS in the Central Area

MTS in the Central Area – Maximum Development 43

Final Report

5.4.2

Development Challenge / Special Implementation Aspects

The original Master Plan for Abuja and the subsequent Urban Design Master Plan for the Central Area only dealt with the urban area to the north and east of road NS1. Consequently, the original transportation Master Plan by SOFRETU also only served this urban area. However, with the development of Phase 2 of the Central Area (from NS1 to the stadium) the urban area has been significantly enlarged and a large area cannot be served by the MTS loops as originally proposed. Nonetheless the Business District and the stadium in the western part of the Central Area are now major sources and destinations of traffic. Public transportation service must be provided to this area.

Review of the Abuja Master Plan - Central Area Urban Design

lines which traverse the Central Area in a north-south direction along NS2 in the west and NS12 in the east (inner and outer transitway corridor). The underground sections below B6 and B12 would not be required as the Central Area bus service along B8, B10, B6 and B12 would connect the two lines.

will be provided for the passengers. Thus, an efficient distribution of employees, customers and visitors to the whole Central Area is guaranteed.

To recapitulate, the long-term proposal for the composition of the MTS lines is to establish one single loop covering the whole area of the city of Abuja (see figure This solution will be able to serve the demand at least below). The inner (NS2) and the outer line (NS12) will on the long-term – and could even constitute the final run through the Central Area as through-lines without state of the Abuja City MTS loop system. forming the Central Area loops along B6 and B12. AS&P - Albert Speer & Partner GmbH architects, planners 12 At the Central Area MTS stops – the Transportation To react to the new location of Abuja Main Station Abuja Master Plan Review for the Central Area Centre and Interchange Centre – a direct and quick (National Railway), which has been shifted from the transfer between the MTS and the Central Area buses Transportation Centre to the north-west of NS1 and

MTS Stop 'Main Station'

Furthermore, during the review of the Master Plan of Abuja Central Area it has become apparent that implementing the originally proposed underground metro sections for the Central Area along B6 and B12 (east) remains challenging and may not be undertaken for numerous years to come.

Transportation Centre

National Rail Main Station

B8

As an appropriate (interim) substitute for the metro loops in the eastern part of the Central Area a highly efficient bus system is proposed along Zuma Road and Aso Boulevard (B8 and B10). For further explanations of the bus service refer to Chapter 5.5.

44

d oa

d oa R so /A

B6

Review Proposal

With the installation of such a bus system it would no longer be necessary to (immediately) complete the Ushaped inner loops of the Central Area MTS lines. The two lines could initially be developed as non-connected

/Z

aR um

0 B1

These findings have led to an examination of a substitutional public transport system for the whole Central Area. 5.4.3

Interchange Centre

2 B1

S er n n I

o

ern uth

ay sw s pre Ex

Legend MTS / Transitway National Railway LRT to Airport Central Area bus services

Event Line Stadium Bus Proposed development of the MTS and bus services in the Central Area

Central Area bus services on dedicated bus lanes AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

B6, a new MTS stop opposite of the National Railway Main Station is required. This MTS stop ‘Main Station’ lies in acceptable walking distance for passengers to transfer between the MTS and the National Railway. The inner MTS line along NS2 would then offer a direct connection to the National Railway Main Station. At the Interchange Centre passengers of the outer MTS line (NS12) destined to the National Railway Main Station would transfer to express buses along road B6 or to the B8/B10 buses to reach the Main Rail Station or any other destination in the Central Area.

Final Report

For the more detailed coverage of the development of the MTS / Transitway system refer to AS&P’s separate report of the ‘Transportation Context Studies for the Metropolitan Area of Abuja’. Reference is also made to the detailed studies of the Abuja Mass Transit System Project currently being prepared by CPCS Transcom International Limited (CPCS).

5.4.4

Required Service Capacity of the MTS for the Central Area

In the following, a schematic and general assessment is given of the required service capacity of the MTS resulting from the demand of the Central Area. The demand has been determined on the basis of the anticipated number of jobs and residents in the Central Area and on the scenario for the traffic mode share of the users travelling to the Central Area. (For more information on the traffic forecast refer to Chapter 5.2) Note: We refer to the detailed studies of the Abuja Mass Transit System Project currently being compiled by CPCS Transcom International Limited (CPCS). CPCS covers the topic in more detail and with another approach. Supply: Four possible relations to / from the Central Area Peak-hour Demand: mid-term (and long-term in parentheses) Total: 39,000 (59,000) passengers / trips per peak hour Per relation (mean value): 10,000 (15,000) passengers per hour and direction destined to or originating from the Central Area Capacity of trains: (own assumption – no information available from the MTS study) Passengers per unit: 225; With 8 units per train, the capacity per train makes 1,800 passengers. Minimum service: (own assumption – no information available from the MTS study)

Proposed MTS and commuter rail development – overview

In peak-hours, the required headway between trains results to 10 (6.75) minutes.

AS&P - Albert Speer & Partner GmbH

45

Final Report

5.4.5

Review of the Abuja Master Plan - Central Area Urban Design

Supplementary MTS Infrastructure

5.4.5.1 Operational Link

senger trains on a regular basis. Stage I of the system especially requires an operational link in the vicinity of the interim end points of the line.

The proposed configuration of the MTS network in the An operational link in the Central Area gains further imform of through-lines through the Central Area requires portance in light of the requirement for an MTS branch operational links between the inner line (NS2) and the to Nyanya / Karu. The following proposal takes both outer line (NS12) in the vicinity of the Central Area or the requirements for an operational link and the option in Phase I. Operational links enable trains and locomoof an MTS branch into consideration. tives to move through the system and between lines AS&P - Albert Speer & Partner GmbH architects, The most planners favourable location for an alignment of MTS without having to travel the entire loop. They also provide tracks in the Central Area is presumed to be along the Abuja Master Plan Reviewinfor the Central Area important back-up redundancy case of blockages corridor of the Inner Southern Expressway (ISEX) beor failures. They are not intended to carry normal pas-

MTS Stop 'Main Station'

Interchange Centre

Transportation Centre

5.4.5.2 Special Link: Abuja–Nyanya MTS Branch Line The following is an extract from the Metropolitan Public 15 Transport Concept of the project ‘Transportation Context Studies for the Metropolitan Area of Abuja’. Please refer to the separate report for more detailed information. An important commuter connection for Abuja is the link to Nyanya and Karu. A commuter rail line should be established between Abuja Central Area and Nyanya/ Karu to serve the great need for efficient public transportation of this important population area. The best option for providing a public transit rail link between the Central Area and Nyanya/Karu is considered to be a branch of the MTS/Transitway system.

National Rail Main Station

The following alternative options for such an MTS commuter rail link between Abuja have been examined:

B

So er n In

(A) Interchange Centre & Transportation Centre – Nyanya (via ISEX & OSTW)

6

) ad o R ) ma ad u o Z ( oR B8 As ( 12 0 1 B B

re xp E ern uth

(preferred option)

Legend wa ss

y

MTS North MTS South National Railway LRT to Airport

Basic MTS/Transitway network alignment in the Central Area

46

tween NS2 and NS12 along the border of the Central Area. This alignment could be built on-ground parallel to the planned section of the ISEX. Nevertheless, to finally verify this proposal, a detailed feasibility study on the alignment will be required.

Basic MTS network in the Central Area (Alternative without MTS operational link)

This line branches off from the Outer Southern Transitway (Interchange Centre) some hundred meters south of the Inner Southern Expressway with a very short section through the city area and then joins the existing road to Nyanya. Sub Alternatives (AI) + (AII): The Nyanya/Karu branch line can either be connected to the Interchange Centre or to the Transportation Centre and the National Railway Main Station. The latter repreAS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

sents the optimal solution of the two; the direct linkage of Nyanya and Karu to the Abuja National Railway Main Station as it provides the best transport options. We recommend establishing this branch. (B) Abjua Main Station (Terminus) – Nyanya: The alignment would pass under the eastern part of the Central Area parallel and to the north of B6 and come up to the surface in the south-east of the Presidency Area. There it would join the Inner Southern Expressway (ISEX) and then run parallel to the existing road to Nyanya.

Final Report

favourably in terms of cost-benefits. Refer to preceding section for more details on the operational link.

When crossing the mountainous terrain between Abuja City and Nyanya the slope of routes (A), (B) and (C) would not exceed 3%. Such a slope can be managed by MTS trains. Alternative (D), would allow the route to cross the hills with a less steep slope of 2.5%, but the detour of 40 kilometres is definitely too long for commuters and passengers, who are mainly destined for the Central Area of Abuja.

Option (B) may be the most challenging to implement. Its alignment would run through the Central Area completely underground and then pass very close to the Presidency. The construction efforts and thus the costs of this alternative are presumed to be the highest. In addition, security issues would arise.

The proposed connection between Nyanya and Abuja Alternative (C) makes a detour&through difficult terrain in AS&P - Albert Speer Partner GmbH architects, Main planners Station as a branch of the MTS can be created16 aAbuja built-up area and appears to be much less viable. Master Plan Review for the Central Area independently in either stage of development.

(C) Transportation Centre – Nyanya (via ISTW & OSEX)

National Rail Main Station

6

d) oa R ) ma ad o Zu ( oR B8 As ( 12 0 B B1

rn the u o

rn he t ou S r ne In

ay sw s e pr Ex

ay w t si an r T

S MT

o ati er p O

lL na

i nk

A

A II y

B

S er n n I

B

AI

Tr an si t wa

Alternative (A) appears to be the most feasible of the four. This alternative must also be seen in light of the fact that an operational link would have to be established between the two MTS lines in the Central Area in any case. If this link were located along the Inner Southern Expressway it could be used to connect the Nyanya/Karu branch line to the Transportation Centre and National Railway Main Station. This would work

Interchange Centre

th ern

A further option studied was a line which would bypass the mountains between Abuja and Nyanya/Karu. Since this line would require an approximately 40-km long detour compared to the previous alternatives, it was not studied further.

Transportation Centre

C

Legend

ter So u

(D) Transportation Centre – Phase III – Karaduma Area – Nyanya

MTS Stop 'Main Station'

Ou

Starting at the Transportation Centre, the line would run on the Inner Southern Transitway Corridor branching off shortly after the Inner Southern Expressway to pass through the (existing) city area of Phase I. There it would then join the Outer Southern Expressway (OSEX) and finally meet the existing road to Nyanya.

MTS Branch to Nyanya MTS North/South National Railway LRT to Airport

Alignment alternatives in the Central Area for the MTS branch to Nyanya

MTS Branch to Nyanya – Alignment Alternatives in the Central Area

AS&P - Albert Speer & Partner GmbH

47

Final Report

AS&P - Albert Speer & Partner GmbH architects, planners 19 Review of the Abuja Master Plan Central Area Urban Design Abuja Master Plan Review for the Central Area

Note: Before investigating the Transportation Centre and the Interchange Centre in more detail, a separate feasibility study is additionally required to examine the integration of additional MTS infrastructure to establish an MTS branch to Nyanya.

MTS Stop 'Main Station'

Interchange Centre

Transportation Centre

National Rail Main Station

B

6

d oa R ma d Zu oa R o Az 12 B

S er n n I

rn the ou

ay sw s pre Ex

S MT

tio era p O

ink lL a n

Legend MTS North MTS South MTS Branch to Nyanya National Railway LRT to Airport

MTS Branch to Nyanya and operational link (desired option)

MTS in the Central Area – Stage II (desired proposal)

48

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

5.5

Bus Transit

5.5.1

Bus Systems in the Central Area of Abuja

The public bus service in Abuja is primarily designed as a feeder system to provide access for the population of the urban areas to the rail-bound transportation systems. It provides the widest public transport area coverage within each city sector and distances between stops are short. Line lengths vary according to settlement patterns and user demands. Note: The currently ongoing Abuja Mass Transit Project (AbuTrans) and the Bus Route Study ‘ASTAC’ are studying the bus system. Therefore we refer to those studies here. There are three different bus systems operating in the Central Area: • Intercity buses; • City buses; and • Central Area Bus Services 5.5.1.1 Intercity Buses As described in the preceding Chapter ‘Location of National Railway Main Station / Review Proposal’, the intercity bus terminal is proposed to be located south of road B6 between NS1 and NS2. This reflects the fact that the the interchange between intercity buses and the National Railway is considered to be less sought after than a direct linkage to the city bus terminal. Nevertheless, the central integration of the intercity bus terminal into the multi-mode transport facilities is essential. The area reserved for the intercity bus terminal can accommodate approximately 35 bus docks and reserve parking positions.

AS&P - Albert Speer & Partner GmbH

Final Report

The buses will be routed to the intercity bus terminal via the separate bus lane on the major arterial roads B6 and B12.

sitway, B6 and B12) and on dedicated bus lanes in the boulevards (B8, B10).

5.5.1.2 City Buses

The city and intercity bus terminals are located north and south of road B6, between road NS1 and the Transitway Corridor NS2. They are directly connected to the grade-separated bus lane along B6. To provide best transfer options to the various modes of transport, the city bus terminal should be situated as close as possible to the National Railway Main Station and to the related MTS stop.

Each sector of the Abujan urban area will be accessible via MTS. Furthermore shuttle buses contribute toward completing the public transportation system as a whole. They reduce travel times and walking distances to the MTS stations for all citizens. The development focus of the sectors as suburban residential areas that are largely devoid of employment areas leads to substantial commuter traffic. Hence, efficient bus service to the MTS stops, to the Central Area and to industrial zones is an essential need. The city areas of Phase I and II in particular should be directly connected to the Central Area by bus. The relatively short travel distances between these areas increases the demand for single mode public transport services. Although somewhat less comfortable, commuters/riders to the Central Area may favour the bus rather than making multi-mode trips requiring transfers to the MTS. This is to be particularly expected since they may have to transfer to the bus again in order to reach their final destinations in the Central Area. Dedicated Lanes High road traffic volumes will be concentrated in the densely developed Phase I and II areas of the City of Abuja. To ensure attractive and efficient travel speeds of the buses, aligning (express) bus routes within the transitway corridors parallel to the MTS tracks is recommended in these areas. Such an alignment corresponds to the proposals of the original Master Plan for Abuja. In general, to maximise the efficiency of the bus services, it is proposed to run the buses as far as possible on separate bus lanes along the bus reserves (Tran-

Terminals

Following the principles of the General Layout of the Transportation Centre Reservation Design by SofretuAmana-Osot, the layout proposed in this review has been adjusted according to the new location of the National Railway Main Station. In the original master plan approximately 35 bus stop positions were provided. The same number is provided in the proposal for the northern bus terminal for the city buses. 5.5.1.3 Central Area Bus Services Within the Central Area, a boulevard bus loop along Zuma Boulevard and Aso Boulevard (B8 and B10) and an express loop bus line in B6 and B12 will distribute passengers to the major points of interest in the city centre. At the same time they serve as feeders to the rail-based commuter system. In order to react to the development of the western Phase II section of the Central Area (AIM), and under the assumption that the metro link along B6 and B12 may not be realised in the (immediate) future, an alternative mass transit system for the Central Area has been studied.

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Review of the Abuja Master Plan - Central Area Urban Design

Many cities around the world have successfully installed • The bus system can be seen as the foundation of modern bus systems to handle their mass transit demands. the public transport system; Buses provide flexibility and economy of operations • A feeder and distribution system is required in the while also offering high capacity. Renowned implemenCentral Area in any case to supplement a MTS tations such as the Bus Rapid Transport system in the rail system; city of Curitiba, Brazil have made this quite apparent • Acquisition costs are relatively low; and have encouraged adoption worldwide. We have therefore studied the implementation of a bus system • Track construction costs are negligible – the bus in the Central Area and consider it to be an approprilines run along (existing) roads or accompany ate means of meeting the public transit demand in a them; realistic, flexible and highly feasible manner. AS&P - Albert Speer & Partner GmbH architects, planners • The maintenance of the system is less costly and26 Studyin comparicomplex than rail bound systems – particularly in AMetropolitan bus system hasPublic severalTransport clear advantages comparison with underground systems; son to a rail-bound system, i.e. to the MTS underground (D) B8 B10 Buses: Outer and inner bus lines provide condensed headways in the core area section of /the MTS under B6 and B12:

MTS Stop 'Main Station'

Interchange Centre

Transportation Centre

National Rail Main Station

Z

aR m u

d oa

ad

o oR

B6

2 B1

S er n n I

o

ern uth

Legend MTS / Transitway

Event Line Stadium Bus

• The stadium and hospital are served by the system. One of the main tasks of the Mass Transit System is to distribute the riders of the transitway system throughout the Central Area, i.e. to/from the Transportation and Interchange Centres. In the original plans the metro loop and the bus lanes in B6 and B12 were planned to fulfil this task to a great degree, but only in the eastern part of the Central Area. As long as the metro loop is unavailable, the new bus system within the Central Area should have the capacity to do so. As depicted in the adjoining figure, coverage of the Central Area is guaranteed by inner and outer ring lines. 5.5.2

Required Service Capacity of the Internal Central Area Bus Services

Given in the following is a schematic and general assessment of the required service capacity of the Central Area Bus Services resulting from the demand of the Central Area. The demand for the mid-term and the long-term has been determined on the basis of the anticipated number of jobs and residents in the Central Area and of the scenario for the traffic mode share of the users travelling to the Central Area.

As

ay sw s pre Ex

• Lines and capacities can be adjusted flexibly;

National Railway LRT to Airport Bus/ Boulevard Ring Line Bus/ CBD Loop Line Express Bus (B6/B12)

Note: (1) It is highlighted that the mid-term scenario is seen as a 10 to 15 year development while the long-term development may only be realised in more than 20 and up to 30 years. Thus, the horizon for the development of the Central Area bus services exceeds the economic life-time of buses. (2) Regarding the dimensioning of peak hours, the maximum demand occurring on only some hours a day has been estimated. Off-peak hours are assumed here to make some 40 to 50 % of the peak hours.

Proposed bus services in the Central Area

Bus System on Dedicated Bus Lanes – Central Area Development 50

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Review of the Abuja Master Plan - Central Area Urban Design

(3) The report in hand cannot replace a detailed bus line study. Peak-hour Demand: mid-term (and long-term in parentheses) The western part of the Central Area (west of road NS1) increases the definitive demand for the bus service. Four west-bound bus destinations are available from the Transportation Centre. The central section between the Transportation Centre and the Interchange Centre has not to be taken into consideration in the calculation since this area is serviced from both MTS stops. This means that the ridership arriving at the Transportation Centre and at the Interchange Centre is distributed to eight bus destinations within the area between the Transportation Centre and the Interchange Centre. In conclusion, the definitive demand for the bus service is increased by approximately 20 % of the MTS users who will use the west-bound internal Central Area bus service between the Transportation Centre and their destination west of road AR15. (It is assumed, that the destinations between the MTS line (NS2) and AR15 need no bus service, since they are inside the catchment area of the Transportation Centre.) This results in a transport demand of some 8,600 (13,000) passengers in the western area of the Central Area. This demand has been used as the basis for calculating the entire system service levels. It is assumed that 15% thereof will use other transport modes (taxi, bike, walk). Consequently, the determination base for the bus service is some 7,500 (11,000) passengers during peak-hours. Supply: It is proposed to establish bi-directional ring services on B8/B10 (Boulevard Bus) and on B6/B12 (Express Bus), which will be connected to the Transportation AS&P - Albert Speer & Partner GmbH

Final Report

Centre and to the Interchange Centre. Hence, to get to or from the Transportation Centre or the MTS stop ‘Main Station’ the west-bound public transport users can choose either the Express Bus or the Boulevard Bus, each in two west-bound directions. This results in four directional services to the western Central Area on the supply side. Capacity: Passengers per standard bus: 95 [55 seats + 40 standing] Two bi-directional ring lines comprise four directional services to the west of the Central Area. Total (west-bound) vehicle capacity: 380 passengers Note: It is not recommended to use articulated buses. Standard bus types are more advantageous in dense urban areas; they provide more operational flexibility; and they require less space and maintenance. Minimum service: To serve the decisive demand of 7,500 (11,000) passengers during peak hours for the mid-term headways of 3 minutes (and for the long-term of 2 minutes) between buses will be required. It should be noted that dense headways for the long-term scenario (30 years and more) of two minutes may reach the capacity of the system. It must be taken into consideration that such extremely short headways of 2 minutes are difficult to achieve or to ensure – especially along the signalled routes on the boulevards. We recommend therefore that the traffic situation and solutions should be reviewed when the limits of capacity have almost been reached. Appropriate modifications should then be made to the transport services. As stated in Chapter 5.2, long-time traffic forecasts contain inherent inaccuracy, and therefore should be reviewed and adjusted regularly.

For details on the resulting headways of each line refer to the ‘line data’ below. For off-peak hours it can be assumed that the headways will double to 6 minutes (and 4 minutes for the long-term). To optimise line capacities, the boulevards bus service is split into two loops – the Boulevard Ring Line and the CBD Loop Line (see below). Line configuration: In conclusion, the proposed provision of bus lines for the Central Area and the roughly estimated demand can briefly be summarised as follows: 1. The Express Bus line running mainly on reserved an d grade-separated bus lanes; and 2. The Boulevard Bus service, accompanying the vehicular traffic on dedicated bus lanes. For capacity reasons, the Boulevard Bus service is split into two lines: a. The Boulevard Ring Line (covering the whole extension of the Boulevards), and b. The CBD Loop Line, servicing the core of the Central Area – the Central Business District 5.5.3

Express Bus Line

The outer bus ring is formed by the Express Bus line along the grade-separated bus tracks in roads B6 and B12. To minimise travel ways related to the National Railway Main Station and to the Transportation Centre, which are the major gravity poles, the line is designed as a ‘figure-eight loop’. The start and end point is the city bus terminal north of road B6. The terminal is situated close to the MTS stop ‘Main Station’ and to the Main Station itself. The figure-eight alignment of the line allows for an additional stop at the central bus terminal and at the 51

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Review of the Abuja Master Plan - Central Area Urban Design

Transportation Centre in the middle of each trip (see figure). The transverse links between B6 and B12 passing the Transportation Centre and the Interchange Centre utilise the ROW of the Transitways NS2 and NS12. There, the bus tracks pass under the boulevards B8 and B10 (Zuma Boulevard and Aso Boulevard). The Express Bus only uses normal roads at the western turning point of the line (AR19 and Road Z). Line data: Express Bus Line Length: 12 kilometres (10.3 kilometres on separate dedicated bus track)

Number of stops: 18 Ridership: mid-term: 3,750 pass./peak hour (long-term: 5,500 pass./peak hour) Headways (peak hour): mid-term: 3 minutes (long-term: 2 minutes) Headways (off-peak hour): mid-term: 6 minutes (longterm: 4 minutes) 5.5.4

Boulevard Bus Lines

The Boulevard Bus service with starts and ends at the Abuja National Railway Main Station. It runs on dediDistance between stops: 500-750m (average) AS&P - Albert Speer & Partner GmbH architects, planners cated bus lanes along the boulevard roads B8 and20B10 Abuja Master Plan Review for the Central Area Interchange

(D) B8 / B10 Buses: Outer and inner bus lines provide condensed headways in the core area Centre

National Rail Main Station

Transportation Centre

d) oa R ma ) Zu ( ad o B8 oR As ( 0 B1 2

rn

ay sw s p re Ex

Figure-eight loop line arrangement of the Express Bus theline

52

S er

ou

Line data: Boulevard Ring Line Length: 10.7 kilometres on dedicated bus lane Distance between stops: 500 m (average) Number of stops: 20

Headways (peak hour): mid-term: 6 minutes (long-term: 4 minutes)

City Bus Terminal

B1

With this configuration each of the lines can operate with 50 % of the estimated headways. Hence, the headway of each, the Boulevard Ring Line and the CBD Loop Line will be 6 minutes instead of 3 for the mid-term development (and 4 minutes instead of 2 on the long-term). The line accesses the Main Station via roads AR14 and AR16. AR14 and AR16 cross under B6 with exit/entry ramps to B6.

Ridership: mid-term: 1,875 pass./peak hour (long-term: 2,750 pass./peak hour)

MTS Stop 'Main Station'

B6

(Zuma Boulevard and Aso Boulevard). The Boulevard Bus service is split into two lines – the outer ‘Boulevard Ring Line’ and the core area ‘CBD Loop Line’.

Central Area Bus Services Innon Dedicated Bus Lanes

d) oa R ma d) Zu ( oa R B8 so (A 0 B1

Headways (off-peak hour): mid-term: 12 minutes (longterm: 8 minutes) Line data: CBD Loop Line Length: 6 kilometres on dedicated bus lane Distance between stops: 500 m (average) Number of stops: 11

Legend MTS / Transitway National Railway LRT to Airport Bus/ Boulevard Ring Line Bus/ CBD Loop Line Express Bus (B6/B12)

Ridership: mid-term: 1,875 pass./peak hour (long-term: 2,750 pass./peak hour) Headways (peak hour): mid-term: 6 minutes (long-term: 4 minutes) Headways (off-peak hour): mid-term: 12 minutes (longterm: 8 minutes)

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Review of the Abuja Master Plan - Central Area Urban Design

Bus Stops

Along the boulevards bus stops are usually situated behind each second intersection. The short distance between bus stops of approximately 500 to 750 metres enhances the attractiveness of public transport within this busy and prominent area. Bus stops of modern design create a contemporary and inviting image of public bus transport.

AIRPORT LRT STATION

MTS STOP 'MAIN STATION'

NATIONAL RAILWAY MAIN STATION

Normal bus stops on the roadside provide bus service only. Combined bus and MTS stops as already proposed in the original Master Plan concept are provided at the Transportation Centre and at the Interchange Centre. These dual-mode public transport stops provide optimal transfer links between the road-based and the rail-bound transport systems.

CENTRAL SHOPPING MALL

All bus stops should be equipped with facilities of adequate standard to ensure the comfort of the passengers. A bus shelter at every bus stop should be the minimum standard. Shelters also enhance the perceptibility of the bus stops and can be used to generate advertising revenue. Major bus stops, and those at particularly prominent locations, can additionally be equipped with seats, a kiosk, toilets and shade trees or structures.

CITY BUS TERMINAL

5.6

Transportation Centre

5.6.1

Original Concept

The KTU / Sofretu-Amana-Osot proposal for the Transportation Centre was comprised of a compact, central all-mode public transport interchange facility located between the roads B8 and B10 close to the arterial road NS1. The concept integrated the transitway metro (MTS), city and intercity buses, taxis and the main station of the National Railway. Organized on three levels below the road level, the composition of this multi-mode public transport node provided optimal transfer options for passengers between all means of public transport.

NS1

B6

P

B8

INTERCITY BUS TERMINAL

B8

ENTRANCE MTS STATION

CENTRAL SQUARE

CONSTITUTION AVE

The National Railway Main Station provided eight tracks with five platforms. The railway station was connected to the metro and to the buses by an underpass crossing road NS1. The city and intercity bus terminals provided approximately 56 bus waiting positions, which were supplemented by 34 bus parking spaces. The taxi stands were situated along the four sides of the central block between B8 / B10 and NS1 / NS2. The metro station for the two overlapping lines was arranged on two underground levels. B8

TRANSPORTATION CENTRE

5.5.5

Final Report

ZUMA BOULEVARD

ENTRANCE MTS STATION

B10

5.6.2 B10

B10

P

Development Challenge

ASO BOULEVARD

On the one hand, a key design challenge is seen in the development of a less complex - and thereby more easily realized - structure for the whole Transportation Centre. On the other hand, the re-location of the National Railway Main Station demanded a completely new study of the functional design of the previously very compact Transportation Centre. (Refer to Chapter 5.3 Location of the National Railway Main Station and to Chapter 5.4 MTS / Transitway System for information on the relocation.) B12

INDEPENDENCE AVE

Alignment of the Express Bus at Transitway NS2

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5.6.3

Review Proposal

Originally, the Transportation Centre was designed as an all-mode public transport interchange. With the relocation of the main railway station to a location outside of the Transportation Centre one of the key modes has been removed from the centre. The concept and character of the centre must therefore be modified. It now represents a major urban MTS / Transitway station which provides additional public transport services such as provisions for buses and taxis as well as amenities. Nevertheless, a key premise remains that transfer opportunities shall be provided as far as possible between all modes of public transport for all available

Review of the Abuja Master Plan - Central Area Urban Design

destinations. In particular, the National Railway station must still be integrated into the overall concept. Among the consequences of the review are that some of the functions, such as bus and taxi services, will have to be re-located or will be distributed or duplicated among to two locations. As result, the modified Transportation Centre will be the central MTS / Transitway stop of the Central Business District. As the original functions must be rearranged its actual site can most likely be contained in the 40 metre wide reservation of the transitway corridor NS2 between the Boulevards B8 and B10. Detailed planning of the station is currently being performed by CPCS

Transcom International to whom we refer for further details. Note: (1) The proposals being made here are based on the assumption that the originally proposed Central Area metro loops will not be realised on the long-term planning horizon. Hence, it is assumed that structural provisions for the two-level MTS stop will not be made. (2) It must be noted that, depending on the results of the required feasibility study for the MTS branch to Nyanya, additional tracks and platforms may be required at the Transportation Centre stop and at the proposed new MTS stop ‘Main Station’. (The 40 metre wide reservation of the transitway corridor is probably not sufficient for the integration of the Nyanya branch.) Taxi stands shall be provided close to all MTS stops and at the National Railway Main Station. Taxi stands should generally be located alongside the common roads close to the exits of the stations. Additional taxi stands should be provided at the city and intercity bus terminals. The bus terminals will be situated on the lots between the MTS stop ‘Transportation Centre’ and the National Railway Main Station. Thus, the two rail-bound means of public transport are linked by the bus terminals – the city and the intercity bus terminals. Both of which are thus within convenient distance to the National Railway Main Station and to the Transportation Centre. The number of available bus positions at the two terminals is approximately 50 bus stop positions plus 10 reserve parking spaces.

Functional scheme of the original Transportation Centre (SOFRETU)

54

In addition to the pedestrian route from the Main Station to the Central Business District (CBD) along road AR 14, a dedicated pedestrian route between the Main Station and the core of the Central Area is of major importance. Since the two bus terminals have to be comfortably and clearly accessible, a pedestrian link is proposed AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

via these two plots. Starting at the National Railway Main Station, pedestrians pass under road NS1, then walk through the city bus terminal. The route passes under road B6 by crossing the ‘bus only’ intersection. Pedestrians are then led over the intercity bus terminal to arrive at the entrance to the Transportation Centre stop. Crossing the Boulevard (B8) should preferably be at ground level. Should traffic volumes be too excessive to provide a safe and convenient above-ground crossing additional pedestrian underpasses may be required at the Boulevard (B8) and at the bus transit corridor (B6).

Final Report

TATION

MTS STOP 'MAIN STATION'

NATIONAL RAILWAY MAIN STATION

NS1

CITY BUS TERMINAL

P

B8

INTERCITY BUS TERMINAL

B8

TRANSPORTATION CENTRE

ENTRANCE MTS STATION

CENTRAL SQUARE

ENTRANCE MTS STATION

B10

Transportation Centre - review proposal

AS&P - Albert Speer & Partner GmbH

B10

Pedestrian links between T. C. and railway station

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Final Report

5.7

Interchange Centre

5.7.1

Original Concept

The Interchange Centre is the eastern public transportation hub of the Central Area. The outer MTS / transitway corridor (NS12) passes under the Central Area parallel to roads NS11 and NS13 and directly adjoining Eagle Square. In the original concept for the Central Area metro loops, the northern and the southern transitway line were to overlap at the Interchange Centre on two underground levels. The MTS station would allow passenger transfers between the two separate lines.

Review of the Abuja Master Plan - Central Area Urban Design

As a major public transport hub, the Interchange Centre aims to inter-connect various means of public transport such as city buses and taxis with the MTS. The bus lines in B6 and B12 are to be connected to the Interchange Centre to provide convenient transfers from the railbound MTS to the express bus service. To connect to the Interchange Centre the transit reserve in roads B6 and B12 would run north to south along the transitway and then pass under B8 and B10. Buses would enter the centre at the -1 level (underground). 5.7.2

Development Challenge

The new location of the National Railway Main Station

and the contemplation not to build the Central Area metro loops – at least for numerous years to come – call for adjustments to the functional and organizatonal design of the Interchange Centre. In addition, the contemplations for an MTS branch to Nyanya should be taken into consideration when planning the Interchange Centre. One development option could be to establish this line starting at the Interchange Centre. A feasibility study for the MTS branch to Nyanya should clarify the future alignment of this connection. Options and proposals regarding this MTS link are made in Chapter 5.4.4 Supplementary MTS Infrastructure and in the separate project report ‘The Transportation Context Studies for the Metropolitan Area of Abuja’. Due to the prominent location of the Interchange Centre between Eagle Square and the National Mall, particular care must be taken towards properly integrating the station and its functions into the surrounding urban area. 5.7.3

Review Proposal

In general, the original proposal for the Interchange Centre can be largely adopted. Adjustments are required according to the proposals being made for the MTS / Transitway system in Chapter 5.4 and for the Central Area Bus Services in Chapter 5.5.4.

Original Interchange Centre - general map

56

The MTS line of the outer NS12 Transitway corridor passes under the Central Area and the Boulevards as a single line on one underground level. By aligning the grade-separated Express Buses parallel to it on level -1 below the boulevards a combined MTS / Bus stop can be established. It would allow optimal transfer between these two modes of public transport. Passengers heading to the National Railway Main Station can quickly and easily change from the metro to the Express Bus. AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

Final Report

The underground station will be covered to form a public plaza linking the National Mall to Eagle Square. Station entrance pavilions are situated at the northern and the southern edge of the plaza and directly adjoining the Boulevards. The Boulevard bus line stops are located at these structures to provide further tranfer options to the Central Area distributional bus services. Pedestrian access is accommodated via the National Mall. Taxi stands and parking spots are located along the boulevards. Further parking spaces could be provided in a new underground public parking garage under the National Mall.

NATIONAL MALL

ENTRANCE MTS STATION

We refer to the studies of the Abuja Mass Transit System Project currently being made by CPCS Transcom International Limited (CPCS) which also covers the planning of the MTS station ‘Interchange Centre’. EAGLE SQUARE CITY PARK

A separate feasibility study is additionally required to examine the integration of additional MTS infrastructure to establish an MTS branch to Nyanya.

ENTRANCE MTS STATION

NATIONAL MALL

ENTRANCE MTS STATION

INTERCHANGE CENTRE (MTS & EXPRESS BUS)

ENTRANCE MTS STATION

INTERCHANGE CENTRE (MTS & EXPRESS BUS)

CITY PARK

EAGLE SQUARE

Interchange Centre - review proposal

AS&P - Albert Speer & Partner GmbH

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Final Report

5.8

Road Network of the Central Area

5.8.1

Original Concept

As per the original master plans for the Central Area its road network is mainly composed of the following: • perimeter Expressways flanking the core, • main thorougfares forming the civic spine, including ceremonial lanes and, • tranversal arterials, parkways and minor urban streets. The design parameters and calculations for the road system are based on the population and employment projections for the Central Area. 5.8.2

Development Challenge

In the course of this Master Plan Review of the Central

Review of the Abuja Master Plan - Central Area Urban Design

Area, the general development goals have followed the original master plan proposals. The projected population lies in the same range as formulated by KTU. Subsequently the general composition of the road network and the road hierarchies can be adopted accordingly. Furthermore, some of the major components of the road network have already been built. In light of these aspects the general design and the hierarchies of the road network are considered to still be valid. Nevertheless the Central Area hierarchic road network has been integrated into the assessment during this review and has been checked in qualitative as well as general quantitative terms. Also as a result of the Review’s new approach to urban design aspects and the urban environment in the Central Area, a review of the road cross-sections and subsequent modifications became necessary to update the traffic concept accordingly.

5.8.3

Proposed Road Network

As stated above, the general road network was established with the original master plan and all axes have been maintained. In the course of revising the land use plan for the Central Area some minor road sections have been cancelled to avoid unnecessary redundancy and reduce public expenditure. None of these measures have negative impacts on the main traffic flow in the Central Area. The proposed road network for the Central Area is shown in the adjoining figure. A major characteristic of the network design is the distribution function of the high capacity expressways which flank the Central Area. The grade-separated expressways INEX and ISEX and the predominantly grade-separated B6 and B12 roads allow drivers to quickly approach their destinations in the Central Area before entering the city roads in the core of the Central Area. With this network configuration traffic is distributed along the perimeter and adverse impacts and traffic volumes minimised inside the more sensitive central urban area. Regarding traffic volumes and capacities refer to Chapter 5.2.3. Vehicular Traffic Generation. 5.8.4

Proposed Vertical Alignment

As explained in Chapter 3.1 ‘Planned Roads and Topography’, the vertical alignment of the boulevard roads B8 and B10 has been adjusted. Instead of the largely artificial vertical alignment of the original master plans the revised levels adhere more to the natural topography of the site. A crucial advantage of such a vertical alignment is that access to the existing superblocks and their plots will be significantly facilitated. New developments will also not have to establish artificial levels to attain street height. Original Central Area traffic system (KTU, 1989)

58

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Review of the Abuja Master Plan - Central Area Urban Design

The latter aspect reflects that the ongoing development of various existing structures that have been built on the existing ground level inside the Central Area has necessitated the adaptation of the road grid elevations. Subsequently the gradients of the roads B08 and B10 and the planned North-South roads have largely been based on the current urban development situation in the Central Area. The revised and harmonized road design matches as far as possible the existing vehicular access points to the plots and conforms to the exisitng topography to avoid unneeded and costly cut and fills. 5.8.5

Proposed Cross-sections

Final Report

• Enhanced tree planting;

tially constructed. For these existing roads we propose applying the modified cross-sections only if redesign or substantial construction works are necessary in the future. For the time being their cross-sections will remain unchanged.

• On-street, angle parking; • Three vehicular traffic lanes per direction including a dedicated bus lane for bus traffic only; and • Generous medians allowing for sufficient space for pedestrians when waiting for green at intersections.

The new cross-sections have been applied to the as yet unbuilt AR roads to the west of road NS1 in the Phase 2 Central Area. According to their hierarchic level they are either 4-lane business streets or 6-lane throughtraffic roads. (See the following figures)

North-South Roads: The NS (north-south) and AR roads which are perpendicular to the Boulevard roads have already been par-

<

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Primarily the following reasons made modifications to the cross-sections of the Boulevard roads B8 and B10 (Zuma Boulevard and Aso Boulevard) necessary: <

< <

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<

B12

<

NS13

NS12

NS11

NS10

NS9 < <

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Proposed Transport Network

• The goal of providing an enhanced number of public parking spaces on-street. <

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Boulevard Roads B8 / B10:

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According to these prerequisites, the Central Area road cross-sections have been modified. The following elements have been included:

AS&P - Albert Speer & Partner GmbH

NS13

<

B8 <

NS8

NS7

NS6

NS5

NS4

NS3

NS1

NS2

• The dedicated ceremonial lane reserved only for small user group is no longer plausible in the overall development framework in the Abuja Central Area, and

• Generous width of sidewalks with bike lanes;

NS12

NS11

NS10

B6

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AR14

AR15

AR16

AR17

AR18

B10 B12

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NS7

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NS4

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• The proposed establishment of a highly efficient public bus system and the required routing of special Central Area buses along the Boulevard roads;

B6

Rd.

• The urban design concept of bringing pedestrian activity to the main streets instead of providing dedicated, off-street pedestrian promenades through the centre of the superblocks;

Transitway Transitway optional loops National railway Expressway Arterial Road Bus reserve / seperate ROW Dedicated bus lane 4-lane street, one-way 6-lane street, two-way 4-lane street, two-way 2-lane street, two-way National Railway Main Station Transportation Centre Interchange Centre

Proposed transportation network

59

Final Report

Review of the Abuja Master Plan - Central Area Urban Design

Central Central AreaArea Road Road Cross-sections Cross-sections Zuma Zuma & Azo & Azo Boulevard Boulevard Proposed road cross-sections in the Central Area - Key plan & cross-sections

60

2.00

2.00 4.00

Setback

5.00

1.20 1.750.70 4.00

4.855.00

3.50 1.20 1.750.70 3.50

4.85 3.50

1.00

5.00

0.50 3.50

7.00 3.50 56.00

1.00

1.00

0.50 3.50 3.50 0.50

5.00 3.50 7.00

1.00 3.50 0.50

2.00

2.00 3.50 4.85

3.50 3.50 0.701.75 1.20

Blvd. Blvd. Mall Road Mall Road Section Section

5.004.85

56.00

0.70 4.00 1.75 1.20

5.00

Walkway BikeSetback lane Parking WalkwayBuslane Bike lane MainParking Carriageway Buslane Median Main Carriageway Main Carriageway Main Parking CarriagewayBike Buslane lane Walkway Bike lane Walkway Parking Setback MedianBuslane Boulevard between Rd.ZBoulevard and NS7: between 2 lanes &Rd.Z exclusive and NS7: bus lane, 2 lanes angle & exclusive parking bus lane, angle parking

4.00

Setback

Boulevard Mall Road Section

Boulevard Section

Boulevard Boulevard Section Section

Mall

1.652.00 5.30

Walkway Mall

0.70

4.85

5.30 3.50

0.70 3.50

4.85 3.50

0.50 3.50 3.65

9.00

3.50 2.50

2.50 3.50

56.00

Parking

1.652.00 2.00 1.65 0.503.653.650.50

9.00

3.50 2.50

2.503.50

EagleEagle SquarS

2.00 1.65 3.65 3.50 0.50

3.50 4.85

3.50 0.70

3.50 5.30

56.00

4.85 4.00

0.70

Walkway Buslane Main Carriageway Buslane Main Walkway Carriageway MainWalkway Carriageway Buslane Main Parking Carriageway Buslane Walkway Parking Setback Parking Green Green Green Green

5.30

Walkway

6.00

4.00

Setback

Section along Mall between Section NS7along and NS11: Mall between 2 lanes & NS7 exclusive and NS11: bus lane, 2 lanes angle & exclusive parking bus lane, angle parking

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Main Carriageway Main Carriageway Main Carriageway Walkway Setback Parking Parking Walkway Setback Median/ Median/ Left-turn Left-turn Through traffic roadsThrough as existing traffic or tender roads as planning: existingAR19, or tender AR16, planning: NS01, AR19, NS03, AR16, NS05, NS01, NS07, NS11, NS03, NS13 NS05, NS07, NS11, NS13

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Date: April, 2008 AS&P - Albert Speer & Partner GmbH Hedderichstrasse 108-110 60596 Frankfurt am Main, Germany www.as-p.de

[email protected]

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Plan Topic:

Central Area Road Cross-sections Central Area Road Cross-sections Central Area Road Cross-sections Internal Superblock Access Streets Internal Superblock Access Streets Internal Superblock Access Streets Access Street (16m) Access Street (16m) Access Street (16m)

Access Street (14m) Access Street (14m) Access Street (14m)

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Date: April, 2008 AS&P - Albert Speer & Partner GmbH Hedderichstrasse 108-110 60596 Frankfurt am Main, Germany www.as-p.de

[email protected]

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FEDERAL REPUBLIC OF NIGERIA FEDERAL CAPITAL TERRITORY ADMINISTRATION Project No.: 4026 0.20

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Boulevard Bridges: split construction, without parking (reduced total width)

Plan Topic:

Central Area Road Design

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Location in Context (no scale)

Plan Title:

Typical Cross-sections, Boulevards

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Drawing No.:

4026-CS-TYP-001

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Final Report

The new, modified business street cross-sections in the western part of the Central Area have • Adequate width of sidewalks; • On-street angle parking alternating with shade tree planting; and

B8

B8

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• Widened planted medians providing sufficient space for pedestrian crossings. 5.8.6

Proposed Intersections

In a basic / standard version intersections are equipped with one additional lane each for right-turn and for leftturn movements, supplementing the standard two or three straight / through-traffic lanes. Wherever possible the medians provide a width of at least 2 metres for pedestrians waiting for their signal when crossing the street. The original road layout in the master plan only provided for a one metre wide traffic island. Each superblock intersection of the boulevard roads B8 and B10 is signalled by traffic lights and usually allows all turning movements. Exceptions are found in the partially grade-separated intersections between B8 an B10 and the one-way through-traffic roads NS8 and NS9. Left-turns into the inner superblock access streets are not allowed between the major intersections. To compensate for this restriction, u-turn movements are allowed at the major, signalled intersections. It should be noted that some intersections will require turning lane configurations varying from the standard design, e.g. additional left-turn lanes might be required more than one of the through-lanes. By utilising the median, the bus lane and the on-street parking strip, a maximum of three additional lanes for turning movements may be provided at intersections. If required

Typical superblock road layout

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by the demand, intersections can be re-configured by changing the road markings.

further detail according the real situation on a case by case basis.

According to the design by SOFRETU the interchanges between B6 and B 12 and N1 were foreseen as multilevel interchanges. NS1 was planned to cross B6, respectively B12, and its integrated bus lanes via a flyover.

During final design proper consideration has to be given to the necessary utility services, the required retaining walls and the traffic demand (cars, pedestrian, parking etc.) .

The existing situation is a level junction of NS 1 with the main carriageway of the B 6 (B12) and the underpassing bus lanes. With the development of the Transitway and the establishment of the inner city bus system the current temporary use of the bus lanes for the throughtraffic is no longer possible. The construction of the originally proposed multi-level interchange with a new flyover for the NS 1 would only be possible throug a substantial modification of NS 1 between Wuse and Garki. Such an extensive change will significantly affect numerous adjoining plots and will disturb the vista of the Central Area. The vertical alignment of the boulevards and the proposal to maintain the existing gradient of the NS 1 in general makes allowances for the current situation and the future development with regard to the cost-benefit calculation. 5.8.7

Engineering Aspects

As the arterial Roads B 6 and B 12 are currently under construction new engineering aspect proposals shall be applied only to new roads within the Central Area. As explained above the typical cross sections of the North – South roads were modified and adopted to the reflect the new urban design principles of the Central Area.

In the road network plan some cul-de-sac streets are foreseen. These are generally roads along the perimeter of the development area where only a small amount of traffic is expected. Modifications of the road design may be applied in these areas in accordance with the adjoining land uses. In reflection of the inner city character the design speed shall be 50 km/h for the main roads; access roads within the super blocks shall be designed according to their function and geometry. A grade of up to 12 % is permitted in these access roads. The design life for all roads shall be 25 years at minimum. Reliable traffic data regarding axle loads and traffic volume are not available. The structural calculation of the roads should be checked on the basis of the aforementioned traffic forecast. Sidewalks shall be paved with interlocking stones; parking lots as directed by detailed site design. With the full development of the Central Area the temporary bidirectional use of a section of NS 8 and NS 9 must cease and the original one-way-character established.

The typical cross-sections show the desired general appearance of the roads. They must be designed in 64

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5.8.8

Road Layout Plan

The following figure depicts the road layout plan in reduced scale. The original plan in scale 1:2,500 (format 250cm x 90cm) has been submitted separately.

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Final Report

Note: For exact road levels we refer to the detailed engineering and roadway design project for the Central Area road network, which is currently being prepared (“B8-B10 engineering project”).

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5.9

Pedestrians and Bicycles

As explained in Chapter 3.4 ‘Traffic Concept / Pedestrian Areas’ this review has shifted pedestrian movement to the normal streets to promote vibrant, urban activity on the city’s main thoroughfares, primarily the B8 and B10 roads. The road cross-sections and intersection designs have been adjusted accordingly. For efficient signalisation and smooth traffic flows at large, high-capacity intersections it is essential to lead pedestrians across the intersections in two steps. Pedestrians usually have to wait on the median for their second green signal to cross completely. Therefore, it has been a major design goal to enlarge the traffic island at intersections to a width of at least 2 metres to provide a waiting area for pedestrian. The original street layouts only provided 1 metre. Large open public spaces, generous sidewalks, shaded collonades along the boulevards and the wide pedestrian expanse of the National Mall further encourage pedestrian movement in the Central Area. Provisions for cyclists have been made along Zuma and Aso Boulevard (B8 and B10). There, a bike lane accompanies the walkway, running between the tree strip along the curb and the pedestrian sidewalk zone. Various bike paths have been provided in the large public open space systems to form a comprehensive network. Cyclists can traverse the Central Area via the Channel 27 park and the landscaped valley between NS6 and NS7.

5.10

Parking

5.10.1 Original Concept The KTU Master Plan relies on public parking lots and garages to serve the expected demand. In keeping with 66

Review of the Abuja Master Plan - Central Area Urban Design

the characteristic complex architectural solutions of the original master plan, these garages were also planned as complex structures. Some were to be suspended under the multi-storey bridges spanning the Central Area valley. Others were to occupy the entire ground and sub-levels of superblocks. On-street parking was only provided to a reduced amount as parallel parking only. 5.10.2 Development Challenge Complex structures like those described above are costly to construct and to maintain. Large parking garages spanning entire superblocks require either one single investor or a significant degree of cooperation between the various property owners. In both cases substantial public and private expenditures are required from the onset to realize the structures and serve the demand. Also the locations of the facilities must be reviewed to ensure that they serve the demand where it arises. The garages under the valley bridges appeared to be centrally located. Due to their design, however, they were not as conveniently accessible as would be desired. Parking must be convenient and attractive in order for it to find public acceptance. The parking scheme for the Central Area must also respond to the new design vision and desired urban environment propagated in this review. Modifications are furthermore required since the road network shall be adjusted to better reflect the existing terrain and existing building situation.

Private parking Private parking includes the employee and the visitor / customer parking generated by each use, commercial, administration, etc. on a lot. The proposed policy is that the parking generated by any lot should be provided on the plot or on any other lot owned or rented by the developer (off-street). Exceptions may be made for small-scaled shops which front directly onto the sidewalk. These shop owners should be released from their responsibility to provide the required visitor / customer parking spaces off-street. Compensation for the missing spaces would be provided by the public on-street parking supply. In terms of private, off-street parking, the construction of underground car parking is highly recommended. The maximum density on a lot can only be achieved by constructing parking structures, either aboveground or, preferably, underground garages. Public parking The public on-street parking spaces are a base supply being offered by the community. These parking spaces are primarily intended for short-term parking, e.g. customer and visitor parking. Metering may be used as a tool to ensure short-term usage and employing such measures is highly recommended.

5.10.3 Review Proposal

Additional car parking is provided in public parking facilities. The locations of the public off-street parking facilities are given in the Land Use Plan. Their locations have been chosen to strategically support the land uses in their surroundings. For example, each of the special high rise building lots is served by a directly adjoining parking facility.

Parking facilities are separated into two main categories – public and the private parking:

The parking regulations are described in detail in the Chapter ‘Development Controls / Parking Requirements’.

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AS&P - Albert Speer & Partner GmbH architects, planners Review of the Abuja Master Plan - Central Area Urban Design Abuja Master Plan Review for the Central Area

33 Final Report

Public parking garage / lot Public parking garages / lots

Parking Facilities Reservations by Land Use – Review Proposal AS&P - Albert Speer & Partner GmbH

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6

Development Control

6.1

Objective

Final Report

The goal of Development Control Documents is to provide clear guidelines and regulations for urban development activities. The instruments of development control are manifold, and they range from legally binding regulations to pure suggestions. The main legally binding control instruments established for the Central Area of Abuja have been the Land Use Plan, the Development Control Regulations and the Design Control Plan.

6.2

Previous Development Controls

KTU Land Use Plan, 1981

Three Development Control documents had been valid before the Master Plan Review: • The KTU Development Controls, included in the Detailed Urban Design document (Final Report, page 37 ff, 64 ff and 77 ff), which are valid for the Central Area zones of Phase 1; • The AIM Development Controls, included in the Site Development and Preliminary Engineering Design document, which are valid for the Central Area zones of Phase 2; • The FCDA Development Control Regulations, specifying standards for the whole Federal Capital Territory. 6.2.1 Previous Land Use Plans The KTU Land Use Plan for Phase 1 was supplemented by separate plans for each Central Area zone, combined with a description of the zone. The AIM Land Use plan for Phase 2 was represented by one drawing covering the whole area.

AS&P - Albert Speer & Partner GmbH

SF Cologne Land Use Plan, not dated

the KTU planning, yet it has served as the valid land use plan to date. AIM Land Use Plan, 1987

Unfortunately, there has never been a comprehensive document for the overall Central Area. Furthermore, the land use plan prepared by KTU was partially inconsistent due to changes in the urban design over time. Further confusion was caused by the consolidation of the KTU Phase 1 land use plan with the FCT master plan made by SF Cologne Consultants. The resulting plan was much too rough and omitted the details of

Other efforts to combine the Phase 1 and 2 land use plans had been made in 1996 and 2007. However, the the KTU and AIM plans remained the officially binding control documents. 6.2.2

Previous Development Control Regulations

6.2.2.1 KTU “design control” document KTU had prepared a set of Development Control Regulations, including: 69

Final Report

• Grid system • Wall line • Height requirement • Level control • Floor area ratio • Building coverage • Location of cores (ministry zone) • Pedestrian walk-way (for CBD blocks) • Portico • Access and access zone • Penetration requirements 6.2.2.2 AIM Development Control Regulations AIM based its development regulations on those of KTU. It explicitly proposed that the “general form of design guidelines for Phase 1 be adopted for Phase 2 development and revised or altered to meet the unique requirements of some Phase 2 parcels.” 6.2.3

Previous Design Control Plans

6.2.3.1 KTU design control plans KTU provides a complex set of design control plans for the Ministerial Zone and the Central Business District. The illustrations aim at an implementation of the architectural proposals envisioned by KTU and leave little space for interpretations by the developer. 6.2.3.2 AIM design control plans The design control plan introduced by AIM is valid for the whole Phase 2 area and leaves more liberty of interpretation for the developer. However, there is a large set of plans providing architectural proposals,

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Review of the Abuja Master Plan - Central Area Urban Design

and it does not become clear whether the design is mandatory or just illustrative.

6.3

Master Plan Review Proposal

The FCDA administration is familiar with the existing system of development control documents for the Central Area, although they may be somewhat confusing to the novice. The review proposal made in the following keeps the existing structure of the control documents, but while introducing changes that optimise the content and enhance their usability. The revised Development Control Regulations consist of: 1. the Development Control Regulations (text), containing Land Use and Design Control Regulations; 2. the Land Use Plan (size 160cm x 90cm), and 3. the Design Control Plan (size 160cm x 90cm). Thus all urban development controls are collected in one booklet, as to avoid loss of information. 6.3.1

Land Use Review Proposal

2. Since the SF plan was released, numerous Certificates of Occupancy (CofO) have been issued for uses which were not conform with the KTU Master Plan. This called for an adoption of the reviewed land use plan, provided that the overall context was not endangered. 3. The Transportation Zone experienced major changes. With the relocation of the National Railway Main Station to the north, the urban pattern had to be rearranged. 4. The land use categories employed by KTU, SF and AIM were not congruent. Furthermore, it was necessary to synchronise the categories with those of the Federal Capital Territory. In order to achieve the best possible solution, a comparison matrix was prepared. In it the differences between all relevant published plans were analysed and visually juxtaposed. The matrix is presented on the following page. In the following step, this matrix has been evaluated and discussed with the FCDA. The result is an integrated Land Use plan for the whole Central Area of Abuja in accordance with the FCT nomenclature.

It was a challenge to combine the original KTU and AIM plans into one document. The new Land Use Plan had to take into consideration various aspects: 1. The original documents prepared by KTU were partly illegible (especially the land use plans), so that the original intention had to be deduced from the descriptions and the development context. On the other hand, it was impossible to work on with the SF documents, because the shortcomings regarding detailed land uses (especially public uses, utilities and landscaping) had become obvious. AS&P - Albert Speer & Partner GmbH

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6.3.2

Development Control Regulations Review Proposal

As with the land use regulations, it was necessary to merge the various existing design control regulations into one consistent document. The following issues had to be considered: 1. A new and more intuitive structure has been given to the regulations. Where necessary, the regulations are accompanied by easily comprehensible, explanatory drawings. 2. The existing regulations were partly complicated and difficult to comprehend. Similar and only slightly differing regulations were condensed into one simple regulation. Dispensable regulations have been eliminated. 3. New and efficient regulations had to be found (e.g. to address the problem of weakly utilised land). Minimum standards have been introduced. 4. New regulations for the Central Area Boulevards had to be incorporated. 5. The design control document has been coordinated with the road and utilities planning to facilitate the provision of municipal infrastructure in the Central Area. 6. The intention is to replace the overly detailed and impossible to implement architectural proposals of the preceding documents with the design control document. Therefore, the regulations had to be verified by test designs. 7. The overall urban density had to remain the same as before the review.

Review of the Abuja Master Plan - Central Area Urban Design

6.3.3

Design Control Plan Review Proposal

The Design Control Plan is one of the three important documents for Development Control (the others are the Land Use Plan and the the Design Control Document). In the understanding of the review, the Design Control Plan is a site-specific supplement to the Design Control Document rather than a detailed architectural proposal. It was found to be more advantageous to regulate only the issues which are absolutely necessary to achieve a good urban form and provide as much liberty to the landowner and developer as possible. 6.3.4

Public Facilities

The Central Area fulfils the role of a Sector Centre, respectively District Centre. However, due to its primary function as the core business and administration centre of the Capital, the general land use mix differs from that of other sectors, districts and neighbourhoods. Residential uses and the public facilities generally associated with them are less represented in the Central Area.

• Main library • Reading room • Petrol station • Security station To date very few of these facilities have been provided in the Central Area. Partially this reflects the fact that the development of the Central Area has lagged overall and many of the originally proposed sites have been occupied by other land uses (e.g. sites for preschools). Wherever possible, however, the originally planned public facilities have been generally maintained in this review. In some cases they had to be shifted to new locations due to the actual development situation. Care was always taken to ensure that the new locations are as close as possible to the original sites and the expected users. In some instances these standards have been modified to reflect contemporary needs. A list of all facilities is contained in the appendix to this report.

In general, the planning standards set out in the original IPA Abuja Master Plan apply regarding the provision of public and community facilities at the various levels of the service centre hierarchy. The following facilities were provided for in the original master plan: • Fire station • Police station • General post office • Post office • Postal agency • Health centre • Nursery / Kindergarten

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6.4

Final Report

Development Control Regulations – application comparison

Component

KTU

AIM

AS&P

Grid System

8m x 8m in TPZ, MZ, CBD MZ: Grid Line starts at property line CBD: Grid Line 4 m setback from property line

8m x 8m

No grid as considered of little value regarding smaller scale development which the review strives to facilitate

Wall Line

Yes

Yes

Setbacks

MZ: 6m setback all sides CBD: 4m setback all sides

Portico

Yes, CBD blocks

Yes

Yes, obligatory along main boulevards, referred to as “colonnade”

Portico ownership/use

Private / Public

Private / Public

Private / Public

Yes, referred to as “build-to line”

Setback ownership/use

Private / Publicsemi public

Private / Publicsemi public

Private / Publicsemi public

Diverse setbacks according to design control plan, no setback on service roads / interior courts no setbacks for basement 9m front / 6m side setback in Diplomatic Zone

MZ: 6m setback all sides All other: 4 m setbacks all sides

Access

MZ: exact location Formal Entrance Staff Entrance Car Service & Bicycle

Yes

General location Vehicular access Formal Entrance

Setbacks not mandatory over colonnades and for basements

Height requirement

Yes

Yes

Yes

Level Control

Yes

Yes

Floor Area Ratio

Yes

Building Coverage (Lot Area Coverage)

CBD: general location Drop-off Parking Service Yes

Yes

Yes

Yes

Penetration requirements (pg. 90)

Yes

Yes

Subdivision

Yes

Yes

Yes

Yes

Yes

Yes, minimum frontage 30m

Airspace

No

Yes

No

Location of Cores

Yes, in MZ

No

No

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Minimum Frontage 8m Minimum lot size 384 m² common property of court or feeder road

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6.5

Revised Development Control Regulations for the Central Area of Abuja

The main conflicts between the built situation and the Development Controls have been: Site Layout: • The setback zone of 4m towards the road corridor is supposed to be public in use, even though private in occupancy.

AS&P – Albert Speer und Partner GmbH

6.5.1 Introduction 1 Introduction

• The setback line is a wall line and shall be built up by at least 70%.

6.5.1.1 Approach 1.1 Approach

• On-site parking is supposed to be placed in parking garages, or otherwise inside the courtyards in the centre of the urban blocks, and is to be screened by the surrounding buildings.

Development control isfor a tool establishing regulatory guidelines for overall urban design. It en6.5.1.2 Reasons thisforRevision

In reality, the reverse of the original stipulations can be frequently observed, whereby the property is fenced and the building is placed in the centre of the lot, surrounded by on-site parking.

sures an orderly arrangement of physical forms and functions as to achieve a better quality of the environment and to create a harmonious and well organized urban fabric.

6.5.1.3 New Terminology

Site Coverage / FAR:

The Development Control Regulations for the Central Area of Abuja consist of: the Land Use regulation document and plan and the Design Control regulation document and plan. They are to be consulted in conjunction with the Road Control documents and plans and the Utility Control documents and plans. All of these documents together must be understood as a comprehensive body of regulations. While the general land use and urban density are provided in the Land Use regulations, details regarding site access or utility reservations are contained in the Road or Utility Control documents.

Level Control: Most of the building projects have been realized with no regard for the future street levels, or the level controls established by AIM. A simple reference to the hook-up points, which are controlled and provided by the authorities, will replace most regulations of the past.

Subsequently, when a development decision is to be made for a site in the Central Area, all of the above-mentioned documents must be consulted.

1.2

Most of the development in Phase 2 does not match the foreseen site coverage and Floor Area Ration (FAR) regulations. This is a severe waste of public investment because the infrastructure has a much higher capacity than the actual demand. The revised Development Controls have to establish minimum standards for site coverage and FAR, facilitate lot subdivision and also allow for a densification on the already built-up lots.

Subdivision / Grid Required: The subdivision of lots should play a much more significant role than it does today. Smaller investors must have the opportunity to develop parcels of land that are adequate to their needs. The revised development controls will facilitate subdivision and provide examples for implementation.

Reasons for this Revision

The Development Controls for the Central Area of Abuja were established by KTU in 1981 for Phase 1 and by AIM in 1987 for Phase 2. Several buildings have given a good contribution to the desired urban pattern, especially in the Phase 1 area.

The 8x8 metre grid, which is still obligatory today, is largely obsolete; it has already been ignored in most developments.

Most of the other existing buildings only partially observe the stipulations, if at all. Especially in the Phase 2 area, where private investment is prevalent, some shortcomings have been repeated over and over again. This may indicate a lack of control; an overly complex nature of the regulations; or it may have been caused by over-regulation of the design.

1.3

New Terminology

For some subjects, new terms have been introduced: • Colonnades (formerly called arcades or portico) • Build-to line (formerly called wall line)

Therefore, after an analysis of the constraints, conflicts and challenges it was deemed necessary to adjust the Development Controls and give clear, comprehensive regulations, while still keeping the spirit of the Master Plan.

The goal is to clearly identify the new, revised regulations and avoid confusion with the old definitions, which often have not even been used correctly.

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6.5.1.4 Study Area

2 Land Use

6.5.2 The area Land in whichUse the revised development controls are to be applied is the Central Area of Abuja.

2.1

1.4

Study Area

Permitted Uses

Other areas of the city are not affected and the existing regulations will retain their validity. For this

review, Central Area is defined as the area within the INEX and ISEX expressways to the north 6.5. 2.1 the Per mitted Uses and south, Ring Road No. 1 (Nnamdi Azikiwe Expressway) to the west and NS13 (Shehu Shagari Way) to the east. Due to its special status, the Three Arms Zone has not been included in the review boundaries. The boundaries of the Central Area are shown in the respective development control maps. The area of applicability of the revised regulations is depicted in the following map.

The Detail Land Uses for the whole Central Area of Abuja are shown in the Land Use Plan. For each land use, a list of permitted building uses has been established. The goal is to create a harmonious urban development and to avoid major disturbances among the building uses.

Definition The list of permitted uses determines which building uses are allowed in each Detail Land Use sub-category. Other purposes may be permitted only at the discretion of the authorities. Permitted Uses in the Central Area of Abuja (See table on following pages). Gross Floor Area Restriction (GFA restriction) The GFA restriction is a percentage indicating a maximum (or minimum) share of the building use, compared to the total lot. It is shown in the right column of the Permitted Uses tables. It is defined as the sum of all gross floor areas (GFA) of a building use in relation to the total GFA on a lot. Auxiliary Buildings Auxiliary buildings (with uses other than the permitted building use) are permissible, as far as they serve the main buildings (with a permitted building use) and have no negative impact on the neighbouring buildings. Examples for auxiliary buildings are: • Parking facilities, storage facilities • Gate houses, generators etc. • Staff quarters Note: The decision whether a building is an auxiliary building or not lies at the discretion of the authorities.

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A) General Land Use: Commercial Detail land use

Permitted building uses

GFA restriction

Hotel (H)

Hotel, hostel, motel, guest house

Min. 60%

Detail Land Use

Permitted building uses

Mixed Development Residential (MXR)

Flats, apartments, residences

Restaurant, snack bar

Community and juvenile centre Library, reading room

Shops, supermarket

Remand home

Max. 40% combined

Amusement

Place of worship

Market, Shopping Centre, Department Store (M)

Shopping complex

Nursery

Shops, supermarket

Shops, supermarket

High density Commercial (HDC)

Administration / office

Hotel, hostel, motel, guest house

Warehouse

Restaurants, snack bars

Warehouse

Shops, supermarket Hotel, hostel, motel, guest house

Mixed Development Diplomatic (DPL)

Administration / office Flats, apartments, residences for expatriates Community and juvenile centre Library, reading room

Max. 20%

Administration / office

Place of worship

Warehouse

Nursery

Shops, supermarket Hotel, hostel, motel, guest house

Max. 40% combined

Non-disturbing amusement Min. 80% combined

Amusement

Low Density Commercial (LDC)

Min. 60% combined

Administration / office

(None)

Restaurant, snack bar

Flats, apartments

GFA Restriction

Min. 60% combined

Shops, supermarket Min. 80% combined

Restaurants, snack bars

Max. 40% combined

Non-disturbing amusement

Restaurant, snack bar Amusement Flats, apartments

C) General Land Use: Community and Public Institutions

Max. 20%

B) General Land Use: Mixed Use Development

Detail Land Use

Permitted building uses

Health Centre (HC)

Clinic, hospital Pharmacy, chemists

Detail Land Use

Permitted building uses

Mixed Development Commercial (MXC)

Administration / office

Laboratory

Warehouse

Surgery, health centre, medical centre

Shops, supermarket

Welfare institution

Hotel, hostel, motel, guest house

GFA Restriction

Min. 60% combined

Amusement, recreational facilities, cinemas, theatres Max. 40%

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(none)

Police Station (PS)

Police administration and auxiliary buildings related to police station

(none)

Fire Service (FS)

Fire service administration and auxiliary buildings related to fire service

(none)

Religious Institution (RI)

Mosque, church, synagogue, temple

Restaurant, snack bar

Flats, apartments

GFA Restriction

Place of worship

(none)

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Detail Land Use

Permitted building uses

Cultural Institution (CU)

Museum, theatre, cinema Library, archive

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GFA Restriction

F) General Land Use: Public Utilities

(none)

Community and juvenile centre Governmental Administration (GA)

FCT government institution State government institution Parastatal institution Municipality

(none)

State liaison offices, chancery, embassy

Min. 80%

Flats, apartments

Max. 20%

Nursery / Primary School (NPS)

Crèche, nursery, kindergarten

Post Primary School (PPS)

Post primary school

Primary school

Transformation station / substation

Telecommunication / Post (TL)

Telephone exchange / sub-exchange site, antenna pole

GFA Restriction (none)

(none)

Fuel station Workshop

(none)

Shops (only in connection with fuel station)

G) General Land Use: Open Spaces, Recreation and Undevelopable Land

D) General Land Use: Educational Permitted building uses

Electric Power Station (EPS)

Petrol Filling Station (PFS)

Citizen and tourist information

Detail Land Use

Permitted building uses

Administration

Post office

Governmental State Liaison (GSL)

Detail Land Use

GFA Restriction

Detail Land Use

Permitted building uses

Organised Open Space – Public Park (OSP)

Public parks and gardens

(none) (none)

GFA Restriction

Public stage Open air theatre

(none)

Playground Kiosk, café, snack bar

E) General Land Use: Transportation Detail Land Use

Permitted building uses

Roads

Road and street rights-of-way and infrastructure Public transit stops (bus, metro)

Railway (RLW)

Railway rights-of-way and infrastructure

Terminals (T)

Bus terminal Rail terminal Restaurants, snack bars

GFA Restriction (none)

Active Recreation (AR)

Sports centre (gym, pool, playfields, etc.)

Public stage

(none)

Kiosk, café, snack bar

Open air theatre Open air amusement park

(none)

Zoological garden, botanical garden, arboretum Undevelopable Land, Flood Area & Steep Ground (UL)

Min. 60% combined

Shopping complex

Max. 40%

Parking lot, parking garage

Min. 80%

Kiosks, shops

Max. 20%

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Public square

(none)

Kiosks, shops

Public Parking (P)

Organised Open Space – Public Square (OSQ)

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No aboveground structures allowed

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6.5.2.2 Lot Area Coverage (LAC; Site Coverage) 2.2

Permitted LAC per Land Use in the Central Area of Abuja

Lot Area Coverage (LAC; Site Coverage)

Since open spaces are required on each lot to allow for exposure to light, access, drop-off, setback, landscaping, etc. only a certain portion of the lot surface may be occupied by a building. In these revised regulations two LAC stipulations are used: 1) maximum LAC; and 2) minimum mandatory LAC (minimum tolerable development). Establishing the maximum lot area coverage is necessary to guarantee the provision of these open spaces. Likewise, establishing a minimum tolerable LAC is crucial in order to guarantee that the desired urban vista and viable densities are achieved.

Definition The lot area coverage (LAC) is the sum of all built-up areas on a parcel in relation to the total lot area of the parcel. The built-up area is the projection of all aboveground building parts at ground level.

The following table shows the permissible Lot Area Coverage for each land use in the Central Area. The centre column contains the minimum tolerable development, whereas the level of development which can at maximum be permitted is shown in the right column.

A) General Land Use: Commercial Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Hotel (H)

20%

60%

Market, Shopping Centre, Department Store (M)

20%

60%

High density Commercial (HDC)

20%

60%

Low Density Commercial (LDC)

20%

60%

B) General Land Use: Mixed Use Development Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Mixed Development Commercial (MXC)

20%

60%

Mixed Development Residential (MXR)

20%

60%

Mixed Development Diplomatic (DPL)

20%

60%

C) General Land Use: Community and Public Institutions

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Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Health Centre (HC)

20%

60%

Police Station (PS)

n/a

60%

Fire Service (FS)

n/a

60%

Religious Institution (RI)

20%

60%

Cultural Institution (CU)

20%

60%

Governmental Administration (GA)

20%

60%

Governmental State Liaison (GSL)

20%

60%

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D) General Land Use: Educational

G) General Land Use: Open Spaces, Recreation and Undevelopable Land

Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Nursery / Primary School (NPS)

20%

To be permitted at the discretion of the authorities

Post Primary School (PPS)

20%

To be permitted at the discretion of the authorities

E) General Land Use: Transportation Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Roads

n/a

To be permitted at the discretion of the authorities

Railway (RLW)

n/a

To be permitted at the discretion of the authorities

Terminals (T)

n/a

To be permitted at the discretion of the authorities

Public Parking (P)

n/a

To be permitted at the discretion of the authorities

Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Electric Power Station (EPS)

n/a

To be permitted at the discretion of the authorities

Telecommunication / Post (TL)

n/a

To be permitted at the discretion of the authorities

Petrol Filling Station (PFS)

n/a

To be permitted at the discretion of the authorities

Detail land use

Minimum development (minimum permissible LAC)

Target development (maximum permissible LAC)

Organised Open Space – Public Park (OSP)

n/a

20%

Organised Open Space – Public Square (OSQ)

n/a

10%

Active Recreation (AR)

n/a

20%

Undevelopable Land, Flood Area & Steep Ground (UL)

none

none

If a minimum LAC has been defined for the corresponding land use, a lower site coverage is not permitted. The minimum LAC depicts the minimum level of development that will be tolerated by the authorities. This has been done to safeguard the urban vista and in order to enable phased development of a plot. If a smaller scale development is desired, the lot must be subdivided according to the subdivision regulation (see Chapter 3.5).

F) General Land Use: Public Utilities

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6.5.2.3 Floor Area Ratio (FAR) 2.3

Permitted FAR per Land Use in the Central Area of Abuja

Floor Area Ratio (FAR)

The FAR represents the relationship between the floor area of a building and the area of its lot and is generally used to describe the bulk or mass of building volume. In this context it represents an index of building mass, with higher FARs representing greater building volume. Defining a minimum tolerable FAR is crucial in order to guarantee that the desired urban vista and viable densities are achieved.

The following table shows the permissible Floor Area Ratio in the Central Area. The centre column contains the minimum tolerable development, whereas the level of development which can at maximum be permitted is shown in the right column.

A) General Land Use: Commercial Definition

Detail Land Use

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

The floor area ratio (FAR) is the ratio of the total gross floor area (GFA) of all buildings on a lot to the area of the lot on which the buildings are located.

Hotel (H)

100%

200%

Market, Shopping Centre, Department Store (M)

100%

200%

The gross floor area (GFA) is the sum of the areas of all floors - including staircases and building structure, but excluding basement, penthouse, roof, balconies, terraces, open stairs and portico.

High density Commercial (HDC)

100%

400% (urban density exemption: higher FAR permissible as indicated in the Design Control Plan)

Low Density Commercial (LDC)

100%

200%

B) General Land Use: Mixed Use Development

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Detail Land Use

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

Mixed Development Commercial (MXC)

100%

200%

Mixed Development Residential (MXR)

100%

200%

Mixed Development Diplomatic (DPL)

100%

200%

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F) General Land Use: Public Utilities C) General Land Use: Community and Public Institutions Detail Land Use

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

Health Centre (HC) except Hospital and except Clinic

100%

200%

Hospital, Clinic

40%

100%

Police Station (PS)

n/a

200%

Fire Service (FS)

n/a

200%

Religious Institution (RI)

40%

200%

Cultural Institution (CU)

100%

200%

Governmental Administration (GA) in the state departments zone (between NS-9 and NS-13 roads)

100%

400%

Governmental Administration (GA) outside the state departments zone

100%

Governmental State Liaison (GSL)

100%

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

Electric Power Station (EPS)

n/a

To be permitted at the discretion of the authorities

Telecommunication / Post (TL)

n/a

To be permitted at the discretion of the authorities, but max. 200%

Petrol Filling Station (PFS)

n/a

To be permitted at the discretion of the authorities

G) General Land Use: Open Spaces, Recreation and Undevelopable Land Detail Land Use

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

Organised Open Space – Public Park (OSP)

n/a

20%

Organised Open Space – Public Square (OSQ)

n/a

10%

Active Recreation (AR)

n/a

30%

Undevelopable Land, Flood Area & Steep Ground (UL)

No development permitted

No development permitted

200% 400%

D) General Land Use: Educational Detail Land Use

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

Nursery / Primary School (NPS)

40%

200%

Post Primary School (PPS)

40%

200%

E) General Land Use: Transportation Detail Land Use

Minimum development (minimum permissible FAR)

Target development (maximum permissible FAR)

Roads

n/a

To be permitted at the discretion of the authorities

Railway (RLW)

n/a

To be permitted at the discretion of the authorities

Terminals (T)

n/a

To be permitted at the discretion of the authorities, but max. 400%

Public Parking (P)

n/a

To be permitted at the discretion of the authorities

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If a minimum FAR has been defined for the corresponding land use, a smaller building bulk is not permitted. The minimum FAR depicts the minimum level of development that will be tolerated by the authorities. This has been done to safeguard the urban vista and in order to enable phased development of a plot. If a smaller scale development is desired, the lot must be subdivided according to the subdivision regulation (see Chapter 3.5).

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6.5.2.4 Land Use Plan (reduced to scale 1:20,000)

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6.5.3 Design Control 3 Design Control

3.2

6.5.3.1 Setback 3.1

Setback

6.5.3.2 Building Height The setback area is an interface between public space and private space. It is the showroom of the lot to the public; accordingly, it should be designed as a publicly accessible, pedestrian-friendly, inviting open space.

Building Height

Defining the permissible building height helps to control the urban vista of the Central Area of Abuja. By indicating areas with higher buildings, a higher urban density for central functions can be achieved. Furthermore, orientation in the city is facilitated when high rise buildings provide landmarks in the urban fabric. In order to safeguard the desired urban vista it is also necessary to stipulate minimum building heights.

Definition Definition The maximum building height is the vertical distance between the level of the nearest adjoining main road and the highest point of the building’s roof structure.

The setback is the minimum distance between the lot boundary and the building frontage. Measurements shall be taken from the nearest point of the wall of a building to the lot line in question.

The minimum building height is the vertical distance between the level of the nearest adjoining main road and the eaves of the building.

Required Setback in the Central Area of Abuja The standard setback for all structures in the Central Area of Abuja is 4 metres from the lot boundary, with the following exceptions: State Department Zone: Between NS-9 and NS-13 roads, the setback to a public right-of-way (ROW) is 6 metres instead of 4 metres • Diplomatic Zone: The setback to a public right-of-way is 10 metres instead of 4 metres • No setback is required for underground structures • No setback is required for upper floors over colonnades (see Chapter 3.4 “Colonnade Line”) No fence or wall is allowed on the lot boundary and in the setback zone. Required public utility infrastructure equipment, e.g. power distribution stations, telecommunication boxes, is permitted in the setback zone. In the rear setback of each plot, a 4m by 4m space for house infrastructure has to be reserved. Access to this space has to be granted all times.

Permitted Building Height in the Central Area of Abuja -

In a high rise area (as indicated in the Design Control Plan): Maximum building height = 60m (exception: greater building height permissible in the Design Control Plan, i.e. “skyscraper exemption”)

Where underground structures are intended to be built in the setback of a lot, the design must be co-ordinated with the Utility Controls as an easement may be in place. Easements may also be required where retaining walls are required along public streets. Therefore the Road Control Plans must also be consulted.

-

In all other areas: Maximum building height = 25.60 m, this corresponds to 7 floors for commercial buildings and 8 floors for residential buildings; see Chapter 3.3 for floor heights

-

On a build-to line (as indicated in the Design Control Plan): Maximum building height = 25.60 m, this corresponds to 7 floors for commercial buildings and 8 floors for residential buildings; see Chapter 3.3 for floor heights Minimum building height = 15.00 m, this corresponds to 4 floors for commercial buildings and 5 floors for residential buildings; see Chapter 3.3 for floor heights.

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Inter Building 6.5.3.3 FloorSetbacks Height Regarding the mandatory distance between individual buildings on a lot (Inter Building Setbacks) the current code for Abuja has been modified to enable denser, more urban development in the Central Area.

3.3

Therefore the minimum distance between individual buildings on a lot must be equal to half of the average height of the respective buildings; and it may not be less than 8m. It is, however, at the discretion of the authorities to demand a greater inter building setback on a case-by-case basis towards achieving a viable and attractive urban environment.

Floor Height

When determining the height of a floor, the intended use of a building as well as required technical equipment must be taken into consideration. Public buildings will have representative areas (e.g. a lobby) on the ground floor and should therefore have higher ground floors.

Skyscraper Development

Definition

Skyscrapers (buildings higher than 60m) must be carefully integrated into the urban system and their development must be closely coordinated with the authorities. Special attention has to be paid to the pedestrian and vehicular access to the lot. The development of adjoining public parking garages may also be affected by the planned skyscrapers, and coordination measures should be undertaken to ensure sufficient capacities.

The height of a floor is the distance between the level of the unfinished floor of the corresponding storey and the level of the unfinished floor of the storey above.

Floor Height in the Central Area of Abuja The floor height should carefully consider the requirements of the building. In buildings with public or semi-public uses (e.g. commercial) the height of the ground floor must be greater than 4.50m. Otherwise the standard floor height is determined by the applicable building codes. It may be necessary to adapt the height of the ground floor when colonnades adjoin the street level (see Chapter 3.4 “Colonnades”).

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6.5.3.4 Build-to Line and Colonnade Line 3.4

Build-to Lines in the Central Area of Abuja Build-to lines are indicated in the Design Control Plan. On the corresponding lots, the following stipulations must be obeyed:

Build-to Line and Colonnade Line

Along roads B8 and B10 – the proposed boulevards – continuous street facades are desired in order to give the Central Area an urban atmosphere and to reinforce the boulevard character. A build-to line is employed as the instrument for controlling the continuity of the street frontage. To make life in the hot climate of Abuja easier, roofed colonnades for public pedestrian use have been foreseen along the main pedestrian axes. They will provide shade and rain protection.

• The minimum building height on a build-to line is 15 metres. • At least 70% of the building’s elevation must align with the build-to line in order to create the required street elevation. The remaining 30% of the elevation may be recessed by a maximum of 20 metres from the lot boundary. • If a building elevation is recessed from the build-to line, the private space between the public walkway and the facade must be made available for public use.

Colonnade Lines in the Central Area of Abuja

Build-to lines and colonnade lines depict the requirement to build a building frontage and / or colonnade in a specified place, e.g. along a particular section of the lot boundary.

The construction of colonnades is obligatory where a colonnade line is indicated in the Design Control Plan. A colonnade line is always a build-to line, i.e. the regulations for build-to lines apply. On all other lots, the construction of colonnades is optional.

Lot boundary

Lot boundary

Definition

When constructing colonnades, whether obligatory or not, the following stipulations apply: • Colonnades are to be constructed on the setback zone of the lot. The dimension is 4m (minimum depth) by 4.50m (minimum clearance). • The street frontage of the colonnade must be open and prepared for public pedestrian use. If the back frontage is not connected to the building facade, it must be open to the lot. Fences are not permissible. • The colonnade is to be covered by a permanent roof (or by a ceiling). • The design must be co-ordinated with the Utility Controls. • Barrier-free access for disabled persons must be provided at least at one point along the colonnade. It must be of appropriate width and grade.

Lot boundary

Lot boundary

Lot boundary

Lot boundary

site layout

site layout elevation

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Property Lot Bonus 6.5.3.5 Subdivision

3.5

Over colonnades (and regardless whether obligatory or optional), a building’s upper floors may be built directly to the lot boundary (no setback required). This means that by building colonnades, the property holder can win additional open space inside and to the rear of the lot area (Property Bonus).

Lot Subdivision

Lot subdivision is intended to facilitate development by smaller investors and to promote more diversity in the urban core. Nevertheless, it must be ensured that the street frontage along roads B8 and B10 is continuous to prevent unsightly gaps and narrow alleys between buildings. Therefore wall-to-wall construction is mandatory on the side lot boundaries within a defined area.

Definitions A lot subdivision line depicts a geographical mark along which the subdivision of a lot is allowed. A wall-to-wall line indicates where two buildings must be erected on a common border. Lot Subdivision Lines in the Central Area of Abuja It is highly recommended to only permit superblock subdivision along the proposed lot subdivision lines, which are indicated in the Design Control Plan. The subdivision lines are arranged such to ensure that subdivision does not result in inefficient lots. The proposed subdivision pattern also ensures that access is maintained to each sub-lot. It is left to the discretion of the authorities to permit a different lot subdivision where such a need arises. If additional public block access streets are necessary, they have to be retained from the lot area and executed at Government cost.

Core Shopping Frontage All street facades adjoining a colonnade line are Core Shopping Frontages. They must comply with the FCDA Development Manual regulation , which is attached as Annex 1.

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The subdivision of lots Access shall be applied such that the construction of parking spaces is facilitated. 6.5.3.6 Vehicular

3.6

The construction of a common parking garage under the subdivided lots is recommended; it is, however, not mandatory.

Vehicular Access

It is necessary to designate vehicular access points, respectively vehicular access restriction zones in key areas of the Central Area in order to a) prevent constant disruptions of pedestrian movement along the sidewalks; and b) prevent traffic jams on the main roads.

In the rear setback of each plot, a 4m by 4m space for house infrastructure has to be reserved. Wall-to-wall lines In order to a) prevent unsightly alleys and gaps between buildings; and b) enable subdivision where build-to lines apply, wall-to-wall lines have been indicated in the Design Control Plan instead of simple lot subdivision lines. Along these lines buildings must be erected wall-to-wall with their lot neighbours.

Definition The stipulations for vehicular access affect all vehicular traffic to a superblock, respectively lot. Designated block access points indicate the vehicular access to the internal block streets from the adjoining public roads. They are shown in the Design Control Plan and/or Road Control Plan.

External building walls built on the common border with neighbouring lots must comply with the following stipulations:

Restricted vehicular access zones indicate zones where direct vehicular access is not permitted. They are shown in the Design Control Plan and/or Road Control Plan.

• No setback from the adjoining build-to line • Construction entirely on one’s own property, and ready for wall-to-wall-construction • Sidewalls must be fire walls (fire proof structure, no openings)

General Vehicular Access Regulation

• Structural stability independent from the neighbouring building.

Lot access is allowed from the access streets only. Within the access streets, the exact location of the lot access is flexible and is to be determined according to the requirements of the lot developer. If the access streets have been omitted due to a superblock development, the block access points must be used for accessing the superblock.

Superblock Development In case a private land holder holds an entire superblock, he is responsible for the construction of the internal block access streets as required. The internal street layout may be changed; however, the access points to the superblock may not be altered and the developer must take vehicular access aspects into due consideration (see next Chapter). The design of a superblock must be co-ordinated with the Utility Controls, as an easement may be in place. Public utility infrastructure equipment, e.g. power distribution stations or telecommunication boxes, have to be accessible at all times. AMP - Central Area Urban Design - Revised Development Control Regulations

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6.5.3.7 Parking Requirements

3.7

Parking Requirements

It is crucial to regulate the provision of parking spaces in the Central Area. In doing so, care must be taken not to disrupt the desired urban vista and yet still provide a set of regulations which facilitates development.

Definition The objective of the following document is to formulate specific parking regulations for the Central Area of Abuja. For the Central Area of Abuja these specific regulations will supplement, and at times replace, the existing parking regulations and standards included in the current Abuja FCT Development Control Manual (published 2007). Parking Requirements in the Central Area of Abuja A base supply of public parking spaces will be offered publicly on-street. These parking spaces are primarily intended for short-term parking, e.g. customer and visitor parking. It is at the discretion of the authorities whether these parking facilities will be provided free of charge or whether parking fees will be claimed. The enforcement of the parking regulations is the task of the relevant authorities. Additional car parking is provided in public parking facilities. The parking spaces required to serve the use of a plot shall be provided by the lot owner on his property, i.e. off-street. In terms of private, off-street parking, the construction of underground car parking is highly recommended. The maximum density on a lot can only be achieved by constructing parking structures, either aboveground or, preferably, underground garages. Car Parking Regulations for the Central Area of Abuja The numbers of required off-street parking spaces for the specific building uses within the Central Area are shown in the following table. International best practices were consulted in their determination. The values have been adapted – when reasonable – to the specific situation of the Central Area of Abuja. The table reflects an urban development situation in the Central Area, in which a public transit system has not yet been well established. Drop-off Zone Along of the main roads, no drop-off zone is allowed. Visitors being dropped off by car must enter the block access streets. For each building lot, one drop-off space per 1,000 m! lot area may be reserved in the adjoining block access street.

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Parking Requirements – Table

Parking Requirements – Table (continued)

Category

Detail building use

Parking requirement

Residential buildings

Flats, apartments, residences

1 per 70m! GFA, min. 1 per dwelling unit

Commercial buildings

Hotel, hostel, motel, guest house

Category

Detail building use

Parking requirement

Educational buildings

Crèche, nursery, kindergarten

1 per classroom / group room

Primary school Post primary school

1 per 2 guest rooms

Shop, supermarket

1 bus parking space per 3 classrooms

Restaurant, snack bar Amusement

1 per 50m2 GFA Utility buildings

Shopping complex

Transformation station / substation Telephone exchange / sub-exchange site, antenna pole

Warehouse Administration / office

1 per 50 m! administrative space

1 per 75m2 GFA

1 per 75 m! GFA administrative space

Administration Community buildings

Clinic, hospital Surgery, health centre, medical centre

Fuel station 1 per 100m2 GFA

Workshop

Pharmacy, chemists Laboratory

Fire service administration and auxiliary buildings related to fire service Mosque, church, synagogue, temple

Shops (only in relation with fuel station)

1 per 50 m! GFA

Public parks and gardens

1 per 2,000 m! surface area

1 per 50m2 GFA Open spaces

Welfare institution Police administration and auxiliary buildings related to police station

1 per 200 m! GFA

Playground Public square 1 per 75 m! GFA

Sports centre (gym, pool, playfields, etc.)

1 per 250 m! surface area

Open air amusement park 1 per 10 m! GFA assembly space

Zoological garden, botanical garden, arboretum

Place of worship Theatre, cinema

1 per 5 seats

Open air theatre

Public stage

1 per 20 seats

Museum Library, archive

1 per 20m2 GFA assembly space

Community and juvenile centre FCT government institution State government institution Parastatal institution

1 per 75m2 GFA

Municipality State liaison offices, chancery, embassy Post office Citizen and tourist information

1 per 50m2 GFA

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6.5.3.8 Level Control

Deviations to the norm are permissible at the discretion of the authorities and may be necessary due to restricted street spaces.

Deviation from the Standards 6.5.3.9 Utility Connection The preceding table provides standard values. It is at the discretion of the authorities to permit a 6.5.3.10 Occupancy developer to deviate fromTreatments the standards if he submits a traffic expert’s opinion/study in which an appropriate mode share (public transit/private vehicles) has been taken into consideration. This procedure can also be employed to determine the required number of parking spaces for customers and employees. It is the right of the authority to either accept or reject the developer’s calculations.

Parking Lot Design Regarding private, off-street parking areas the authorities should encourage the minimisation of sealed surface areas to facilitate rainwater drainage and to reduce effects of solar radiation on the microclimate of the Central Area. Furthermore the authorities should encourage the planting trees in the parking areas to provide shade.

3.8

Level Control

Parking Requirement Release It is at the discretion of the authorities to release a lot owner from his responsibility to fulfil the offstreet parking requirements in full. The authorities may release him from a certain percentage of his required spaces in return for a fee. Compensation for the missing spaces would be provided in the public parking facilities in the Central Area. A legal framework (if not already in place) must be employed to ensure the proper provision, fee schedule, operation and regulation of the public parking facilities. Before the authorities decide to permit the release from parking obligations in the Central Area it is recommended to complete a separate supply and demand study of the parking situation.

Required Ground Floor level The ground floor level of new structures must take the levels of the surrounding streets, whether already built up or planned, into consideration. The street levels have been provided in the Road Control section and must always be verified by the FCDA Planning and Development Control Departments and Engineering.

3.9

Utility Connection

Points where lots can be connected to public utility systems are to be established in the Engineering Design.

Promotion of Public Transport Depending on public policy, a reduction of the required parking spaces by 25 % could be applied for a certain area (e.g. the CBD) when a capable public transit system has been installed and the FCDA decides to promote its use by limiting parking opportunities in the Central Area. However, until the public transit system has been established, the values listed in the table above shall be applied.

Easements may be employed on private lots in the interest of the public domain and are indicated in the Utility Control Plans and/or Road Control Plans. Where easements or public utilities affect an area of the lot its development must be approved by and coordinated with the FCDA Planning Department and Engineering Department.

It is, however, not permissible to reduce the required number of parking spaces for the following land uses:

3.10

• Residential uses

Occupancy Treatments

Wherever a street or pedestrian walkway is proposed in the Design Control Plan, the designated areas belong to the government. Construction and maintenance of the street or walkway should be undertaken by the authorities.

• Health facilities • Hospitals

Provision of space for setbacks and colonnades is a mandatory requirement for the property holder. Paving and maintenance will be undertaken by the property holder.

Parking Space Dimensions In general, parking spaces for single vehicles in the Central Area shall be 2.5m x 5.0m in dimension. • One out of 80, but at least one, parking spaces must be suitable for persons with disabilities. Parking spaces for disabled persons shall be 3.5m x 5.0m in dimension. • The dimensions of angle parking spaces depend on their angle. They are to be 2.5m in width and their length shall be decided case-by-case based on the applied angle.

When constructing the colonnade the land owner shall use the same or similar paving materials as have been/ will be used in the adjoining pedestrian walkway. This is necessary to create visual harmony and to maintain a common surface. Maintenance of colonnades and courts used by the public will be borne by the labour force of public agencies.

• Parking spaces parallel to the streets shall be 3.0m x 6.0m in dimension. AMP - Central Area Urban Design - Revised Development Control Regulations

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6.5.3.11 Implementation 3.11 Implementation Application for Building Permit Before detailed design commences, an outline design with a site plan of the proposed development shall be submitted to the FCDA Development Control Department for review and approval. Upon receipt of this approval, a detailed design must be submitted as application for the final building permit. Period of Validity for Building Permit Any building permit is valid for 6 months from the date of delivery. If construction has not commenced after 6 months time have elapsed, the FCDA can demand that a new application for building permit must be submitted for approval, which complies with the newest laws and regulations applicable for the Central Area of Abuja. (The erection of construction fences, walls or ancillary structures cannot be considered as commencement of construction.) If no substantial progress is made for a further period of 6 months, the authorities have the right to revoke the building permit.

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6.5.4 Other Control Documents 4 Other Control Documents

Annex 1: Core Shopping Frontages

6.5.5 Cancelled Regulations Road Control Documents

(Excerpt from the Abuja Development Control Manual, 2007)

The layout the public street network has been established in the Road Control documents. Any Annex 1: of Core Shopping Frontages private development has to comply with the final road layout.

DC.CML2 In determining planning applications in the defined core shopping frontages, the Department will not permit changes of uses of shops at ground floor level to other uses that would not enhance the character, viability and vitality of the centre. In particular, proposals will be expected to satisfy all of the following criteria:

If a lot is not yet connected to the public road network, the developer will have to provide for a temporary access road. However, this road must allow for a connection to the planned hook-up point later on.

I. the proposed use is a food and drink outlet or a bank or building society or a use that will compliment the retail function of core shopping frontage; Utility Control Documents

II. the proposed use will not create or add to a concentration of a particular type of retail use within an area of core frontage where the cumulative effects could undermine the retail function or cause parking traffic problems, or other adverse effects on local residential amenity;

The layout, corridors, easements and types of utilities shall be defined in the Utility Control documents. Any private development has to comply with the final layout depicted in these plans and documents.

III. the proposed non-retail use is not located next to two or more average unit non retail use or with planning permission for a non-retail use and (b) the property itself, together with any adjacent existing or Permitting non-retail uses, should create a continues length of frontage in non-retail use exceeding two average widths;

If a lot is not yet connected to the public utility network, the developer will have to provide for a temporary utility connection. However, this connection must allow for a later integration into the foreseen utility system.

IV. The proposed use would not increase the proportion of average units in non-retail use in the core frontage to more than 30%or, the proportion for the town centre as a whole to more that 45%;

5 Cancelled Regulations To facilitate the application of the Development Control Regulations, some stipulations have been cancelled without substitution. These are as follows:

V. The proportion of units in the core frontage retail use is significantly higher than that outside the core frontage;

1. Regulations concerning the building grid are regarded as outdated and unnecessary. VI. The proposed use would not have an adverse effect on the character and environment or the amenity of occupiers in the vicinity and parking and traffic conditions; and

2. The location of the building cores should be left to the architects/developers. 3. The pedestrian walkways, once projected as separate urban layers, have been replaced by attractive sidewalk spaces along the roads.

VII. The proposal includes a shop style fascia, with an appropriate window display and ground flow level.

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Lot subdivision

Glossary

A lot subdivision line depicts a geographical mark along which the subdivision of a lot is allowed. A wall-to-wall line indicates where two buildings must be erected on a common border.

Permitted uses

Right-of-way (ROW)

The list of permitted uses determines which building uses are allowed in a Detail Land Use. Other purposes may be permitted only at the discretion of the authorities.

Land reserve for public infrastructure corridors, e.g. roadways. Vehicular access

Lot area coverage (LAC; site coverage) The stipulations for vehicular access affect all vehicular traffic to a superblock, respectively lot. The lot area coverage (LAC) is the sum of all built-up areas on a parcel in relation to the total lot area of the parcel.

Designated block access points indicate the vehicular access to the internal block streets from the adjoining public roads. They are shown in the Design Control Plan and/or Road Control Plan.

The built-up area is the projection of all aboveground building parts at ground level. Floor area ratio (FAR)

Restricted vehicular access zones indicate zones where direct vehicular access is not permitted. They are shown in the Design Control Plan and/or Road Control Plan.

The floor area ratio (FAR) is the ratio of the total gross floor area (GFA) of all buildings on a lot to the area of the lot on which the buildings are located. The gross floor area (GFA) is the sum of the areas of all floors - including staircases and building structure, but excluding basement, penthouse, roof, balconies, terraces, open stairs and portico. Setback The setback is the minimum distance between the lot boundary and the building frontage. Measurements shall be taken from the nearest point of the wall of a building to the lot line in question. Building height The maximum building height is the distance between the lowest level of the adjoining main road and the highest point of the building’s roof structure. The minimum building height is the distance between the lowest level of the adjoining main road and the eaves of the building. Floor height The height of a floor is the distance between the level of the unfinished floor of the corresponding storey and the level of the unfinished floor of the storey above. Build-to line and colonnade line Build-to lines and colonnade lines depict the requirement to build a building frontage and / or colonnade in a specified place, e.g. along a particular section of the lot boundary.

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Final Report

Revised Land Use Plan

The following figure depicts the revised land use plan in reduced scale. The original plan in scale 1:5,000 (format 160cm x 90cm) can be found in the separate study “Revised Development Control Regulations for the Central Area Of Abuja”.

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(reduced scale) (reduced to scale 1:20,000)

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Review of the Abuja Master Plan - Central Area Urban Design

Revised Design Control Plan

The following figure depicts the revised land use plan in reduced scale. The original plan in scale 1:5,000 (format 160cm x 90cm) can be found in the separate study “Revised Development Control Regulations for the Central Area Of Abuja”.

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(reduced scale) (reduced to scale 1:20,000) (reduced scale)

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Test designs for selected superblocks

In the following chapter ten sites in the Central Area have been studied in somewhat more detail to illustrate the urban design proposal made in the preceding chapters of the review. The designs reflect the urban design philosophy of the Master Plan Review. They also illustrate the possible building masses and potential site layouts which would result from the application of the revised Development Control Regulations. As such test designs, they verify the applicability and viability of the proposals. Each test design sheet contains the general input parameters resulting from the actual situation on site as well as the stipulations of the Development Controls: • Block number (to identify the site) • Block size • Location in the Central Area map • Main development control data as per the Land Use Plan, Design Control Plan and Development Control Regulations, e.g.: • Land use, • GFA, • FAR, • Permissible building height, • Mandatory colonnades, • Site access points, • etc. In some instances, buildings already exist on the sites. In these cases the test designs illustrate schematically how the new development could be integrated into the existing structures. AS&P - Albert Speer & Partner GmbH

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M Health and Administration by City Park West

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Final Report

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NS1

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HOTEL

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II 150 m CHURCH BUS STOP

SKYSCRAPER



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Review of the Abuja Master Plan - Central Area Urban Design MXR

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RAMP DOWN TO HOTEL PLOT

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CBD 20 35,000 m2

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CBD Block next to NNPC

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scale 1:1,250 0m

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Review of the Abuja Master Plan - Central Area Urban Design

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National Railway Main Station and City Bus Terminal

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LOCATION IN THE CENTRAL AREA

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0

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Review of the Abuja Master Plan - Central Area Urban Design

II NATIONAL RAILWAY METRO STOP

CITY BUS TERMINAL TERMINAL

LEGEND

MAIN STATION

ADMINISTRATION

scale 1:1,250 0m

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Z AR2 0

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Review of the Abuja Master Plan - Central Area Urban Design

Final Report

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METRO ENTRANCE

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Review of the Abuja Master Plan - Central Area Urban Design

8

Utility Engineering

The original concept of “Central Area Urban Design of Abuja, the new Capital City” by Kenzo Tange & Urtec, May 1981, proposes the provision of a Technical Gallery in order to compromise the main infrastructure arteries for water supply, electricity and telecommunication, etc. Due to the meanwhile performed master designs for water supply (C. Lotti - 1982) and power supply (AEG – 1991) and the current situation of the development in the area, the concept of a Technical Gallery is not longer realistic as a general provision. The main infrastructure arteries are aligned on separated routes according to the master designs of the services and under consideration of the updated technical regulations and guidelines. During a detailed engineering the alignments have to be coordinated by the authorities in order to fulfil the provision of adequate service of each plot in the Central Area and optimized use of the available space in the underground. The landscaping features have to be considered.

Final Report

8.1

Water Supply

8.1.1

General

The review of the Abuja Master Plan for the Central Area includes an analysis of the water network in order to guarantee a sufficient and reliable water supply after its realisation. The original Master Plan developed in 1979 provides general guidance and regulations for the planning area. Supply and storage system has been located along the north and east perimeter of the City, where the existing highlands provide natural settings for storage and treatment facilities permitting gravity flow into the distribution network. According to the 1979 Master Plan, the water source for covering the demand within the Abuja central area shall be the reservoir of the Lower Usuma Dam. The review and sizing of the water source, storage and treatment, however, is not covered by this document. The water supply scheme discussed in here therefore starts with the precondition that potable water in sufficient quality and quantity will be available. 8.1.2

Original Master Plan - Guidance and principal figures (C. Lotti Design)

Taking advantage of the difference of altitude provided by nature, the Central City can be supplied with potable water by means of gravity. This recommendation was translated into action based on detailed designs prepared by C. Lotti & Associati, Rome, for the Central City and may be translated for the review of the Abuja Master Plan for the Central Area as well. The following key design figures were originally introduced then:

AS&P - Albert Speer & Partner GmbH

• Specific water demand of 265 litres per capita and average day in the year 2000 • Maximum day demand is equal to 2.0 times the average. • Peak hour demand is equal to 1.5 times the maximum day Minimum water pressure required at any location within • Government areas is

21 m

• Sector centres is

12 m

• Industrial areas is

12 m

• Residential areas is

23 m

• Hydrant coverage is

0.7 / hectare

8.1.3

Key design figures proposed for the planning area

For the City of Abuja in place a reliable figure of the specific water demand or of its range today unfortunately cannot be substantiated by records since the latter simply are not available. In 1979 when the Master Plan for the Capital City was presented, the authors and experts worldwide started from the assumption that the specific water demand of urban population will steadily rise up to a certain but unknown level. The expected peak of this figure for Central Abuja then was determined to 265 litres per capita and average day in the year of 2000. Nevertheless, in 1980 C. Lotti & Associati, Rome based their design on an average day demand of 210 litres per capita. As stated in the beginning, none of both figures in Abuja can be verified or disproved today. Current water demand figures from comparable cities show a stagnation or even a drop on water consumption rates. For Central Abuja an average day demand between 200 and 220 litres per capita may therefore most likely describe today’s 115

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Review of the Abuja Master Plan - Central Area Urban Design

as well as the future situation and thus may confirm C. Lotti’s design base of 1980. The review of Abuja Central Area Master Plan includes a modified concept for the land use there. The Detail Land Uses for the whole Central Area of Abuja are shown in the Land Use Plan. For each land use, a list of permitted building uses and related Gross Floor Area (GFA) has been established and is shown in the Land Use Chart. This chart is the basic instrument for all water consumption calculations within the Central Area. The key figures are summarised in the table below. 8.1.4

Water Supply Network

The Abuja central area is almost completely supplied by one underground water storage tank, located about 3 km east/ south-east of the central area. The tank itself is placed 535 meter above sea level (msl) with a maximum water level of 539 msl. The network supplied from this storage tank is called Loop 4 and consists of existing pipelines in the range of DN 100 up to DN 1200 mm serving not only the Central Area but also the urbanisation zones of Garki and Asokoro north of the OSEX. Just a small portion of the considered Central Area, located north/ northeast of road B 6, is supplied by a different water tank within the so called Loop 3. Nevertheless, this area could be physically connected to the water main at road B 6 (Loop 4) if necessary

In addition to the existing pipeline network supplied by the Loop 4 there are design concepts in order to extend and complete the network of the central area (C. Lotti & Associati, Rome 1980). These proposed main pipelines have been integrated in the water network and are shown on the layout drawing.

Thus, a detailed hydraulic calculation is highly recommended in order to gain reliable pressure data of the water network within the Loop 4 supply area. By performing this calculation the existing network should be examined in detailed focusing trunk lines and its intersections.

Verification and checks on the existing water network revealed that one major trunk pipeline (DN 1000), connecting the water tank trunk line with the three arm zone to the north at the circle road, has not been constructed. Meanwhile the proposed alignment for this trunk pipeline is within a fully developed urbanization (Asokoro Northeast) and thus a subsequent construction of the pipe seems no longer feasible. Since a main connection to the north side of the Loop 4 is mandatory an alternative alignment along the road NS 13 between B 12 and B 6 should be considered within a detailed design. The reorganization and resizing of the land use within the Central Area will consequently lead to different water flow behaviours within the supply area. Anyhow, by reassessing the water network in the light of the master plan review no major difficulties are expected conveying potable water into and within the Central Area of Abuja.

Scenario

Development

GFA (m²)

Approx. users

Mid Term Long Term Maximum

50% 75% 100%

6,241,000 9,070,000 11,900,000

295,000 430,000 560,000

Average daily water demand 26,000 m³/d 38,000 m³/d 50,000 m³/d

Land Use Chart, key figures

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Water Supply Plan

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8.2

Stormwater Drainage and Foul Sewer System

Stormwater drainage and foul sewer systems are integral components of the infrastructure system. As they are generally integrated into the road network, their exact alignments and specific design details must be determined in conjunction with the comprehensive road and utility engineering design works for the Central Area.

Review of the Abuja Master Plan - Central Area Urban Design

8.3

Electrical Infrastructure

8.3.1

Power Supply

The electrical power supply for Abuja Central Area is based on the designs of AIM, Elektrowatt and the Redesign of AEG in 1993.

high-pressure sodium lamps. The average illumination level shall be about 10 to 15 lux. The cables for street and walkway lighting shall be drawn into the closed conduit network.

Four 132/33 kV Stations will be fed from the designed 330/132 kV Main Stations “North” and “Garki” by 132 kV cables and overhead lines. From the four 132/33 kV Stations, each equipped with a number of 60 MVA 132/33 kV transformers, the electrical power will be distributed by cables in a closed conduit network to 33/11 kV Stations placed in the load centres or direct to consumers with a consumption load of 5 MVA or more. 33/11 kV Stations with a number of 15 MVA transformers supply underground 11/0,4 kV packaged Substations via a cable duct network or consumers with a load of 250 kVA to 5 MVA directly. Consumers with a load less than 250 kVA shall be supplied via cable ducts from this packaged Substations direct by low voltage cables. 8.3.2

Street Lighting

The street lighting shall be powered either directly from the packaged substations or from street lighting kiosks and will be controlled by photocells with contactors. Decorative street lighting lanterns with 250 W or 400 W high pressure sodium lamps mounted on 10 m high galvanized steel poles are designed for the illumination of the main traffic lanes. The average illumination level for the traffic lanes shall be about 25 lux. The walkways shall be illuminated also with decorative lanterns installed on top of 4 m high-galvanized steel poles. They shall be equipped with 125 W or 250 W

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8.3.3

Final Report

Electrical Infrastructure Plan

ELECTRICAL INFRASTRUCTURE:

33/11 kV Station

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132 /33 kV Station

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8.4

Communication system

8.4.1

General

The main issue of communication system is the fast growing sector of telecommunication. State of the Art is the use of fibre optic cables for the transmission of voice and data. Nevertheless copper cables are still in use and will be replaced according to the demands. Because of the existence of several operators for telecommunication a general guideline can only be generated as a proposal for the main routes and should be performed in a detailed design under consideration of national and international standards. According to the Master Plan of the Central Area the major roads B 6 and B 12 are the key traffic routes, while the roads B 8 and B 10 are the main routes for supply and disposal for the Central Area. Following this idea the services for all plots between B 6 and B 12 origin in general in the aforementioned roads respectively in the access roads parallel to them. The Review of the Master Plan confirms these basic rules. Consequently the existing telecommunication cables along B 6 and B 12 should be relocated in to the new trunk routes along B 8 and B 10. A detailed engineering design under consideration of all requirements by private telecommunication operators and public demands and interests is necessary.

Review of the Abuja Master Plan - Central Area Urban Design

• Trunk lines - high capacity transmission to other city exchanges and connection to the national network • Distribution lines - as main distribution along B 08 and B 10 and connection to the existing telecommunication routes including transverse loops along the NS Roads/ Access roads as sub-distribution for servicing the super plots In order to match future demands it is recommended that additional ducts shall be placed on the same routes as spare ducts for additional services (e.g. traffic control, extended data transmission, video on demand, etc.). Furthermore it is recommended to incorporate in the detailed engineering additional ducts in order to provide spare ducts to allow the relocation of temporary solutions regarding the current developments. In the light of the Boulevard character and the importance of the Central Area of Abuja the usage of overhead lines should be limited to temporary exceptions granted by the authorities. The general duct system shall provide conduits and necessary manholes for telecommunication, traffic lights and the street lighting along the Boulevards. Due to the limited space and the public interest the right of exclusive use of a duct system by a single operator should be limited by the authority. The following sketch shows the plots, which are provided by the Land Use Plan for telecommunication.

The detailed engineering shall foresee the alignment of duct routes for:

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8.4.2

Final Report

Telecommunication System Plan

TELECOMMUNICATION SYSTEM:

Telecommunication Facilities

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Conclusion

The Master Plan must be understood as the main guideline document for the Central Area’s development. It provides the general vision and development goals which define the urban form of the capital city. They should be employed to lead and inspire subsequent planners. As this review illustrates, societies grow and change and thus the vision and goals must be critically reviewed from time to time in the future to ensure that the city fulfils its purpose. The reviews are also important as monitoring tools to determine whether the goals and vision are being achieved, and if not, why. Regarding the ongoing development of the Central Area, the character of the Master Plan as a guideline entails that further detailed design work and feasibility studies are required in key areas, e.g. comprehensive road and utility engineering designs, detailed public transport strategies, landscaping designs for key public open spaces, etc. We strongly recommend adopting the integrated planning approach practised during this review in all further works. Only then can optimal and viable results be achieved. Urban development and design are integral elements of comprehensive planning solutions and must be handled within the greater context of multi-disciplinary planning. Purely sectoral, technical solutions are rarely the best course of action despite their logical appeal. Likewise, purely aesthetically driven solutions are equally unsustainable. Successful urban development must occur through comprehensive planning which takes various sectors and diverse factors into thorough and proper consideration. Only then can optimal results in numerous development areas be achieved. Coordination is the key to such a planning approach. Development strategies, policies, instruments, budgets and projects must be coordinated both vertically and AS&P - Albert Speer & Partner GmbH

horizontally between the relevant parties. Vertically, strategies, policies and plans must be coordinated between the national government and its institutions, the agencies at the state level, regional bodies and finally municipal authorities. Horizontal coordination should occur between the various departments at each respective level to achieve an optimal, balanced result. Urban development projects in Abuja should be organised such that representatives of each government stakeholder – Urban and Regional Planning, Transportation, Engineering, Development Control, etc. – are involved. Their involvement could take the form of advisory or technical committees. Interdisciplinary working groups would, however, be even more preferable and advantageous. This would ensure that individual development projects in the various fields are harmonized and investments put to optimal use.

The original master plans attempted to solve many of the detailed issues within complex and complicated documents containing detailed architectural and technical solutions and precise implementation schedules. As time has shown the development of a complex city organism cannot be programmed such and adaptation is often required. We trust that this Review has illustrated those fields where modifications and a revised planning philosophy are justified while also reinforcing the strong and beautiful vision for the Nigerian capital contained in the original master plans.

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10

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Appendix

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10.1 126

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Urban Design Plan AS&P - Albert Speer & Partner GmbH

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127

GA

FS

Fire Service

CU

Cultural Institution

RI

Religious Institution

GA

Governmental Administration

OSQ

T c bli gro Pu der g U n rkin a P

ic rou rg de ng ki ar

d un

Governmental Administration - State GSL Liaison Office Review of the Abuja Master Plan - Central Area Urban Design

OSP GA Final Report

nd

Educational

GA GA

10.2

Land Use Plan

GA

LEGEND

GA

NPS

Nursery / Primary School

PPS

Post Primary School

GA

Commercial

Transportation

GA GA OSP

GA PFS UL

H

Hotel

M

Market, Shopping Centre, Department Store

Road, Street RLW

Railway

GA GA

GSL

HDC

High Density Commercial

T

Terminal

LDC

Low Density Commercial

P

Public Parking

GA OSP

GA

Mixed Use Development

EPS

MXC

GA GSL

MXR DPL

Mixed Development Commercial (Commercial, up to 40% Residential) Mixed Development Residential (Residential, up to 40% Commercial) Mixed Development Diplomatic (Diplomatic Administration and Residential)

Community and Public Institutions

GA

EPS

Electric Power Station

PFS

Petrol Filling Station

Open Spaces, Recreation and Undevelopable Land

Health Centre

OSQ

Organised Open Space - Public Square

PS

Police Station

OSP

Organised Open Space - Public Park

FS

Fire Service

AR

Active Recreation

CU

Cultural Institution

UL

Undevelopable Land

RI

Religious Institution

GA

Governmental Administration

GSL

Governmental Administration - State Liaison Office

Educational NPS

Nursery / Primary School

PPS

Post Primary School

Transportation Road, Street

128

Telecommunication and Post

TL

HC

GA

GA

Public Utilities

underground metro / railway right-of-way boundary of planning area

FEDERAL REPUBLIC OF NIGERIA FEDERAL CAPITAL TERRITORY ADMINISTRATION Project Title:

Revised Development Control Regulations for the Central Area Of Abuja

Plan Title:

RLW

Railway

Land Use Plan

T

Terminal

Location in Context (no scale)

P

Public Parking

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Public Utilities TL EPS

Telecommunication and Post Electric Power Station

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Final Report

LEGEND

LAND USE PLAN FOR THE CENTRAL AREA OF ABUJA

Commercial H

Ho

M

Ma

HDC

Hig

LDC

Lo

GSL UL

GA GSL

Mixed Use D

GA CU

GSL

MXC GA GA

MXR GA

UL

DPL

GA

GSL

Community

PS

GA GA

HC

HC

OSP GA

EPS

GA

OSP GA

Po

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Fir

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Cu

RI

Re

OSQ

GA RI GA

AR

T

OSP c ro bli Pu derg g Un rkin Pa

GA

MXR

MXR

c ro bli Pu derg g Un rkin Pa

GA

OSP

UL

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c ro bli Pu derg g Un rkin Pa

HDC

OSP

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NPS PPS MXR

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H

un

d

GA

Transportat GA

GA

GA

MXC

HDC MXC

MXR

HDC

MXR HDC

HDC

HDC

MXC

RLW

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T

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HDC

HDC

T

MXC

HDC EPS

MXC

OSP

DPL

DPL P

RI DPL

HC

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HDC

MXR

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H

OSP

MXC MXC

MXC

MXC

MXR

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NPS

FEDERAL CAPIT

MXR

MXR

HDC

Project Title:

GA

GA

HDC

MXR OSP

EPS

FEDERAL RE

GA MXR

MXR

MXC

MXR

MXR

bo MXR

H

HDC

MXC

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LDC PFS DPL

Ac

UL

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P

Or

AR

MXR

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TL

Or

OSP

MXR

HDC

MXC

OSQ

MXR

MXR

HDC

HDC

Pe

EPS

MXR

HDC

MXC MXC

HDC

UL

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HDC

MXC

FS

MXR HDC

HDC

MXC

HDC

HDC

HDC

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T

HDC

OSP

MXR

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HDC HDC

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PFS

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MXC

MXC

HDC

DPL

MXR

GA

HDC

TL

UL

HDC

T

P RI

MXR

MXR

HDC

MXC HDC

OSP

RLW

HDC

MXC

H

Te

Ele

HDC

MXC

P

TL EPS

Open Space Land

MXR

HDC

MXC

M

GSL

HDC

MXC MXC

HDC

HDC

Pu

RI

OSP

HDC OSQ

GA

H

MXC

HDC

DPL

P

Public Utilit

EPS

HDC

MXC

HDC

OSP

GA

HDC

MXC

HDC MXR

HDC

MXC

T

UL

Te

GA OSP

MXR

OSP

Ra

T GSL

CU

HDC HDC

MXR

T

RLW

GA

MXR EPS UL

Ro

PFS UL GA

MXR

MXR

Po

GA

MXC

MXR

Nu

PPS

GA

OSP

MXR MXR MXR

NPS GA

GA

GA

MXC

MXR

AR

Educational

GA GA

OSP

MXR

MXR

d

d c roun bli Pu derg g Un rkin OSQ Pa

MXR

MXR MXR

Go

Go Lia

GA

HDC

MXR

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OSP

OSP

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GA GSL

d

CU

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UL

un

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PS

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UL

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Mi (C Mi (R Mi (D

Revised Developm Central Area Of A

MXR

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P

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Plan Title:

HDC MXC OSP

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Land Use Plan

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DPL

UL

P

MXR DPL

MXR

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RI

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Location in Context (no

DPL

CU

TL

OSP

HC

HDC

DPL

P

TL

H FS

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EPS DPL OSP DPL

UL

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UL

Development Control Department DPL

DPL

F.C.T. Abuja

DPL OSP

UL

Date:

21 February 2008

UL

Original Scale:

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M

subdivision line

M

Z

01

wall-to-wall line

Building height / urban density high rise area (max. height 60m) M

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Review 150m of the Abuja Master Plan - Central Area Urban Design skyscraper height exemption FAR 800%

Z

09

Design Control Plan

Traffic / vehicular access

LEGEND

public road right-of-way traffic calming

M

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31

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10.3

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build-to line

13

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M

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designated vehicular access point to the block on level -1

Lot subdivision

16

M

designated vehicular access point to the inner block access streets

colonnade line

15

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transitway / railway right-of-way

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21

wall-to-wall line

no vehicular access permitted

Building height / urban density M

22

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34 150m

M

24

subdivision line

potential vehicular access point (pending road design)

Z

35

FAR 800%

high rise area (max. height 60m)

built-up areas

skyscraper height exemption

green and open spaces

urban density exemption

Traffic / vehicular access

MZ 28

boundary of planning area

public road right-of-way

M

Z

traffic calming

36

transitway / railway right-of-way designated vehicular access point to the inner block access streets designated vehicular access point to the block on level -1 potential vehicular access point (pending road design) CZ

block number

no vehicular access permitted

08

Note: For further urban control stipulations (i.e. concerning setbacks, LAC, FAR, etc.), please refer to the revised Development Control Document. For allowed uses, please refer to the revised Land Use Plan and the revised Development Control Document.

built-up areas green and open spaces FEDERAL REPUBLIC OF NIGERIA

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09

block number boundary of planning area

Project Title:

Revised Development Control Regulations for the Central Area Of Abuja

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LEGEND

DESIGN CONTROL PLAN FOR THE CENTRAL AREA OF ABUJA

Build-to line

CZ

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Note:

For further u concerning s refer to the re Document.

31 D

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For allowed u Use Plan and Document.

08

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FEDERAL RE

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Revised Developm Central Area Of A

Plan Title:

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03

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DP

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C Development Control Department

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Date:

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Central Area Road Cross-sections Zuma & Azo Boulevard

Road Sections Boulevard Section

1.00

2.00 4.00

Setback

5.00

1.20 1.750.70

Walkway Bike lane

4.85

3.50

Parking

3.50

3.50

0.50

Buslane Main Carriageway

5.00 7.00 56.00

Median

1.00 0.50

Blvd. Mall Road Section

1.652.00

2.00 3.50

3.50

3.50

4.85

Main Carriageway Buslane Parking

Boulevard between Rd.Z and NS7: 2 lanes & exclusive bus lane, angle parking

0.701.75 1.20

5.00

Bike lane Walkway

5.30

4.00

Setback

Mall

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0.70

4.85

Parking

3.50

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3.50

0.50

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Buslane Main Carriageway Green

9.00

2.50

2.50

56.00

Walkway

Eagle Square Road Section

2.00 1.65 3.65

0.50

3.50

3.50

3.50

Green Main Carriageway Buslane

4.85

Parking

0.70

5.30

Walkway

6.00

4.00

Setback

Mall

Section along Mall between NS7 and NS11: 2 lanes & exclusive bus lane, angle parking

Walkway

3.00

3.50

3.50

3.50

Parking Buslane Main Carriageway

5.00

3.50

3.50

5.00

3.50

56.00

Walkway

Green

Green

3.50

3.50

3.00

Main Carriageway Buslane Parking

6.00

Walkway

4.00

Setback

Modified cross-section between NS11 and NS13: 3 lanes and pedestrian ceremonial lane, parallel parking

Boulevard Bridge

Key Plan

FEDERAL REPUBLIC OF NIGERIA FEDERAL CAPITAL TERRITORY ADMINISTRATION Project No.: 4026 0.20

5.00

1.750.50

3.50

3.50

3.50

0.70

18.65

Walkway Bike lane

Buslane Main Carriageway

0.70 6.60

3.50

3.50

3.50

0.501.75

5.00

18.65

Main Carriageway Buslane

Bike Walkway lane

0.20

Project Title:

REVIEW OF THE ABUJA CENTRAL AREA URBAN DESIGN

Boulevard Bridges: split construction, without parking (reduced total width)

Plan Topic:

Central Area Road Design

Plan Title:

Typical Cross-sections, Boulevards

Location in Context (no scale)

Date: April, 2008 AS&P - Albert Speer & Partner GmbH Hedderichstrasse 108-110 60596 Frankfurt am Main, Germany www.as-p.de

[email protected]

N

Original Scale:

1 : 250 / 1 : 500

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Drawing No.:

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Central Area Road Cross-sections North-South Roads Through Traffic Roads

Business Streets

4.00

Setback

4.20

7.00

Walkway

5.55

0.75

3.50

3.50

Main Carriageway

2.00

3.00

3.50

3.50

0.75

5.55

7.00

4.20

4.00

40.00

Main Carriageway Parking Walkway Setback Median/ Left-turn AR14, AR15, AR17, AR18, AR20, Road Z: modified cross-section: widened median, 2 lanes, angle parking Parking

4.00

Setback

4.50

3.00

Walkway Parking

3.50

3.50

3.50

Main Carriageway

2.00

2.00

3.50

3.50

3.50

3.00

4.50

One-way Through Traffic

4.00

40.00

Main Carriageway Parking Walkway Setback Median/ Left-turn Through traffic roads as existing or tender planning: AR19, AR16, NS01, NS03, NS05, NS07, NS11, NS13

4.00

Setback

5.20

Walkway

6.00

1.80

3.50

3.50

3.50

3.50

Main Carriageway

Connection ramp

1.80

6.00

5.20

Connection ramp

Walkway

4.00

Setback

NS08 & NS09: One-way through traffic roads as existing

Business Street (Existing)

Key Plan

FEDERAL REPUBLIC OF NIGERIA FEDERAL CAPITAL TERRITORY ADMINISTRATION Project No.: 4026 4.00

Setback

5.00

3.00

3.00

3.50

3.50

2.00

2.00

40.00

3.50

3.50

3.00

3.00

5.00

4.00

Walkway Verge Parking Main Main Parking Verge Walkway Setback Median/ Left-turn Carriageway Carriageway NS04: 2 lanes with parallel parking, as existing or tender planning (possible long-term recorganization: angle parking)

Project Title:

REVIEW OF THE ABUJA CENTRAL AREA URBAN DESIGN

Plan Topic:

Central Area Road Design

Plan Title:

Typical Cross-sections, N-S Roads

Location in Context (no scale)

Date: April, 2008 AS&P - Albert Speer & Partner GmbH Hedderichstrasse 108-110 60596 Frankfurt am Main, Germany www.as-p.de

[email protected]

N

Original Scale:

1 : 250 / 1 : 500

AS&P - Albert Speer & Partner GmbH

Drawing No.:

4026-CS-TYP-002

Revision:

0

133

Final Report

10.5

134

Review of the Abuja Master Plan - Central Area Urban Design

Road Layout Plan

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

Final Report

For exact road levels we refer to the detailed engineering and roadway design project for the Central Area road network, which is currently being prepared (“B8-B10 engineering project”).

AS&P - Albert Speer & Partner GmbH

135

Final Report

10.6

136

Review of the Abuja Master Plan - Central Area Urban Design

Water Supply Plan

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design

AS&P - Albert Speer & Partner GmbH

Final Report

137

Final Report

10.7

Review of the Abuja Master Plan - Central Area Urban Design

Urban Design Plan and Final Report CD-ROM

The plan and CD are attached to the back cover of the brochure.

138

AS&P - Albert Speer & Partner GmbH