Kigali Transportation Master Plan

DOCUMENT INFORMATION

DOCUMENT STATUS

Report Title: Kigali City Transport Master Plan Report

Project Title: detailed physical plan for gasabo and kicukiro, kigali

Project Ref No.: 310-02-01-0002

Client: City of Kigali

Submission Date: 31-05-2013

File Name: RWF1101_KIGALI CITY TRANSPORT MASTER PLAN REPORT_03062013

Approvals Name Designation Date

AuthorJames EllisonAsvin AngAditya Nugroho

Assistant VP EngineerEngineer

16-05-2013

ReviewerDjoko PrinhantoYin Kam Meng

Senior VPSenior VP

23-05-2013

Version No. Date Issued Details Approval for Issue

1 24-07-2012 draft 1 djoko prihanto

2 27-05-2013 Final djoko prihanto

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4

5

Number of copies issued: 2

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TABLE OF CONTENTSLIST OF FIGURESLIST OF TABLESACKNOWLEDGEMENTSPREFACE

1 INTRODUCTION TO THE TRANSPORTATION MASTER PLAN1.1 INTRODUCTION 1

1.1.1 The National Perspective 11.1.2 The Vision of the City of Kigali 1

1.2 ABOUT THE TRANSPORTATION MASTER PLAN 21.2.1 The Rationale for a Transportation Master Plan 21.2.2 The Specific Goals of the Transportation Master Plan 21.2.3 Preparation of the Transportation Master Plan 31.2.4 Implementation Mechanisms 3

1.3 THE DELIVERABLES 3

1.4 ORGANISATION OF THE REPORT 41.4.1 Chapter 1 Introduction 41.4.2 Chapter 2 Context, Constraints and Opportunities 41.4.3 Chapter 3 Specific Goals, Objectives and Strategies 41.4.4 Chapter 4 Kigali Concept Transportation Development Plans 41.4.5 Chapter 5 Institutional Setup, Traffic Management and Policies 51.4.6 Chapter 6 Implementation Projects and Proposals 5

2 CONTEXT, CONSTRAINTS AND OPPORTUNITIES2.1 KIGALI: HISTORICAL AND GEOGRAPHICAL CONTEXT 6

2.1.1 Historical 62.1.2 Demographics 62.1.3 Climate 62.1.4 Geographical 6

2.2 OVERVIEW OF THE TRANSPORT SECTOR IN RWANDA 72.2.1 Road Transport in Rwanda 82.2.2 Air Transport in Rwanda 92.2.3 Water Transport in Rwanda 92.2.4 Rail Transport in Rwanda 10

2.3 EXISTING TRANSPORTATION IN KIGALI 112.3.1 Overview of Road, Rail and Air Transportation 112.3.2 Existing Road Network and Conditions 122.3.3 Existing Traffic Management System 15

2.4 PUBLIC TRANSPORTATION IN KIGALI 172.4.1 Bus Services and Infrastructure 172.4.2 Taxi Services 182.4.3 Non-Motorised Transportation 192.4.4 Existing Rail Network in Kigali 202.4.5 Existing Air Transportation in Kigali 20

2.5 TRANSPORT MASTER PLAN AND OTHER INITIATIVES 212.5.2 Current Road Network Initiatives 212.5.1 Current Rail Network Initiatives 222.5.3 Current Air Transportation Initiatives 232.5.4 Proposed Public Transport Initiatives 242.5.5 Development Control Measures 24

2.6 CHALLENGES AND OPPORTUNITIES IN TRANSPORT 252.6.1 Opportunities 252.6.2 Challenges 262.6.3 Summary 27

3 SPECIFIC GOALS, OBJECTIVES AND STRATEGIES3.1 SPECIFIC GOAL 1: TO BECOME A TRANSIT-ORIENTED CITY 29

3.1.1 Objective 1: Ensure a Public Transport to Private Transport Participation Rate of 70:30 29

3.1.2 Objective 2: Provide a Public Transport System with an average commuting time of 60 minutes or less 29

3.2 SPECIFIC GOAL 2: TO ESTABLISH A COMPREHENSIVE TRANSPORT SYSTEM 303.2.1 Objective 3: Construct Urban Roads in Kigali to a minimum Density of 6km/km² 303.2.2 Objective 4 Provide Seamless Intermodal Transport Connectivity 313.2.3 Objective 5: Integrate Intercity Freight Routes and Infrastructure 31

3.3 SPECIFIC GOAL 3: TO CREATE A SUSTAINABLE TRANSPORT NETWORK 323.3.1 Objective 6: Integrate Non-motorised Transport Infrastructure into Road Network 323.3.2 Objective 7: Ensure 100% of Public Amenities and Facilities to be served by Public

Transport 333.3.3 Objective 8: Establishment of Green Transportation Network and Pedestrian-Friendly

Streets in Kigali 33

3.4 BENCHMARKING 34

3.5 APPLICATIONS OF STRATEGIES 393.5.1 Proposed Road Network Strategies 393.5.2 Proposed Public Transportation Strategies 413.5.3 Proposed Freight Management Strategy 433.5.4 Proposed Green Transportation Network Strategies 44

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4 KIGALI CONCEPT TRANSPORTATION DEVELOPMENT PLANS4.1 PROPOSED LAND USE MASTER PLAN 2040 48

4.1.1 Population and traffic growth 484.1.2 Proposed Broad Land Use Plan 2040 484.1.3 Proposed Broad Land Use Plan 2025 52

4.2 INTEGRATED LAND USE AND ROAD PLANNING 53

4.3 THE PROPOSED ROAD NETWORK 55

4.4 TRAFFIC MODELLING AND CAPACITY ANALYSIS 564.4.1 Establishing a transport network 564.4.2 Design Considerations 574.4.3 Analysing the Network 584.4.4 Capacity Analysis 594.4.5 Coverage of Road Network 604.4.6 Types of Roads 604.4.7 High Capacity Urban Roads 614.4.8 Coverage of Roads 624.4.9 Access Roads 634.4.10 Standardised Road Design 64

4.5 PUBLIC TRANSPORTATION PLANS 654.5.1 Rail and Intercity Transportation Plan 654.5.2 The Mass Transit Network 694.5.3 Supplementary Public Transportation Plan 744.5.4 Transport Hubs and Infrastructure Plan 76

4.6 FREIGHT MANAGEMENT PLAN 814.6.1 Realignment and Integration of Freight Routes and High Capacity Urban Roads 824.6.2 Possible Locations for Logistics Hubs 83

4.7 GREEN TRANSPORTATION NETWORK PLAN 844.7.1 Major Green and Local Area Connectors 854.7.2 Supporting NMT Infrastructure 864.7.3 Pedestrian Zones and Complete Streets 88

5 INSTITUTIONAL SETUP, TRAFFIC MANAGEMENT AND POLICIES5.1 EXISTING INSTITUTIONAL SETUP AND ISSUES 90

5.1.1 Background 90

5.2 ESTABLISHMENT OF KIGALI TRANSPORT AUTHORITY 925.2.1 Review of Current Institutional Structure 925.2.2 Institutional Development: Coordination 925.2.3 Review of Transportation Authority in Other Metropolitan Areas 925.2.4 Establishment of Transportation Authority in City of Kigali 925.2.5 Institutional Development Process 945.2.6 Proposed KTA Roles and Responsibilities 97

5.3 REFORMING OF GENERAL BUS MANAGEMENT SYSTEM 985.3.1 Standardizing Minimum Service Standards (Quality of Service) 985.3.2 Rejuvenation of Bus Fleets 995.3.3 Restructuring General Bus License System 100

5.4 MANAGE TRANSPORT ASSETS 102

5.5 DEVELOPMENT OF TRANSPORTATION GUIDELINES AND MANUALS 1035.5.1 Road Construction Strategy 104

5.6 TRAFFIC IMPACT ASSESSMENT 106

5.7 INTELLIGENT TRANSPORTATION SYSTEMS 107

6 IMPLEMENTATION PROJECTS AND PROPOSALS6.1 DEVELOPMENT PHASING 108

6.2 CONSTRUCTION OF KEY ROAD AND MASS TRANSIT INFRASTRUCTURE 1096.2.1 Ring Road (North) 1096.2.2 Ring Road (South) 1096.2.3 High Capacity Urban Roads 1096.2.4 Implementation Study of Bus Rapid Transit Lines and Transport Hub Infrastructure

1106.2.5 Junction Improvement and Development Programme 1116.2.6 Pedestrianisation 114

6.3 REORGANISATION OF THE PUBLIC TRANSPORT INSTITUTIONS AND MANAGEMENT 1156.3.1 Establishment of Public Transport Executive 115

6.4 THE WAY FORWARD 116

APPENDIX A PROPOSED ROAD CROSS SECTIONS AND DESIGN DIMENSIONS

APPENDIX B ROAD DESIGN CONSIDERATIONS

APPENDIX C TRAFFIC IMPACT ASSESSMENT

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LIST OF FIGURES

Figure 1.1 Goals of the Transportation Master Plan 2

Figure 1.2 Goals and Objectives of the Transportation Master Plan 4

Figure 1.3 Conceptual Design of the City of Kigali, showing Connectivity and Decentralised Regional Centres 5

Figure 2.2 Map of Rwanda (about.com, 2012) 6

Figure 2.3 Average Temperatures based on Historical Data (World Meteorological Organisation, 2012) 6

Figure 2.1 Rwanda Population Pyramid 2012 and 2040 (projected) 6

Figure 2.4 Kigali Regional Circulation Plan (OZ Architecture, 2007) 7

Figure 2.5 Primary Road Network in Rwanda (Google Maps, 2012) 8

Figure 2.6 Air Transport in Rwanda 9

Figure 2.7 Extract of the Map of the Existing and Proposed Rail Network Links 10

Figure 2.8 Typical Unpaved Road 11

Figure 2.10 A Rural National Road in Kigali 11

Figure 2.11 Well-maintained National Road in City - Vers Kibungo 11

Figure 2.9 Public Bus Station 11

Figure 2.12 Example of Unpaved Road in Kigali 12

Figure 2.13 Existing Roads in Kigali (Red indicating paved) 12

Figure 2.17 Different Pavement Types found in the City of Kigali 14

Figure 2.15 Road Inventory in Kigali (MININFRA, 2012) 14

Figure 2.18 Road Usage in Kigali (Integrated Household Living Conditions Survey 3,EICV3, 2011) 14

Figure 2.16 Number of Households based on Vehicle Ownership (EICV3, 2011) 14

Figure 2.19 Vehicle Ownership by Category (EICV3, 2011) 14

Figure 2.20 Unregulated On-street Parking 15

Figure 2.21 Traffic Road Markings absent from Road in Kigali 15

Figure 2.22 Dual Carriageway with Median separating Traffic 15

Figure 2.23 Freight Traffic Analysis in the Rwanda Strategic Transport Master Plan (Aurecon, 2012) 16

Figure 2.24 Usage Rates for Public Transport in Kigali (EICV3,2011) 17

Figure 2.25 Public Bus Station in Kigali 17

Figure 2.26 Typical Bus Stop in Urban Kigali 18

Figure 2.28 Taximotos in the City 18

Figure 2.27 Informal Bus Stop next to Road 18

Figure 2.29 Bicycle Taxis 18

Figure 2.30 Existing Rural Road without Pedestrian Walkways 19

Figure 2.32 Pedestrians walking on Carriageway with disregard to Existing Infrastructure 19

Figure 2.31 Existing Urban Road without Pedestrian Walkways 19

Figure 2.33 One-sided Walkway Provision 19

Figure 2.34 Car parking on Existing Walkway 19

Figure 2.36 Location of the Proposed Bugesera International Airport in relation to Kigali 20

Figure 2.35 Existing Kigali Airport in the City Centre 20

Figure 2.37 Current Road Network Initiatives 21

Figure 2.38 Extract of the Map of the Existing and Proposed Rail Network Links 22

Figure 2.39 An Example of Freight Rail Lines 22

Figure 2.40 Location of the Proposed Bugesera International Airport in relation to Kigali 23

Figure 2.41 2032 Trip Generation and Attraction (SSI, 2012) 24

Figure 2.42 2032 Public Transport Routes (SSI, 2012) 24

Figure 2.43 Undulating Topography in Kigali 26

Figure 3.1 Goals and Objectives of the Transportation Master Plan 28

Figure 3.2 Proposed Transit Oriented Developments in Kigali 29

Figure 3.3 Concept Layout of Urban Land Use Plan 33

Figure 3.4 Goals of the Transportation Master Plan 34

Figure 3.9 Proposed Road Hierarchy based on Rwanda Gazette and Master Plan Classification 39

Figure 3.10 Example of a Road Type in the Matrix 39

Figure 3.11 Hub and Spoke Mechanism 40

Figure 3.12 Linking Urban Centres with High Capacity Urban Roads 40

Figure 3.13 Location of Proposed Rail Interchange and Existing Airport in Kigali in 2040 41

Figure 3.14 Example of how Feeder Buses provide continuity to BRT 42

Figure 3.15 Access onto Buses from BRT Boarding Stations in Curitiba, Brazil 42

Figure 3.16 Existing Freight Routing in Kigali 43

Figure 3.17 Proposed Freight Routing in Kigali in 2025 and beyond 43

Note: The numbering of Figures and Tables share the same sequence, for example, Table 1.4 follows Figure 1.3, and Figure 1.5 follows Table 1.4. This enables easier browsing in the document.

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Figure 3.18 Proposed Cycle/Pedestrian Link Enhancements in Palo Alto, United States 44

Figure 3.19 Pedestrian and Cyclist Priority as the standard-de-facto in most the Urban Zones of Modern Cities 45

Figure 3.20 Pedestrian Crossing Enhancement at Oxford Circus, London 46

Figure 3.21 Creation of Cul-de-sacs by closing Roads 46

Figure 3.22 Pedestrianised Streets in City Centres 46

Figure 4.1 Proposed 2040 Land Use Plan 48

Figure 4.2 Density Distribution Plan 49

Figure 4.3 Proposed Township Plan 51

Figure 4.5 Proposed Employment Distribution by District 51

Figure 4.4 Proposed Population Distribution by District 51

Figure 4.6 Proposed 2025 Land Use for City of Kigali 52

Figure 4.7 Different Scheme Applications of how Land Use and Transport Planning can be organised (Metropolitan Washington Council of Governments, 2010) 53

Figure 4.8 Proposed Residential Zones in the City 53

Figure 4.9 Evolution of Land Use from Existing 2012 to 2040 54

Figure 4.10 Proposed Road Network overlaying the 2040 Land Use Plan 55

Figure 4.11 Identification of the Road Network and the Ideal Alignments 56

Figure 4.12 Inclusion of Additional Connectors to the Grids and Proposed Public Transport links to Major Centres 57

Figure 4.13 Refinement of Arterial Routes based on Density, Traffic Analysis and Pedestrian Routing 58

Figure 4.14 Proposed Road Network Capacity 59

Figure 4.15 Proposed Road Network Capacity (Collector Roads omitted for clarity) 59

Figure 4.16 Classification of Roads based on Results from VISUM 60

Figure 4.17 Proposed High Capacity Road Network to replace the Existing National Roads through Kigali 61

Figure 4.18 Coverage of Proposed Road Network 62

Figure 4.20 Example of an Access Development for a Township in Canada 63

Figure 4.19 Example of an Internal Plot Circulation in Vauban,Germany 63

Figure 4.21 Example of an Access Lane in Europe 63

Figure 4.22 High Levels of Adaptability in Road Design 64

Figure 4.23 Example of Standardised Road Design 64

Figure 4.24 Proposed Rail Station in Kigali in 2040 66

Figure 4.25 Location of Air Transit Connectivity in Kigali in 2040 67

Figure 4.26 Location of Public Transit Connectivity in Kigali in 2040 68

Figure 4.27 Proposed BRT Trunk Routes 69

Figure 4.28 Possible BRT Schematic Map for Kigali 69

Figure 4.29 Catchment of BRTs 70

Figure 4.31 Overview of the BRT Planning Process (ITDP, 2007) 71

Figure 4.30 Boarding Stations in Curitiba, Brazil 71

Figure 4.32 Proposed Light Rail Transit and BRT Routes 72

Figure 4.33 A Possible Integrated BRT/LRT Map for Kigali 72

Figure 4.34 Transit Oriented Developments with Integrated Car Parks 73

Figure 4.35 Comparison of Cars and Bus Footprint 74

Figure 4.36 Hierarchy of Travel from Village to City 74

Figure 4.37 Qualitative and Quantitative Representation of Traffic Flows in different Routes of the City (MININFRA, 2012) 75

Figure 4.38 Integration of NMT and Public Transport 75

Figure 4.39 Example Components of Bus Stops (Translink, 2012) 75

Figure 4.40 Example of a Transport Hub with Integrated Car Parks adjacent to BRT Station 76

Figure 4.41 Potential Locations of Transport Hubs 76

Figure 4.42 Proposed Interchange Transport Hubs 77

Figure 4.43 Locality Guidance for Station Facilities (Translink 2012) 77

Figure 4.44 Example of a Transport Hub 78

Figure 4.45 Proposed End Terminal Transport Hubs 78

Figure 4.46 Proposed Interchange Transport Hubs 79

Figure 4.47 Preston Bus Station, UK, with Car Parking Facilities 79

Figure 4.48 Proposed Development along Transit Corridors 80

Figure 4.49 Proposed Development along Transit Stations, including MRT 80

Figure 4.50 Detailed Developments Plan for Kimironko, Kigali 80

Figure 4.51 International and Regional Connectivity to Kigali 81

Figure 4.52 Existing Freight Route through Kigali 82

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Figure 4.53 Proposed Freight Route in 2040 82

Figure 4.54 Possible Locations for Logistics Hubs 83

Figure 4.55 Proposed Green Transportation Network Plan 84

Figure 4.56 Ecological Features along Green Connectors 85

Figure 4.57 Well-integrated Pedestrian Facilities in a Shared Surface Green Space in Vancouver, Canada 85

Figure 4.58 Pedestrian-friendly Streets provide Accessibility to all Levels and Modes of Transport 86

Figure 4.59 Transit Oriented Developments with Focus on Pedestrian Connectivity 86

Figure 4.60 On-street Cycle Lanes 87

Figure 4.61 Integration of On-street and Separated Cycleways 87

Figure 4.62 Provision of Cycle Storage on Buses 87

Figure 4.63 Typical Cycle Parking 87

Figure 4.64 Shangxiajiu Pedestrian Street in Guangzhou, China 88

Figure 4.65 Example of Pedestrian Schematic Plan for Nyarugenge Market 88

Figure 4.66 An Urban Complete Street in Canada 89

Figure 4.67 Proposed Complete Street Scheme at Eglinton Avenue East, Toronto: Before and After 89

Figure 5.1 Proposed Timeline for the Establishment of the Kigali Transport Authority 93

Figure 5.3 Structure of Transport Commission 94

Figure 5.5 Proposed Establishment of Organizational Structure for Phase 2 95

Figure 5.6 Final Organizational Structure for KTA 96

Figure 5.10 Mechanisms for managing Public Transport Fleets 99

Figure 5.12 Concept of Mixed License to Classified Contract System 101

Figure 5.13 Proposed BRT Trunk Routes 101

Figure 5.14 Maintenance Regime will be required for Road Structures such as Bridges 103

Figure 5.15 Road Furniture such as Street Lighting and Cycle Racks within Right-of-Way shall be the purview of the Transport Authority 103

Figure 5.16 Typical Deterioration Curves 103

Figure 5.17 Proposed Role of the Land Transport Infrastructure Division of KTA 104

Figure 5.18 Example of Utilities and their Location in Pavement 105

Figure 5.19 Proposed Framework for Traffic Impact Assessments 106

Figure 5.20 Intelligent Transport Systems Centre in Singapore 107

Figure 5.21 A Variable Messaging System in Use 107

Figure 5.22 Signal Architecture for Expressway Monitoring and Advisory System 107

Figure 5.23 Subsystems that can integrate with the Intelligent Transport Systems 107

Figure 6.1 Catalyst Development Projects (Short to Medium Term) 108

Figure 6.2 Proposed Implementation Project - High Capacity Urban Roads and Ring Roads Scheme 109

Figure 6.3 Proposed Implementation Project - Bus Rapid Transit Scheme 110

Figure 6.4 Locations for Junctions earmarked for Improvements 111

Figure 6.5 Mini-roundabout in the Lurgan, Northern Ireland 112

Figure 6.6 Double Teardrop Roundabout Proposal, Keystone Parkway, United States 112

Figure 6.7 Proposed Gisimenti Gateway Junction 112

Figure 6.8 Proposed Gisimenti Gateway Junction (different perspective) 112

Figure 6.9 SIDRA Junction Capacity Analysis for use in Traffic Impact Assessment 113

Figure 6.10 Example Schematic for Pedestrianisation of Nyarugenge Market 114

Figure 6.11 Conceptual Framework of BRT Management and Operation 115

Figure 6.13 Proposed Organizational Structure of Public Transport Executive 116

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LIST OF TABLES

Table 2.14 Summary of Official Gazette No. 04 of 23/01/2012 on Roads in Rwanda 13

Table 3.5 Table of Benchmark Cities (Surbana, 2013) 35

Table 3.6 Key Strategies and Performance Indicators 36

Table 3.7 Key Strategies and Performance Indicators (Continued) 37

Table 3.8 Objectives to be achieved by Proposed Plans 38

Table 5.2 Institutional Development Process - Phase 1 94



Table 5.8 Transportation Management for City of Kigali 98

Table 5.9 Major Outlines of Proposed Institutions 98

Table 5.11 Comparison of Responsibility of BRT and Intermediate Routes 101

Table 6.12 Functions of KTA, BRT agency and Governments 116

Note: The numbering of Figures and Tables share the same sequence, for example, Table 1.4 follows Figure 1.3, and Figure 1.5 follows Table 1.4. This enables easier browsing in the document.

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ACKNOWLEDGEMENT

City of Kigali Fidèle Ndayisaba, Mayor City of Kigali Nizeyimana Alphonse, Vice Mayor FED City of Kigali Mupende U. Lilane, OSC Director Donna Rubinoff PHD, Senior Advisor in Sustainable Urbanism, OSC Ahimbisibwe Reuben, Infrastructure Department Director Sugi Félix, Urban Planner and GIS Specialist, OSCAshimwe Joshua Senior Urban Planner, OSC Rangira Bruno, PR & CommunicationRurangwa Claude, Transport & Transport Management OfficerMizero Solange, Transport Planner Gasabo district Ndizeye K.Willy, Mayor Gasabo DistrictMunara Jean-Claude, Vice Mayor Economic Affairs Gasabo DistrictKalamagye John, Infrastructure Department Gasabo DistrictMuhinda Arthur, Coordinator Infrastructure Gasabo DistrictThomas, Director of Lands Gasabo District Kicukiro District Jules Ndamage, Mayor Kicukiro DistrictMukunde Angelique, Vice Mayor FED Kicukiro DistrictEng.Kabongo T.Patrick, Urban PlannerRwakazina Claude, Director Land BureauRwamurangwa Félix, Infrastructure Department

Government authorities HE Prof. Silas Lwakabamba- Minister of Infrastructure MININFRA HE Albert Nsengiyumva-Minister of State in the Ministry of Education in charge of Technical and Vocational Education and Training, Former Minister of Infrastructure, MININFRAHE Sheikh M.Fazil-Minister of Internal Security.HE Gen Gatsinzi Marcel-Minister of Disaster Management and Refugee Affairs.HE Stanely Kamanzi-Minister MINIRENAHE Alexis Nzahabwanimana-Minister of state in charge of Transport MININFRA Mutamba Esther, Director General, RHAEric Ntagengerwa, Transport Director, RTDADr.Twagira M.Elias (PhD), Director General, RTDAMasenga Marcel, Engineer, RTDAKayitesi Vivian, Head of Department, RDBKarasira Faustine, Product Development and Planning, RDBHarerimana Simeon Ntuye Environmental Analyst, RDBMpunga Joseph, Dir. of One Stop Center Division, RDBMutoni Doreen, Investment Promotion Officer, RDBMusoni Jordi-Michel, Utilities Delegated Manage, RDBThierry Hoza NGOGA, Division Manager, RNRADuhuze Remy Nobert , Environmental Regulation and Pollution Control, REMAMuhayimana Annette Sylvie, Project Coordinator LVEMP 11, REMARugege Denis, Environmental Advisor, REMA/UNDPRutabingwa Frank, Director, NAFANzitonda Jacques, Director of Water and Sanitation, RURAMark Murenzi Rukata, Director of Electricity Utility, EWSAUdahemuka Sirus , Director of Airports, CAASagashya Didier G., Deputy Director General, NLCDr. Mahabubul Bari, International Expert on Transport Infrastructure, MININFRAAntonin Coantic, International Road Expert, MININFRARurangwa Raphael, Director General Planning& Programme Coordinator, MINAGRI

We would like to acknowledge and thank the following individuals and organizations for their invaluable insights and contributions to the preparation of the “Detailed Physical Plan of Kicukiro and Gasabo.”

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PREFACE

Project Background

The City of Kigali (CoK), one of the most active and progressive City Councils of Africa, aspires to see Kigali develop as a competitive, safe and clean modern city. In the recent past, the Government of Rwanda has undertaken the preparation of several urban development plans in the sectors of planning, transport, infrastructure, housing and environment for Kigali. Having completed the Kigali Conceptual Master Plan (2008) and Detailed Master Plans for Nyarugenge District as well as various other sub-areas of Kigali, the City now intends to develop Detailed Physical Plans for the other two Districts, namely, Gasabo and Kicukiro, so as to have an integrated detailed plan for the entire City.

Project Commissioning and Scope

In October 2011, through a public tender, the City of Kigali awarded the ‘Design of Detailed District Physical Plans for Kicukiro & Gasabo’ to Surbana International Consultants, Singapore (Surbana).

This master planning project, in addition to the detailed planning of the two districts, has the following objectives:

• To review the planning direction and strategies for the entire City of Kigali, while integrating all the past planning and development initiatives undertaken.

• To prepare Conceptual Kigali Transportation Plan and Final Kigali Transport Master Plan. This would include the review and integration of existing plans, so as to make available a complete city wide transportation master plan for the whole of Kigali.

• To establish a GIS database for the entire City which has a coordinated base map, proposed land use plan & development control information for all areas of the City. This GIS system would form a part of the MIS system being put in place by the Government.

• To ensure participation of the various stakeholders in the development of the Master Plan so as to develop a plan that reflects the needs and aspirations of the City’s residents.

• To ensure participation in the planning process as well as capacity building of the CoK staff through training programmes in Singapore and the Surbana project office in Kigali.

Project Organization & Schedule

The project is spread over one year and comprises of the following 6 task orders, each with a duration of 2-4 months:

Task Order 1: Start-up, Reconnaissance & Base-mapping

Task Order 2: Existing Conditions & Vision

Task Order 3: Conceptual District Plan

Task Order 4: Schematic District Plans

Task Order 5: Detailed Urban Design

Task Order 6: Implementation Plans

Project Process

In line with the project scope discussed above, the process to be adopted for this project is as elaborated below:

• Establishment of a proper working base which incorporates all land use related information for developing the master plan.

• In-depth analysis of various existing issues facing the City and stock-taking and review of previous master plans and transportation planning initiative in the City in order to develop an integrated plan.

• Benchmarking with international best practices in city planning and management, determining the future growth scenario, and setting the development vision and the strategic growth direction for the city.

• Development of a conceptual transport plan and management strategy for the entire city followed by detailed integrated master plans, transport plan and urban design plans for two districts.

The planning process adopted for this project is further illustrated in the diagram.

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Project Deliverables

Various reports, corresponding to the various task orders are to be submitted to the City of Kigali, which include:

Task Order 1: • Inception Report

Task Order 2: • Analysis, Benchmarking and Visioning

Report

Task Order 3: • Conceptual Kigali Transportation Plan

report• Gasabo Conceptual Plan Report• Kicukiro Conceptual Plan Report

Task Order 4: • Final Transportation Master Plan Report• Final Gasabo Master Plan Report• Final Kicukiro Master Plan Report• Gasabo Zoning booklet• Kicukiro Zoning booklet

Task Order 5: •Gasabo Town Centre Urban Design report• Kicukiro Town Centre Urban Design

report• Gasabo Town Centre Zoning booklet• Kicukiro Town Centre Zoning booklet

Task Order 6: • Implementation Report

Stakeholders’ Participation & Capacity Building

A key component of the project would be to ensure adequate participation in the planning process from various stakeholders such as decision-makers, private sector focus groups, community organisations and various public interest groups. As such, numerous meetings, seminars and workshops are to be undertaken at all stages of the project. A long-term public exhibition of the master planning project is to be undertaken at the end of the project with an objective to launch and market the master plan.

In addition, a communication plan, executed through various print, broadcasting & online media would ensure participation and feedback from the wider public. This plan preparation process would also be an opportunity for capacity building of CoK staff to further enhance their competency and capability of the staff to execute the master plan. This comprehensive city wide plan, incorporating the detailed plans of the two districts as well as all the past planning initiatives would become the long term development framework for Kigali City, guiding it into an era of progressive and holistic city development.

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1 INTRODUCTION TO THE TRANSPORTATION MASTER PLAN

1.1 INTRODUCTION

Population in Kigali has been growingsteadilyfromsixthousandin1960toovertwohundredthousand intheearly1990s,andafteraperiodofunrestin1994,doubledtooversixhundredthousandpeopleintheyear2000.Theincreaseinpopulationwasdue to Rwandans returning from aroundthe world after the 1994 genocide. Theytendedtosettleinthecapitalwheretherewasconsiderablesecurity,whichhasledtospontaneous, uncontrolled growth in theCityandresultedininefficientlanduseandresources.

Today,thepopulationofKigalistandsat1.2millionandisexpectedtogrowtobetween4 to 5 million in the next twenty-five tothirtyyears.

Economic growth often follows intensegrowth in population, especially indeveloping countries, and Rwanda isexpectedtofollowthesametrend.

1.1.1 TheNationalPerspective

TheRepublicofRwandahassetavisiontotransform itself from a low scale agrarianeconomy to an active player within theregionaleconomy.TheCityofKigali is thecentre of transformation in Rwanda andis currently experiencing rapid economicgrowth.Asaresultofthisgrowth,trafficintheCityhassimilarlygrownandisexpectedtogrowatthesamerateastheeconomy.

Planned growth is vital to ensure thatpreservation and improvement of thequalityoflifeforthecommunitiesofKigali.The Government of Rwanda has recentlyundertaken the preparation of severaldevelopmentplansinthesectorsofurbanplanning,transport,infrastructure,housingandenvironmentforKigali.

Transportation is an integral part of acity’s growth. Its state directly impacts acity’s economic viability and its conditionaffects the economic performance, safetyand liveability of a city, in addition tostrengtheningresiliencetoclimatechange.

The road network in Kigali has begun toshow signs of age, and while the overallcondition of the network is healthy, it isexpectedtodeterioratefurtherinthenext30years, if agoodmaintenance regime isnotputinplace.

ThetransportationmasterplanisdevelopedtoensurethatKigaliiswell-equippedtofulfilthe transport requirements of a moderncity while supporting a healthy economicgrowth and promoting a higher quality oflife. Itcanhelp inmitigatingtheeffectsofclimate change and provide sustainablemeasurestoadapttothechanges.

1.1.2 TheVisionoftheCityofKigali

In support of the national vision of theRepublicofRwanda,theCityCouncilintendsto make Kigali “a safer, cleaner, morecompetitive, modern city with expandingopportunity for sustainable developmentofitscitizensandthecountryatlarge.”

To achieve this, the City has identifiedseveralPillarsoftheVisionasfollows:-− To be a modern city with expanding

opportunitytogrow;− To act as an engine for national

economicgrowth;− Tobeabletoreceivealltheconstituents

of Rwanda as well as all visitors toRwanda;

− To represent a good image of thecountry and strengthenboth regionaland international collaboration andpartnership.

ThevisionfortheCityofKigaliistobe“The Centre of Urban Excellence in Africa”.

Thebroadvisionfortheentirecityistobeachievedthrough6criticalgoalssetbytheDetailedMasterPlan.Theseare:-

1. CityofCharacter,VibrantEconomyandDiversity

2. City of Green Transport3. CityofAffordableHomes4. City of Enchanting Nature and

Biodiversity5. CityofEndearingCharacterandUnique

LocalIdentity6. City of Sustainable Resource

Management

TheTransportationMasterPlanisintendedto set out a strategic vision for the CityofKigali in itspursuit tobecomeaCity of Green Transport.Itwillensurethatfuturetransportation needs for the City such asintegrated network of roads, rapid andnon-motorised transit, and policies andguidescanbeplannedandbudgetedforastheCitygrows.

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1.2 ABOUTTHETRANSPORTATIONMASTERPLAN

1.2.1 TheRationaleforaTransportationMasterPlan

TheGovernmentofRwandahaspreviouslycommissioned a Kigali Conceptual MasterPlan and Detailed Master Plans forNyarugengeDistrictaswellasvariousothersub-areas of Kigali. The Kigali City Councilnow intends to develop Detailed PhysicalPlans for the other two Districts in Kigali,namely,GasaboandKicukiro,toachieveanintegrateddetailedplanfortheentireCity.

While the direction of the City of Kigalihas been set through theseMaster Plans,the City does not have an integratedtransportation master plan to directdevelopmentintermsoftransport.

The Kigali Transportation Master Plan(TMP)intendstofulfilthisrolebyprovidingaframeworkforthelong-termdevelopmentand expansion of existing transportationsystemsthatwillsupporttheCityofKigaliinanintelligentandasustainablemanner.

TheTransportationMasterPlanisintendedasalong-termstrategicplanningdocumentfor transport-related issues. It should berecognised that the TMP is not intendedtoaddresssite-specificorcorridor-specificissues.

TheTMPwillevolveandexpandtosuitthecommunity’s requirements and needs astheCitydevelops.Asa livedocument,theTMPshouldbeupdatedonaregularbasis.

ThisTMPsetstheplanninghorizonat2040.Bydoingso,theTMPdefinestheCityasitwouldlookin2040.However,astheCity’sgrowth is organic, it is difficult to foreseethe City’s developments as itmatures. Assuch, implementationprojects inthisTMPiscurrentfortheyears2013-2020andtheTMPistobeupdatedapproximatelyeveryfiveyearsbykeystakeholderssuchas theCityCouncil,therelevantStatutoryBoards,CommissionsandtheCommunity.

Key implementation proposals, at bothpolicy level and network improvementlevel,areprovidedinthisdocumentfortheshort-termascatalystforfuturelongtermprojects.

The package of actions presented, ifimplemented,are intendedtoachievetheUltimateGoaloftheTMPtomakeKigalia“CityofGreenTransport”.

1.2.2 TheSpecificGoalsoftheTransportationMasterPlan

As part of the Vision to become a Cityof Green Transport, the vision reportidentifiedseveralareasforimprovementintermsoftransport,namely:-

• AnextensiveNewRoadNetwork• A comprehensive Public Transport

Network• InclusionofNon-motorisedTransit

Upon further study and discussions withmembersofMININFRAandtheCityCouncil,the areas of improvement have beenfurther refined to become the followingspecificgoalsoftheTransportationMasterPlanasshowninFigure1.1:-

1. TobecomeaTransit-OrientedCity2. To establish a Complete Transport

System3. To create a Sustainable Transport

Network

Achieving these three goals would helpprogresstheCityofKigalitowardsbecomingaCityofGreenTransport.

Thisoverarchingthemeofgoalsformsthebackbone and its characteristics serve askeyprinciplesinguidingtheTMPprocess.

Specific Goals of the

Transportation Master Plan

Tobecomea

Transit-Oriented

City

Tocreatea

SustainableTransportNetwork

Toestablisha

CompleteTransportSystem

Figure1.1 GoalsoftheTransportationMasterPlan

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1.2.3 PreparationoftheTransportationMasterPlan

The TMP was prepared by SurbanaInternational Consultants in associationwiththeSurbanaUrbanPlanningGroup.

The preparation of the TMP consisted ofthefollowingmajorcomponents:

• Meetings with stakeholder groups inKigali

• PublicConsultationActivities• SiteVisitstotheCityofKigali• Reviewoftheproposedlandusemaster

plans and existing transportationplanninginitiatives

• Preparation of a GeographicInformation Systems (GIS) roadalignmentdatabase

• Development of a macroscopictransportmodel

• Development of concept transportplansforimplementationinKigali

• DevelopmentofImplementationPlans

1.2.4 ImplementationMechanisms

As agreed with the City, the TMP wouldpresent long-termplansandproposals forthedesignhorizonof2040whilepreparinginterimdesigns for implementation in theshortterm.

The implementation plans presented intheTMPrepresentsthemechanismstobeimplementedby2025,andwillserveasthebenchmarkforprogressonachievementofgoalsandobjectivessetbythisdocument.

The results of the short-termimplementation plans will then identifyshortfalls of the current plans and allowforfutureamendmentstotheproposalstobettersuittheCity.

1.3 THEDELIVERABLES

TheTMPprovidesguidancefortheCitytoplanforitstransportationneeds.ToaidtheCity in its transportnetworkdevelopmentprocess,theTMPwilldeliverthefollowing:-

• ConceptTransportationPlans• Proposals for Institutional Setup,

Development Policies and AssetManagement

• ASchematicGISdatabaseforuseinthetransportplanningoftheCity

• A macro-level traffic model for useto analyse traffic along the majorcorridorsandatcriticaljunctionsintheCity

The Transportation Master Plan can beusedasacatalysttoinitiatechangestotheexisting transportation network in Kigali,using the above-said deliverables. TheDevelopment Plans and ImplementationProposalswouldguidetheCityinlegislationandpolicy-making,whiletheGISdatabasecanbeusedasastartingpointforguidingroad network development. This can besupported by the trafficmodel developedfortheCity,astheCitycanactivelymonitortrafficimpactsofnewdevelopmentsontheproposedroadnetwork.

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1.4.4 Chapter4KigaliConceptTransportationDevelopmentPlans

Figure 1.3 shows the original conceptualplan of the City of Kigali with conceptualregionalconnectivityandregionalcentres.Sustainable transportation has beenincluded in the design of the transportnetwork.

Detailed proposals for the TransportationPlans are provided in this Chapter. Thedevelopment strategies are furtherexplained, and concepts and applicationsdemonstrated.

In the preparation of the Master Plan,several development proposals weredevised for improving the transportationnetworkinKigali.

Following modelling analysis andpredicted projections for the populationand employment of the City, severalrecommendationshavebeenidentifiedandformalised as Development Proposals foruseinthisMasterPlan.

TheDevelopmentProposalsareasfollows:-

1. ProposedRoadNetworkPlan2. ProposedPublicTransportationPlans,

consistingof:- − RailandIntercityPlan − RapidTransitPlan − Supplementary Public Transport

Plan − TransportHubsandInfrastructure

Plan3. ProposedFreightManagementPlan4. Proposed Non-motorised Transport

NetworkPlan

1.4 ORGANISATIONOFTHEREPORT

1.4.1 Chapter1Introduction

In this chapter, the City’s need for aTransportation Master Plan has beenidentified, and the visions and goalsintroduced.

This chapter also discusses the process ofpreparing the TMP, and the outcomes oftheTMP.

1.4.2 Chapter2Context,ConstraintsandOpportunities

Kigali’s position in context of the currentandfuturechallengesandopportunitiesfortransportationisexplained.

The chapter provides a holistic view ontheexistingandprojectedsocio-economicaspectsanddescribesindetailtheexistingtransportation networks in Kigali andcurrent proposals in place such as thenew Bugesera International Airport andproposedrailconnectionstoTanzania.

Existing initiatives are identified withregardtorailandair,andcurrentpracticesbyinstitutionsareidentified.

The opportunities and challenges facedby the Transportation sector are alsodiscussed.

1.4.3 Chapter3SpecificGoals,ObjectivesandStrategies

The objectives of the goals are explainedin detail in this chapter (Figure 1.2). Thestrategies for each goal will be explainedandelaboratedintermsoftheirrelevancetotheTransportationPlansinChapter4.

Objectives

SpecificGoals

UltimateGoal

TransportationPlans

City of Green Transport

TobecomeaTransit Oriented City

Toestablisha

Comprehensive Strategic Road

Network

Tocreatea

Sustainable Transport Network

Public/Private Transport

Modal Split of 70:30

Average Public Transport

Commuting time of 60 minutes

Construction of Urban Roads to a

minimum density of 6km/km²

Seamless Intermodal Transport

Connectivity

Construction of Intercity Freight

Routes and Infrastructure

Integrated Non-motorised Transport

Infrastructure

100% of Public Amenities and

Facilities served by Public Transport

The Establishment of Green Network and Pedestrian-friendly Streets

Proposed Road

Network Plan

Proposed Public Transportation PlansProposed

Freight Management

Plan

Proposed Green

Transport Network

PlanRail and

Intercity PlanRapid Transit

Plan

Supplementary Public

Transport Plan

Transport Hubs and

Infrastructure Plan

Figure1.2 GoalsandObjectivesoftheTransportationMasterPlan

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1.4.5 Chapter5InstitutionalSetup,TrafficManagementandPolicies

In Chapter 5, issues relating to theinstitutionalsetup,trafficmanagementandpoliciesareidentifiedandaddressed.

In regards to the institutional setup, thefragmented form of institutions involvedintransportationmattersandbureaucracymay affect the enabling of the projectsidentifiedinChapter4.Adetailedproposalfor establishing the Kigali TransportAuthority (KTA) isprovided inordertoaidtheimplementationofthismasterplan.

Secondly, proposed guidelines aresuggested for commission by the City toguide future development. Among theseguidelines are road design standards,manuals for designing residential streetsandthecontextsensitivedesignmethods.These guidelines would form the policieswhich would be used to implement theproposedplans.

Thirdly, it is also recommended thattraffic management becomes part of thelegislationinthecity.SeveralplanningtoolssuchasTransportImpactAssessmentscanbemadearequisiteforplanningapprovals,wheretrafficstudieswillguidetheapprovalof projects within the city, and especiallywithin the commercial core. In addition,by providing analysis on intersections’level of service and improvement needs,general traffichazards, accidents,parking,environmentalandaestheticconcerns,andfunding, traffic impact such as congestionon urban centres may be alleviated. Theapplication of Intelligent TransportationSystemsarealsodiscussedasapartofthetrafficmanagementprocessinKigali.

1.4.6 Chapter6ImplementationProjectsandProposals

The last chapter addresses the keyImplementation Projects, and proposesdemonstrationprojectsandkeystudies intheshort-term.

Short-term catalyst projects have beenidentified in discussions with KigaliCity Council, and following site visits,some insight into how the short-termdevelopment of the transportationnetwork in Kigali can be influential in thedevelopmentoftheCity.

Inadditiontothis,severalprojectsmaybeimplementedwiththecurrentinstitutionalsetup,forexampleapublictransportstudymay be commissioned to investigate thefeasibility of BRT proposals. Additionallythe current institutional setup is able tocommission an asset inventory exerciseandprepareastreetdesignmanualbasedonproposalswithinthisdocument.

Figure1.3 ConceptualDesignoftheCityofKigali,showingConnectivityandDecentralisedRegionalCentres

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2 CONTEXT, CONSTRAINTS AND OPPORTUNITIES

2.1 KIGALI:HISTORICALANDGEOGRAPHICALCONTEXT

2.1.1 Historical

Kigali was founded in 1907 as theadministrative centre of Rwanda andquicklydevelopedintoamajorcommercialcentre primarily due to its centrallocation. It gained importanceasa transitcentre with through-routes going toneighbouring countries through Kigali. Itbecame Rwanda’s capital when it gainedindependencein1962andsincethenithasbecomeRwanda’smajoreconomic,culturalandtransporthub.

2.1.2 Demographics

The population of Rwanda is relativelyyoung compared to many countries.Rwanda has the highest populationdensityinAfrica,andthepopulationisstillgrowingat2.8%peryear.By2050,Rwandais estimated to have 26 million people,more than double its current populationestimated at 11 million. 4 to 5 million ofthepopulationareexpectedtoliveinKigaliCity in 2040, compared to the currentpopulationestimateof1.2million.

2.1.3 Climate

Theaveragetemperatureandprecipitationof Kigali are shown in Figure 2.3. Kigali’saverage high temperature of between25.9 and 28.2°C can be attributed to itslocation along the equator. The averageyearly precipitation is 950.9mm. It rainsthroughout the year; however it peaksbetween March-April and October-November. It is significantly dry betweenJune and August with less than 50mm ofrain.

2.1.4 Geographical

Kigali is located in the region of theAlbertine Rift region, forming part of thewatershedfortheNile.Hillswithprominentridgesdefineitstopography.Developmentscanbefoundmainlyinthevalleys.

The tops of the ridges have an averageelevationof 1,600metres above sea level(ASL), while the valleys are around 1,300metres ASL. Slopes are generally steep,and most roads traverse along contoursto ascend the slopes. The City is ringedtowards the north and west by higherhills. The highest of these is Mt. Kigali,withanelevationof1,850metresASL.The

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10-1415-1920-2425-2930-3435-3940-4445-4950-5455-5960-6465-6970-7475-7980-8485-8990-9495-99100+

Rwanda Population Pyramid 2012 vs 2040Source:U.S. Census Bureau, International Database (2012)

2012 Male 2012 Female 2040 Male 2040 Female

southern reachesof thedistrict isdefinedbytheNyabarongoRiver,whichformsthemarshesofKigali.

Rwanda is bordered to the north byUganda,totheeastbyTanzania,thesouthbyBurundiandthewestbytheDemocraticRepublicofCongo (seeFigure2.2).WithinRwanda, theCityofKigaliprovince sharesborders with three other provinces (East,NorthandSouth);theWestprovinceformsRwanda’s borders with Lake Kivu to thewestandtheNorthandSouthprovincestotheeast.

Figure2.1 RwandaPopulationPyramid2012and2040(projected)

Figure2.2 MapofRwanda(about.com,2012) Figure2.3 AverageTemperaturesbasedonHistoricalData(WorldMeteorologicalOrganisation,2012)

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2.2 OVERVIEWOFTHETRANSPORTSECTORINRWANDA

The transport sector is considered astrategicsectorforRwandagiventhathightransport costs are currently regarded asa hindrance to the economic growth anddevelopmentofthecountry.

MININFRAhaspreparedaTransportSectorPolicy (2008) which defines the vision ofthe Government as well as its strategicorientationsfortheTransportSector.

The transport infrastructure in Rwandacomprises:-

1. Road Transport, with a network of14,000km, corresponding to a roaddensityof0.53km/km²

2. Air Transport, with two internationalairports and five aerodromes spreadacross the country. Work has begunon the eighth airport, BugeseraInternational Airport which wouldcomplement services from KigaliInternationalAirport.

3. LakeTransport,whichislimitedtoLakeKivu. Other fluvial forms of transportare non-existent due to the moreconvenient

4. Rail Transport, which currently is notfound in Rwanda. There are plans tobuild a railway between Rwanda andtheportofDaresSalaaminTanzania

The transport services in Rwanda areprovided by both the public and privatesector, and includes bus, taxi and airlineservices.

The transport sector contributesconsiderably towards poverty reductionand economic growth, and serves assupporttoothereconomicsectors.Itplaysa fundamental role in the economy ofRwandaas it contributesabout7% to theGDP, and represents about 15% of totalservicedelivery.

There has been a steady increase in theallocation of resources to the transportsector both from internal and externalsources of finance, which is a cleardemonstration of the importance thatthe Government of Rwanda places in thedevelopmentofthesector.

Figure2.4 KigaliRegionalCirculationPlan(OZArchitecture,2007)

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2.2.1 RoadTransportinRwanda

RoadTransportinRwandacomprisesaroadnetworkof14,000km,givingaroaddensityof0.53km/km².

As shown in Figure 2.5 the road networkextends into the neighbouring countries,namely Uganda, Burundi, DemocraticRepublicofCongo,andTanzania.

The national roads (shown in yellow)continues and links into national roads intheseadjacentcountries.

Several major cities are located wheretheseroadsmeet:forexample,towardstheDemocratic Republic of Congo, the roadsjoinontoeachotheratGomaandBukavu.

Traffic going from DRC to Tanzania tothe east would travel from either Gomaand Bukavu, through Kigali and towardsBwamaganabeforesplittingnorthorsouth.

Thesenationalroadsarepavedandprovidea permeable network through Rwanda,althoughmuch of the trafficwould travelthrough Kigali when travelling in an east-westdirection.

Much of the traffic using these NationalRoads are commuters, however due tothelackofrailnetworkinRwanda,freighttrafficformsalargeproportionoftrafficontheseroutes.

Figure2.5 PrimaryRoadNetworkinRwanda(GoogleMaps,2012)

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2.2.2 AirTransportinRwanda

Rwandahastwointernationalairportsandfiveaerodromesspreadacrossthecountry.Work has begun on the eighth airport,Bugesera International Airport whichwould complement services from KigaliInternationalAirport.

The two International Airports in Rwandaare Kigali International Airport (alsoknown as Kanombe International Airport)and Kamembe International Airport. Theremaining airports are small aerodromes,whichare indeplorable states,andwouldrequire rehabilitation and expansion oftheir basic infrastructure and navigationalequipment.

Kigali International Airport is currentlyrunning at almost full capacity. Theproposed Bugesera International Airport,whichislocatedapproximately30kmtothesouthoftheCity,isintendedtosupplementtheKigaliInternationalAirport.

Construction of the Bugesera Airport hasbegun,withanestimatedcompletiondateforthefirstPhasein2016.

2.2.3 WaterTransportinRwanda

Water Transport in Rwanda is limited tolakes,inparticularinLakeKivu.

Duetothemoreprominentroadnetwork,water transport in Rwanda has not beendevelopedfurther.

Figure2.6 AirTransportinRwanda

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2.2.4 RailTransportinRwanda

TherearecurrentlynorailwaysinRwanda.Themountainous nature of the terrain inRwandamakes the implementationof railverychallengingandpotentiallyexpensive.

RecentstudiesshowthatrailwayinRwandamaybeameanstostimulatetradeofgoodswith partner countries of the East AfricanCommunity.

Several schemesand initiativeshavebeenproposedforRwanda. East African Rail Master Plan

As a member of The East AfricanCommunity, Rwanda is part of the plansto connect to the East African region viarail. The East African RailwayMaster Planis a proposal for rejuvenating the existingrailways serving Tanzania, Kenya, Ugandaand extending them into Rwanda andBurundi and ultimately to South Sudan,Ethiopiaandbeyond.

This plan (see Figure 2.7) has beencarried out in cooperation with theGovernmentsofTanzaniaandBurundi.ThisisacomprehensiveplanthatgoesasfarasproposingstationsatKigali,Bugesera,IsakaandGitega.

Thecapital cost to implement theplan isestimated at US$3.7 billion. Funding willbethroughtheAfricanDevelopmentBank(AfDB).

Rwanda National Land Use Master Plan (RNLUMP)

This plan sets out extensive provision ofrail for the entire country. The proposedrailalignmenthasconnectionstoTanzania,UgandaandLakeKivu.Thealignmentbeingproposed is based on that proposed inthe Feasibility Study project. However, itextends the rail alignment further northbeyondKigali.ThealignmentpassesdirectlythroughKigaliCity.Thisisclearlyaconceptasmuchoftheterrainthealignmentcrossesisunsuitableforrail.

Strategic Transport Master Plan for Rwanda

This is a comprehensive transportmasterplanfortheentirecountry.Thesectionofrail to the north of Kigali is described asbeing a concept subject to the successfulimplementationofthesouthernsectionofrail.ThenorthernsectionofraillinksKigalitoGisyeni.

Figure2.7 ExtractoftheMapoftheExistingandProposedRailNetworkLinks(EastAfricanRailwaysMasterPlan,2009)

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2.3 EXISTINGTRANSPORTATIONINKIGALI

2.3.1 OverviewofRoad,RailandAirTransportation

TheroadnetworkinthecoreoftheCityhasreceived continuous improvement works,and has advanced the road infrastructureintoapositiveeconomicfactor.

However, there are still improvementsto be made to meet current needs inrural areas (see Figure 2.8). At the sametime investments are directed into theconstruction of new paved roads at theexpense of the maintenance of existingroads. As such. The existing road stock isaginganddeteriorating.

Congestion has begun to emerge in thecity areas, and has started to affect theCitynegatively.Congestionincreasestraveltime, wastes fuel and cause air pollution,reducesbusinesses’attractivenesstobothworkersandconsumers,andreducessafetyandsecurityduetoitsimpedancetopublicservicessuchasambulancesandfiretrucks.

Public transportation infrastructure suchbusstations(Figure2.9)arewell-developedand support free movement of peoplein the region, providing access to workopportunities, better communities to livein,whilehavingaccesstobasicutilitiesandcivil facilities such as schools, parks andlibraries. At the same time, business canrelyonthenetworkfortimelyshipmentsofgoods.

Freight movement is sufficiently well-controlled in the City, with the trafficmanagement currently controlled bythe Rwandan police force. While freightmovements are generally confined in theNationalRoads,

Muchofthetrafficmanagementisstilldonemanually, with fewer than 30 junctionsbeingsignalisedintheCity.

TheCityisinagoodpositiontoimplementgood traffic management principles andapply sensible transport solutions as it isstillearlyinitsdevelopment.Itisthereforevital to obtain new revenue resources forthe road maintenance, and at the sametime,plan for the revitalisationofexistingroads(seeFigure2.11).

Inaddition,futureplansforrailareinplace.The existing transportation networks donotyetsupportthedevelopmentofrail intheCity,andthisneedstobeaccountedforwhenexaminingtheroadnetwork.

Kigali International Airport is well-connectedtotheexistingCitycorebyroad.However, the new Bugesera InternationalAirport may not be well-linked to theCity, hence examination of the existingnetwork will need to consider these newdevelopments.

Figure2.8 TypicalUnpavedRoad

Figure2.9 PublicBusStation

Figure2.10 ARuralNationalRoadinKigali

Figure2.11 Well-maintainedNationalRoadinCity-VersKibungo

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2.3.2 ExistingRoadNetworkandConditions

The current road network in Kigali Cityconsistsof732kmofroads,ofwhichonly14%ispaved(seeFigure2.13).

Lessthan1%oftheroadsconstructedarewith granite-pavers, and the rest is roughdirt (seeFigure2.12andFigure2.15). Thesurfacingmaterialsforthepavedroadscanbeeithertarmacorcobblestone(seeFigure2.17). The construction of these pavedroads is not consistent and these roadscurrently have no maintenance regime.Existing roadsalsodonothaveconsistentroadelementslikestandardkerbandvergedimensions.

Nationally, Kigali City iswell-connected toother parts of Rwanda and beyond by anetworkofNationalRoads.TheCBDformsthe centre of a radial network of mostlypaved roads, which connect Kigali to theneighbouringcountries,e.g.theDemocraticRepublicofCongo(DRC),Burundi,Tanzania,and Uganda. Even though the roads arepaved, they are not all well-maintained.Of these National Roads, the routes toGitarama, Rwamagana, and Byumba aremostwidelyused.

On the district level, roads within theDistrictsofGasaboandKicukiroaremostlyunpaved single carriageways withoutuniform side tables and road furniture.Theseunpavedroadsbecomewater-loggedduringthewetseasonanddustyduringthedry season. They are also vulnerable toerosionfromsurfacerunoff.

ThemajorNationalRoads fromKigali CitytootherregionsinRwandaandbeyondarelistedbelow:• Kigali–Gitarama–Butare–Akanyaru–

Burundi(190Km)• Kigali – Kibungo – Rusumo –Tanzania

(167Km)• Kigali – Kayonza – Kagitumba –

Ouganda(191Km)• Kigali – Byumba – Gatuna –Ouganda

(80Km)• Kigali – Ruhengeri – Gisenyi –DRC/

Goma(156Km)• Kigali–Butare–Cyangugu–Ruhwa–

Bukavu(284Km)• Kigali–Butare–Cyangugu–Rugarama–

Burundi(322Km)

Figure2.12 ExampleofUnpavedRoadinKigali Figure2.13 ExistingRoadsinKigali(Redindicatingpaved)

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Existing Road Classification

The Rwandan government has recentlypublished Official Gazette No. 04 of23/01/2012toestablishthe lawgoverningtheroadsinRwanda.Officialgazettestatesthatpublicroadnetworkshallcomprisethefollowingclassifications:

• Nationalroads − National roads comprise the

followingcategories: − International roads that link

Rwanda with neighbouringcountries;

− RoadsthatlinkDistrictsorthatlinkaDistrictandKigaliCity;

− Roads that link areas of touristsignificance and facilitiesof National or internationalimportance such as ports andairports.

• DistrictsandKigaliCityroadsandthatofotherurbanareas–Class1

− Class 1 Roads are roads linkingdifferent Sector’s headquarterswithinthesameDistrict,or thoseroads that are used within thesameSector.

• DistrictsandKigaliCityroadsandthatofotherurbanareas–Class2

− Class 2 Roads are arterial roadsthat connect Districts roads torural community centres that areinhabitedasanagglomeration.

• Specificroads − Specific roads are specifically

constructed to connect Nationalroads or District roads to KigaliCity and other urban areas tothe centres for private sector’sactivities such agriculturalproduction, natural resourcesprocessingortotouristsites.

Thegazettealsostipulatesroaddimensionssuchastheminimumlanewidth,minimumcarriageway width and road reserve. Theroadreserve includesembankments,edgeareas, bollards, road lighting facilities,storm water drainage facilities, grassystrips, central median strips, hard andsoft shoulders, fills, walls, stairs, bridges,tunnels, technological and artistic works,road signs and other elements related toroad. AsummaryofthegazetteisshowninTable2.14.

Road Class Definition1 Road Width (m)

Total Road Reserve

(m)4

National Roads

InternationalroadsthatlinkRwandawithneighbouringcountries;

3.52 44mRoadsthatlinkDistrictsorthatlinkaDistrictandtheCityofKigali;

Roadsthatlinkareasoftouristsignificanceandfacilitiesofnationalorinternationalimportancesuchasportsandairports

Districts and City of Kigali roads and that of other urban areas - Class 1 Roads

RoadslinkingdifferentsectorheadquarterswithinthesameDistrict,orthoseroadsthatareusedwithinthesamesector. 3.52 44m

Districts and City of Kigali roads and that of other urban areas - Class 2 Roads

ArterialroadsthatconnectDistrictsroadstoruralcommunitycentresthatareinhabitedasanagglomeration. 6.03 24m

Specific RoadsRoadsspecificallyconstructedtoconnectnationalroadsorDistrictroadstoKigaliCityandotherurbanareastothecentresforprivatesector’sactivitiessuchagriculturalproduction,naturalresourcesprocessingortotouristsites.

- -

1. Article 3 Classification

2. Article 15 Width of national roads, Districts, and City of Kigali roads and those of other urban areas - Class 1

3. Article 16 Width of national roads, Districts, and City of Kigali roads and those of other urban areas - Class 2

4. Article 22Road reserve for national roads, Districts and City of Kigali roads and those of other urban areas

Table2.14 SummaryofOfficialGazetteNo.04of23/01/2012onRoadsinRwanda

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96.6

5.9

629.5

0 100 200 300 400 500 600 700

Paved

Cobbled

EarthRoads

Length of Roads (in km)

Current Road Inventory in Kigali City

78.1%

15.5%

6.0%0.3%

92.0%

7.7%0.3% 0.0%

Regularly Often Sometimes Notatall

Usage rates for all-weather road 2010/2011 - Kigali City province

EICV2 EICV3

Within Kigali, other than the afore-mentioned routes, the road network isnot extensive. Outside of themain urbanareas,manyofthemajorroadsfollowthetopography and are located primarily onthe ridges or in the valleys. The existinglocal roadnetworkhasnotbeendesignedandbuiltfollowinganyconsistenthierarchyandconstructionmethods.

In the last household survey itwas foundthat 92% of people in Kigali use roadsregularly (see Figure 2.18). However carownership is low (Figure 2.16 and Figure2.19), therefore suggesting that most ofthe people travel by public transport andarepedestriansorcyclists.Non-motorisedtransportinfrastructuresuchaspedestrianwalkwaysarepresentbutnotconsistentlyconstructed in Kigali. This poses a dangerforpedestrianswheretheseinfrastructurearenon-existent.

9%5%

13% 13%

2%

1%

1% 1%

5.00% 6.00% 1.00% 1.00%

84.0% 88.0% 85.0% 85.0%

0%

5%

10%

15%

0%

5%

10%

15%

KigaliCity- EICV2 KigaliCity- EICV3 AllRwanda- EICV2 AllRwanda- EICV3

Ownership of Vehicles - by Category

Bicycle Motorcycle Car Others

1593011150

35402230

885013380

148680 196240

100

1,000

10,000

100,000

1,000,000

KigaliCity- EICV2 KigaliCity- EICV3

Number of Households based on Vehicle Ownership

Bicycle Motorcycle Car Unknown/NotSpecified

Figure2.15 RoadInventoryinKigali(MININFRA,2012) Figure2.16 NumberofHouseholdsbasedonVehicleOwnership(EICV3,2011)

Figure2.17 DifferentPavementTypesfoundintheCityofKigali

Figure2.18 RoadUsageinKigali(IntegratedHouseholdLivingConditionsSurvey3,EICV3,2011) Figure2.19 VehicleOwnershipbyCategory(EICV3,2011)

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2.3.3 ExistingTrafficManagementSystem

Currently,themajorityofroadintersectionsintheCityofKigaliareunsignalised.Sometrafficmanagementsystemssuchastrafficsignalsandroundaboutscanbefoundintheurbanareas,mainlyinNyarugengeDistrict.

Thereareatotalof16signalisedjunctionsin the city, which operates on fixedtimings(staticsettings).Theyarecurrentlyinefficientasthesignalsarenotdynamicallylinked to traffic sensors and thereforeareunable to respond to changing demand.In addition, the traffic lights are suppliedby many different manufacturers andtherefore complicates the maintenanceregimeofthesesignalisedjunctions.

The current traffic signals settings havenot been optimised to current trafficdemand,andadditionallythetrafficsignalsdo not have any priority signs in caseof malfunction. The City also lacks anyspecialisttooptimizethesignaltimingsforthetrafficlights.

ItisunderstoodthattheKigaliCityCouncilintends to replace all the old traffic lightswith new ones. Thismovemay assist thestandardisation of the traffic signals sothatacentralized traffic light coordinatingsystem could be used to optimize theperformanceofthejunctions.

Normaltrafficlightoperationisfrequentlyinterrupted by power outages andrepresents a significant road safety issue.The use of roundabouts in conjunctionwiththesignalisedjunctionscanhelpwithalleviating congestion, while providing asolutionthatiscost-effectiveandrelativelymaintenance-freeintheshortterm.

Traffic calming methods such as multiplespeed-reducing humps are found oncertain roads to reduce the speeds ofvehiclesespeciallyinareaswheretherearetightcornersandsteepgradients.However,theseareimproperlydesignedandinmanycases,notproperlymaintained.

Traffic markings are not commonly foundonKigali roads.Existingmarkingsmaynotbefullymaintained.Therearenoguidelinesto standardize trafficmarkings in Rwandawhich also leads to different markingschemesbeingobservedacrossthecity.

Safety

The urbanized areas of Kigali Cityexperience higher accidents numbers;in general, approximately 79% of annualaccidents occur in the City. This can bedue to there being a higher number ofmotorizedvehiclesontheroad intheCityascomparedtotheruralareas.

There is currently no system identifyingaccidentblackspotsinthecity,whichmeansdetailedassessmentsoftheroadaccidentsarenoteasilycompiled.

Additionally the construction of roads aredoneinpiecemealform,whichhasresultedin inconsistent safety features in the roadinfrastructure. Road safety in designsare not reviewed in detail in the presentplanningapprovalstagefordevelopments,resulting in a road network which wouldbe considered unsafe once traffic volumeincreases.

Figure2.20 UnregulatedOn-streetParking

Figure2.21 TrafficRoadMarkingsabsentfromRoadinKigali

Figure2.22 DualCarriagewaywithMedianseparatingTraffic

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Freight Traffic

AmajorborderpostislocatedinGikondo,which regulates the goods going into andthroughKigali City. Freight traffic is plyingthroughtheexistingroadnetworktoreachtheborderpost.Lorrieshavetoparkalongthestreetsaroundborderposttocompletetheir customs clearance as there isinsufficientparkingspaceatthedesignatedparkingareawithintheenclosedareaoftheborderpost.HeavytrucksareprohibitedinCBD during day time unless permission isgivenbytrafficpolice.However,thetrucksareallowedtousetheroadsatnight.

This demonstrates some form of trafficcontrolinKigaliwhichhasbeenappliedtosomedegreesofsuccess.

Figure2.23showshowfreighttrafficutilisesthe National Road Network. The RwandaStrategic Transport Master Plan (RSTMP)identifiesthreetypesoffreightoperations,namely: intra provincial, inter provincialandregionalfreightmovements.

MuchofthistraffictravelsthroughKigali.

Existing Development Control Measures

The local government does not haveexpertise to assess transport impacts,anddue to the institutional setup, cannotempower the local authority to declinedevelopmentproposalson thegroundsofnegative traffic impacts. There is no localdesignmanualorguidelines for roadsandhighways design, and the design for roadconstruction depends on the contractor.The lackofstandardisation intheCityhasmade future maintenance more difficultandcomplexduetodifferenceindesign.

Figure2.23 FreightTrafficAnalysisintheRwandaStrategicTransportMasterPlan(Aurecon,2012)

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47.0

61.4

25.4

20.1

23.0

14.3

4.6

4.2

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

EICV2

EICV3

Usage rates for Public Transport Stages - Kigali City 2010-2011

Regularly Often Sometimes Notatall

2.4 PUBLICTRANSPORTATIONINKIGALI

MININFRA prepared a report on theDevelopment of an Integrated PublicTransportSystemforCityofKigaliinMarch2012.

In this document, MININFRA identifiedthestateofpublictransportandprovidedrecommendations for the improvementofpublictransportintheCity.

2.4.1 BusServicesandInfrastructure

There are 5 bus terminals in the Citycurrently. Gasabo District has 3 busterminals – 2 are functioning and KubugaBus Terminal is under rehabilitation. Theberthing, queuing and ticketing systemsin the terminals and stops are haphazard.It is noted in the “Summary Report onDevelopment of an Integrated PublicTransportsystemforKigaliCity”thatthereiscongestioninexistingbusterminals. Someofthelicensedbusoperatorsare:• KigaliBusService• Onatracom• JaguarBusCompany

Kigali Bus Services operates the larger80-seats buses. They are the first busservice provider to implement automatedticketingsystembyusingcontactlesssmartcard.Otherbusserviceshirebusconductortocollectpaymentfromthepassenger.

Bus Terminal Infrastructure

Itisnotedthatthereisalackofpedestrianfacilitieswithinthebusterminal.Passengershave to enter the bus terminal with thesame access as the buses. As shown inFigure2.25therearenocrossingsorlinkingfacilitiesforthepassengerstogetfromonebus waiting area to another. Pedestriantraffic and vehicular traffic circulation arenotseparatedinbusterminal.

In Kicukiro District, Nyanza Bus Terminalwas constructed in 2009 with the futurevisionof thebus terminalbecomingmoreutilitised when developments in the areaincreaseand thedevelopmentof thenewCityCenterinGahanga.ThelandusearoundNyanzaBusTerminalisplannedtobemainlymixedcommercialandresidential.

Bus Stops Infrastructure

“Summary Report on Development of anIntegratedPublicTransportsystemforKigaliCity”highlightedalackofcentralplanningor standardization used in the road andsupplementary infrastructurewhich has adetrimental impact on transport vehiclesandtheefficientoperatingoftrafficwithintheCity.

Somebusstopshaveshelters,butfewhaveabusbayasshowninFigure2.26.MinibusesstopoutsidethemarketinKicukiroDistrict,picking up passengers at the bus stopwithout both bus shelter and bus bay(seeFigure 2.27). In the new townships thathave been developed in Gasabo, the busstopshavebusbaysbutnotshelters.

Figure2.24 UsageRatesforPublicTransportinKigali(EICV3,2011)

Figure2.25 PublicBusStationinKigali

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2.4.2 TaxiServices

Thereare3differenttypesoftaxiservicesoperatingwithinKigaliCity–Taxi,MotorbikeTaxi and Bicycle Taxi. To operate, taxioperatorswillhavetoregisterwithRURA.Thesetaxisserviceprovidersareundertheumbrellaoftheirownassociationsandonlyoperatewithintheirownsector.

Taxi

There are 370 registered taxis operatingin Kigali City. However, there is also largenumber of unregistered taxi serviceoperatinginKigali.

Motorcycle Taxi (Taximoto)

Anotherpopularmodeoftransport,showninFigure2.28,isthemotorcycletaxiwhichoffers a quick and efficient way to travel,especiallytoruralareaswithunpavedroadsandsteepslopes.Thereareapproximately7,000 motorcycle taxis operating in KigaliCity and are managed by various privateoperators. However, there is significantnumber of motorcycle taxis that operatewithoutlicenseandpermitsinadditionaltotheabove-mentionednumber.

Faresofthesemotorcycletaxisarelooselyregulated. The fares typically range from200-1000Rwf.Registeredmotorcycletaxisoperateonlywithintheregisteredsector.

There isa lackofparkingspaces forthesetaxi services. In February 2012, CoKallocated 53 motorcycle parking areas inmajorzonesoftheCitytoregulateparkingofmotorcycletaxis.

Bicycle Taxi

Bicycle taxis, as shown in Figure 2.29, areforbidden in the City area, but they canbe found in the ruralareas inGasaboandKicukiro District as an alternative modeof transport to motorcycle taxi. Similarto motorcycle taxi, registered bicycle taxioperators are only allowed to operatewithintheirregisteredsector.

Figure2.26 TypicalBusStopinUrbanKigali Figure2.27 InformalBusStopnexttoRoad

Figure2.28 TaximotosintheCity Figure2.29 BicycleTaxis

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2.4.3 Non-MotorisedTransportation

Public transport and non-motorisedtransport go hand in hand as part ofsustainable transportation, and thereforeinvestment cannot be provided for publictransport without including for non-motorisedtransportinfrastructuresuchaspedestrianwalkwaysandcycleways.

There are currently very few stretches ofroadsinKigalithathaveformalpedestrianwalkways.

Figure 2.30 and Figure 2.31 showssome existing roads without pedestrianinfrastructure. As such, pedestrians arerequiredtowalkonthecarriageways.

Figure2.33andFigure2.32showwalkway

provision on one side of the road. As itcan be seen, pedestrians still walk onthe carriageway due to convenience andlack of safety awareness. Figure 2.34 alsoshows that car owners do not respectthe pedestrian domain by parking overwalkways.

The report on the Development of anIntegratedPublicTransportSystemforCityof Kigali identified several problems fornon-motorised transportation in terms ofpublictransport,mostnotably:-

• lack of well-designed pedestriancrossing facilities giving pedestriansandpublictransportmorepriority,and

• lack of pedestrian and NMT accessto the terminals, which hinder theprospectofappropriate integrationofPTandNMT

Figure2.30 ExistingRuralRoadwithoutPedestrianWalkways Figure2.31 ExistingUrbanRoadwithoutPedestrianWalkways

Figure2.32 PedestrianswalkingonCarriagewaywithdisregardtoExistingInfrastructure

Figure2.33 One-sidedWalkwayProvision Figure2.34 CarparkingonExistingWalkway

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2.4.4 ExistingRailNetworkinKigali

There are currently no railways in eitherKigali or nationally in Rwanda. Themountainous nature of the terrain inRwandamakes the implementationof railverychallengingandpotentiallyexpensive.

Therehavebeennumerousprojectstotryto connect Rwanda by rail none ofwhichavebeenrealisedtodate.

2.4.5 ExistingAirTransportationinKigali

Kigali International Airport (KIA) shownin Figure 2.35 is one of 2 internationalairports in Rwanda. It is the principalpassengerairportandthemainentrypointfor international passenger services. It ismanaged and operated by the RwandaCivil Aviation Authority (RCAA). Thecurrent location of the airport is to theEastoftheCentralBusinessDistrict(CBD),approximately 11km away by road. Theairport is locatedon a flat area on topofa ridge. This topography precludes thepossibility of further expansion of theairportasthecurrentlayoututilisesalltheavailablelevelground.

The Route Nationale 3 passes by andformsthemainaccesstotheairport fromtheCBD.The roadnetwork leading toKIAexperiences chronic congestion duringpeakperiod.With theplanned increase inairtraveldemand,thissituationwillonlybeexacerbated.

Statistics released by RCAA show that in2010, over 300,000 passengers used theairport.Thisdemandispredictedtoincreaseover the next decade with more than 1millionpassengersperannumexpectedby2025.Basedontheobservedpastincreasein cargo and passengers numbers andprojected increase in Rwanda’s GDP, it isexpected that the current airport will beunabletomeetfutureairtraveldemand.

The land use around the airport is a mixof commercial andmainly residential. Thesurroundinglandusemeansthatanysafetyincident such as a runway overrun wouldhave serious consequences. Howeverdecommissioningtheairportmaybecostlyandunfeasibleatthisstage.

Figure2.35 ExistingKigaliAirportintheCityCentre

Figure2.36 LocationoftheProposedBugeseraInternationalAirportinrelationtoKigali

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2.5 TRANSPORTMASTERPLANANDOTHERINITIATIVES

Strategic Transport Master Plan for Rwanda

TheMinistryof Infrastructure (MININFRA)initiated a strategic transport masterplan for Rwanda in 2010with the distinctpurpose of formulating the detailedtransport strategies for the short- andmedium-termplanninghorizon(10-years).

The reports on the following specialisedissueswereproducedwhiledevelopingthestrategicmasterplan:-

• Status of the Transport Sector inRwanda

• Cross-Cutting Issues Impacting on theTransportSectorinRwanda

• Calibration,ValidationandApplicationoftheTransportModel

• Recommendations to Improve Inter-CityandRuralPublicTransportServices

• InstitutionalStructurefortheTransportSectorinRwanda

• Appraisal of Transport InfrastructureandTransportServicesProjects

• AppropriateOptionsforPublicPrivatePartnerships

• ProgrammingoftheMasterPlan

The KTMP was prepared bearing in mindsomeoftheseissuesidentified.

2.5.2 CurrentRoadNetworkInitiatives

Current Road Improvement Projects

Therearemanyroadimprovementprojectsunderway in Kigali. The following are themajorprojectsbeingcarriedout:-

• The Feasibility of Widening of theKigali-RuhengeriRoad

• Rehabilitation of 83.1km Kigali –RuhengeriRoad

• RehabilitationofKigali–Kayonza• Development of 21 km Kicukiro –

Kirundo(Kibugabuga–Ruhuha)• Development of 21 km feeder roads

betweenBulinga–Remera• Gitarama – Ngororero – Mukamira

RoadProject

InventoryisnotcurrentlydoneinKigali,andnorecordsoftheconditionsofroadsexist.It is difficult to determine the conditionsof a particular road or whether it needsmaintenancework.

Figure2.37 CurrentRoadNetworkInitiatives

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2.5.1 CurrentRailNetworkInitiatives

As there are currently multiple optionsfor thefinal rail alignment and theextentof therailway,abrief summaryof therailinitiatives being proposed is presented inthefollowingsections.

East African Rail Master Plan

AsamemberofTheEastAfricanCommunity,Rwandaispartoftheplanstoconnecttheregion via rail. The East African RailwayMasterPlan isaproposal for rejuvenatingthe existing railways serving Tanzania,Kenya, Uganda and extending them intoRwanda and Burundi and ultimately toSouth Sudan, Ethiopia and beyond. Thecooperationandintegrationoftherailwaysfromthesurroundingcountriesisessentialtomaketherailproposalviable.

One of the principal recommendationswithintheplanistoharmonisethedifferentgaugesinoperationacrosstheregion.Thesurrounding countries utilise two gaugesforrail;the1,000mmand1,067mmgauges.

Thereportsuggeststhatrailshouldbeusedfor passenger commuting if the extensionacrossthecountryisrealised.

Thisplanhasbeencarriedoutincooperationwith the Governments of Tanzania andBurundi.Thisisacomprehensiveplanthatgoesas farasproposing stationsatKigali,Bugesera,IsakaandGitega.

ThedetailsoftheproposedrailwaysysteminRwandaareasfollows:• BranchlinefromIsakatoKigalisplitsat

Keza• 494kmIsakatoKigali• 186kmKezatoKigali• 800metrelongtrainswithatopspeed

of120km/hr• 3-4 Locomotives per train will be

requiredtoattainthecarryingcapacityandspeedsrequiredfortherailway.

Thecapital cost to implement theplan isestimated at US$3.7 billion. Funding willbethroughtheAfricanDevelopmentBank(AfDB).

Rwanda National Land Use Master Plan (RNLUMP)

This plan sets out extensive provision ofrail for the entire country. The proposedrailalignmenthasconnectionstoTanzania,UgandaandLakeKivu.Thealignmentbeingproposed is based on that proposed inthe Feasibility Study project. However, itextends the rail alignment further northbeyondKigali.Thealignmentpassesdirectlythrough Kigali City. Much of the terrainwhich the alignment crosses is unsuitablefor rail. Therefore further studywould berequiredtoidentifythebestalignmentfortherail.

Figure2.38 ExtractoftheMapoftheExistingandProposedRailNetworkLinks(EastAfricanRailwaysMasterPlan,2009)

Figure2.39 AnExampleofFreightRailLines

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2.5.3 CurrentAirTransportationInitiatives

Construction of the Bugesera International Airport

Giventheeconomicimportanceofairtravel,plans havebeenmade to supplement thecapacityoftheKIAwithanewinternationalairport being constructed at Bugesera,about 40km south-east of Kigali. Theairport is initiallyexpected tohandleover1millionpassengersannuallyduringitsfirstphase. It will have the capacity to handle15,500 tonnes of cargo annually. Furtherexpansions to the airport can increase itscapacitytoupto12millionpassengersperannum.

The location of the new airport increasesthe travel time between the airport andKigaliCBD,andmaybeanissueinattractingair travel. It is vital to facilitate travelbetweentheBugeseraAirportandtheCBD.Unpredictablejourneytimesorexcessivelylong journeys will make the operation ofthe airport less effective, and may affectairlineoperators’choiceofoperatingfromthenewairport.

ThereisaneedtostrengthenthetransportlinksbetweentheairportandKigaliCBDtopromoteairtraveltothenewairport..

Figure2.40 LocationoftheProposedBugeseraInternationalAirportinrelationtoKigali

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2.5.4 ProposedPublicTransportInitiatives

Technical Report: Consulting Services for the Planning and Design of a Public Transport System for Kigali City

The afore-mentioned report discusses indetailtheapproachtoprovidinganefficientpublic transport service to the people inKigali.

In this report, the consulting engineersrecommendthefollowingworkflowfortheimprovementofthecity:-

1. Formalisation of the Existing PublicTransportServices

2. Infrastructure Upgrades andImprovements

3. Construction of Long-distance TransitServices

while being supported by a series ofinstitutionalreform,particularlyin

4. Reorganising the Public TransportIndustry

5. New Institutional Structure andRegulatoryFramework

6. InvestmentandTraininginPersonnel

ForthepurposesoftheKigaliTransportationMasterPlan,manyof theroadalignmentsareproposedtobealteredand improved.While the proposals set in this documentremainsvalid,theywouldneedtoberevisedfollowingtheupdateoftheproposedlanduseplan.

2.5.5 DevelopmentControlMeasures

Rwanda Strategic Transport Master Plan

Thisdocumenthas identifiedtheneedforanenhancedinstitutionalsetuptomanagedevelopmentcontrolinRwanda.

Duetoseparationoffunctions,thestatusof development control in Rwanda hasnot advanced. While the establishmentof the Rwanda Transport DevelopmentAgency(RTDA)waswell-received,itsroleindevelopment control, particularly in Kigaliisminimal.

Roadsplayan importantpart inmanagingtrafficandprovidingsafetytoall itsusers.New development in Kigali would impactroads,andinturn,affectthesafetyoftheroads.

Atthesametime,thesedevelopmentscanbe viewed as an opportunity to enhancethecity’sroads.

While there are no development controlmeasuresinKigali,theRSTMPhasidentifiedtheneedforsuch, inparticular, traffic lawenforcement, pedestrian safety, trafficinformation systems, safety engineering,roadsafetyresearch,etc.

TheRoadTrafficandRoadSafetyAct(Draft)aims to improve road safety bymeans ofvehicle road-worthiness and road designissues, which when gazetted would guidethedevelopmentcontrolmeasuresinKigali.

Rwanda’s National Strategy for Climate Change and Low Carbon Development

Rwanda’s National Strategy for ClimateChange and Low Carbon Developmentsuggeststhatforurbanareas,theyshouldbe developed into high density walkablecities.

By working towards high density urbanareas, urban sprawl will be limited, andthecitywouldbelessreliantonmotorisedtransport. Designing high density citieswith corridors forpedestriansand cyclistsand green public spaces, would reducethe need for energy intensive transport,improvequalityof lifeandreducetheriskofflooding.

Thesamedocumentidentifiestheneedfora robust road network. It is currently themaintransportationmode,duetothelackofrailinthearea,andallsectors–agriculture,mining,industryandservices-reliesheavilyonthisroadnetwork.Thecurrentnetworkvariesinqualityandcanhaveadetrimentaleffectontheeconomy;maintenancecostswouldbeexpensive,anddevelopmentmaybelimitedduetotheprovisionofdirttracksinstead of paved roads. Additionally dueto the inconsistency in road makeup, themajorityofthenetworkisalsounpreparedforcurrentandfutureclimate,forexampleweatheringofthesurfaceandroadrunoffdrainagesystems.

Figure2.41 2032TripGenerationandAttraction(SSI,2012)

Figure2.42 2032PublicTransportRoutes(SSI,2012)

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2.6 CHALLENGESANDOPPORTUNITIESINTRANSPORT

UponreviewofthecurrentsituationinKigaliand Rwanda in general, the opportunitiesand challenges facing the city have beenidentified.

ThegoalsoftheMasterPlanaretocreatea Transit-oriented City with decentralisedregionalcentres,supportedbyasustainabletransportnetwork.Toachievethesegoals,key opportunities in Rwanda have beenidentifiedas:-

• Economicgrowth• GreenfieldCity• HighDependencyandFreshPerception

onPublicTransport• Progressive, Strong and Good

Governance• Pro-sustainabilityGovernment• SuitableClimate

On the other hand, key challenges havebeenidentifiedas:-

• Theriseofcar-ownership• LowCapacityinInstitutionalSetup• Limited Funding for Transport

Infrastructure• Topography• NarrowRoadsinExistingUrbanAreas• LackofGovernmentLandBank

2.6.1 Opportunities

Economic growth

Kigali’s unprecedented economic growthin the past decade has shown that thecity is resilient to short-term economicfluctuations. With such growth comeseconomic backing to invest in transportinfrastructure.

Additionally with foreign investment intheCity,theCityCouncilwouldbeabletorequestforcontributionsforinfrastructureupgradesaspartoftheirplanningapproval,whichwouldultimatelybenefit thecityasawhole.

The availability of abundant local labourwould enable the improvement of roadinfrastructureinruralareas,andwouldalsocontributetoareductioninpoverty.

Greenfield City

Much of Kigali is underdeveloped, or arestillgreenfield.

As such there is opportunity for the Cityto develop or redevelop the transportnetwork in Kigali, especially in the areaswheretheroadalignmentsarenotsuitableformajortransit.

A large proportion of the rural areas inKigali are low-income settlements. Theseinformal settlements are not efficient inlanduseandareripeforredevelopment.

By progressively improving these areas,and ensuring these areas are well-servedbypublictransport, thecitycangrowinasustainablemanner.

High Dependency and Fresh perception of Public Transport

CurrentlytheCityofKigalihasahighmodalshare of public transport which stands ataround80%ofthetotaltravelofthecity.

DuetoKigali’sstageofeconomicandsocialdevelopment, the population is morereceptivetotheuseofpublictransportationasameansofgettingaroundtheCity.

The Mayor of Bogota, Enrique Penalosaoncesaidthatadevelopedcountryisnotaplacewherethepoorhavecars.It’swheretherichusepublictransport.

CitiessuchasParis,NewYorkandLondonhave very low car ownership rates withinthe cities due to the high penetration ofpublictransportinthesecities,andagoodbranding to support them. For examplethe most famous brand is the LondonUnderground,whichhasbeenexpandedtoincludeabove-groundpublictransport.

Progressive, strong and Good Governance

Rwanda is one of the most progressivecountries in Africa. It has strong andgood governance to implement thenecessaryinfrastructureprojects,includingtransportation projects to support thepopulationandeconomicgrowth.

The Government also encourages trainingat all levels, including language courses,and places technical training as a toppriority. This will enable the country toacquireadequatehumanresourcesforthetransportsectorinthemediumtermatalllevels.

Several public and private institutions ofhigher learning have been establishedin Rwanda and cooperation agreementshave been negotiated with developmentpartners to train Rwandans in technicalstudies in the field of infrastructure andtransportservices.

Pro-sustainability Government

The Government of Rwanda hasacknowledged the importance of thetransport network and has commissionedseveral environmental-friendly studies,suchaspublictransportstudyinKigaliandaTransportSectorStrategicPlan.Thisshowsawillingnessonthegovernment’sbehalftoimproveit.

Suitable Climate

Kigali’smoderateandrelativelydryclimateissuitableforpedestriansandcyclists,andshould be included in the planning of thetransportationsystem.WhilecyclingisnotreadilyadoptableintheCityastheterrainishilly,publictransportationcanbeusedtosupplementanycyclingnetworks/facilities.

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2.6.2 Challenges

Rise of car ownership

OneofthemostcriticalchallengesfacedbyKigali istheriseofcarownership. Incitieswith poor public transportation options,thecartendstobecometheonlymodeoftransportthatcanbeconvenientlyusedforday-to-daypurposes.

The City has seen an increase of carownership in the past few years, asidentified by the household surveysconductedinKigali.

While thenumberof vehicles inKigali arestillmanageableatpresent,intheplanninghorizonsof2025and2040,ifthevehiculargrowth isnotmanaged, congestionwouldnot only occur but will be difficult andexpensivetorectify.

The transport master plan would needto actively promote the use of publictransportation and non-motorisedtransportation as a good alternative tomotorisedvehiclessuchascars.

Low Capacity in Institutional Setup

As shown in the previous sections theinstitutional setup for transportation inRwanda is fragmented and may becomea liability in the long run, possibly due tolengthyapprovalandprocessingperiods,inadditiontobureaucraticred-tape.

Themain challengewouldbe tounify thetransport functions of these institutionsinto one institution, such as a TransportAuthority.

Limited Funding for Infrastructure

The costs of building new transportinfrastructure will increase as time goesby, and even maintaining them wouldincrease exponentially as the length ofroad networks increase. While there areroad maintenance funds provided by thecentral government, the local authoritywouldstillneedtoobtainadditionalfunds,not only for building infrastructure andmaintenance,butupgradefacilitiessuchasbusstopsandbusstations.

In most developed countries, theplanning approval procedure in the localplanning team includes for traffic impactassessments to be done prior to theapproval of a proposed development.Following this, a contribution to themaintenance of the network or even forimprovementworksmayberequiredofthedeveloperdependingonthesignificanceofthedevelopmentontheroadnetwork.

In the current administration of thecity, there are no such arrangementsor requirements when giving planningapproval.Thisisanopportunityforcreatinganother source of funding for transportprojects,but there isaneedtoclarify theproposed organisational structure beforethiscanbeefficientlydone.

Public transport infrastructure requiresa high level of investment to be able tosupportbettertransitinitiatives.

Topography of Kigali

Theroadgradientforcyclepathsshouldnotbemorethan5%.InviewofthehillyterrainofKigali,itwillbeachallengetoimplementa comprehensive and continuous cyclingnetwork.

TheCity isbuiltonridgesandvalleys (seeFigure 2.43) and traversing these may bedifficult for bicycles especially if not well-integratedwiththepublictransport.

Possible solutions include cycle racks onBRTs andprovisionof cycle routesonly invalleys.

Narrow Roads in Existing Urban Areas

There is no continuity in pedestrianfacilities from one development to otherdevelopments or commuter facilities.Thiswill compromiseon the safetyof thepedestrian.

The existing urban areas are alreadyvery well built-up, and any upgrading orimprovementworksintheurbanareasmaybeverycost-intensive.

There may also be issues with landboundaries (see following section) whereland ownership may be prohibitive tofutureroadexpansion.

In such cases, the roadnetworks in theseparticularareaswouldbeimprovedwithaseparate framework specifically designedfortheurbanareas.

Lack of Government Land Bank

TheCity of Kigali does not have sufficientland bank on which transportationinfrastructure canbedevelopedorwhereroadwideningcanbedoneeasily.

The road network in the City hasbeen developed ad-hoc. While in newdevelopments, the road network is well-designed,theland-ownershipisnotalwaysclear,andmayresultinlegalproblems.

Duetoafragmentedinstitutionalsetupanda weak legal framework, maintenance ofthe roadsdrains funding,and reduces thefundsforobtainingland.

There is need to identify future plans forthe City so that land can be reserved forproposedplans.

Figure2.43 UndulatingTopographyinKigali

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2.6.3 Summary

There is a need for the improvement oftransportation in Kigali. There is supportfrom the national and local level, and theneedforimprovementhasbeenrecognisedasamajor influence foreconomicgrowthanddevelopment.

The opportunities in the City, if handledwithduediligence,willgreatlyimprovethetransportation landscape in Kigali. On theotherhand,ifstepsarenottakentoresolvethechallengesfaced,theconditionsofthetransportationsystemmaynotimproveorevendeterioratefurther.

Highlevelsofinvestment,whetherintermsof economy or infrastructure, in the Citycanhelpinrevitalisingthecity’sliveability.

By taking advantage of the opportunitiesand tackling the challenges early on, thegoalsofthesemasterplanmaybeachieved.

TheCityneedstoguideitsinhabitantsintoahighlysustainableenvironmentwherethesustainable transport is integrated deeplyintotheCity’sday-to-daylife.

Considering the progressive andstrong government, it is likely that thegovernment will provide full supportin the comprehensive development oftransportinfrastructureintheCityofKigaliin anticipation of future economic andpopulationgrowth.

The pro-sustainability government is alsomorelikelytosupportactivetrafficdemandmanagement, suchas limiting thenumberof carson the roadand thereforeslowingdowntheincreaseinthecarownership.

Due to economic and population growth,which is expected to reach 4 to 5millionin2040,major expansion in the transportsector is crucial. This should include ancomprehensive expansion of the roadnetworkandtheintroductionofanefficient,sustainablepublictransportsystem.

Considering the limited funding, lack ofgovernment land bank and the terrain inKigali, a careful study on a cost effectiveproposalisneededforKigali.

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3 SPECIFIC GOALS, OBJECTIVES AND STRATEGIES

TheVisionoftheCityistobecomeaCentreof Urban Excellence. To achieve this, theTransportation Master Plan intends tosupportoneoftheKeyGoalsofthevision,namelyfortheCitytotransformintoaCityofGreenTransport.

TheCityofGreenTransportisacitywhichputsemphasisonefficient,completetransitnetworkswhichcanmovehighvolumesofpeople quickly, in addition to supportingand integrating sustainable modes oftransportationintotheroadnetworks.

Assuch itwasdeterminedthattoachievethis, the following specific goals weredefinedfortheCityofKigali:-

1. TobecomeaTransit-orientedCity2. To establish a Comprehensive

TransportSystem,and3. To create a Sustainable Transport

Network

Figure3.1 GoalsandObjectivesoftheTransportationMasterPlan

Objectives

SpecificGoals

UltimateGoal

TransportationPlans

City of Green Transport

TobecomeaTransit Oriented City Toestablisha

Comprehensive Transport System

Tocreatea

Sustainable Transport Network

Public/Private Transport Modal

Split of 70:30

Average Public Transport

Commuting time of 60 minutes

Construction of Urban Roads to a

minimum density of 6km/km²

Seamless Intermodal Transport

Connectivity

Integration of Intercity Freight

Routes and Infrastructure

Integrated Non-motorised Transport

Infrastructure

100% of Public Amenities and

Facilities served by Public Transport

The Establishment of Pedestrian Zones

and Complete Streets

Proposed Road

Network Plan

Proposed Public Transportation PlansProposed

Freight Management

Plan

Proposed Green

Transportation Network PlanRail and

Intercity PlanRapid Transit

Plan

Supplementary Public

Transport Plan

Transport Hubs and

Infrastructure Plan

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3.1 SPECIFICGOAL1:TOBECOMEATRANSIT-ORIENTEDCITY

A transit-oriented city is a city thatencouragestransitridershipandmaximiseaccesstopublictransport.

At the same time, the city will need tointegrate all forms of transit such asmotorised transport and non-motorisedtransporttopublictransportation.

To be able to do so effectively, planningneedstostartattheverybasiclevel,inthiscasetheroadnetwork.

There are two objectives set in order toachievethisspecificgoal:-

1. Toensurethatahighpublictransporttoprivatetransportparticipationratioof70:30.

2. Toprovideapublictransportnetworkwhich provides an average publictransport commuting time of 60minutesorlesswithintheCity.

The Transportation Master Plan intendsto support the achievement of thesespecific goals by means of two physicaldevelopmentplans,namely:-

• TheProposedRoadNetworkPlan• ProposedPublicTransportationPlans

which in turn would be supported byproposed policies and institutional setupwithintheCityCouncil.

3.1.1 Objective1:EnsureaPublicTransporttoPrivateTransportParticipationRateof70:30

Ahighpublic transportationmodal split isimportantforatransit-orientedcity.Ahighrate means that transit ridership is high,and by association, revenue in transportwould achieve criticalmass and thereforebeself-sustaining.

This can only be achieved in a city if thepublictransportinfrastructureandservicesaresufficientandattractivetocommuters.

An integrated mass-transit system,supported by a comprehensivesupplementary feeder system is thereforecrucialinachievingthisobjective.

One of the key proposals of theTransportationMasterPlanistheprovisionof amass transit to serve the city, in thiscase, a Bus Rapid Transit (BRT) systemservicingtheCity.ItisenvisionedtobetheprimarytransitbackboneoftheCity,andbethemodeofchoiceforlong-distancetravel.Current bus services are expected tointegratewiththisBRTsystem,actingasafeedersystemfortheBRT.

Enabling Strategies

• Develop a high quality mass-transitsystemwhichprovidesgoodcoverage,anddirect,fastandfrequentservices

• Developaroadnetworkthatsupportsmasstransitsystems

• Supplementary Public Transport/Feeder Systems which work inconjunction with the mass-transitsystems

3.1.2 Objective2:ProvideaPublicTransportSystemwithanaveragecommutingtimeof60minutesorless

Travelling time is always a factor inmodal choice between private and publictransport.

Publictransportationcommutingtimesarealmostalwayslongerthanprivatetransportcommutingtimes,especially indevelopingcountries.

In order to build a transit-oriented city,public transportationwould need to be amoreattractivemodeofchoiceforpersonaltransport.

ItisthereforeimportanttodevelopatransitsystemwhichcanreducetraveltimewithintheCityofKigali.

Toensurethattheaveragecommutingtimeismet, thepublic transportnetworkmustbeeasily reachedbywalking fromaroundthecity.

Enabling Strategies

• Develop a high quality mass-transitsystem which is easily accessible andsegregatedfromroadtraffic

• Develop a supplementary publictransport system which maximisestransitroutecoverage

• Adopt Intelligent TransportationSystemstoenhanceservicereliability

Figure3.2 ProposedTransitOrientedDevelopmentsinKigali

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3.2 SPECIFICGOAL2:TOESTABLISHACOMPREHENSIVETRANSPORTSYSTEM

ThedifferenttransitsystemsinKigaliwouldneedtobeintegratedintoacomprehensivetransport system so that all road usersbenefit from the improvements proposedintheCity.

Due to the City’s relatively undevelopedroadnetwork,thereisscopefortheCitytorevitalisetheroadnetworkwithoptimisedalignmentsandmorepermeablelinks.

In addition, the population growthhas placed Kigali in a good position toimplement mass transit systems to bothcopewiththegrowingpopulationandalsoencourageeconomicgrowth.

There are three objectives set in order toachievethisspecificgoal:-

1. Toconstructurbanroadstoaminimumdensityof6kmpersquarekilometre

2. To provide seamless intermodaltransportconnectivity fromallmodesoftransit,especiallyprivatevehiclestopublictransport,and

3. To construct intercity freight routesandinfrastructure

The achievement of these specific goalsmay be supported by three physicaldevelopmentplans,whichare:-

• TheProposedRoadNetworkPlan• ProposedPublicTransportationPlans• ProposedFreightManagementPlan

3.2.1 Objective3:ConstructUrbanRoadsinKigalitoaminimumDensityof6km/km²

In the current situation, most of theroads in Kigali are unpaved, and densityof paved roadnetwork is notonparwithinternationalstandards.

The construction of urban roads in Kigaliwould elevate the economic and socialaspects in the City. Density of the urbanroadsnormallycorrelatewithapermeableand gridded network, which is ideal for acity.Many of the planned cities inUnitedStates are laid out in grid form, and areeasilyadaptableforpublictransit.

In the context of Kigali, the urban roadswouldbedevelopedbasedonthehub-and-spokemodel,andbedesignedtocopewithroadcapacityissues.

As these roads would be newly paved,there isopportunity toensurethatduringconstructionoftheseroads,non-motorisedtransportinfrastructureisincluded.

Enabling Strategies

• Develop a ring and radial system ofhighwaysforRegionalTravel

• DevelopaHighCapacityUrbanRoadsNetwork for high mobility within theCity

• Provide a Non-motorised TransportNetwork along Arterial and CollectorRoads

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3.2.2 Objective4ProvideSeamlessIntermodalTransportConnectivity

A comprehensive strategic road networkwouldaimtoprovideseamlessintermodaltransport connectivity between transitmodes, particularly between private andpublictransport.

There isaneed forprivate transport tripstotransferontopublictransport,especiallyfor tripsheading intotheCentralBusinessDistrict and Regional Centres. This wouldhelp alleviate congestion in the urbancentres.

Mass Transport Corridors are one of thekeyfeaturesintheCity,astheywouldformthe backbone on which the mass transitsystems(BRTorMRT)wouldtravel.Thesecorridorswouldbedesignedinsuchaswaythattheypassbyrailandairtransportationhubs such as the Kigali Airport, the newBugesera International Airport and theproposedRailFreightTerminal.

AdditionallytransporthubssuchasIntercityBus Interchanges and Transit-orientedDevelopments with public car parkingwould be built along these corridors tomaximisetheiruseasconnectingstations.

Enabling Strategies

• Locate Transport Hubs along MajorArterialRoadswithBRT

• Integrate Rail and Air Transport withtheRoadNetwork

• Connect Regional Centres with MassTransportCorridors

• Connect Intercity Bus InterchangeswithPublicTransportandBRT

3.2.3 Objective5:IntegrateIntercityFreightRoutesandInfrastructure

The use of the National Roads throughKigaliforthepurposesoffreightwouldnotbeidealintheurbancentres.

This is because freight traffic are theprimarycauseofroaddeteriorationwhichinturnincreasesmaintenancecosts.

The redirection of freight traffic onto afreight route/network which segregatefreight traffic and city traffic is ideally thebestarrangementfortheCity.

Several logistics hubsmay be required aspart of the Freight Management Plan fortheCity.

The Freight Management Plan can alsoidentify the route forwhich freight trafficcantravelintothecity.

Enabling Strategies

• LocateLogisticsHubs inthefringesoftheCity

• Locate Intermodal Logistics Hubswherenecessary

• Provide a High Capacity Urban RoadNetworkaround theCity for through-freightandthrough-traffic

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3.3 SPECIFICGOAL3:TOCREATEASUSTAINABLETRANSPORTNETWORK

A sustainable transport network is onewhich is efficient and effective especiallywhen considering environmental impactsofthesystem.

In the context of Kigali, a sustainabletransport network is one where themovementofpeoplemaximisestheuseofgreen trips, generally defined as walkingand cycling trips. For medium to longdistancetrips,asustainablenetworkwouldencouragetheuseofpublictransport.

The sustainable network in Kigali wouldalso be expected to serve the socialaspects which would be required by thenon-motorised transport networks, in thecase where pedestrians are prioritiseddependingonthecontextoftheroads.

Toachievethisspecificgoal,itisenvisionedthattheCitywould:-

1. Ensuretheprovisionofnon-motorisedtransport infrastructure in theproposedroadplans

2. Ensure that 100% of the publicamenitiesand facilities in theCityareservedbyPublicTransportand/orNon-motorisedTransport,and

3. Establish a Green TransportationNetwork and Pedestrian-friendlyStreetsinKigali

This would be supported by two physicaldevelopmentplans,namely:-

• ProposedPublicTransportationPlans• Proposed Non-motorised Transport

NetworkPlan

3.3.1 Objective6:IntegrateNon-motorisedTransportInfrastructureintoRoadNetwork

It has been identified in the previouschapter that non-motorised transportinfrastructure are lacking in the City ofKigaliespeciallyintheruralareas.

The road cross-sections are notstandardisedandthereforealargenumberoftheroadsinKigalidonothaveseparatepedestrianandcyclepaths.

Inaddition,thereisnocyclenetworkintheCity.Byinclusionofcyclenetworkdesignintheroadnetwork,manyofthelongertripsmade in Kigali can be replaced by bicycletrips.

There is aneed to integratepublic transitserviceswithbike facilitiesso thatcyclistscan also consider public transit as anintermediatemodeforconnectivity.

Enabling Strategies

• Develop a city-wide NMT networkwhichincludescyclingandconnectivity

• Include Pedestrian and Cycling in theArterialandCollectorRoadNetworks

• Develop a strategic approach toprovidingpedestrianamenitiessuchastreesandstreetfurniture

• Develop a pleasant streetscapeespecially alongGreen TransportationNetworkroutes

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3.3.2 Objective7:Ensure100%ofPublicAmenitiesandFacilitiestobeservedbyPublicTransport

This objective is to ensure that trips topublic amenities and facilities such asschools can be made by public transportandgreentrips.

Non-motorised transport connectivity isessential frompublic transportnodes.Forexample, ifthepublicfacilitiesarelocatedsomedistanceaway fromthenearestbusstop or transport hub, a well-developedpedestrianlinkshouldbepresenttoenablethetravelmodetransfer.

The public amenities and facilities shouldbewell-servedbytheprimarymasstransitnetwork, and where this is not possible,a clear link to the supplementary publictransportmustbepresent.

Enabling Strategies

• Develop a well-permeating publictransport system into theurbanscapeofKigali

• The locations of public amenities andfacilities tobe locatedwithin regionalcentreswhicharewellservedbypublictransport

3.3.3 Objective8:EstablishmentofGreenTransportationNetworkandPedestrian-FriendlyStreetsinKigali

In addition to the pedestrian and cyclingnetworks along the roads, a greentransportationnetwork shouldbepresentto connect the pedestrian and cyclingnetworkstogether.

There are large swaths of forests andopen spaces where cycle and pedestriantracks can be provided, and thereforemaintainconnectivitybetweentheregionalpedestrianandcyclepaths.

In the urban settings pedestrian friendlystreets would also need to be provided.In these streets, which would mainly befound in the residential and commercialhubs,pedestrianswouldhavepriorityovervehiclesonthecarriageway.

Enabling Strategies

• Develop a well-connected GreenTransportationNetwork

• Develop a pedestrian-friendly streetdesign guidance manual for use inresidential and urban commercialsettings

• Pedestrianise urban core centreswherepossible

Figure3.3 ConceptLayoutofUrbanLandUsePlan

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3.4 BENCHMARKING

Performance benchmarks can be seen asanessentialsteppingstonetohigherlevelsof accountability in the management andevolutionofthetransportsystem.

Anumberofcitieswithgoodtransportationsystems were selected as benchmark forthe City of Kigali to identify gaps in thecurrent transport system from Vision fortransportation system (see Figure 3.4 andTable 3.5). These cities include Singaporefor its world-class land transport system,CuritibaandBogota for itsefficientpublictransport system. As the vision for theCity of Kigali is to become the Centre ofUrban Excellence for Africa, Cape TownandLondonwhicharethemaineconomichubs of the sub-Sahara Africa and theworld respectively are included in thebenchmarkingexercise.

These benchmarks can then be usedto develop Key Performance Indicatorswhich can subsequently determine theachievementoftheTMP’sproposedgoals.

Sources:Airfrance.(n.d.).BogotáEldoradoInt’lAirport(BOG)Guide|AirFrance.RetrievedMay15,2012,fromAirFrance-Destinationguides:Welcome:http://travel-guide.airfrance.com/sisp/index.htm?fx=location.airport&loc_id=1065505Buslane.(n.d.).RetrievedMay15,2012,fromWikipedia,thefreeencyclopedia:http://en.wikipedia.org/wiki/Bus_laneCityofCapeTown.(2011).CityofCapeTownAnnualReport2010/11.CapeTown.CityofCapeTown.(2009).IntegratedTransportPlan2006-2011.CapeTown.EstadísticasGenerales.(n.d.).RetrievedMay15,2012,fromTRANSMILENIOS.A.:http://www.transmilenio.gov.co/WebSite/Contenido.aspx?ID=TransmilenioSA_TransmilenioEnCifras_EstadisticasGeneralesGlobalBRTData.(n.d.).RetrievedMay15,2012,fromhttp://brtdata.org/Karis,B.,McCartney,K.,Veilleux,J.,andYannes,C..(2006).Curitiba,Brazil-TransportationCaseStudy.Hidalgo,D.,andFacchini,D.(2010)Lindau,L.,Hidalgo,D.,andFacchini.D..(2010).Curitiba,thecradleofbusrapidtransit.BuiltEnvironment36,274-283.

Figure3.4 GoalsoftheTransportationMasterPlan

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Kigali City Singapore Cape Town Curitiba Bogota LondonPopulation 965,398(2009) 5,183,700 City=827,218 Municipality=1,764,540 6,840,116 7,825,200

Metro=3,497,097 Metro=3,209,980

Area (km2) 730(2009) 710 City=496.7 Municipality=430.9 1,587 1,570

Metro=2,454.72 Metro=15,416.9

Density (per km2) 1,165.80 7,315 City=1,700 Municipality=4,062 4,300 4,978

Metro=1,400 Metro=210.9

National GDP per capita (USD) 605 49,271 8,066 12,789 7,132 38,592

Urban Transport System

Public : Private 80:20 59:41 48:52 61:39 75:25 57:43

Cars /1000 person 40 114 200 400 Notavailable 330

Length of Expressway (km) 0 161 Notavailable Notavailable Notavailable 60

Percentage of Paved Road <20% 100% Notavailable Notavailable Notavailable Notavailable

Connectivity from City to international transport terminal (e.g. Airport, interna-

tional railway station) by driving (min)

Notavailable 20 20 Notavailable 40 30-45

Average Commute Time (min) Notavailable 36 32 67 35 35(2006)

Public Transport

Spacing between bus stops (m) Notavailable 400 Notavailable 880–1175 700 Notavailable

Length of Dedicated Bus Lane (km) 0 178 Notavailable 244 134 240

Non-motorised Transport

Length of cycleways (km) 0 116 16 250 300 683

Provision of pedestrian walkway CurrentlyAdHoc At all development-side of theroad

NMTlanes,forbothpedestrianandcyclist, runparallel to the

newMyCiTibuslanes

Pedestrian mall at transporthub

All development side of road,pedestrian streets and malls,overheadconnectiontoBRT

At all development-side of theroad

Safety

Fatalities on the Road per 100,000 pop 27.7 3.8 37.8 5.1 7.1 1.6

Environmental

Carbon Emission (carbon dioxide emissionpercapita)

1.6 7 City=11.7 2.1 NotAvailable 9.6

Metro=5.8MyCiTicyclewayssetnewpaceforbicyclecommuting.(n.d.).RetrievedMay15,2012,fromCityofCapeTownofficialwebsite-localgovernmentservices:http://www.capetown.gov.za/en/Pages/MyCiTIcyclewayssetnewpaceforbicyclecom.aspxNair,P.,Kumar,D..(2005).TransformationinRoadTransportSysteminBogota:AnOverview.TheICFAIJournalofInfrastructure.Sources(continued):TransportforLondonandCamden.(2011).LondonCycleNetworkPlus(LCN+)AnnualReport2009/10.London.TransportforLondon.(n.d.).LondonAirport.RetrievedMay15,2012,fromTransportforLondon:www.tfl.gov.uk/gettingaround/2558.aspxUrbanIntersectionsCuritiba|ParkingabikeinCuritiba.(n.d.).RetrievedMay15,2012,fromCulturalLibrary:http://culturallibrary.kisd.de/workshops-and-projects/urban-intersections-curitiba/parking-a-bike-in-curitiba/VeoliaTransportation.(n.d.).VeoliaTransportation-Transit-BusRapidTransit-KeyContracts-Bogota.RetrievedMay15,2012,fromVeoliaTransportation:http://www.veoliatransportation.com/transit/bus-rapid-transit/key-contracts/bogotaWorldTravelGuide:OfficialDestinationGuides.(n.d.).RetrievedMay15,2012,fromCapeTownInternational

Table3.5 TableofBenchmarkCities(Surbana,2013)

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Specific Goals Objectives Key Strategies Key Performance Indicators Remarks

Goal 1: To become a Transit Oriented City

Public/Private Transport Modal Split of 70:30

Develop a high quality mass-transit system which provides good coverage, and direct, fast and frequent services

80% of Urban Areas to be within 2km (or 30 minutes walk) of the Mass Transit Lines

-

Develop a road network that supports mass transit systems

Mass Transit Corridors to connect all major Regional Centres

-

Supplementary Public Transport/Feeder Systems which work in conjunction with the mass-transit systems

100% of Urban areas to be within 500m (or 10 minutes walk) from Feeder Bus Systems

-

Average Public Transport Commuting time of 60 minutes

Develop a high quality mass-transit system which is easily accessible and segregated from road traffic


-

Develop a supplementary public transport system which maximises transit route coverage

100% of Urban areas to be within 500m (or 10 minutes walk) from Feeder Bus Systems

-

Adopt Intelligent Transportation Systems to enhance service reliability

Adoption of ITS Technologies for use in Public Transport

-

Goal 2: To establish a Comprehensive Strategic Road Network

Construction of Urban Roads to a minimum density of 6km/km²

Develop a ring and radial system of highways Urban Density of Major and Minor Arterial Roads to exceed 2km/km²

Average Arterial Road Density for 17 international cities of 2km/km² (Barter,

2000)

Develop a High Capacity Urban Roads Network 5% of the Road Network to be High Capacity Urban Roads

Singapore's Ratio is 4.7%

Provide a Non-motorised Transport Network along Arterial and Collector Roads

100% of Arterial and Collector Roads to have NMT infrastructure

-

Seamless Intermodal Transport Connectivity

Locate Transport Hubs along Major Arterial Roads with BRT

Provision of Transport Hubs in Regional Centres

-

Integrate Rail and Air Transport with the Road Network

Rail and Air Transport to be within 1km of BRT Network

-

Connect Regional Centres with Mass Transport Corridors


-

Connect Intercity Bus Interchanges with Public Transport and BRT

Provision of Transport Hubs at major Transit Intersections

-

Construction of Intercity Freight Routes and Infrastructure

Locate Logistics Hubs in the fringes of the City Logistics Hubs to be located near HCUR in edge of City

-

Locate Intermodal Logistics Hubs where necessary Intermodal Logistics Hubs to be located near Air and Rail Transit Links

-

Provide a High Capacity Urban Road Network around the City for through-freight

Alignment of HCUR to suit through-freight routes

-

Table3.6 KeyStrategiesandPerformanceIndicators

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Specific Goals Objectives Key Strategies Key Performance Indicators Remarks

Goal 3: To create a Sustainable Transport Network

Integrated Non-motorised Transport Infrastructure

Develop a city-wide NMT network which includes cycling and connectivity

Development of NMT Network and Cycle Network

-

Include Pedestrian and Cycling in the Arterial and Collector Road Networks

Inclusion of NMT in Road Hierarchy Design

-

Develop a strategic approach to providing pedestrian amenities such as trees and street furniture

Commission of Road Design Manuals and Guidelines

-

Develop a pleasant streetscape especially along Green Network routes

Inclusion of NMT Network along Green Connectors

-

100% of Public Amenities and Facilities served by Public Transport

Develop a well-permeating public transport system into the urbanscape of Kigali

Reorganisation of the Public Transport Network

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The locations of public amenities and facilities to be located within regional centres which are well served by public transport


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The Establishment of Pedestrian Zones and Complete Streets

Develop a well-connected Green Transportation Network

Reservation of Green Connectors within City

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Develop a pedestrian-friendly street design guidance manual for use in residential and urban commercial settings

Commission of Road Design Manuals and Guidelines

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Pedestrianise urban core centres where possible Commission of a Pedestrianisation Project in Kigali

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Table3.6andTable3.7showtheproposedKPIsandtargetssetforeachgoaldiscussedinSections3.1to3.3.

TheKPIsareindicatorsshowingtheprogressor performance of the transportationnetwork compared to a target set by theCity. The Transport Authority needs toinvestigate in detail the needs of the CitysothattheKPItargetsarerevisedtomoreattainablelevels.

ForthepurposeofthisTMP,theproposedKPIsarebasedonthebenchmarkcitiesasidentified.

Some of these objectives fulfilmore thanoneof the goals of theMaster Transport.Tohelpwiththeformulationofstrategies,theKPIswillbedescribedinthestrategiessection.

Table3.7 KeyStrategiesandPerformanceIndicators(Continued)

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The strategies formulated for eachobjectivesupportthetransportationplansinthenextchapter.

Figure 2.23 illustrates how each objectiveinfluences the transportation plans in theTMP.

TransportationPlans

Objective 1 Objective 2 Objective 3 Objective 4 Objective 5 Objective 6 Objective 7 Objective 8

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Rail and Intercity Plan

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Transport Hubs and Infrastructure Plan

Proposed Freight Management Plan

Proposed Green Network Plan

Table3.8 ObjectivestobeachievedbyProposedPlans

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3.5 APPLICATIONSOFSTRATEGIES

The key strategies which have been laidout to assist in the achievements of theobjectives have been identified in theprevioussection.

In this section the strategies are groupedaccording to the proposed transportationplansandappliedaccordingly.

Therearefourmainsectorsofimprovement,namely:-

1. ProposedRoadNetwork2. ProposedPublicTransportation3. ProposedFreightManagementand4. Proposed Green Transportation

Network

3.5.1 ProposedRoadNetworkStrategies

• Developaroadnetworkthatsupportsmasstransitsystems

• Develop a ring and radial system ofhighways

• DevelopaHighCapacityUrbanRoadsNetwork

• Connect Regional Centres with MassTransportCorridors

Three applications of the strategies wereformulated:-

• ProposedRoadHierarchyMatrix• Hub-and-SpokeDistributionSystem• HighCapacityUrbanRoadNetwork

Proposed Road Hierarchy Matrix

A road hierarchy matrix which supportsdifferentusesofroadsisrequired.TheRoadHierarchywouldbeappliedtoaproposedroadnetworkwhichsupportsthelandusethrough the identification ofMass TransitCorridorsbetweenRegionalCentres.

It is important to shift the focus oftransportationfromprivatetransport,suchascars,towardspublictransportation,non-motorisedandsharedmodesoftravelsuchasbuses,taxis,masstransitsystemsandacomprehensive pedestrianised and cyclenetwork.

The classificationofGazetteNo.4definesfourtypesofroads,whichinthisreporthasbeenassumedtodefineplacefunctions:-

− NationalRoads − Class1Roads − Class2Roads − SpecificRoads

These roads are tabulated against fourclasses of roads based on the capacity asfollows:-

− HighCapacityUrbanRoads − MajorArterial − MinorArterial − CollectorRoads

A Place/Mobility Matrix is proposed foradoptionbytheCity.Figure3.9showsthedifferenttypesofRoadsandwheretheyfallwithinthePlace/MobilityMatrix.

ForthepurposesoftheinitialTransportationMasterPlan,thematrixidentifies8generalroaduseswhichfallwithintheclassification.Thematrixisnon-exhaustive,i.e.moreroadusescanbedevelopedandadaptedwithinthismatrix. ThefeasibilitystudyhasidentifieddifferentroadtypestobeadoptedwithinKigali.Thenumber of road types can be increasedto suit, and may be amended to suit theexisting road reserve, or constructionsetting. Further information can be foundinAPPENDIXA.

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Rwanda Gazette No.4 (2012) Road Classification

Social InteractionLow High

Modal Priority

Vehicle-Centric

People-Oriented

RoadNetworkPlan- ProposedHierarchyMatrixHighCapacityUrbanRoads– TrunkRoute

Vehicle-centricLow Social Interaction

Figure3.9 ProposedRoadHierarchybasedonRwandaGazetteandMasterPlanClassification

Figure3.10 ExampleofaRoadTypeintheMatrix

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Local Centres

Sub-urban Centres

Urban Centres Inter-urban Connectors

Feeder Connectors

Local Connectors

Legend

Hub-and-spoke distribution system

Ahubandspokedistributionsystemallowspeopleorgoodstoconvergeinaring,andradiate from a central hub. In a city, theCBDandother localurban centres canberepresented by hubs, and connectionsbetween the surrounding areas and thehubscanbeconsideredasthespokes.

Interurban Connectors can also originatefromoutside theCity, and connect to theUrbanCentres.

This system is designed to minimise thenumberof routesbetweenkeynodesandotherhubs. This system is ideal especiallyin public transport where feeder systemsprovide traffic to key hubs, which in turndistribute traffic along the key transportcorridors. The hub-and-spoke model isconsidered very efficient in keeping costsand inventory down while maximisingutility.

There are three levels of urban centresconsideredinthecurrentmasterplan:-• City Centre serving intra-CBD travel

andinter-citytravel• Fringe Centres serving travel within

fringeareasandtoCityCentre• RegionalCentres serving travelwithin

suburban and rural areas and to CityCentre

The area of influence of the hub, alsoknownasthecatchmentarea,istheregionwherethepeopleorgoodsflowinandoutofthehub.InKigali,theinhabitantsofthesurrounding residential areas congregatearound the urban centres before going totheir destinations. The BRT lines shall beplannedtoensurethat theseare linked inordertoworkmoreefficiently.

High Capacity Urban Road Network

Inter-urban centre travel will need tobe facilitated by both private and publictransportation.TheTMPidentifiespotentialroutes for connecting the Urban Centresandintendstodeveloptheseaspartofthehighcapacityurbanroadnetwork.

The High Capacity Urban Roads, or HCURforshort,areintendedforusebymotorisedvehiclesonly,andserveaspecificpurposeofprovidingahighlevelofmovement.

These routes would be suitable forinternational and regional freight, andat the same time, provide a high levelof connectivity for inter-regional publictransport,suchasexpressbusesfromothercitiesorregionalhubs.Figure3.11 HubandSpokeMechanism

Figure3.12 LinkingUrbanCentreswithHighCapacityUrbanRoads

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3.5.2 ProposedPublicTransportationStrategies

• Develop a high quality mass-transitsystemwhichprovidesgoodcoverage,withdirect,fastandfrequentservices,andiseasilyaccessibleandsegregatedfromroadtraffic

• Supplementary Public Transport/Feeder Systems which work inconjunction with the mass-transitsystems

• Develop a supplementary publictransport system which maximisestransitroutecoverage

• Locate Transport Hubs along MajorArterialRoadswithBRT

• Integrate Rail and Air Transport withtheRoadNetwork

• Connect Intercity Bus InterchangeswithPublicTransportandBRT

• Develop a well-permeating publictransport system into theurbanscapeofKigali

• The locations of public amenities andfacilities tobe locatedwithin regionalcentreswhicharewellservedbypublictransport

Four applications were formulated basedontheabovestrategies,whichare:-

• RailandIntercityConnectivity• MassTransitCorridors• TransportHubs• GoodCoverageofPublicTransport

Rail and Intercity Connectivity

Intermodal trip exchanges would berequired for tripsoriginating fromoutsidethe City, especially by rail, air or publictransport.

Itisthereforepartofthestrategytoensurethat railandair intermodalconnectivity ismaintainedintheCity.

As part of the public transportationnetwork,itisvitalforthemassrapidtransitandpublictransportsystemstoservetheseintermodehubs.

Rail is expected to play a major partin freight transit in Kigali in the future,especially once the East African RailwayNetwork is built. Due to its connectivitytoacoastalport,itisthereforeenvisionedthattherailinterchangewouldbeamajorindustrialandlogisticareas.

By ensuring that the mass transit systemconnects to the rail interchange, theworkforce can therefore rely on publictransporttogettotheirworkplace.

Similarly, by connecting the mass transitsystemtotheexistingandfutureairports,itprovidesaconvenientandspeedymodeoftransporttoandfromtheairports.

Figure3.13 LocationofProposedRailInterchangeandExistingAirportinKigaliin2040

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Mass Transit Corridors

Current applications and developmentsin public transport have identified MassTransit systems to be efficient in use incitieswithhighdensity.Kigali’spopulationof 5 million people in 2040 justifies thedevelopment and construction of a massrapidtransitsystem.

In thisMaster Plan, the use of Bus RapidTransitandlightrailMassRapidTransitwasexamined. It was determined that whileboth were viable options, the Bus RapidTransit was more financially viable in theshort to medium term. The MRT systemoptioncouldberevisitedonceaBRTsystemis runningand thedemand foraMRTcanbe justified. In the land-use masterplan,reservationoflandforusefortheMRTwillensuretheviabilityoftheMRTprojectifitisrequired.

While an MRT system is ideal fortransporting largenumbersofpassengers,anupgradeoftheBRTstotramsshouldalsobe consideredduring the feasibility study.TramsaremoreefficientcomparedtoBRTsastheyaretracked,andcanbeautomatedwith little difficulty. The automation canresult in increased frequency, whichincreasescapacity.Whiletramsrunslowerthan light rail systems, existing BRT lanescan be retrofitted for trams. The verticalalignmentsoftramsandbusesaresimilar,and in addition to that, buses can runin conjunction with trams on the sameline. It is recommended that in the futureupgradephases, a tram system shouldbeinvestigatedalongsidetheMRTsystem.

Good Coverage of Public Transport

Inordertosustaindemandforusingpublictransport, accessibility should be madeavailableacrosstheCityofKigaliviafeedersystems,suchaslocalbuses,mototaxisetcwhichprovide services toand fromurbanresidentialcentres.

To some extent, the availability of thesesystems should be present at all timesso that it can be a viable alternative topersonalmotorisedtransportation.

In addition to providing supplementarysupport to the Mass Transit systems,existingpublictransportsuchasmototaxis,can be accommodated as part of thesupplementary system before beingphasedout.However,thephasingwillneedtotakeplaceinstagesastheywillneedtosupplementtheproposedpublictransport.

Transport Hubs

Intermediate transport hubs with transitfacilities such as BRT stations, bus stops,publicparkingandcycleparkingwouldberequiredintheCityofKigaliinthefuturetoencourageintermodaltrips.

Thesetransporthubscanbebuiltasstand-alonehubs,or canalsobe integrated intocommercialandindustrialcomplexes.

Thesehubscanthenbefurtherdevelopedfor intercity bus services or pedestrian-friendly links to urban areas, and can beseen to be a positive influence in publictransport.

Figure3.14 ExampleofhowFeederBusesprovidecontinuitytoBRT Figure3.15 AccessontoBusesfromBRTBoardingStationsinCuritiba,Brazil

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3.5.3 ProposedFreightManagementStrategy

• LocateLogisticsHubs inthefringesoftheCity

• Locate IntermodalLogisticsHubsnearexisting and proposed intermodalpoints of travel such as airports andrailstations

• Provide a High Capacity Urban RoadNetworkaround theCity for through-freighttraffic

In order to achieve the strategies listedabove,arealignmentoffreightrouteswasdeveloped in conjunction with the HighCapacity Urban Road (HCUR) network inmind.

The plans were studied, and severallocationsforlogisticshubswereidentified.

Realignment of freight routes

The first exercise examined the existingfreight routing in the City of Kigali, anddetermined the key routes that weregreatlyaffectedbythroughtraffic.

The next exercise was to find alternativeroutes for these traffic movements. ThiswasdoneatthesameastheHighCapacityUrbanRoadalignmentexercisesothattheroutes can be used for freight with littleimpedance.

ThisalsomeansthatwiththeconstructionoftheHCURnetwork,freighttravelcanalsobeimprovedatthesametime.

Location of Logistics Hubs in the Fringe of City

After the realignment of freight routes,several locations for logistics hubs wereidentified.

Thesehubsnotonlyincludeforroadfreightbutalsoforinternalmodalfreight,suchasairandrail.

Figure3.16 ExistingFreightRoutinginKigali

Figure3.17 ProposedFreightRoutinginKigaliin2025andbeyond

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3.5.4 ProposedGreenTransportationNetworkStrategies

1. Provide a Non-motorised (WalkingandCycling) TransportNetwork alongArterialandCollectorRoads

2. Develop a city-wide NMT networkwhichincludescyclingandconnectivity

3. Develop a strategic approach toprovidingpedestrianamenitiessuchastreesandstreetfurniture

4. Develop a pleasant streetscapeespecially alongGreen TransportationNetworkroutes

5. Develop a well-connected GreenTransportationNetwork

6. Pedestrianise urban core centreswherepossible

Thestrategiesareapplied inthefollowingactions:-

• Provision of a Green TransportationNetwork

• Integration of Non-motorisedTransportinfrastructureinRoads

• Streetscape Design Guides andPedestrianisation

Provision of a Green Transportation Network

There are two primary forms of non-motorisedtransport–walkingandcycling.They are the most common mode oftransportinurbansettingsduetothehighdensityofshopsandserviceswithinwalkingandcyclingdistance.

Currently a significant proportion of dailytravelinKigaliCityisbyfootandtoalesserextent by bicycle. A large proportion ofthepedestriantraffic,especiallyintheAMpeak period, is from school children. Allmotorised public transport users becomepedestriansforacertainproportionoftheirdailyjourney.ThisisnoticeableatthelargertaxiparksintheCitywherehundredsifnotthousandsofpedestriansmovearoundthepublic transport facilities during the peakperiods.

A good walking/cycling environment canprovide opportunities to practise andmaintainahealthylifestyle.

InadevelopingcitylikeKigali,obesityandinactivity are not problems faced by theresidents,butmayariseinthefaceofover-relianceonprivatetransportmodes.Inthefuture,theprovisionofawalkablenetworkin Kigali can promote this healthy modeof transport should be promoted wherepossible.

Figure3.18 ProposedCycle/PedestrianLinkEnhancementsinPaloAlto,UnitedStates

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Integration of Non-motorised Transport infrastructure in Roads

To promote walking in the City of Kigali,pedestrianwalkways need to be includedinallnewandupgradedroads.Inadditionwherecrossingoccur,safetymeasuresneedtobeprovided toprotect thepedestriansfromvehiculartraffic

Figure 3.19 shows how pedestrian andcyclistfacilitieshavebeenprovidedinmostof themoderncities.Due to lowcostandhighbenefits,thesefacilitieshavebecomemoreprominentintheurbanlandscape.

WithintheCityofKigali,cycleroutesaretobeplannedforeachurbanarea,andintherecreationalparks in thecity.Theprimaryuse of the cycle routes within the urbanareacanbefocusedontheinternaltraffic,both for leisure,andcanbealternative toshort-distancetrips.

DuetothehillytopographyofKigali,inter-urbancycleroutesarenotplannedastheycan be difficult to manoeuvre. Howevercycle schemes for inter-urban cyclingshould not be discounted, and should beincorporatedwherepossible.

Inordertopromotecyclingasamainmodeof transport, cycle parking and facilitiessuchaspublic showerscanbe included inall new development as part of planningapproval,and facilitiesneedtobebuilt toacertainstandardtoaidthemodalchoice.

Facilitiesforpedestriansarebeingprovidedwithpedestrianfootwaysbuiltonmostofthenewmain/arterialroads.

Ancillary Pedestrian Facilities are thosefacilities, buildings, or structures adjacentto or directly linked to BRT stations.They can also be stand-alone facilities orstructures located within or adjacent totherightofway.Thesefacilitatepedestrianmovements.

Theycaninclude:• Overpassorunderpassstructures,such

asoverheadpedestrianbridges• Passengershelterstructures• ParkandRidefacilities(carparksetc)

Figure3.19 PedestrianandCyclistPriorityasthestandard-de-factoinmosttheUrbanZonesofModernCities

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Figure3.20 PedestrianCrossingEnhancementatOxfordCircus,London

Figure3.21 CreationofCul-de-sacsbyclosingRoads

Figure3.22 PedestrianisedStreetsinCityCentres

Streetscape Design Guides and Pedestrianisation

Pedestrian safety is paramount wheretheir movements interact with traffic.Pedestriansneedtobegreatlyempoweredin the urban centres. By pedestrianisingcommercialstreetsandreducingvehiculartraffic in these centres the streets canthen be regenerated for pedestrians only.Cars do not necessarily contribute toincome generation for shops along thestreets.Instead,byprovidinggreeneryandreturning the roadspace forusebycafes,theeconomicbenefitsaregreater.

The provision of non-motorised transportintheCityofKigaliwillhelpboosttheuseofpublictransport,henceprovidesupportand much-needed funding for publictransportsystems.

The inclusion of non-motorised transportinfrastructure as part of legislation willenablethecitytobecomemorepedestrian-and cyclist-friendly, which in turn willhelp with the ultimate goal of green andsustainabletransportinthefuture.

ThepeopleofKigalicanbenefitgreatlyfroma healthy lifestyle, and at the same timeenjoy a much better urban environmentfreeofpollutionandcars.

TherecommendedinterimguidancefortheurbanroaddesignistheManualforStreets(DfT,2007)andManual forStreets2 (DfT,2010) which explain key design conceptsin the provision of road space for non-motorisedusersandpublictransportusers.

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4 KIGALI CONCEPT TRANSPORTATION DEVELOPMENT PLANS

Following the strategies that have beenformulated in Chapter 3, the transportplansfortheCityofKigaliweredeveloped.

Thereareatotalofsevenphysicaltransportplansproposedasaresultofthestrategies,namely:-

• RoadNetworkPlan• The Public Transportation Plans,

consistingof: − RailandIntercityPlan − RapidTransitPlan − SupplementaryPublicTransport − Transport Hubs & Infrastructure

Plan• FreightManagementPlan• GreenTransportNetworkPlan

The plans are inter-related with land-useplanning, and are formed with the baseland-useplanprovidedbytheMasterPlan2040.

Theseplansaretobereviewedinthenearfuture when conducting detailed studies.These plans are highly dependent onfeasibilitystudies,andarepresentedinthisreportforreferenceonly.

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4.1 PROPOSEDLANDUSEMASTERPLAN2040

4.1.1 Populationandtrafficgrowth

ThebasisofthisTMPistheLandUseMasterPlan2040whichidentifiestheuseoflandintheCitybytheyear2040.

In the Master Plan, land parcels havebeen classified into many uses, such asresidential,commercial,industrial,andcivicfacilities.Basedonthislanduseplan(Figure3.1),thecommercialurbanandresidentialareas have been identified. These areasare considered transport ‘zones’, whichmeanstheywouldgenerateorattracttrips,whethervehicularorotherwise,dependingonthetimeoftheday.

Having identified these zones, investmenton the transit networks for key areas ofKigalicanbesensiblyappropriated.

For the development and assessment ofthe future road network, the commercialand industrial hubs are considered asemploymentcentres,andresidentialzonesconsideredasworkforcegenerators.

4.1.2 ProposedBroadLandUsePlan2040

The socio-economic study projected theCity’spopulationatbetween4to5millionby 2040. Tomeet this increasing demandfor urbanization, the urban area withinthe City is proposed to be expanded bytwo and half folds based on the availabledevelopableland.

Thebroadlanduseplanfor2040showstheultimate development envisioned for theKigaliCity.Thekeylanduseproposalsare:• To expand and strengthen the City

Centre by allowing high densitycommercial and vibrant mixeduse developments with premiumoffice, retail, hotel and residentialdevelopments

• TointroduceregionallevelcommercialareasintheFringeTownsandthenewtownshipsinsuburbanareas

• To safeguard land for consolidatedIndustrialEstatesforgeneralindustries

• To establish an efficient highway gridandarterialsystemensuringthelong-termregionalconnectivityandinternallinkages

• Toredevelopexistingdenseunplannedsettlements into medium-riseresidential zones in the urban-fringearea

• To develop medium rise residentialtownships in sub-urban sectors withintegrated public facilities and lightindustrialdevelopments

• To conserve nature areas such asforests and wetlands, and protectsteepslopesthroughafforestation

• Tointroduceiconiccivicdevelopments,entertainment venues, regionalrecreationandtourismdestinations

• To provide land for farming in theunbuildableareas

• To develop key infrastructure andsupporting facilities such as theEnvironmental Treatment Zones,cemetery,BusTerminals,etc

Figure4.1 Proposed2040LandUsePlan

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Proposed distribution of Density

Intheproposedlanduseplan,43%ofKigaliCity’s land is proposed to be urbanizedin order to accommodate the long termpopulation growth. Although, the amountof land consumption is multiple-foldcompared to the present scenario, theurban landwill fall short if thepopulationdensities remain mismanaged. Hence,taking a much compact and sustainabledevelopmentapproach,theaverageurbandensityforKigaliin2040isproposedtobeat16,000persons/sqkm.

The density distributionplan (Figure 2.13)showsthedifferenturbandensitiesthatareproposedforthethreerestructuredurbanareas.

City CentreTheCityCentre area is themost strategicareaandprimeintermsofrealestatevalue.While the City Centre will accommodatemajor regional level commercial uses andcivic facilities; it is essential to encouragethehighdensityresidentialdevelopmentintheCityCentre inordertoprovidehomesclose to themajor job centre of the City.Hence, a higher urban density of 30,000personspersq.kmisproposedfortheCityCentre Area. With this proposed density,the City Centre is able to accommodate480,000people,whichisaround10%oftheCity’spopulation.

Fringe AreaBeing sited around the immediate vicinityoftheCityCentre,theurbanfringeareawillalso remain as prime land for residentialuses. The majority of Kigali’s populationisexpectedto live intheurbanfringeandhence,theCity’sfringedensityisproposedto be 22,000 persons/ sq km. The urbanfringe is able to accommodate 1.4millionpeoplewhicharealmostathirdofthetotalCity’spopulation.

Sub-urban AreaIt is realized that the current trend ofdevelopments is quite low in density andwith such low urban densities, it will notbepossibletomeettheCity’sfutureurbanland demand. Hence, the developmentsinsuburbanareasarealsoproposedtobeintensified and supportedwith integratedpublic facilities. The gross urban densityproposed for thesuburbanareas is18000personspersqkm.Withthisdensity,60%of City’s population will be living in thesuburban townships. The suburban areaswillbeorganizedasaseriesofhighdensitytownships. Various large employmentnodes such as industries, regional centreswillofferemployment intheseareas,thusreducingtheneedtocommutetotheCityCentreforwork.

Figure4.2 DensityDistributionPlan

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Proposed distribution of townships

The existing urban areas are largelyspreadover 17 sectors and almost half ofthe City’s urbanized area is unplanned.While there are a few new developmentprojects that are proposed as clusterhousing development, majority of thedevelopments are developed individually.To move away from such small-scale andindividual-plot based developments, it isproposedtoorganisetheexistingandnewgrowthareasasintegratedtownshipswitharangeofcomprehensivefacilities.

Proposed Township ModelKigali City is proposed to be restructuredinto twenty-four self-sufficient townships.The majority of these townships areproposed to be served by public transitcorridorwhichisalsothemainstructuringelement of these townships. The typicaltownshipsizeproposedforKigaliisaround900 to 1000 hectares accommodating anaverage population of 200,000 residentseach.

Generally the townships are organizedalongthetopographyandonetotwohillsconstitutes one township entity. ArterialroadsformthetownshipboundaryandBRTcorridorsdefinethemaincentralspine.Thecentral spine holds commercial uses andmajorfacilitieswithmaximumdensity.

The township model illustrates the keyconceptfortypicalnewtowns.Thehigherdensity residential neighbourhoods areproposed around the town centre andin areas around the walking distance ofthe public transit corridor. The density isproposed to gradually lower in the areasawayfromthetransitcorridor.

Allthetownshipsareproposedsuchthatitensures thewalkabilitywithin its smallestneighborhoodcellswithkey facilitiessuchasneighbourhoodcentres,primaryschoolsand local parks located within walkingdistanceoftheresidents.Otherthantownlevel commercial needs, town facilitiessuch as the Vocational Training Institute,Polyclinic, Bus Interchange, Sports Field,Town Park, Cemetery and Light IndustrialEstate,etcareproposedtobesafeguardedin each township. Low density residentialareas are proposed at lower slopes, nearthescenicwetlandswithquickaccesstothehighwaynetwork.

Proposed Township BoundariesThe township boundaries are determinedbasedonthefollowingcriteria:• The township boundaries are based

on the natural boundaries andgeographically conglomerated urbanareas.

• The township boundaries follow therespective sector boundaries wherepossible.

• The developable urban areas aredivided by the highway grids of 3-6kilometres and major arterial roadsspaced at 800 to 1200 meters. Thetownshipboundariesatsomeareasareinfluencedbytheseroadnetworks

Proposed Distribution of PopulationFor the proposed density distribution,95% of the projected population are tobe redistributed amongst the City Centreand25urban townships in city fringeandsuburbanareas.Theremainingpopulationis expected to be distributed in the ruralsectorsofKigali.Theproposedpopulationdistribution by district is shown in Figure4.4.

By population, the township size rangesfrom smaller townships of 80,000 to100,000peopleinKanyinya(N1),NorthernMageragere (N4), Western Ndera (G5),Southern Gatenga (K2) and NorthernKanombe(K6);tolargertownshipssuchasthe ones in Nyamirambo (N3), Kimironko(G4), Kicukiro (K3), Gahanga (K4) andMasaka (K11) which accommodates200,000 to 350,000 population. Theselarger townships play a much larger roleat regional level in terms of commercialdistribution and hence, are substantiatedwithlargerpopulationcatchments.

Proposed Distribution of Employment KigaliCitycurrentlyoffersatotalof500,000jobs in services, industrial and othersectoral employments. Majority of thesejobsarearoundtheCityCentrewithsomeemployment in other scattered industrialand commercial areas. The proposedemployment distribution by district isshowninFigure4.5.

The socio-economic study projected thatthe labourparticipation in theCitywillbe46% in the year 2040. This requires theCitytoprovide2.3millionjobs inthelongtermbasedonaprojectedpopulationof5million.

TheBroadLandUsePlanproposestocaterfortheprojectedjobrequirementsthroughthe establishment ofwell-distributed newemploymentnodesaroundthecityincloseproximitytotownships.

20%oftheCity’sservicejobsareproposedto be provided within the City Centre.Additionally, 13% of the service andlight industrial jobs are proposed to beprovided inthesurroundingFringeTowns.The proposed general industrial estatesare expected to provide 400,000 jobs inmanufacturingandlogisticsindustries.

Further to this, the new self-containedtownships in the suburban areas areproposed to provide 36 % of the City’sjobs, thus supporting a decentralized jobdistribution and ensuring significant localemployment. Additional employment isalsoprovidedbyseveralothercommercialuses along the airport boulevard, resortsinGahangaandLakeMuhazi,andBusinessParkatGikondo.

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Figure4.3 ProposedTownshipPlan Figure4.4 ProposedPopulationDistributionbyDistrict

Figure4.5 ProposedEmploymentDistributionbyDistrict

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4.1.3 ProposedBroadLandUsePlan2025

The socio-economic study projected thepopulationof2.9millionforKigaliin2025.The proposed Broad Land Use Plan 2025showninFigure4.6isexpectedtocaterforthispopulation.

Thebroad landuseplan2025 isproposedmainly with an intention to direct thegrowth in the priority areas that arecontiguoustotheexistingurbanareasandareaswithexistinginfrastructureinplace.

This intermediate broad land use plantakes into account the major on-goingand approved projects that are carvingtheCity’speri-urbanfabric.Someoftheseprojects include large scale residentialdevelopmentsinKinyinya,Gisoziandpartsof Ndera and Gahanga; few commercialdevelopments in Gatenga and Gahanga;and some development of facilities inNdera,Kicukiro,GatengaandKagarama.

TheurbansectorsofMuhima,Nyarugenge,Kimisagara, Gitega, Nyakabanda,Rwezamenyo and Nyamirambo areidentified as priority zones for thedevelopment in 2025 in NyarugengeDistrict. Similarly, the sectors of Gatsata,Gisozi, Kacyiru, Kimihurura, Remera,Kimironko, Kinyinya and parts of NderaandRusororoalongtheeast-westcorridorinGasabodistrictareidentifiedasprioritydevelopmentareas.InKicukiroDistrict,thesectors of Gikondo, Kigarama, Gatenga,Kicukiro, Niboye, Kagarama, and parts ofGahanga, Nyarugunga and Masaka areidentifiedasthefocusareafor2025.

While the land uses for the priority areasremainsunchanged in theYear2025LandUsePlan,thekeydifferencesare:• In terms of existing uses around the

priority urban area, these may notall be redeveloped within this timeframeasshownintheBroadLandUsePlan in 2025. However, developmentof large City level infrastructure isrecommended tobe focused in thesepriorityurbanareas.

• Development in future urban areasmay be allowed as per the re-zonedfuture use on a case-by-case basis tobeconditionallyapprovedbytheCity.

• The existing or ongoing imudugudusin the future urban areas will remainwithintheseareasuntil2025.

• Intermsofagriculturaluses,itwillallowfarming within the buildable areasaround the imudugudus and housingprojectsitesinthefutureurbanareas,althoughthelandsaresafeguardedandre-zonedascomprehensiveresidentialtownshipsinthefuture.

Figure4.6 Proposed2025LandUseforCityofKigali

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4.2 INTEGRATEDLANDUSEANDROADPLANNING

Transportandland-useareinterrelatedtoeachother.Land-usecreatesaspecificactivityinaspecificlocation.Tripoccurswhenpeopleneedtoengageinactivitiesthatarespatiallyseparatedfromtheircurrentlocation.

Whenland-useplanningallowsurbansprawl,italsoencouragescarreliance.Byplanningacompactcityservedbypublictransport, itprovidesviableandsustainablealternativestousingcars.Land-useplanningisthereforecritical inmanagingtraveldemandthroughtheplacementofactivityareasandprovidingforalternativetransportchoices.

Belowaretheprinciplesadoptedinthelanduseplanningformanagingtraveldemand:-• Providingdailyamenitieswithinacceptablewalkingdistancefromhome

− Adequate facilities and amenities are provided within the townships and localneighbourhoodstomeetthelocalneedsofthepopulation.Byprovidingfacilitiesandamenitieswithinacceptablewalkingdistance,itreducestheneedforvehicletravelandencourageswalkingandcycling.

• Mixusesintownandneighbourhoodcentres − Peopletravelwhentheactivitiestheyengageinsequentiallyarespatiallyseparated.

Forexampleifshoppingcentreswereinthecityareaandcinemasintheoutskirts,amotoristwouldfirstneedtodrivetocityforshopping,thenagaintotheoutskirtstowatchafilm.Compatibleland-usessuchasretail,foodandbeverageandrecreationcanbelocatedwithinthesameareatominimizethecartripgenerationandincreasewalkingandcycling.

• Highdensitydevelopmentsaroundtownandneighbourhoodcentres − When employment, housing, retail and leisure activities and services are

concentratedinthesamearea,tripgenerationaremorelikelytobeinternaltrips,whichcannormallybefacilitatedbywalkingorcycling.

• Alignhighdensitycentreswithinmajorpublictransportnodes − By providing high density centres within themajor public transport nodes, the

need to travelusingprivate transport canbedrastically reduced. Inmostglobalcities public transport remains themost usedmode of transport. However thisonly remains true as long as the destinations fall within walking distance of apublictransportnode.Thecatchmentofthepublictransportcanbeextendedbyincreasing the levelofprovisionofpublic transport i.e. increased frequenciesoffeederbusstops,integratedinterchangesetc.

Figure4.7 DifferentSchemeApplicationsofhowLandUseandTransportPlanningcanbeorganised(MetropolitanWashingtonCouncilofGovernments,2010)

Figure4.8 ProposedResidentialZonesintheCity

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Byplanningahead,transportationsupportfordevelopmentofthecityovertheyearscanbeaccommodatedbyproperplanningandland-useintegration.

Maximising transport choices andmanagingtraveldemandbyminimisingtheneed of travel requires public transportinfrastructure and services and land-usestrategiestobeharmonisedintheplanningexerciseandimplementation.

It is important to note that regional andurban policies and strategies can beineffective when the local level does nothave compatible land-use and designdecisions. Integrationatbothregionalandlocallevelrequireslong-termcommitmentandcommunicationatthebroaderlevel.

Existing Landuse

2025 Proposed Landuse

2040 Proposed Landuse

Figure4.9 EvolutionofLandUsefromExisting2012to2040

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55Figure4.10 ProposedRoadNetworkoverlayingthe2040LandUsePlan

4.3 THEPROPOSEDROADNETWORK

A GIS database of the proposed roadnetwork for Kigali for the 2040 horizonwasprepared,asshowninFigure4.10.Theroad network has been developed basedon the 2040 Master Plan. The resultingdatabasecanalsobeusedinthemodellingofthetransitnetworkusingsoftwaresuchas VISSIM or VISUM. The schematic roadnetwork was prepared and analysed, andtherefore be used as a starting point forfutureroaddevelopment.

Analysesofcapacitieshavebeenprovidedand included in this section. To take theresults one step further, existing andproposed road classifications have beenapplied to these roads. Guidance forclassifying these roads on the groundis provided in the following sections,and a context-sensitive solutions (CSS)methodology will be briefly explained forfuture preparation of road schemes andprojects.

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4.4 TRAFFICMODELLINGANDCAPACITYANALYSIS

This section provides the network andcorridorplansincontextwiththeprevioussection. In the CSS approach, networkplanning:-• Establishesaprocedureforthedesign

ofthenetwork• Identifiesroadusesuchasfreightand

transit• Distinguishes the individual road

segmentsandfunctions

4.4.1 Establishingatransportnetwork

Using Geographic Information Systemssoftware,theland-useplancanbemappedagainst the existing road network. Theavailable information has enabled thepreparationoftheroadnetworkplan.

The following principles are observed indevelopingtheroadnetworkplan:-• Connect and provide access to and

between communities, centres ofactivity and neighbourhoods of alltypes, as well as recreational andculturalfacilities;

• Formagrid-likepatternofcontinuousthoroughfaresexceptasprecludedbytopographicbarriers;

• Conform with and follow naturaltopographicfeaturesandavoidadverseimpactstonaturalresourceareas;

• Meetspacingandconnectivitycriteria;

• Have thoroughfares interconnectedwith specified distances betweenintersections to provide choices ofroutes to reduce travel distances;to promote use of transit, bicyclesand walking; and to efficientlyaccommodateutilityneeds;

• Re-use existing road alignments tominimiseimpactonexistingproperties

Basedonthefirstfourprinciples,agrid-likenetworkwasidentifiedfortheCityofKigali.The network has been iteratively derivedbasedontheaboveprinciples.Thefirststepwastoidentifykeyarterialroutesbetweenurban centres and facilities, followed bythe inclusion of internal grid-like patternsbetween arterials. After running thenetwork in the modelling software basedon the road capacity requirements, thearterial networks are re-adjusted. This isrepeated until a satisfactory network isfound.

Figure4.11 IdentificationoftheRoadNetworkandtheIdealAlignments

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4.4.2 DesignConsiderations

Thefollowingconsiderationswereincludedduring the preparation and modelling ofthenetwork:-• RingRoad

− In discussions with MININFRA, aRingRoadisproposedtoprovideacircular linkaroundtheCBDarea.The Proposed Ring Road aims todivert through-traffic around themainCityCBDsothatdemandonthe roads in the CBD is reduced.The Ring Road will be used byfreightsandinter-districttrafficasaby-passroute.

• FreightRoutes − In addition to allowing freight on

the Ring Road, additional freightroutes leading into core urbancentres and future industrialand logistics areas will also benecessary. Key Major ArterialRoads should be designed totake the axial load as part of theexercise to accommodate freighttraffic.

• RoadCapacities − The capacities of the roads have

been obtained and interpolatedfrom the UK Design Manual forRoads and Bridges documentTA79/99TrafficCapacityofUrbanRoads. This assumption sets thebasisforminimumlanesrequired.

• StreetPatterns − The alignment of the existing

road network is adopted wherepossible. Permeability in thecity boundary cannot be readilymodelled with the proposedmodel.

• PedestrianConnectors − When modelling the public

transportandpedestrianlinks,theconnectorsweregeneratedlinkingthe sites with their destinations.Themodelwasruntosimulatethepedestrian movements, utilisingthepublic transports suchasBRTlines,etc.

• AirportLink − Theneedtomodelahigh-capacity

urban road towards the newBugesera International Airportwas identified in the conceptdesignstage.Howeverduetothenature of an airport, the trafficgeneration from the airport doesnot peak in the AM or PM peak;instead it is highly dependenton the number of arrivals anddepartures.Itwasdeemedforthereport that theairport tripsneednot be simulated; however it isvitaltoincludearoutecapableofapublictransportlinktowardstheairportaspartofthedesign.

Figure4.12 InclusionofAdditionalConnectorstotheGridsandProposedPublicTransportlinkstoMajorCentres

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4.4.3 AnalysingtheNetwork

MethodologyThe analysis of the road networkutilises VISUM, a macroscopic strategictransportation modelling program. Itwas used for the production of both theRwandan Strategic Transportation MasterPlan (RSTMP) and for the ConsultingServices for the Planning and Design ofa Public Transport System for Kigali City(CSPDPTS). Inviewofthis,aVISUMmodelwas employed in this study to ensurecompatibilitybetweenthesestudies.

Principally,forthedesignofroadnetworks,the peak traffic hours are considered; fora service/industry-based economy, suchasKigaliin2040,thepeaktraffichoursareexpectedtobebetween7.30-9.30am,fromthehome-to-worktraffic,and5.00-7.00pmwhichresultsfromwork-to-hometrips.

OutputsTheaimofusingVISUMasananalysistoolis to understand the impact of specificplanning decisions on transportationinfrastructure which in turn supports thedecision makers in the land use planningprocess. Thekeyobjectivesare:-

− To ascertain the predicted peaktravel demand and the expectedimpact of this on the ProposedRoadNetwork

− To propose a Road Hierarchy fortheProposedRoadNetworkbasedon the initial estimates of roadcapacityfromthemodel

− To estimate the capacity andpotential of the proposed BRTNetwork

− Toidentifyfuturebusroutesbasedonthedemand.

ResultsThe VISUM analysis shows that by 2040,thenetworkwillberunningabovecapacityin several major links. To compensate fortheover-capacity, it is recommended thatpassivesolutionsbeadoptedtoovercometheover-capacity.

Thesepassivesolutionsincludecongestionpricing and charging for parking. The Cityof Kigalimust also plan to invest inMassTransit, which by 2040, may justify theinclusionofanMRTsystemaspartoffuturedevelopments.Itmustalsoimplementlandpolicies that discourage urban sprawl andreduceunnecessarydriving.

TheVISUManalysishasleadtoarefinementof the initial arterial route networkpresented in the previous reports to onewhich is more suited for the weekdaymorningpeakin2040.

The final design for any transportationschemes shall be subject to detailedfeasibilitystudiesbeforeimplementation.

Figure4.13 RefinementofArterialRoutesbasedonDensity,TrafficAnalysisandPedestrianRouting

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Figure4.14 ProposedRoadNetworkCapacity

4.4.4 CapacityAnalysis

Based on the above assumptions, trafficimpactofthedevelopmentsonthecitywasalsoanalysed.

Figure4.14showsthecapacityoftheroadsduringtheAMPeak.

Figure4.15showsthesameimagebutwiththecollectorroadsremovedforclarity.

ThecoloursGreen,OrangeandRedshowsthevehiclecapacityratiooftheroadsatupto85%offreeflow,over85%butlessthan100%andmorethan100%respectively.

Whenroadusageexceeds100%offreeflowcapacity,trafficslowsdownandcongestionoccurs.

It can be seen that most of the collectorroads are within 85% of its expectedcapacity.Adetailedlookoftheotherroads Figure4.15 ProposedRoadNetworkCapacity(CollectorRoadsomittedforclarity)

show that in 2040, congestionmay occuronthehighcapacityurbanroads,inthecitycorearea,andalongBRTroutes.

Most of the major arterial routes wereunderutilisedinthisscenario.

There are existing solutions to overcomethissituation,namelytheuseofIntelligentTransport Systems, such as VariableMessagingSystems,whichmayalertdriversaboutpotentialcongestionandtoredirectdrivers through the other underutilisedarterial routes to avoid congestion fromoccurring.

Additionally, a congestion charge duringpeak periods when driving into the citycoremay alleviate the traffic condition intheCitycore.

SuchtechniqueswillbefurtherexplainedinChapter5.

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4.4.5 CoverageofRoadNetwork

The provision of a well-defined roadnetwork which is classified according totheroadcontextwillensurethattheroadnetworkisnotoverdesignedandissuitablefortheCityofKigali.

Thisplanaccommodatesacomprehensivepublic transportation network byidentifying key alignments that can beused for theMass Transit. In addition, byaimingforahigharterialroaddensityintheCity, this strategy ensures that buses areable tonavigate throughmore roads thencurrentlypossible, thereforebuildingonavery accessible public transport networkthatextendsintoallareasoftheCity.

Coverageofpublictransportcanbeensuredusing the Geographic Information Systemtools.Over80%oftheCityiswithin2km(or30minutesofwalking)ofaproposedBRTstation and 87% of the proposed built-upareaofCityiswithin500mofmajorarterialroutes.

Regional centres have been proposed inthe Master Plan, and its public transportaccessibilitychecked.Allproposedregionalcentresarelocatedwithin2kmofproposedBRT lines, and interconnectivity viamajorarterial roads between these regionalcentresisprovided.

Theproposed roadhierarchyensures thatthe‘Place’statusofroadswithlowvehiclevolumes is protected. This leads to anindirectprovisionofhigherqualityoflifeintheseareas, inadditiontofewersocial illssuchasdeclineinhealthduetopollutionorroadfatalitiesduetotrafficaccidents.

Figure4.16 ClassificationofRoadsbasedonResultsfromVISUM

4.4.6 TypesofRoads

Intheproposedroadnetwork,fourtypesofroadshavebeenproposed.

• HighCapacityUrbanRoads• MajorArterialRoads• MinorArterialRoads• CollectorRoads

TheseroadsaretobeadoptedbytheCityofKigaliuponconstructionandconsideredtobepublicroads.

In the VISUM analysis, the followingassumptionsweremade for the followingroads:-

HighCapacityUrbanRoadsCapacity:7200VehiclesperhourNumberofLanes:4ProposedSpeedLimit:110kmh

MajorArterialRoadsCapacity:5400VehiclesperhourNumberofLanes:3ProposedSpeedLimit:90kmh

MinorArterialRoadsCapacity:3600VehiclesperhourNumberofLanes:2ProposedSpeedLimit:70kmh

CollectorRoadsCapacity:1800VehiclesperhourNumberofLanes:1ProposedSpeedLimit:60kmh

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4.4.7 HighCapacityUrbanRoads

Detailed discussionswith the City CouncilofKigaliandMININFRAidentifiedtheneedforaring-roadintheCity.

Theproposed ring roadneeds toconformto the National Roads requirement andprovide an alternative to the existingNationalRoadsinKigali.

Figure 4.17 shows the Proposed HighCapacity Urban Network which wouldessentially allow through traffic to bypassthe existingNational Roads going throughKigali.

The existing National Roads (shown insolid red) cuts through the city core. Thehigh amount of through traffic may notnecessarily stop in Kigali and thereforeshouldbeeffectivelyremovedfromthecitycentre.

It is proposed that the HCUR Ring Road(shown in blue) is to provide a circulatingroad for movement around the City, andalsoactasadistributionsystemfortraffictravellingtowardsthenorth,south,eastorwest.

Thiswould effectively replace theexistingnational roadscuttingthrough thecoreofthecity(shownindottedred).

TheHigh Capacity Urban Roadswould besupplemented by two stretches of BypassroadsbuilttoaminimumofMajorArterialstandards, which would link the HCUR totheexistingNationalRoadsbeyondtheCityboundary.

Figure4.17 ProposedHighCapacityRoadNetworktoreplacetheExistingNationalRoadsthroughKigali

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4.4.8 CoverageofRoads

In2040,theestimatedbuilt-upareais308squarekilometres,basedontheproposedlanduseplan.

Assuming a 500m distance (10-minutewalk) from any point of the Arterial RoadNetworkshowninFigure4.18,anestimated87%(269km²)ofthebuilt-upareas(308km²) areaccessible.Thismeansthat87%ofthecityisaccessibleusingpublictransportwithamaximumofa10-minutewalkatthestartandendofeachjourney.

Theremaining13%ofthebuilt-upareasarerural areas, but can still be accessible viathecollectorroadnetwork.

It is therefore essential to ensure thatpublictransportinfrastructureisbuiltalongallarterialroadswherepossible,andthatacomprehensiveanddetailedbusplanandscheduleisformedtoaccommodatethis.

Figure4.18 CoverageofProposedRoadNetwork

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Figure4.19 ExampleofanInternalPlotCirculationinVauban,Germany

Figure4.20 ExampleofanAccessDevelopmentforaTownshipinCanada

Figure4.21 ExampleofanAccessLaneinEurope

4.4.9 AccessRoads

The proposed road network has beendefinedtotheCollectorRoadlevel,wherethis lowest category of roads ‘collects’vehiclesfromadjacentdevelopmentsontothenetwork.

The localised roads, also known as accessroads, will have speeds no more than30kmh, and are the primary roads ofinteraction. While the TransportationMasterPlanaimstoprovideanoverviewofthe roadnetwork in Kigali, it is importanttostressthatwithproperdesignguidelines,thelocalzonescanmaintainanidentityandproper integrationwiththecommunity. Inthesezones,notonlydoesthedesignoftheroadsmatter, landusecanalsocontributetoacompletestreetscape.

Pedestrians are one of the main users ofthese access roads, and will be discussedin the following Non-motorised Transportsection.

Figure 4.19 and Figure 4.20 shows howaccess roads can be formed and linkedwithinplotswithpedestrianpaths.

These figures demonstrate a grid layoutfor access roads, which have few straightroutes in and out of the township. Theprovision of turns and corners help withkeepingspeeddownandthereforeensurepedestrians’safety.

Figure4.21isaprimeexampleofanaccesslane that has a character of its own. Theblock paviors create a sense of class, andthe one-way street arrangement freesup space for a cycling lane, and the lackof raised kerbs creates a pedestrianisedfeelingfordrivers.

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4.4.10 StandardisedRoadDesign

Oneofthemost importantstrategiesthatwill help achieve the objectives and goalsof the Transportation Master Plan is thestandardisationofRoadDesigninKigali.

Therearetwoaspectsofroaddesignthatisingraveneedofimprovement,whicharetheconstructiondesignofroadsintheCity,andtheurbandesignofroads.

The construction design encompassesthe physical design of roads; pavementthicknesses,kerbradii,superelevationandhorizontal andvertical alignment tonamea few.Thephysicaldesign is importantasthese define the structural integrity andsafetylevelsofroads.

Theurbandesignofroadsdiscussbroaderdesign principles, which address usabilityconcerns in addition to safety. Thegeometry of roads have been studied indetail in current international standards,namely the DesignManual for Roads andBridges (UK) and RoadwayDesignManual(US).

The purpose of these designmanuals aretoensurethatroadsarebuilttoastandardthat will guarantee a level of safety andfunction, in addition to the reduction inmaintenancedue toproper installationorlayingofroads.

The intention of this section is not toreplicate thecontentsof theseguidelines,but to draw attention to these for futurereference.

The City needs to develop its own designstandardstoguidefuturedevelopersinthepreparationofroadschemes.

Figure4.22 HighLevelsofAdaptabilityinRoadDesign

RoadNetworkPlan- ProposedHierarchyMatrixHighCapacityUrbanRoads– TrunkRoute


The streetscape of Kigali is not consistentand therefore may cause confusion todrivers, especially if the pedestrian andcyclistdomainsarenotclearlylaidout.

TheTMPhaspreparedseveralpreliminaryroadcross-sectiondesignsforthepurposesofthisreport.Thedesignsareproposedtobeeasilyadaptablewithinastretchofroad,asshowninFigure4.22.

Appendix B further expands on typicalstandardroaddesignsthatcanbeappliedinKigali.

In all cases, the design can deviate toaccommodate any localised amendments,based on the context of the road at thatlocation.Thefollowingpageisanexampleof a Design Code Sheet for the TransitLinks/BRT Lanes type. Additionally, thedimensionsareforguidanceonly,andagaincanbeamendedtosuitthesituation.

Note that all reference to non-motorisedtransportinfrastructuresuchaspedestrianandcyclistpathswillbefurtherdiscussedinthenextsection.

A detailed design guideline needs to bedeveloped, expanding on these ideasintroduced. With proper application,the road network in Kigali can be bettermanaged.

Good Design Practice such as widerpedestrianpathscanbeaccommodatedintheseguidelines.

Figure4.23 ExampleofStandardisedRoadDesign

Standard Cross-section Design Guidelines

In the design of a road scheme, the firststep is to identify the alignment for thescheme. This has been done to someextent in this TransportationMaster Plan.Key alignments have been identified tooptimisetheroadnetwork.Basedonthesepreliminary alignments, the City shouldprepareasurveyandsetupataskforceforthescheme.

Thesecondstepistoidentifythescopeorboundaryoftheproject.Dependingonthepurpose of the scheme, land requisitionrequirements may vary. For example, forkeyurbanroadstheminimumrightofwayfor procurement will be the carriagewaywidth plus the minimum provision forpedestrians. However, in the commercialcentreswherevehicleaccessislimited,thecarriageway may be converted to sharedspaceforvehiclesandpedestrians.The road sections can be developedwiththefollowingfacilities:-• Median – The divider between

opposingtrafficlanes• Carriageway – Traffic Lanes for all

vehiculartraffic• BRT Lanes – Dedicated lanes for BRT

lines• Hard Shoulder – The emergency stop

laneonhighcapacityurbanroads• On-streetParking–On-streetparking

where traffic movements are low orwherespeedsareinexcessive

• Easement/Verge – Easement spaceprovided for utilities, maintainingvisibilitysplays,orearthworks

• PlantingStrips–Forplanters/greenery• Footway–Pedestrianpaths• Cycleway–Cyclepaths• Multi-purposewalkways–Shared

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4.5 PUBLICTRANSPORTATIONPLANS

There are four proposed publictransportationplansfortheCityofKigali.

The first is the Rail and IntercityTransportationplan,wheretransitbetweencitiesandinternationaltravel isaccountedforintheCity’stransitplans.

ThesecondistheRapidTransitPlan,whichdiscussestheapplicationofrapidtransitintheCity.

ThethirdplanistheSupplementaryPublicTransportPlan,wheretheimplementationof the detailed proposals in the MINIFRAreport “Development of an IntegratedPublic Transport System for the City ofKigali”isdiscussed. Lastly,theTransportHubsandInfrastructureplandiscussestheproposeddevelopmentsthat can be provided along these publictransport lines, including themass transitcorridors.

4.5.1 RailandIntercityTransportationPlan

The Rail Transit is an importanttransportationaspectfortheCityofKigaliinthefuture.

By introducing rail transit to Kigali, timeof travel for freight to the connectingcities,suchastotheDarEsSalaamPortinTanzania,wouldbeaccelerated.Kigali canthen play a role as a logistics hub for theCityandtheregion.

Air connectivity is also vital for intercitytransportation. The existing airport issuitablylocatedwithintheCity,howevertheproposednewairportis30kmfromKigali.Itisimportanttoensurethatthisairportlinkisconnectedwithpublictransportaswell.

ThiswouldhelpmakeKigalimoreattractiveasacommercialdistrict,andwouldattractinternationalbusinesses.

Lastlyroadtransport is themostcommonmeans of public travel between cities.This is the primary mode of transportfor Rwandans travelling to the City, andrequires a high level of investment andimprovements,asidentifiedinthepreviouspublictransportstudy.

The existing intercity bus stations in theCity are to be upgraded to internationalstandards.

A detailed route studywould be requiredtodeterminetheservices,frequenciesandfarelevelsfortheintercitybusservices.

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Figure4.24 ProposedRailStationinKigaliin2040

Intercity Rail Transit and Connectivity

Kigali’s land transport infrastructure ispredominantly roads, and until recenttimes,hasnorail.

The current East African Rail CorridorProposalwilllinkRwandatothecoastalportofDarEsSalaambyconnectingtoTanzania.Inaddition,directtrainconnectionswouldbemadeavailabletomanycitiesinBurundi.

With the rail in place, Rwanda can be alogistics centre, bringing raw materialsand freight from the surrounding regionsto Kigali, then shipping them off to otherindustrialports.

Inaddition, local industrymaybeboostedwith more efficient and cheaper freightto the coastal port, hence providing anopportunity for internationalexposure forRwandanproducts.

The rail link is not initially meant forpassengertripsbutmayeventuallybeusedfor passenger transportation once it iseconomicallyviable.

Theproposedrailstationlocationhoweveriswell located alongoneof theproposedBRT lines. This ensures that connectivityfrom rail to the rest of theCity via publictransportationismaintained.

LandReservedforRailStation

IndustrialZones

BRTConnectivity

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67Figure4.25 LocationofAirTransitConnectivityinKigaliin2040

Air Transit and Connectivity

TheproposedMassTransit lineswillservethe existing Kigali International Airport intheCity.

TheMass Transit Lines will extend to thegatewaydistrictofGahangasouthofKigali.

From here, it is envisioned that the Citywill link Gahanga to the new proposedBugesera International Airport by meansof express buses in the interim, and withfurtherexpansionofthecity,bymeansofmasstransit.

TheMass Transit System is designed suchthattherewouldbeadirectBRTlinefromGahangaDistricttotheCBD.ThiswouldsuitbusinesstravellerstotheCity.

KigaliInternationalAirport’slocationmeansit is well connected to the Mass Transitsystem.FeederbusserviceswouldconnecttheairporttothesurroundingBRTstationsas required, and local public transportserviceswouldalsohelpinthedistributionofpassengertrafficintotheCity.

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Intercity Bus Systems

IntercityandinternationaltravelbyexpressbusesiscurrentlyservedbytheNyabugogoBusTerminaltothewestoftheCBD.

TheTerminalhasexperiencedcongestioninrecentyearsduetoincreaseddemand.Thelackoflandandtheincreaseincommercialactivities in the surroundings has madeexpansionplansdifficult.

Whiletheremaybescopetoeasecongestionin the short-term using measures suchas adopting proper bus scheduling andimposing parking bans in the surroundingarea, the areamaynot be able to sustainvehiculargrowth.

It is recommended that intercity businterchangesbeprovidedat the fringesofthe City and where possible, with directconnection to the mass transit system intheCity.

Byplanningahead,theeasingofcongestionin the City would be supported by theCity during its natural progression indevelopment.

In the interim, 3 public transportinterchanges are proposed by thisTMP to support the establishment of acomprehensive transport system: theUpgrade of the existing Nyabugogo BusTerminal,theconstructionofaBusTerminalin Gahanga, and the Ndera IntegratedTownship.

NyabugogoBusTerminalwouldbeslightlyrelieved of someof the services from theeastand south,whichwouldmean that itwould be able to streamline and bettermanagetrafficfromitscatchment.

TheGahangaInterchangewouldworkasaninterchangebetween thenewairport andtheBRTlines.

Ndera, as the northeastern-most regionalcentre,isalsosuitedasanintercitytransithubduetoitslocationonthemasstransitlines.

By integrating the intercity bus servicesto these transit hubs, and supportedby the mass transit lines, intercity andinternational express bus travel can bestreamlinedandmademoreefficient.

Figure4.26 LocationofPublicTransitConnectivityinKigaliin2040

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4.5.2 TheMassTransitNetwork

Based on the Land Use Plan, the roadanalysisandexistingfacilities,theproposedBRTnetwork as shown in Figure4.27wasprepared.

Apreliminarydemandmodelprovidedtheproposedroutesasshowninthisfigure.

Basedonthedemandmodel,theoptimumroute was selected so that the BRT lineswouldservetheregionalcentres.

The BRT lines is expected to provide acomprehensivelevelofservicetothecity.

As it can be seen, the developments inthe CBD, Rusuroro, Gahanga, Kimironko,Masaka,andKinyinyawouldbeverywell-connectedbytheproposedBRTlines.

Continuity is maintained through severalhubsfortriptransfer,ascanbeseeninthediagramFigure4.28shownbelow.

Atotalof92kmofBRT linesareproposedfortheyear2040.Thelongestlineis30kmlong,andisexpectedtocompleteajourneyinanhour.

The creation of regional centres wouldmeanthatjourneytimesontheBRTwouldnot exceed an hour, and inter-regionaltripscanbemadewithnodependenceonprivatetransport.

Figure4.28 PossibleBRTSchematicMapforKigaliFigure4.27 ProposedBRTTrunkRoutes

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Proposed BRT Service Coverage

ThreemainBRTservicesmakeupthetrunkoftheBRTlines,namely:-• BRT1CBD-Rusuroro(CBDtoNortheast

Kigali)–30.5km• BRT2 CBD-Gahanga (CBD to South

KigalitowardsAirport)–19.0km• BRT3Kimironko-Masaka(PrimaryEast-

WestLine)–28.3km

TwolinesservetheCBD:-• BRT4 CBD-Kinyinya (CBD to north of

CBD)–8.9km• BRT5 CBD-R.C (CBD throughroute) –

4.7km

BRT Line 2 is proposed to stop at theGahanga township, but may be extendedviaexpressbusesorspecialservicestowardthenewairportsouthoftheCity.

Figure4.29showsthecoverageoftheBRTlinesby foot.Anestimated225km²of theproposed308km²built-upareafallswithin2km radius of the BRT stations. The 2kmcatchment means that pedestrians wouldneed to walk up to 30 minutes to go toplaceslocatedwithinthiszone.Thismeansapproximately 73% of the city would beaccessiblebyBRTandamaximumofhalf-hour’swalkateachendofthejourney.

In such cases, regular bus services shouldbe provided. A bus service would takeabout10minutestotravelthatdistance.Byproviding bus services to supplement theBRTlines,theremaining27%ofthejourneyscanbeeasilylinkedtopublictransport.

Figure4.29 CatchmentofBRTs

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Planning for BRT

Figure 4.31 shows the overview of theBRTPlanningProcess,asshownintheBusRapid Transit Planning Guide, publishedby the Institute of Transportation andDevelopmentPolicy,2007.

A Bus Rapid Transit systemworks best asaprofit-orientedcompanysothatefficientservicescanbeprovided.

They would need to be regulated andmonitored.

AssuchtheBRTsystemscanbeplannedfordifferent operators but built to the samestandardsandguidelinesinordertoensurecompliancetoanadoptedstandard.

Aregulatorybodyisenvisionedtomanagetheseoperatorsandsetpolicies,alongwiththe initial planning, implementation andmanagement.

Service Improvement

The services of the BRT and public buseswould also need to be improved inconjunctionwiththeinfrastructureastheywould be expected to be self-funding by2040.

BRT lines are required to run throughmain routes of the City, serving all theproposedtownshipsinordertoensurethatconnectivitybetweenthesetownshipsaremaintained.

TheBRTsystemwillhaveasignificantimpacton the existing public transport services.However, by properly restructuring, theseexistingpublicbusesandmototaxiscanactasfeedertrafficintotheprimaryBRTlines. Figure4.30 BoardingStationsinCuritiba,BrazilFigure4.31 OverviewoftheBRTPlanningProcess(ITDP,2007)

It isrecommendedthatall feederservicesterminate or provides connection to BRTstationsasfaraspossible.Feederservicescanalsoworkasalocaldistributorserviceaswell,andmayruninparalleltoBRTlines.

Theanticipatedpassengerdemanddoesnotexceed20,000PPHPDalongallcorridorsinthenexttenyears.AssuchBusRapidTransitisrecommendedforimplementationintheshort-tomedium-term.Additionally,aplanto incorporate/phase out mototaxis andpublicbuseswillberequiredwhenplanningthefeederservicesfortheBRTlines.

A feasibility study will need to be doneto design the optimum routing, takinginto account land acquisition, geometricdesign, and capacity in termsof fleet andfrequency.

InSingapore,theMRTsystem(4MRTlines)is complemented by some three hundredbusservices,manyofwhichservemultipleMRT stations or run parallel to the MRTlineswithmore than four thousandbusesinservicein2012.Thebusservicesaccountfor85%of the ridership,nearlyfiveandahalftimestheridershipoftheMRTlines.

The BRT lines in Kigali are expected toprovide similar levels of ridership, andtherefore by 2040, an extensive feederandlocalbusnetworkshouldbeinplacetosupporttheBRTlines.

The fleet needs to be well-integratedwith the stations to ensure that servicefrequenciescanbemet.Boardingstationssuchas those inCuritiba (seeFigure4.30)havehelpedenabletheBRTfleettoachievepassenger movements of 2.3 million tripsperday.

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Figure4.32 ProposedLightRailTransitandBRTRoutes

Feasibility of Light Rail Transit in Kigali

LightRailTransitmaynotbeacost-effectivesolution in Kigali due to its undulatingterrainandhighcostsinvolvedinelevatingplatforms or tunnelling to achieve thenecessarygradientandalignments.

While that is true in 2012, in the designhorizonyearof2040,buildingtechnologiesmay have advanced to a stage whereconstructionischeapandridershipdemandmayjustifyit.

As such it is recommended that land bereservedalongsomeof thealignmentssothatLRTmaybebuiltwithlittlepressureonacquiring land for thedevelopmentof theLRT.

Three preliminary alignments were foundtobeidealforthepurposeofthismodeofpublictransport.

TheYellowlineisproposedtobealinkfromtheCBDtotheairport.

The Green and Red lines would provideconnectivitytotheYellowLine,andatthesametime,due to theunique topographyof Kigali, provide interconnectivity to oneanother through a transport hub. Theselines would essentially link the north andthesouthofKigali,andwouldcomplementtheBRTlinestocollectanddistributetrips.

Figure4.33 APossibleIntegratedBRT/LRTMapforKigali

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Figure4.34 TransitOrientedDevelopmentswithIntegratedCarParks

Park and Ride Infrastructure

Park-and-ride(orincentiveparking)facilitiesare car parks with connections to publictransportthatallowcommutersandotherpeopleheadedtocitycentrestoleavetheirvehicles and transfer toabus, rail system(rapid transit, light rail, or commuter rail),orcarpoolfortheremainderofthejourney.Thevehicleisparkedinthecarparkduringthe day and retrieved when the ownerreturns. Park-and-rides are generallylocated in the suburbs of metropolitanareasorontheouteredgesoflargecities.

Figure4.34showsseveralarrangementsofa multistorey carpark along a bus or BRTroute as designed for the City. Adjacentto these are commercial and residentialdevelopments which may utilise the carparks inadditiontocreatingattractionforsurroundingtrips.

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4.5.3 SupplementaryPublicTransportationPlan

Busesnotonly canfit inminor roads,butalso effectively return road space to thepedestrians(seeFigure4.35).

A bus can effectively carry the equivalentof60carsworthofpeople,andas showninthefigure,theroadspacebecomesverymuch permeable due to the reduction ofcars.

Thisistheenvisagedmodelincities,wherespaceisaconstraint.

Figure 4.36 shows the hierarchy of travelfrom the village level to the city. Thesupplementary public transport systemsshould service all levels of the City, suchthattheyworkasdistributorandcollectorsystems from these villages to the townhubs.

Inthefuture,theproposedtravelbetweenregionalcentreswouldbemainlyprovidedby the BRT, and can be supplemented byregularbusserviceswherenecessary.

Figure4.35 ComparisonofCarsandBusFootprint

Development of an Integrated Public Transport System for Kigali

MININFRA’s March 2012 report detailsmanyproposalswhichcanbeimplementedinKigali forthenear future, inadditiontolong-termplans.

This document provides a comprehensiveimplementationplanforpublictransportintheCityofKigali,andisrecommendedforimplementationduetoitslevelofdetailinstudy.

Figure4.37 shows thehighvolume routesidentified by the report where publictransportservicescanbeprovided.

Thedocumentseparatesthedevelopmentofpublictransportinthreephases.

PhaseI

• Development of Standard Bus RoutesandSchedules

• Introduction of Standards for PublicTransportVehiclesandOperators

• ProvidetaxholidaysfortheImportationof Standard and Large Buses for theKigaliCityBusServices

• Meteringofalllicencestaxis• Initiate Standard and Large Bus Pilot

DemonstrationProject• Development of Standards and

SpecificationsforImplementationofaSmart IntegratedTicketingSystem forKigaliBusServices

• Implementation of a Hybrid Manualand Automatic Integrated TicketingStrategy

• Development of an optimised busserviceforschoolgoingchildren

• Initiation of Public Transport SectorReformsFigure4.36 HierarchyofTravelfromVillagetoCity

PhaseII

• Upgrading and development of NewPublic Transport Infrastructures forKigaliCity

• Construction/Reconstruction of Busterminals/stops

• IdentificationandConstructionProperBus-stops

• Implementation of an Smart andIntegrated Ticketing System in theKigaliCity

• DevelopmentofasmartandIntegratedtaxiservice

• Integration of NMT, Motorcycle andpublictransport

• Development of Parking Policy andStrategyforKigaliCity

PhaseIII

• Development of a Medium Level BusRapidTransitSystemforKigaliCityforMainBusCorridors

• Implementation of an Smart andIntegrated Ticketing System for thePublic Transport System in the KigaliCity

• Demandmanagement/trafficrestraint• Involvingexistingminibusoperatorsin

thenewsystem• SettingupanUnitary/SingleAuthority

fortheTransportsystemofKigaliCity• Summary of Cost Estimates for all

ThreePhases

The recommendations of the Report arein line with the recommendations of thisTMPandshouldbeaccommodatedwherepossible in the Implementation projectsproposedbytheTMP.

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Figure4.37 QualitativeandQuantitativeRepresentationofTrafficFlowsindifferentRoutesoftheCity(MININFRA,2012)

Figure4.38 IntegrationofNMTandPublicTransport

Public Transport Infrastructure

Public transport infrastructure plays avital part in the operation and functionof an efficient, convenient and safepublic transport system. Appropriateimplementation would create a bettercustomerexperienceandhelpmakepublictransport a viable, competitivealternativeto private transport travel. For example,inclusion of NMT infrastructure and well-designedbusstops(Figure4.38andFigure4.39) can enhance the public transportexperience.

In this document, key planning conceptsare introduced to assist in the futuredevelopment of public transportinfrastructureinKigali.

There are several issues related to publictransport infrastructure that needs to beassessedfortheCity,namely:-

• BusStopPlanningandDesign• SupportingAccessInfrastructure• Branding,ThemingandSignage

Whiledesigningforthese,severalprinciplesneedtobeadheredto,sothattheultimategoalsoftheTMPisachieved:-

• Disabilityaccessprovision• Environmentalsustainability• Humanfactors• Consistentbranding

Figure4.39 ExampleComponentsofBusStops(Translink,2012)

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4.5.4 TransportHubsandInfrastructurePlan

The provision of transport hubs arenecessary to supplement the economicgrowthandtoprovidebetterintegrationofthevariousmodesoftransport,bothpublicandprivate.

Figure4.40 showsanexampleofhowthecarparkcanbeintegratedintoatransporthub,whichcanlinkdirectlytotheadjacentBRTsystems.

Thesetransporthubscanbemajoreconomiccentres with integrated commercial andretail,whichcanattractsufficientridershipdemand for the BRTs during the off peakhoursofoperation.

HighDensityDevelopmentalongTransitCorridor

WetlandsHighCapacityUrbanRoad

BRTCorridorinMajorArterial

HighDensityResidential

BRTIntegrated CarParkinDevelopment

Figure4.40 ExampleofaTransportHubwithIntegratedCarParksadjacenttoBRTStation

Figure4.41 PotentialLocationsofTransportHubs

Theintegratedcarparkscanalsoencouragedrivers to park at these transport hubsbefore continuing their journey using theBRT.

By building these along the BRT lines,it could be another way of reducingcongestiononroads.

Major transport hubs may be located inintersections of different BRTs and at theendofBRTlines,asidentifiedinFigure4.41.

Transport hubs in these locations tend toattract more footfall, making them ideallocationsforcommercialandretailcentres.

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77Figure4.42 ProposedInterchangeTransportHubs

1

2

3

Figure4.43 LocalityGuidanceforStationFacilities(Translink2012)

Transport Hub Location and Design

Transport Hubs are key infrastructure forlarge and highly populated catchments,wheretransferfromonemodeoftransportor interchange between transport modesarerequired.

These hubs serve key catchments such ascommercialandbusinessdistrictsandmayhost a large variety of public transportinfrastructure, for example park-and-rideschemes, cycle parking, taxi stands, busstopsetc(seeFigure4.43).

InterchangeTransportHubs

The interchange transport hubs are mostsuited for commercial use. These arelocated where two or more transportservices meet, and therefore attract themost ridership. Their unique positioningin the city is therefore suitable for retail,and food and beverage centres, and canbecome a major destination for riderstravellingtoandfromwork.

3 such interchange locations have beenidentifiedintheTMP.ThefirstislocatedintheNyarungengeDistrictandiswell-placedbetweenfouroftheproposedBRTlines.

The second is located in the existingKimihurura town centre. The proposedregionalcentreiswell-locatedintheheartofKigalionthemaineast-westBRTline.Itis also located conveniently on theGreenline,whichalsoconnects tothesoutheastofthecity.

The third interchange location is locatedatthemeetingpointoftwoproposedBRTlinesjustsouthofthesecondinterchange.The link between the second and thirdinterchanges would be attractive ascommercial centres as they are easilyreachablebybothinterchanges.

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End Terminal Transport Hubs

End terminals are crucial formaintenanceandovernightparkingpurposesoftheBRT.The bus fleet will need to have constantmaintenance,andsuchservicehubsshouldbelocatedclosetoorattheterminusofbusroutes.

These service hubsmay be used not onlyby the BRT fleet but also for public busservices.

FiveterminalshavebeenidentifiedforuseintheTMP.

The locations of these terminals may benear industrial zones, which would becompatibleintermsoflanduse.

1

2

3

4

5

Thesehubswillstillneedtoplaytheirparttobecomecollectorhubs.Hubs3,4and5aresuitableforcollectingtripscomingfromthesouthandeastoftheCityduetotheirlocations in theurban fringes.Thesehubsare expected to draw a large amount ofprivatetrafficfromsurroundingruralareasand therefore are suitable for providingpark-and-ridefacilities.

Additionally they are ideal for out-of-city bus terminals, especially for intercitytransport.

Figure4.44 ExampleofaTransportHub Figure4.45 ProposedEndTerminalTransportHubs

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79Figure4.46 ProposedInterchangeTransportHubs

1

2

Figure4.47 PrestonBusStation,UK,withCarParkingFacilities

Intermediate Transport Hubs

IntermediatetransporthubscanbelocatedalonglongstretchesofBRTlines.

In this TMP, two such hubs have beenidentifiedonthelongerBRTLines.Asthesehubs are located centrally, they are alsoidealascollectorhubsforpedestriansandcycliststravellingtootherpartsoftheCity.

ThefirstintermediatehubshowninFigure4.46islocatedintheproposedNderaFreeTradeZone.Thishubisexpectedtobebusydue to its location close to two differenttypesofcommercialzones.

The second intermediate hub identified islocated directly south of the Ndera FreeTrade Zone in the proposed Nyarugungacommercialhub.Itisenvisionedthatthesehubswouldbelinkedbypublictransportintheshorttermtoaidthemovementoftripsfromthenorthtothesouthofsite.

Theseintermediatetransporthubswillhaveless need for parking due to their centrallocations, but would ideally be promotedashighdensitycommercialcentressuchasshoppinghubsandcinemacomplexes.

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HighDensityDevelopmentwithIntegratedTransitStation Wetlands

PublicTransportCorridorandArterialRoad

AccessRoad

HighDensityDevelopment

BRT

Integrated CarParkinDevelopment

MRT

HighDensityDevelopmentalongTransitCorridor

WetlandsHighCapacityUrbanRoad

BRTCorridorinMajorArterial

HighDensityResidential

BRTIntegrated CarParkinDevelopment

Integration of Developments in Transport Hubs

Figure 4.48 and Figure 4.49 showsdevelopmentconceptsinitiallyusedtoplanfor the City Regional Centres. These havebeenfurtherdevelopedandcanbeseenintheDevelopmentPlans.AnexampleoftheapplicationcanbeseeninFigure4.50.

BRT stations or transport hubs would besituatedwithinwalking distance from thecentre. Facilitieswould be situatedwithinthese areas to minimise walking transitdistances.

CarParkingProvision

Theconstructionofcarparkingintransporthubs in the fringesof theCity canhelp inremoving vehicles from travelling into theurbancentresduringpeakhours.

Theintegrationofmixedusedevelopmentandmulti-storeycarparking intheCityasshowninFigure4.48andFigure4.49,wouldenabletransitusersmovefromallformsoftransit (BRT, MRT or private vehicles) toanother, in addition to the ease of accesstofacilitieslocatedwithinthehighdensityurban developments. The location of theurbandevelopmentssandwichedbetweentheurban roads,BRTcorridorsand futureMRTlineswouldalsomeanthatallfacilitiescan be conveniently located within thesedevelopments.

Residential developmentsmay be locatedalongtheridgesofthehillsfrontingtheBRTmass corridors, therefore enabling easyaccessfromthesehomestoworkplacesinotherregionalcentres.

Figure4.48 ProposedDevelopmentalongTransitCorridors

Figure4.49 ProposedDevelopmentalongTransitStations,includingMRT Figure4.50 DetailedDevelopmentsPlanforKimironko,Kigali

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4.6 FREIGHTMANAGEMENTPLAN

Kigali is located in the central of Rwanda,which places it in a good position as astopping centre for freight travellingbetweeninternationalborders.

Freight travel connectivity is shown inFigure4.51.Thereare5pointsofentryintotheCity.

The National Roads are well-developedin Rwanda, however at the momentruns through the City in an east-westerlydirection.

The National Route network is quitecomprehensive and places Rwanda ascollectorpointforgoodsinthesurroundingareas.

Once the Rail Network connection iscomplete, it would strengthen Kigali’spositionasalogisticshubtotheEastcoast.

Figure4.51 InternationalandRegionalConnectivitytoKigali

To Democratic Republic of the Congo

D.R.C

To Democratic Republic of the Congo

To Uganda and Tanzania

To Burundi

To Burundi To Tanzania

To Uganda

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Figure4.52 ExistingFreightRoutethroughKigali Figure4.53 ProposedFreightRoutein2040

4.6.1 RealignmentandIntegrationofFreightRoutesandHighCapacityUrbanRoads

Currently, freight traffic travels in a east-westdirection,asshowninFigure4.52.Thisalignmentbringsthrough-freighttrafficintotheCity,which isveryundesirable.ARingRoad is proposed for use by the City todivert the through-traffic to the fringesoftheCity.

The High Capacity Urban Road network(Figure4.53)canbeutilisedbyfreighttrafficforthispurpose.

The HCUR network circles around theCity, and provides connections to all theindustrialzonesintheCity.

There is scope forproviding logisticshubsin the fringes of the City and within theindustrial estates so that freight trafficmovementsarekepttoitspurpose.

DisruptivefreightmovementswhichdonotneedtoentertheCityandRegionalCentreswould also increase road maintenancecosts,asfreighttrafficmovementsarethemostdestructiveforpavedroads.

Separation of such traffic would reducemaintenancecostsfortheCity.

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LegendPossible Logistics Hub Locations

High Capacity Urban Roads (Freight)

National Roads connected to HCUR

High Capacity Ring Roads (Internal)

Figure4.54 PossibleLocationsforLogisticsHubs

4.6.2 PossibleLocationsforLogisticsHubs

Figure4.54showsseveral locationswherelogisticshubscanbelocated.

The logistics hubs are proposed at theselocationssothatfreightmovementsarebekept within the HCUR and National Roadnetwork,segregatedfromtheCitytraffic.

The freight traffic shouldalsobe confinedtoindustrialareaswherepossible.

ThereisalsoneedtoprovidealogisticshubfortheintermodaltravelsuchasrailandairasdiscussedinSection4.4.1earlier.

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4.7 GREENTRANSPORTATIONNETWORKPLAN

The Green Transporation Network PlanconsistsoftheprovisionofNon-motorisedTransport Infrastructure in the LandUse Plan.In addition to the provisionof pedestrian footways and cyclewayson roads where possible, the GreenTransportation Network includes theprovision ofMajor Green Connectors andLocal Area Connectors where pedestriansandcyclistsaregiventhepriority.

These Connectors would be vehicle-free where possible, and provide a well-integratedNMTinfrastructureinthefabricoftheCity.

The NMT network is also given a highpriorityalongmasstransitcorridors,wherethe interaction between pedestrians andrapidtransitishigh.

In these cases, the NMT infrastructurewouldbeprovidedtosupporttheincreaseinpedestrianfootfall.

Lastly, cycle corridors are providedwithineach regional centre where possible.There are many constraints to providingcycle corridors, such as steep slopes andnarrowlanes.Thecyclecorridorsidentifiedare subject to further study beforeimplementation.

FurthertotheGreenTransportPlan isthepedestrianisation of urban centres. Thisintroducesthepedestrianpriorityconcept,whichisprevalentinmanymoderncities.

Itisenvisionedthatthesustainabletransitwouldbewell-supportedby theproposedGreenTransportationNetworkplan. Figure4.55 ProposedGreenTransportationNetworkPlan

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4.7.1 MajorGreenandLocalAreaConnectors

Thepedestrianenvironmentcandominategreenandlocalareaconnectorswherethepresenceofvehiclesareminimal.

By providing pedestrian links betweenwetland buffers and steep areas wherevehicles cannot gain access, the land useis maximised with little wastage whileproviding a comfortable environment forpedestrianpermeability.

In local areas such as residentialdevelopments and parks, pedestrianinfrastructure can be built along withother features such as drainage or publicamenities.

While these environments cannot betotally vehicle-free due to the need formaintenance vehicles etc, thepriority canbegiventothepedestrians.

Figure4.56andFigure4.57showsexamplesofhowgreenconnectorscanbedesignedtoaccommodateecological featureswhileprovidingaccessforvehicles.

These examples show a priority ofpedestriansinthegreenspace.

Figure4.56 EcologicalFeaturesalongGreenConnectors

Figure4.57 Well-integratedPedestrianFacilitiesinaSharedSurfaceGreenSpaceinVancouver,Canada

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Figure4.59 TransitOrientedDevelopmentswithFocusonPedestrianConnectivity

4.7.2 SupportingNMTInfrastructure

The NMT infrastructure needs to providesupport in terms of accessibility, efficientmovementandsafety.

Thisencompassessupportingcomponentssuchaspedestrian infrastructure, lighting,integrated pedestrian networks andshelters.

The two main NMT infrastructure arediscussedinthefollowingsections.

Pedestrian Infrastructure

Pedestrian infrastructure is highly affectstheroadnetworkduetoitsroleasasocialcatalyst.

Movementofpeopleneedstobesupportedby a series of interconnected pavementswhichcanfacilitatepedestrianmovements.

Connections should be accessible,convenient,directandlegible.Elementsforconsiderationare:-

• Intermodal conflicts - pedestriancrossings

• Kerb Ramps - connection, provision,qualityandconfiguration

• Path width, grade, continuity andalternativepaths

• Placement of other pedestrianinfrastructure—rest points, railings,streetfurniture

• Pedestrianwalkwayandwaitingshadecoverforsunandweatherprotection

The most important infrastructure is theprovision of the walkway. Based on thestandardroaddesignsproposed,walkways

would be provided on all types of roadsexceptthehighcapacityurbanroads.

Pedestrian networks should be well-integratedwithpublictransportnetworks,and walk-up catchments for bus stopsshould be between 400-800m, or 800-1200mforBRTstations.

Typical utilities required for pedestrianinfrastructureare:-

• Shelterfromrain,sunandwind• Rubbishbins• Seating• Non-public transport information

points• Lighting

The installation of these infrastructureshould not intrude into the pedestrianspace. Planter boxes and other streetfurniture should be kept from interferingwithpathlines.

Inroadswherevehiclemovementsremainahighpriority,pedestrianwalkwaysshouldstillbe installed,butcareshouldbe takensothatconflictsarereduced.

However, where pedestrian movementsaremoreprominent,suchasincitycentres,roads can be designed so that they aremorepedestrian-oriented(seeFigure4.58).Dedicated pedestrian links may also beincludedinnewdevelopmentssothatlandparcels remain permeable to pedestrians.Transit oriented developments may allowforpedestrianthoroughfarethroughoutthedaytoensurethatpedestrianconnectivityisnotbroken(Figure4.59).

Figure4.58 Pedestrian-friendlyStreetsprovideAccessibilitytoallLevelsandModesofTransport

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87Figure4.61 IntegrationofOn-streetandSeparatedCycleways

Cycle Infrastructure

CycleInfrastructurearenotdifferentfrompedestrian infrastructure requirements,with the exception of parking andspecialisedcyclinglanes.

DuetothetopographyoftheCityofKigali,it is also recommended that the publictransport in the City provide additionalserviceinfrastructuretocyclists.

Cycle catchments for bus stops should benomorethan2.5kmor10minutes’ridetoallbusstopsorBRTstations.

Where possible, end-trip amenities suchas showers and gear storage should beprovided. This can be required in theplanningstage foranynewcommercialorretaildevelopment.

TheproposedcyclinginfrastructurefortheCityofKigaliare:-

• dedicatedcyclinglanes• cycleparking• cyclestorageonbuses

Figure4.60toFigure4.63showshowtheseinfrastructurecanbeimplemented.

Figure4.60 On-streetCycleLanes Figure4.62 ProvisionofCycleStorageonBuses

Figure4.63 TypicalCycleParking

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4.7.3 PedestrianZonesandCompleteStreets

Inordertopromotewalkingandtoimprovethe overall walking environment, anpedestrian-friendly approach is requiredto manage traffic and transport mattersandputmoreemphasisontheinterestsofpedestrians. In the lastdecadepedestrianschemes have been implemented all overtheworldwiththefollowingobjectives:

• To improve pedestrian safety andmobility

• To promote walking as a transportmode

• Todiscourageaccessfornon-essentialvehicles

• Toreduceairpollution• To improve overall pedestrian

environment

There are a few types of pedestrianschemes,namely:-

• Full-time pedestrian streets wherepedestrians have full priority andvehicleaccessisonlylimitedtoserviceandemergencyvehicles

• Part-time pedestrian streets wherevehicular access is allowed in certainperiods, but no parking spaces areprovided

• Traffic-calming streets wherepedestrian footpaths are widenedand buildouts are common, to slowvehicles and discourage through-traffic, although vehicle movementsarenotbanned

Whilst pedestrianisation is desirablefrom the pedestrian and environmentstandpoint,ifnotwell-planned,mayhaveadetrimentaleffecttoroadsinthevicinity.

Pedestrianisation of commercial zoneshave been found to increase footfall andattractmorepeopletothesezones,whichalsoincreaseseconomicactivity.

Inresidentialareastraffic-calmingmeasuresreducespeedsandthereforecreateasaferand more conducive environment forfamilylife.

Pedestrianisationisnotintendedforentirecities, as vehicular access still play a largepart of cities. However, the intention onthis section is to introducetheconcept tothe City of Kigali for trial, so that designforpedestrianzonescanbesystematicallydeveloped.

Theclosingoftheroadsforpedestrianisationcanbebeneficialafteradetailedstudyfortheschemeisdone.

Pedestrianisation schemes should beaccommodatedforplaceswheretherearepedestrian capacity or safety problems.Theseschemeswouldneedtolookintothefollowing:-

• Public demand and land use, e.g. arethereshopsorplacesofinterestwhichwouldattractpedestriansandtouriststothearea?

• Environmental and amenityconsiderations

• Impact of pedestrianisation onvehiculartrafficinthevicinityandtheservicingofbuildings

Commercial Pedestrian Zone

Figure1.2showsacommercialpedestrianstreet in China. Its location in the heartof Guangzhou has made it a populardestination for tourists and attracts highlevels of pedestrian footfall, boosting thelocal economy. Shops are serviced bydelivery vehicles according to schedulewhichdoesnotcoincidewiththepedestrianpeakhours.

ItisproposedthatasimilarpedestrianstreetbetrialedintheCityofKigali.Additionallyin new proposed regional centres, thedevelopment of pedestrian zones can beaccommodated where possible, especiallyin the commercial hearts. Traffic issueswhichnormallyplagueunplannedcitiescanthereforebedesignedout,forexample,byprovidingcarparkingspacesateachendofthecommercialstreettoencouragechangeofmodefromdrivingtowalking.

In the City of Kigali, several optionswereinvestigated. It was found that the mostsuitable site for pedestrianisation isNyarugengeMarketanditsvicinity.

While the traffic is considered light,haphazard parking has made the roadspace difficult to manoeuvre. Thepedestrianisation of the roads near themarket (wider footpaths, no on-streetparking,andnarrowerroads)wouldcreatea more pleasant shopping environmentnearthemarket,whilestillallowingthroughtraffic. The traffic-calming street schemecanalsoextendtonearbyattractionssuchas the cafe andmarket nearby, and alongthecommercialroadontheeast(seeFigure4.65).

Figure4.64 ShangxiajiuPedestrianStreetinGuangzhou,China

Figure4.65 ExampleofPedestrianSchematicPlanforNyarugengeMarket

ExistingCommercialAccommodation

Legend

ExistingCommercialAttractions

FutureCommercialRedevelopment

ProposedRoadsforPedestrianisation

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Complete Streets

CompleteStreetsisatransportationpolicyanddesign approach that requires streetsto be planned, designed, operated, andmaintainedtoenablesafe,convenientandcomfortable travel and access for usersof all agesandabilities regardlessof theirmodeof transportation.Complete Streetsallow for safe travel by those walking,cycling, driving automobiles, riding publictransportation, or delivering goods (SeeFigure4.66).

Complete street design should includeprinciplesandmethodsthatcanbeappliedall over the City to increase the qualityof life of the City while benefitting theenvironment.

Liveable communities can be created. Byextendingpublicspacesintheurbanstreetright-of-way, the opportunity is given totheCitytogreatlyenhancesustainabilitybymeansofurbanstreetprojects.

Complete streets play a strong role indetermining how society functions. Theyreverse the trendof isolatedcommunitiesfoundinmosturbancitiestoday.

Completestreetsavoid thesegregationofcommunitiesdue to thehighpermeabilityof such streets. Figure 4.67 shows anexample of how applying the completestreet principles on existing roads cantransformtheroadsonapedestrianlevel.

By implementing the Complete Streetsapproach,theCityofKigalicancreatemorelivablecommunities.

Thissupportstheproposaltocreateregionalcentres for commercial and residentialdevelopment,whichmeansamenitiesandattractionswouldbemorecloselylocated.The knock-on effect is that people wouldmorelikelywalk,cycleortakepublictransitwhichleadstoimprovedpopulationhealthandcleanerenvironment.

Developing baseline guidance for streetdesign and incorporating sustainabilityas a key aspect in new development andredevelopment will promote positivechangesforthepeopleoftheCity.

ThefocusofthisTMPisfromthetransportaspect. However, in the future studies onpedestrian zones and complete streets,it is recommended that the study takesinto account all the potential aspectsof sustainable design in road design,including energy consumption, sourceof construction materials and impacts toenvironmentalresources.

Figure4.66 AnUrbanCompleteStreetinCanada

Figure4.67 ProposedCompleteStreetSchemeatEglintonAvenueEast,Toronto:BeforeandAfter

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5 INSTITUTIONAL SETUP, TRAFFIC MANAGEMENT AND POLICIES

However the role of Kigali City Council(KCC) in achieving this is currentlyundermined, and can be attributed to amix of centralization and decentralizationapproachofthenationalministriesandlocalmunicipalities. KCC is required to concedeauthority to national ministries for localissues,buthastoimplementthefunctionsasthelocalmunicipality.Inadditiontothis,akeymodeoftransport (BRT)forthecitywillberunbyanationalagency,whichmayaffecttransportintegrationefforts.

The fragmented urban planning andmanagement functionwill hamper KCC inits essential integrating and coordinatingrole.While the RPTA’s role is to establishandcontroltheBRTsystems,KCCwillneedto integrate it with the city-wide transitnetwork.Withoutauthorityoverthetransitsystems in Kigali, the decision-making,investments, system management, andtrafficcontrolforKCCaremadesignificantlymore complicated. To effectively managethe transport network, KCC requiresmajor coordination and participationby all organisations both vertically andhorizontally, which at present is weak ortotallyabsent.

The role of the KCC should be recognizedand strengthened to improve effectivecoordinationoflocalgovernmentfunctions.

Role and Function of RURA (Rwanda Regulatory Agency)

RURAhastakenadefaultroleinmanagingthepublic transport services.The logisticsin regulatingpublic transport services is adaunting task and RURA’s regulations andenforcement have a limited capacity tocontrolactualservices.

Route licensing in Rwanda is currentlyundefined. At present, RURA assignsroutes to licenses. However, it is viewedthat the planning of routes should be bythe Municipality. Fares are currently self-regulatedbymarketforces,andRURA’sroleinincreasingfaresisnotwell-defined.

ItsroleinKigaliisvitaltostructurethefarepricing of public transport, and thereforewill need to be involved in the policymaking.

Problems and Issues in Urban Transport Management

Themanagement of urban transport as asinglefunctionisalmostnonexistentintheCityofKigalispecificallydueto:

− The weak institutional capacityand lack of adequate qualitativeandquantitativehumanresources,thereby giving responsibleagencieslittleguidance

− Too many stakeholders involvedacross the spectrum of urbantransport-betweenmunicipalitiesandalsonationalauthoritiescross-cuttingintolocalaffairs,whichhasresultedinafragmentedplanningprocess and lack of coordination,verticallyandhorizontallybetweendifferentlevelsofgovernmentanddepartments

Responsibility of Organizations

Thecurrentsystemdelegatingresponsibilityandauthoritytoeachofthenational,cityandmunicipalpublicauthoritiesisinconsistent.All these authorities have their particulararea of influence and control, with littleeffectivecoordinationbetween them.Thedisintegrated institutional collaborationisoneof themajor causesofproblems inthetransportplanningandmanagementinKigalitoday.Cleardistinctionoftaskshasnotbeen defined between the organisations,causingimportanttrafficmaintenanceandmanagement work to be overlooked, andin some cases, experiencemajor resourceshortfallsincarryingoutthetasks.

The following have been identified as thekeyissues:-

• Fragmentation of policy andresponsibility

− Different and multiple agencyinvolvement will causedysfunctional ties with littleincentivefor‘ownership’

− Divided responsibility of the CityroadnetworkbetweenMININFRA(national)andMunicipalities

− Division of public transportmanagement for minibuses(ATRACO) and proposed BRTservices(ONATRACOM–RPTA)

• Gapsinresponsibility: − Numerous uncertainties in

responsibility − Lack of integrated planning

(betweenagencies/functionsandbetweentransportandlanduse)

Potential Role and Function of Kigali City Council

Integrationandcoordinationisakeyissueidentified in the Transport Sector Policy(2008). It is typical for the local authorityto coordinate efforts and integrate theavailable resources tobettermaintain theCity’stransportationnetworks.

5.1 EXISTINGINSTITUTIONALSETUPANDISSUES

IntegratingandUnifyingLocalandNationalGovernancetocoordinateefforts in implementationofgoodtransportationsystems

5.1.1 Background

ThisMasterPlanispartofacomprehensiveapproach to address the needs of anintegrated urban transport policy for theCityofKigali.Havingadefinedpolicyhelpstosmoothenandenhancethecoordinationefforts of all the players. This highlightstheneedforanactiveandobjective-basedstrategic policy, where policy definesoutcomesandsuccesscanbemeasured.

The challenges in implementing policyto get the intended results require someattention to the framework and alsoto the establishments responsible forexecution. With capable and coordinatedmanagement, policies can be translatedintostrategic initiativesandtacticalactiontoensuredelivery.

The Government of Rwanda is pursuinga policy of decentralization (RwandaDecentralization Strategic Framework,2007)whichwillincreaselocalgovernments’responsibilitieswithregardtolanduseandtransportationpolicymatters.Theguidingstatutorydocumentsfortheurbanplaninthe City of Kigali are the respective plansestablished by each District which definelong-term land use and transportationplans. The crucial issue is how to ensurethat the strategies and policies stipulatedbasedontheseindividualspatialplansaremutually consistent and well-coordinatedatthemetropolitanlevel.

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Urban Transport Policy

The strategic policy direction to establishaTransportAuthority inCityofKigali (SSI,2012) is a good step for urban transportdevelopment but needs to be developedas part of an integrated Urban TransportPolicy. Ultimately, it is the role of CityCouncil to set out a holistic vision for thecity’s transport anddevelopmentand thisMasterPlanisagoodplatformtobuildonthisvisionandpolicy.

There needs to be integration andcoordination between the organizationsresponsible to implement, manage andcontrol the process. As the sphere ofurban transport isacomplex setof issuesand sectoral interests, it is recommendedthat a Kigali Transport Authority (KTA)be established with the purposes ofintegrating and coordinating effortsbetweenthemultipleplayersandtoextendthis into cohesive planning carried out byprofessionalswithintheAuthority.

KTAwill be the facilitator of the strategicpolicy set by the central government,translating it into a set of coordinatedpolicies across the sectoral agencies thatrelate to urban transport and across theconsiderations of economic, social andenvironmental factors. It will provide aleanandefficientumbrellaorganizationtocoordinatetheimplementingagencies.TheestablishmentofKTAwillbringcohesiontothe planning and execution process, andleads to a discussion of the nature of theexecutionagenciesthatdeliverservicesatground level. Unless there is a significantchangeinthewaytheseagenciesoperate,the KTA will make little real difference atservicelevel.

KTA would require a wide representationof stakeholders through a Board ofManagement so all vested interestsare taken into accounts and the will tocooperate is fostered through a jointownershipofprogramsandasinglelineofaccountabilitytotheauthority.

Coordination Among Local Government in Transport System Development

For a conurbation like the City of Kigali,where trade and public services flourish,there is a strong need to strengthenthe transportation system through acoordinated manner. The developmentof transportation plan will involve manyagencies at local and central governmentlevel and thus close cooperation will berequired.

Urban transportation and land usedevelopmentproblemsoftenspreadbeyondthe boundaries of the City or Districtsinto the neighbouring local authorities.Therefore, transportationplanning cannotbe confined within the administrativeboundary of a particular City or Districts.Overlappingorunconnectedtransportationnetwork plans are consequences of a tooinward-lookingplanningapproach.

Formal arrangements to coordinate thetransportation development planningthrough the formation of conurbationplanning coordination committees aretherefore required. One way of doingso could be by developing the “singlecorporatebody”.

AlmostallDistrictsintheCityofKigalihaveincluded some sort of road developmentin their landuseplan.Theproposals fromDistricts should carefully be examined fortheir:-

− Consistencywith theoverall roadnetworksystem

− Function and importance withinthe city’s public transportationsystem

− Viability of constructing theproposedroads

Particularly with regard to bustransportation, it is necessary to fosterbetter coordination to improve theefficiencyofbusservicesasawhole.Thereis a need to re-examine the basic routenetwork especially for the border routesand review the role and location of busterminals.

Thelocationandfunctionofbusterminalsshouldbereviewedaspartoftheprocessofdefiningtheoverallpublictransportationnetwork, so that they correspond moreclosely to the pattern of passengermovements. This should make journeysmoreconvenientforpassengersandreducetotaltransportationcosts.

Coordination Between Central Government and Provincial Government

With regard to the institutional aspect oftransportation management in the Cityof Kigali, it is anticipated to clearly definethe rationale of the establishment andconceptual structure of a transportationauthority in accordance with theforthcoming need of metropolitan-widetransportation management to deal withan integrated transportationmaster plan.There are various alternatives to set upsuchinstitutions,suchas

1) establishing a metropolitan-widetransportationauthority,and

2) establishing a metropolitan regiontransportationplanningcommission.

The first alternative is to establish a newinstitution, namely, a Kigali TransportAuthority, as discussed earlier, embracingall local governments, to managetransportation as a whole, includingpolicymaking, fund raising, physicalinfrastructure development, operation& maintenance and transportationmanagement. In such case, varioustransportation policies could be executedmetropolitan-wide, such as road pricing,an earmarked fuel tax and reciprocaltransportation system. The secondalternative is to establish ametropolitan-wide transportation planning commission,whose main functions are to expeditemetropolitan transportation planning,i.e. planning, research and coordinationconsisting of the central and localgovernments, academic institutes,transportationsociety,etc.

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5.2 ESTABLISHMENTOFKIGALITRANSPORTAUTHORITY

5.2.1 ReviewofCurrentInstitutionalStructure

Rwanda is currently composed of twolayers of government: the central andlocal. Under the Rwanda DecentralizationStrategic Framework (2007) the mainlandof the Republic of Rwanda is divided into5regions.TheyaretheNorthernProvince,Southern Province, Eastern Province,WesternProvince,andtheCityofKigali.

As a result of the decentralization policy,the administrative structure of RwandahaschangedfromPrefecturestoProvincesand from Communes to Districts. Theconstitution of Rwanda provides fordecentralization by empowering Districtsas localtiersof thegovernance system. Italsoprovidesforthedistributionofpowerand responsibilities between the centralgovernmentandthedistricts.

In the Province of Kigali, the highest levelof local government is the district. Eachdistrict is further subdivided into Sectors(Umurenge). The sectors are sub-dividedinto Cells (Akagari) and these are furthersubdivided into villages (Umudugudu).The sectors are the focal points ofservice delivery and are key inmobilizingcommunitiestoparticipateindevelopmentprojects.Theyarealsoresponsiblefordatacollection and information gathering. TheCellsareinchargeofneedsassessmentandprioritization of service while the villagesare the centres for community solidarityandself-helpprojects.

Central government in Rwanda is largelyresponsible for policy formulation,regulation and support to LocalGovernment through capacity building,financing and monitoring and evaluation.This is done through public institutionssuch as Rwanda Transport DevelopmentAgency,whichmanagesday-to-dayaspectsoftransportationinRwanda.

Local government with its administrativeentities is mainly in charge ofimplementationofgovernmentpoliciesandservicedelivery,andtoprovideanavenueforpublicfeedbackandaccountability.

5.2.2 InstitutionalDevelopment:Coordination

The foremost institutional issue in thetransportation sector is insufficientcoordination and communicationbetween central ministries and localgovernment agencies. Not only is thereverticaldiscrepancy,the lackofconsensuson regional planning across each localgovernment’s jurisdiction makes it moredifficult to formulate an integratedtransportationsystemdevelopmentplanintheregion.

Kigali City Council (KCC) should be themain player to coordinate among localadministrations; however, inadequateresources and overlapping responsibilitieswith central agencies make it difficultfor KCC to perform its duties effectively.The founding of a separate, legally andadministratively independent and moreflexibleinstitutionshouldbeconsidered.

In this respect, the establishment ofKigali Transport Authority is stronglyrecommendedtotakechargeofthecreationand the management of a metropolitan-widetransportationdevelopmentplanandtomanagetransportationintheregion.

While it is important to establish atransportation authority for the region aspartofthemasterplanimplementation,ittakestimetoestablishsuchanewagency.Hence, a planning commission should beestablished first in order to pursue thetasksintheshortterm.

5.2.3 ReviewofTransportationAuthorityinOtherMetropolitanAreas

A variety of metropolitan-widetransportation organizations have beenestablished in other countries, rangingfromself-governingbodieswhichnotonlysets transport policies but also plan andoperate transit systems, to policy-settinginstitutionswhichregulateandplantransitoperationsandallowtheprivatesectortooperatethetransitsystems.

An example of the latter is Transportfor London (TfL), a governmental bodywhose role is implementing strategy andmanaging transport services in London.TfL is responsible for running the primaryUnderground network, but manages themaintenancebytheprivatesectorthroughcontracts.TfLoperatessomeofthemajortransithubs,suchasVictoriaCoachStation,but coordinates operations for otherhubs suchasWaterlooRail Station,whichinterfaceswiththeUnderground.

ThelattercanbeexemplifiedbythePublicTransport Council (PTC) in Singapore,whichdealswithregulation,busoperationplanning, and bus fare policy. Buses areoperated by private companies throughopencontracttender.

In the context for the City of Kigali,the PTC model is more appropriate asit involves the private sector, whichprovides a trickle-down effect on thecity’seconomy.AdditionallyKTAcanfocuson its role of policymaking, planning andregulating the transportation services. Byleaving operations to the private sector,competitive forces can ensure that theoperationalcostscanbekeptlowthroughthetenderprocess.

5.2.4 EstablishmentofTransportationAuthorityinCityofKigali

Aspreviouslyidentified,asinglecorporatebody is recommended to manage traffic,design an integrated infrastructuredevelopment plan and provide a stable,reliableandsafepublic transitnetwork toallcitizensintheCityofKigali. The establishment of a new transportauthority can effectively and efficientlycontrol transportation issues which mayarise from the complex interactionsbetween the jurisdictional areas of theDistricts and the involvement of thecentral government. In this matter, therewill be conflicts of interest, particularlyregarding the use of existing institutionsor capacities of existing agencies at thecentral and local governments. To resolve

this, it is recommended to incorporateanticipated duties into KCC’s. It can bemade through granting adequate legalauthority, which is superior to provincialand local governments’ authorities, tosome extent, and to create a mechanismtomakesufficientrevenuetocarryout itsduties,andtoempoweritspersonnel.

Kigali’s status as the capital city of thenationalsosubjectsittomoreinvolvementby groups with vested interest intransportation. The institution will needto be effectively equipped with tangibletransportation policy and instrument tomanagethedifferentinterests.

The application of KCC to take the roleas a transportation authority, which hasextensiveauthorityforplanning,executingand monitoring all transportation affairsin the region, is not suitable for severalreasons. The main reasons against theutilization of the City Council can besummarizedasfollows:• Considering the KCC and its setup,

it is still within the framework ofpublic sector. A transportationauthority needs to be independentfromthepublicsector inthesenseofinstitutionalset-up,financeandhumanresources.

• Theinstitutionneedstobeindependentfrom governmental bureaucracy,interest groups, and should have acommercial-minded management.The institution should become anintermediate public transportationproviderandrunthebusinesstodeliversustainableandreliableservicestotheregion.

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Inviewoftheabove,theestablishmentofanewtransportationauthorityisthereforerecommended. The reasons given belowarederivedfromthelessonslearnedfromthe issues facedbytheKigaliCityCouncil,whichiscurrentlytakingafundamentalroleto facilitate an integrated spatial plan fortheCityofKigali regionand toharmonizeinfrastructure development plans amongKigalidistricts.

• The demarcation of roles andresponsibilities donot dependon theadministrative boundary or verticalministerial delimitation of the centralgovernment;theauthoritycouldcarryout its duties more systematically bysetting up integrated transportationdevelopment systems. Because allfacility,instrumentandimplementationareunderoneroof,itwouldneedlesseffortsandtimeforthecoordination.

• Once established, the authoritywouldbe the sole agent to formulatea transportation developmentplan for the City, so it will be onetangible integrated transportationdevelopment plan to be referredto by the respective provincial andlocal governments. It will also be thesingle actor to map out region-widetransportationmanagement,includingpublictransportationservices.

• One of the key constraints is howto raise sufficient revenue to be asustainableandself-reliantinstitution.Therecommendationistoapplyanewtraffic management policy, TDM, andgenerateincomesfromthatsourceaswellasfromearmarkedfueltax,whichcanalsobecalledasroadfund.

• The new transportation authoritywould possess a discretionary poweron funds, i.e. fundraising instrument,budgeting and capital management,so itwouldbe lessdependenton therevenue and budgeting of the centralandlocalgovernments.

• Since the representatives of centralministries and related agencieswould become the members ofboardof theauthority, it isenvisagedthat inconsistent practices ontransportationmanagementwouldbeminimized.

• Overlappingfunctionsandrole-sharingamong agencies are observed in thecurrentgovernment systems;yet, thisissue is expected to be resolved tosome extent, since most functions,i.e. licensing, guiding and budgetingwould be delegated to the newauthority. The functions and dutieswould become clearer under onemanagement. In particular, althoughcentral ministries will remain thesupervisory organization to overseethetransportationpolicy,developmentplan and the implementation of theauthority, it is envisaged that theministriesbecomemorelikeanadvisorinstead of giving direct instructionsregardingtheauthority’swork.

• Under the transportation authority’sframework, the integration ofregional transportation planning willbe coordinated by the board and itssubsidiarycommittee,toascertainfullincorporation of respective regionalplans.

Issues to be Considered for the Establishment of Transportation Authority

This subsection describes importantaspectstobeconsideredwhenestablishinga new institution to solve various issuesencountered and to be anticipated inorder to pursue the implementation ofthe IntegratedTransportationMasterPlanfortheCityofKigali.Theactualprocess isbroken into phases in appreciation of thecomplexitiesthatwillbefaced.

Legal groundTangiblelegalframeworkneedstobegivento the new transportation authority. It isstronglysuggestedtoestablishanauthorityendorsed by state law or by presidentialdecree to give higher credibility andauthoritytocarryoutitsdutieseffectively.

Institutional set-upThe authority should be an independentpublic body, with some functions can becontracted out to the private sector. Itshouldbekeptfreefromgovernmentalandprivatesectorinfluence,andfocusesontheefficiencyandeffectivenessofthetransitinKigali.Inthiswaytheorganisationisguidedbypoliciesatnationalandlocallevelsratherthanreceivingdirectinstructions.

Financial ResourcesFunds required for running thetransportationauthorityshouldinitiallybeprovided by the government. Subsequentfunds required can be obtained fromprivate investors, such as implementationofIntelligentTransportSystems,aspartofplanningconditions.

Human ResourcesThe employees should be hired by theAuthoritydirectlytoworkfortheAuthority,

instead of transferred employees fromprovincialorlocalgovernments,exceptthemembers of the board. They should nothavedualidentities,suchasbeingthestaffofauthorityandat thesametimeholdinga position at a private company or atgovernments. Employment of permanentstaffexclusively for theauthority ishighlyrecommended.

Taking the above into consideration, thefollowing illustratestheoverall frameworkof the prospective transportationinstitution.

Mission of the Prospective Metropolitan Governance

Themission of the prospective institutionis to carry out the policies and programsindicatedinthe“IntegratedTransportationMasterPlan forCityofKigali”, inorder toprovide commuters with highly efficient,comfortable and convenient transportsystems, and public transport systemwillbethevitalcomponentofthesystem.

Vision

The vision of the institution is to delivertransportation services that meet thedemandsofadynamicandgrowingregionwith a population that will increasinglyexpect high standards in service andinfrastructure.Theinstitutionoffersvarioustransport options to meet individualpreferences of commuters, and thetransportationservicestobeprovidedwillbe of high quality, convenient, accessible,comfortable, safe, and affordable to thepeoplelivingintheCityofKigali.

Figure5.1illustratesseveralaspectsoftheproposed institution to manage transportadministration in the City of Kigali. TheStudy Team recommends to establish atransportation authority for the regionwithinthemasterplanperiod.Topreparefortheestablishmentofthetransportationauthority, it is recommended to set up atask force in the transport committee totargettheestablishmentin2017.

2013 2014 2015 2016 2017 2025 2040

Reformation of Local Government

Strengthening of Local Government

Establishment of Transport Planning Commission

Kigali Transport Authority (KTA) preparation task force

Establishment of KTA

Figure5.1 ProposedTimelinefortheEstablishmentoftheKigaliTransportAuthority

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5.2.5 InstitutionalDevelopmentProcess

This sectionwill present thedevelopmentprocess of the proposed Kigali TransportAuthority (KTA), based upon the analysesand concept detailed in the previoussection.

Phase 1: City of Kigali Transport Planning CommissionOrganizational ChangesSince it seems difficult to establish a newtransportation authority in a short term,a City of Kigali transportation planningcommission should be established inthe interim to examine structure of theproposed organisation, functions, rolesharing with the existing governmentagencies and for preparation of theauthoritytopursuethetasksinshortterm.

A Transport PlanningCommission is to besetupunderthesupervisionofthecentralgovernment (MININFRA), consisting oftransport-related personnel from localgovernments or districts and transportrelatedgovernmentagency.TheproposedTransport Planning Commission shouldconsist of representatives from thefollowingstakeholders:-• MinistryofInfrastructure• Ministry of Finance and Economic

Planning• MinistryofLocalGovernment• KigaliCityCouncil• Representatives from the Kicukiro,

Gasabo,NyarugengeDistrictCouncils• PublicTransportAuthority• RwandaUtilitiesRegulatoryAgency• Rwanda Transport Development

Agency• RwandaNationalPolice• RwandaRoadMaintenanceFund

The main functions of the TransportPlanningCommissionareto:-1. establish Board of Management and

Secretariat,2. setstrategicpolicyanddefinelevelof

responsibilities,3. coordinate respective land use

planning at local governments intoan integrated regional transportationplan,

4. conduct research and survey fortransportationplanning,

5. coordinatestudies intheregiontobeutilizedforanintegratedtransportationplanning,and

6. manage the data collected throughthe study and survey to be used foracademic research, planning purpose,andsoon.

Asecretariat isestablished tosupport thecommissionandcarryoutdailyoperations.Funding of the committee and secretariatshall be in form of contribution by themembers or directly from the centralgovernment.

The establishment of the KTA Board ofManagement (see Figure 5.3) is the firststep to improve the level of coordinationamong all stakeholders. The commissionwill further the research into the state oftransport in Kigali, and sets the directionof the initial policy. The commission canalsocentraliseanddistributeresearchandstudy efforts and provide an insight forthe integrationof transportationand landplanning.

OperationThe principal activity of the Board ofManagement consists of streamlining,coordinating,andintegrating,bymeansofpolicy,thefollowing:-• Regulatoryframeworkfortransportin

theCityofKigali;• Strategic policy of the different

stakeholders, in particular related totransport;

• Investment planning for upgradingof existing or development of newtransportinfrastructures;

• Maintenance of infrastructures,including the budgeting of themaintenanceprograms;and

• Controlandenforcement,inparticularprocedures related to licensing,permits, policing of traffic, safetystandards,andothertransport-relatedissues.

AtthisstageinthedevelopmentofKTA,theroleoftheBoardofManagementremainslimited to a consultative role, focusing onfollow-up and steering of policy-makingandactivities.A task force toprepare theKigali Transport Authority will be set upas well under the direction of Board ofManagement. The task force is to consultministries and draft necessary regulationsfor the establishment of the Authority. Itwill also prepare the action plan for thefund raising mechanism, i.e. road pricingand fuel tax, and facilitate the realizationofthetransportationmasterplanproposedbytheStudyTeam.

ResourcesAt this initial stage of the KTA creationprocess, only human resources areneeded in the planning commission, withconsultancyassistance.

Table5.2 InstitutionalDevelopmentProcess-Phase1

Figure5.3 StructureofTransportCommission

Function Persons Remarks Origin

Board of Management 10

Each existing transport-related agency identified Administration will have 1 representative on the

Body, preferably a Senior Manager from the respective agencies

Public Authorities

Secretariat 2

Responsible for Minutes of Meetings of the Body and other secretarial duties, these 2 persons can be found within the large pool of administrative

government workers.

Administration

Task Force 10

Seven experts is the minimum required for the unit to efficiently execute its works. One expert should be selected from respectively KCC, RURA, RTDA, RPTA, and the three Municipalities. The

three remaining experts could deal with all other urban transport issues. These three experts do not

necessarily need to come from within the public Administration but can also be academic or

private consultants.

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Phase 2: Transformation Phase

Organizational Changes The efforts in the Transformation Phasefocusonexpanding the roleofKTA intoafunctional Authority that will take overthe responsibility for urban transport inthe City of Kigali parallel to the gradualintroductionof functionalandoperationaladministrativestructures.

KTA will execute the decisions made bythe Board of Management previouslyestablished.TheroleofKTAwillbeto:-• Create the management organization

withintheauthority;• Establishtheadministration;• Commence reassignment of

responsibilityandcreationofagencies;• Developpoliciesforeachagencywithin

theoverallstrategicpolicy;and• Developbudgetplans.

ThetransformationoftheKTAisparticularlydifficult because it requires combiningthe present process of simultaneouscentralization in favour of the nationalgovernmentanddecentralizationinfavourof the three districts in the City of Kigalito achieve centralization in favour of thecity. The secretariat should help ease thetransitionduetoeffortsinthefirstphase.

The proposed organizational structure,characterises the urban transport systemintheCityofKigali.Itisimportanttonotethat the success of the Phase 2 processdoesnotexclusivelydependupontheworkinsideKTA.Thesuccessfulimplementationwillalsodependontheacknowledgementthat institutional reorganization is neededfor the lineagencieswith theobjectiveofintroducing structure and coherence thatfacilitatesthefunctioningofKTA.

OperationDuring the second phase, the KigaliTransportAuthorityisformallyestablishedunder the supervision and control of theKTA Board of Management. This processinvolves the transformation of the TaskForce into a more comprehensive andstructuredorganization.

The principal task should be to internallyorganisetheAuthorityandlayoutindetail,the framework and functioning of theproposedDivisions,ataskwhichshouldbecompletedbeforecommencingPhase3.

The administrative Secretariat, added tothe organization during the first phase,should continue to function. However, itwill now reports directly to KTA and notto the Board of Management. Its originalfunctionofwritinganddistributingmeetingminutes and other small administrativefunctionswillgraduallyexpandinlinewiththeexpectedgrowthofKTA’activities.

Theexperts ineachproposedDivisionwilldeterminetheinternalorganizationofeachDivision in creating different departmentsdealing with the responsibilities assigned,andtherelationshipwiththelineagencies.It isexpectedthatallthesewilltakeplacebeforethetransferofresponsibility.

ResourcesAt this transformation stage, the humanresourcesneed tobeexpanded toensuresufficient workforce is available whenimplementing the proposed works andadministrativefunctions.


Figure5.5 ProposedEstablishmentofOrganizationalStructureforPhase2

Phase 3: Kigali Transport Authority (KTA)

Organizational Structure and ResponsibilitiesPhase 3 is the final stage in establishingthe KTA. The main objective is to finalisethe organizational structure of KTA, inparticular the divisions under the controlof theGeneralManager, and to completethe reorganizationof the lineagencies, aspresentedinFigure5.6.

Three organizational issues of particularimportanceduringPhase3are:-• IntroductionofanAdvisoryBoard

− The Advisory Board incorporatesexperts which are not directlyattachedtoKTAbuthaveexistingroles inurbantransport inCityofKigali. Members of the AdvisoryBoard are proposed by each ofthe interested parties and theirappointment is approved by theBoardofManagement.

• DepartmentalizingtheSecretariat − This involves separating

respective responsibilities forthe administrative tasks of theSecretariat, such as dealing withthe staff of KTA and managingfinancialissues

• Completion of Reassignment ofResponsibilities

− Responsibilities of the proposeddivisionsandthelineagenciesarefinalised.


Board of Management 10 No change from the Phase 1 Public

Authorities

Secretariat 4

With the repositioning of the Secretariat under KTA, the responsibilities expand as the Secretariat

will also have to take on the secretarial and administrative responsibilities for the Urban

Transport Authority in addition to the responsibilities already assigned to it in Phase 1.

Administration

KTA 14

It is suggested that during the second phase, 2 experts are initially assigned to each of the 7 proposed divisions. They will have the explicit assignment to finalize the development of the

divisions during Phase 3.

One “coordinator” is added during the entire duration of Phase 2, bringing the total number of

persons in the Kigali Transport Authority to 14 experts.

Stakeholders/Experts

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With the completion of Phase 3, a fully-functional and well-structured authoritywill be responsible for all aspects of CoKtransport system. At that time, KTA willhave positioned itself as the coordinatingintermediarybetweenallstakeholdersandthecity’stransportsystem.

KTA will relay the needs of the City’stransport system to the nationalgovernment and implement the national(urban) transport policy into concreteactionsontheground.Animportantpartofitsintermediateresponsibilitiesisensuringaccountabilityofthelineagenciesandotherexecutors and guaranteeing transparencyoninvestmentprioritiestoensurecoherentandsustainabledevelopmentoftheurbantransportsystem.

KTAwillbeestablishedasan independentpubliccorporation,whichisaccountablenotonlytothecentralandlocalgovernments,butmostofall,tothepublic.TheAuthoritywould be endorsed by either presidentialdecree or government law to stand as anindependent public corporation. It shalloversee all land transportation issues andberesponsiblemainlyforthefollowing:• Toimplementnationalpolicy• Toformulateintegratedtransportation

planning, including road networkdevelopment,BRTdevelopment,trafficmanagementandpublictransportationsystemmanagement

• Toimplementintegratedtransportationplanningandprogrammes

• To issue licenses and control publictransportationwithbus route license,public transport business license, busterminaldevelopmentpermission,etc

• Tomanagepublictransportregistrationoperationandtaxation

• Tomanageon-streetparkingoperation• Toplanpublictransportservices,such

astrunkbus,minibuses,BRT,Taxiand• To carry out traffic management

measures, such as, road pricing,pedestrianisation and park and ridescheme.

OperationalThe first duty of KTA, and its particulardivisions, is to finalize the externalrestructuring of the line agencies. Thefinal layout of the line agencies will inturn determine the final structure of thedifferentdivisionsthatdealwiththecontroland coordination of the line agencies’activities.

The second duty will be to complete theinternal organization of the divisions

accordingtosectoralresponsibilityandtheline agencies under its purview. Varioussmaller departments can be establishedundereachdivisionasisrequiredaccordingtothefieldsofresponsibility.

The authority would be operated bythe revenue from public transportationbusiness (bus, railway and bus terminal)andfinancial contributionor subsidy fromthe central and local governments. Asan independent corporation, however,its primary goal is to be financiallyindependent. It shouldbeunderlined thata disclosure of financial status is one ofthe most important aspects to secure itsposition as a public corporation offeringpublicservicestousersintheCity.

At the end of Phase 3, KTA will be fullyoperationalandwill requirethenecessaryadministrative, financial, and secretarialsupport.TheroleoftheexistingSecretariatwill therefore be limited to traditionalsecretarial services while administrationand legal affairs and financial affairswill each be assigned to a dedicatedDepartment.Aninspector-generalwillalsobe installed to ensure transparency andaccountabilitywithinKTA.

ResourcesThefinalnumberofstaffforKTAcanonlybedeterminedduring theexecutionofPhase3andwillbedefinedbythefinalsetupofKTA.However,basedupontheabovebasicstructure,someindicationscanbegivenonthe minimal number of staff required foroperatingefficiently.ThisisshowninTable5.7.

Figure5.6 FinalOrganizationalStructureforKTA



Board of Management 10 No change from the Phase 2 Public

Authorities

Advisory Board Defined later

Assembles a relevant selection of public and private stakeholders to advise the Board of

Management.Stakeholders

Office of General Manager

Defined later

With the establishment of the different Divisions and Departments, supervision becomes

imperative. A General Manager and an Assistant General Manager will be appointed by the Board of Management to take executive responsibility

for KTA.

Stakeholders

Secretariat 4 Secretariat works Administration

Administrative 5

An Administrative Manager (Department Head) will be assigned to supervise all administrative

activities. However, in line with the gradual increase of responsibilities of KTA, the number of

administrative staff might increase.

Public

The Administrative Manager should be assigned from the administrative government workers,

preferably originating from city-level administration.

Administration

Financial Department 4

A Financial Manager (Department Head) will be assigned. The selected persons should have the necessary financial knowledge and preferably

reassigned from within the existing Public Administration.

Public

Administration or outside contracts

Human Resource Department 5

Three persons would be assigned to managing the staff, while by the time Phase 3 is completed,

another person will organize and coordinate staff training and capacity building for the efficient

working of KTA.

Public

Administration

KTA 14 No change from the Phase 2 Stakeholders/Experts

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5.2.6 ProposedKTARolesandResponsibilities

Reporting Structure

AsKTAwillbeestablishedasanindependentpubliccorporation,theshareholderofKTAwill be under the framework of the KigaliCityCouncil.Forcitytransportmanagementanditsfunctionalcapacityitliaisesdirectlywith the national ministries, particularlytheMinistryofInfrastructure,asshowninFigure5.6.

TheKigaliTransportAuthorityhasmultiplereporting structures, both to nationalministries under the national policyframework and also to the KCC as theowner.

Board of Management

The Board of Management will includerepresentatives of each of the principalpublicauthoritiesandtheGeneralManager(GM)oftheKTAshallbeafulltimememberof the Board. However, given the GM isaccountable for executing the Board’sstrategy; he will have no voting power inthe Board and is therefore incapable ofinfluencingdecision-makingprocesses.

The General Manager will be appointedby theBoard and theappointmenthas tobeapprovedby theKCC.TheChairmanofthe Board is selected from the MembersoftheBoardtopresideoverthemeetingsoftheBoardofManagement.Hisselectionwillbeforapre-definedperiodoftime,forexampleayear.

The decision-making procedure in theBoard includes general decisions andstrategic decisions. The former relate today-by-day aspects of KTA activities andrequires a simple majority (50%+1 vote).Thelatterarecriticaldecisionsandinclude,butarenotlimitedto,theselectionoftheChairmanoftheBoard,theappointmentoftheGeneralManager,theannualoperatingbudget, approval of the auditor’s report,investments recommended to the KigaliCityCouncil forfinancing,andapprovaloftheevolvingTransportStrategy.Forcriticaldecisions, either an absolute majority(100%) or a consensus vote (75%) can beconsidered.

General Manager

The daily operations of KTAwill be undertheresponsibilityoftheGeneralManager.KTAwill implement the strategic policyofthe Board ofManagement as operationalinitiatives. They will report at regularintervals to the Board regarding activitiesfor management decisions. In the casewheretheBoarddisagreeswiththewayoftheGeneralManager executing the tasks,an extraordinary meeting of the Boardcandecide to terminate theappointment.However, it is strongly recommendedthat this option be considered and usedsparinglyasitisdisruptiveanddisturbsthesmooth and continued functioning of theorganisation.

The Advisory Board

An Advisory Board for the Board ofManagement is recommended to bemade up of all other public and privateservice providers, operators and of thetransport users. The principal objectiveof the Advisory Board is to protect therightsofoperators, serviceproviders,andtransportusersbymonitoringtheworkinganddecisionsoftheBoardofManagement.Theyshouldalsohavearoleinformulatingrecommendations and suggestions to theBoardofManagement.TheAdvisoryBoardshouldinternallyorganizeitsstructureandfunctions.Itisrecommendedthatanofficialrepresentative is selected, e.g., Chairmanof theAdvisoryBoard,whowill attendallmeetings of the Board of Managementas a non-voting member, championingthe interests of the Advisory Board andreportingtheresultsofboardmeetingstotherepresentativesintheAdvisoryBoard.

Setting Strategic Policy

The principal assignment of the Board ofManagement is to develop a transportstrategyfortheCity in linewiththeCity’sgoals and guided by national transportpolicies. Under this strategy, policies foreach line agency will be developed tocoordinatetheirefforts.

Monitoring

TheBoardwillalso, throughtheDivisions,monitor the transport system and collectoperational information to assess thequality of the delivery of services. Thecollected informationwill allow theBoardto adjust standing transport strategy andmake regulatory, institutional, managerialrecommendations to the KCC, as wellas drawing up investment budgets forinfrastructure and transport servicemaintenanceanddevelopment.

Financing

One important aspect is the financialresponsibilityofKTA.Atitsfullcompletionin Phase 3 and after starting privatelyoperated BRT and bus feeder services intheCityofKigali,KTAwillreceivefinancialrevenues from these services. In practice,the revenues will be collected by BRTagencywhowillalsobethefinalbeneficiaryofpossiblesubsidies.

Overall proposed functionality of theTransport Planning Commission and KigaliTransportAuthoritiescanbeseeninTable5.8andTable5.9.

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Tasks Transport Commission

Kigali Transport Authority

Inst

itutio

nal P

robl

ems

Demarcation of role and responsibility B A

Consistency with assignment and financial support N.A A

Integrated transportation management and infrastructure planning A A

Inconsistent practice among central ministries A A

Financial constraint at the central and local government N.A A

Discrepancy in f inancial and human resources between province and LG N.A N.A

Institutional problems in coordination B A

Insufficient function in transportation planning ( information/data) B A

Overlap functions and responsibilities among central ministries B A

Loca

l Gov

ernm

ent

Pers

pect

ives

Autonomy in terms of planning, budgeting and implementation of designated road network

Unchanged Transfer to KTA

Autonomy in terms of planning, budgeting and implementation of road network under its jurisdiction

Unchanged Unchanged

Autonomy on regional infrastructure planning and development of all transportation related programs

Unchanged Unchanged

Licensing: public transport business and route of inter-regional public transportation

N.A Transfer to KTA

Licensing: public transport business and route of inter-regional public transportation under its jurisdiction

N.A Unchanged

Effects on tax and charge revenues related to transportation N.A Partially transfer to KTA

Loss of opportunity to generate new tax or charge related to transportation sector

N.A Partially positive

Financial burden derived from the contribution or subsidy to support the institution

N.A Positive

Restructuring of existing agencies and reshuffling personnel who work at transport related agency

N.A Positive

Collaboration with other local government in infrastructure development Unchanged Partially under KTA

Cent

ral G

over

nmen

t Pe

rspe

ctive

s

Autonomy in terms of planning, budgeting and implementation of transportation sector program in the region

Unchanged Transferred to KTA

Authority to supervise and control sectoral program and urban planning in the region

UnchangedPartially

transferred to KTA

Licensing: public transport business and route of inter-regional public transportation

Unchanged Transfer to KTA

Loss of opportunity to generate new tax or charge related to transportation sector

Unchanged Possibly positive

Financial burden derived from the contribution or subsidy to support the institution

Partially positive Positive

Restructuring of existing agencies and reshuffling personnel who work at transport related agency

Unchanged Positive

Table5.8 TransportationManagementforCityofKigali Table5.9 MajorOutlinesofProposedInstitutions

A=SolvedB=Partiallysolved

5.3 REFORMINGOFGENERALBUSMANAGEMENTSYSTEM

In this section, the institutional aspectsof public transport administration areexamined and viable solutions suggested.There are four variable instruments forimprovingpublictransportservicedelivery,namely standardizing and enforcingminimum service standards, rejuvenatingbusfleets,restructuringgeneralbuslicensesystemandcapacitydevelopment.

5.3.1 StandardizingMinimumServiceStandards(QualityofService)

Indicators for minimum service standardsof public transport services should bemeasurable and also defined from thepassengers’ viewpoint. Items that areimportant forpassengersareaccessibility,cleanness, convenience, comfort,frequency, reliability, safety, security,customerservicequality,andequality.

Minimum service standards (Qualityof Service of Public Transport) shall bedevelopedbyKigaliTransportAuthorityasaguidelineandcontainstandardindicatorsand the means of verification, instead oftangible numerical criteria. Indicators andminimumqualityassurancestandardsmustbe tangible and clear, while evaluationcriteria should be customized accordingto various factors, i.e. population size,service coverage area, public transportcharacteristics,modeandsoon.Meansofverificationandmonitoringschemesshouldbe explicitly indicated in the minimumservice standards, so that nationalevaluation standard will be established,andlateronwillbeabletouseforcollectingdataandstatisticalanalysisnationwide.

City of Kigali Transport Planning Commission City of Kigali Transport Authority (KTA)

Major MissionsPromoteurbantransportplanning Provideintegratedandefficientlandtransportsystem:

planning,publictransportservices&trafficmanagement

Coordinateamongthecentralandlocalgovernments Developselectedtransportationinfrastructure

Transportation mode (to be responsible or in its consideration)

Bus,BRT,MRT,railway,minibusesandotherlandtransportationmodes

Bus,BRT,MRT,railway,minibusesandotherlandtransportationmodes

Operation of public transportation (as subsidiary corporation)

NotapplicableBus,BRT

Railway

Activity

Research Policyimplementation

Coordinateurbanplanninganddata Planningontransportsystems

Managestudieddata Publictransportlicensing

Coordinateexistinglineagencies Trafficmanagement

Settingguidelinesandenforcing standards

Infrastructuredevelopment

Publictransportregistration

Infrastructure development NotApplicable

Roadnetwork

Bridge,flyover

BRT

Busterminal

Legal basis MemorandumofUnderstanding Jointagreement/Presidentialdecree/Governmentlaw

Institutional Setup Memberofcommission Statutoryboard

Position of institution Underthesupervisionofcentralministries Independent

Form of institution N.A Publicbody

Member of institution Centralandlocalgovernment Localgovernmentandcentralgovernmentasboard

member

Member of institution outside government sector

Academicinstitute,civilsociety,privatesector&NGO Publicserviceprovider,civilsocietyasAdvisoryBoard

Constitution of staff Frompublicservant Directemployment

Direct supervisory institution at central ministries

MININFRA None

Financial framework Fundedfromrespectiveadministrations

Urbandevelopment tax(propertytax)

Parkingtax

Taxshare

Publictransportroutelicensing

Roadpricing

Transitrevenue

Bond

Borrowing

Subsidyfromgovernments

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Minimum service standards will provideappropriate benchmarks to ensure theminimumqualityofservicetobedeliveredto passengers and public transport users.It shouldbenoted thatpunitivemeasurestoenforcetheminimumservicestandardsmaybeineffectiveiftheunderlyingcausesof poor performance are not addressed.Therefore, minimum service standardsshouldbeincorporatedunderperformance-based contractswhich are financially abletopromotethedesiredqualitystandard.

Asabaseline, it is recommended that theCity of Kigali adopt the ‘Public TransportCouncilofSingapore,QualityofServicesofPublicTransport’astheirQoSguideline.

5.3.2 RejuvenationofBusFleetsOne of major problems in the publictransportoperationistheagingandunder-maintained bus fleets. All stakeholders,including bus operators, realise that oldbusfleetsmustbereplacedbynew,morecomfortableandsaferfleets.

Some considerable instruments toencourage bus fleet rejuvenation are toreformperiodicvehicleinspection,restrictthe age of operational fleet, introducefinancial incentives and improvementsto the existing business models, andstrengtheninglawenforcement.

Periodic Motor Vehicle Inspection

The periodic motor vehicle inspection(PMVI) can be used to improve publictransportservicelevel;howeverthiswouldlikelyfailifoperatedseparatelyfromothermeasures.For instance,byassociatingtheinspectionwith tax payments and vehicleregistration, the renewal of the business

permitand/orroutelicensecanberejectedifthebusfleetisnotroadworthy.

Fleet Age Restriction Measures

Takingthecurrentsituationssuchdecliningmarket share and insufficient capital, buscompanies and owners face difficulty inreplacingtheiragingfleets.Inthepast,theGovernment provided financial supportto bus companies through purchasingbuses for them (ONATRACOM). AlthoughGovernment provides no direct operatingsubsidytogeneralbusbusiness,operatorsbenefit financially from being able topurchasefuelatsubsidizedprices.

The issue of bus fleet renewal is not anisolatedmatter;itiscloselytiedtoaviablebusinessmodel, the financialmechanismsand institutional structures. When theseissues are addressed, bus replacementissues will be resolved. Some possiblemeasures combining the periodic motorvehicleinspectionare:-• Subsidy,loan(specialloanperiodand/

or interest rate), buyouts (old busfleetswillbeexchangedforanewbusfleetdownpayment)

• Discount for the inspection paymentand/orlongerinspectioninterval,i.e.6monthsto1year

• Impose stiff penalties for violators;notonlytobanbusfleets,butalsotoapply administrative sanctions to busoperators

Figure5.10 MechanismsformanagingPublicTransportFleets

Role-sharing and Law Enforcement

InthecaseofCityofKigalithetransportationagency will be responsible for overseeingpublic transport administration andoperationsintheCity,butitdoesnothavethepowertoenforce lawsandregulation,except in certain cases. The agency hasto rely on the National Police as theenforcementagency,eventoconductroadinspections.Thefollowingshowsthelikelyrolesharingamongtheagencies.• Rwanda Ministry of Trade and

Industry (MINICOM): workshop andmechanicaccreditation,administrativedirection to automobile industry toaccelerateEuro3and4adaptationandtechnology adaptation for cost andenergyeffectivevehicles

• Rwanda Ministry of Finance andEconomic Planning (MINECOFIN): taxincentiveandtaxreliefpolicies

• Rwanda Ministry of NaturalResources (MINIRENA): sustainableCompressed Natural Gas (CNG) andcleandieselsupplypolicy,CNGstationdevelopment,GHGemissionpolicyandfuelqualitymonitoring.

• Rwanda National Police (RNP): Lawenforcement

Role sharing and law enforcement amongpublic transport administration shouldbe defined clearly by function, and atthe same time improve coordination andpolicysynchronizationforpublictransportadministration.

Engineering

InstitutionalAspects

Finance

Education

LawEnforcement

Taxation

•Standardised Procedures•MonitoringSystem

•Businesspermit•RouteLicense

•IncentivetoEuro3compliance•Subsidiesforprocuringequipment

DriverEducationMechanicsEducation

•HeavierPenaltySystem

•AnnualvehicleTax

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5.3.3 RestructuringGeneralBusLicenseSystem

Typically, general bus operators aregoverned under a license or route permitsystem.However,thisisaweakmechanismfortheregulatorstocontroltheoperatorsas operators carry the business risk. Thissystemcanworkwelliftheoperatorhasasoundbusinessandalongtermperspectivefor the business. For struggling operatorstheir survival instinct is a stronger forcethan the regulations designed to controlthem.Thiscanleadtopoorbehaviourandpoorservicestandards.

The following sections outlines a numberof approaches in incorporating incumbentoperators into the system network, withservicesdesignatedas:• BRT trunk operations being the trunk

route operation, with a high level ofinfrastructure;

• Intermediate bus routes, acting ascross-suburbroutesandfeedertotheBRT and fully integratedwith BRT viafareintegration,andconnectingtoBRTshelterplatforms

• Local feeder and community servicesnot fare integrated but serving localcommunities toprovide local servicesandaccesstotheBRT.

Contracting Large Bus Operators into the System Network

Generally, with the introduction of a BRTthere is a program to ‘migrate’ large busoperators into the system as contractedservice providers. What this achieves isthe sharing of risk between the systemmanagerandtheoperatorswheretheriskisassignedwhereitcanbebestmanaged.

Under the institutional amendments, theproposed KTA will manage political risk,thePublicTransportExecutivewillmanagemanagement(business)riskandcontractedbus operators will bear the operationalrisks. The Public Transport Executive willmanagethecontractsbetweenKTAandthebus operators. Contracting operators intothesystemwillrequireappropriatelysizedcontract packages to be developed andhavingaffectedoperatorsformcompaniesto bid for, or negotiate to operate thesecontracts.Thebenefitsofthisarrangementare:-• Business permission, rules and

conditions, and operations arepackaged as one function under thecontract which clearly outlines theresponsibilityofbothKTAandthebusoperator.

• The bus operator will have a stronghandinguaranteeingservicequality.

• The bus operator does need tonegotiate amongst route operatorsas it has the control of routes andcan assign operators according todemand (operators have guaranteedkilometers, so can be assigned thosekilometerswhereverdemandexists).

• Bus operators and employees haveformal employmentwithmore stableincomeandbenefits.

• Routescanbereinforcedandprotectedfromerrantprivatetransportoperatorsduetoempowermentoflaw.

Managing Transition Process

An atmosphere of change often causesconcern and uncertainty amongst busoperators, who see themselves asindependentoperatorsprotectedbyabusoperating license.Managing the transitiontherefore requires the authorities to takeon a consultative role andwork to createtheincentivesandasoundbusinessmodeltomanage the transition to an integratedsystem.

The Authority’s decision to expand theintegrated bus system will result in thecancellation of individual route licenses,to be replaced by performance-basedcontracts. This action creates uncertaintyfor operators who may not wish tocooperate initially. On the other hand,KTA is offering viable and profitable busoperating contracts toprovide services tothesystemunderabusinessmodelwhichhasminimalriskfortheoperator.

Contracts can be offered throughcompetitive tenderornegotiatedcontractbasis and under the latter, operators areassigned company stock according totheir level of entitlement (as a form ofcompensation).Whilenegotiatedcontractsarenotacompetitive formof tender, it isa transparent process that manages thetransition more smoothly. It avoids thecomplication ofmanaging losers,who arelikely then to allege that the competitivetenderprocesswasnottransparent.

Incorporationofoperatorsintocompaniesalso needs to recognize that bus ownerspresentlyearnadailyincomeandcompanyownershipmayonlypayanannualdividend.Aschemetoprovideanadvanceonprofitdividendmayhelpeasethisconcern.Sucha transitionprocess for existingoperatorswill require a committed negotiationprocesswiththebusownersassociationorrepresentativesnominatedbytheindustry.

Worldwide experience has shown that aslongasgovernmentispreparedtoaddressthe legitimate concerns of operators,successfuloutcomescanbeachieved.

As these contracts are expanded acrossroutesthatarepartoftheintegratedsystem,all buses that operate as intermediate orfeederserviceswillbefittedwithticketingequipmentsoallpassengersinthesystemcanpayfordistancetravelledregardlessoftransfersmade.

Under the current system,busoperationsare somehow functionally classified butoperationallyunclearinitsservicedelivery.Under the new arrangements, BRT andthe intermediate bus routes will serveas the bus system network under themanagementofPublicTransportExecutive,with full fare integration and with busoperationsprovidedunderaperformance-basedcontract.

Figure5.12showsthechangeinorganizationfrom the present license system to aclassifiedcontractsystem.

Table5.11showsthecomparisonbetweenthe responsibility of BRT/Intermediateroutes, to more local area service typesdesigned to serve local communities. Forthe local area services itmay be possibleto contract Minibuses services to act asfeederstotheBRTstations.

Contracting Minibuses as Feeder to the BRT SystemThere is a scope for local governmentto engage more closely with the PublicTransportExecutive,i.e.thePublicTransportExecutive contracts the minibuses toprovidefeederservicestotheBRT.Insteadofmigratingoperatorsintoformalbusiness,minibuses can be organized as formalfeederservicestotheBRT,therebycreatingabusiness fordisplacedoperators.Suchapartnershipwouldinclude:• Mutual benefits as feeder operators

have a viable business associated bybrandingwiththetrunkline

• Mutual obligations within thepartnership–operatorskeepminimumstandardsandtheAgencyassistswithbrandidentification,creatingspaceandsuitable conditions for interchangingpassengers

• Non-fareintegration.Operatorscollectafareoffpassengerswiththepossiblelevel of cross-subsidy (top up fare) ifrequiredfromthetrunkoperator(whobenefitsfromadditionalpassengers.

Such a partnership utilizes the existingabilitiesofparatransit,minibuses,taximotoand taxis to serve the local communities.Effectively, the smaller feeder operatorswill beorganizedat the ‘macro’ levelof adefined scope of business and minimumstandardstokeep.

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BRT Intermediate LocalStrategic Network Planning KTA KTA LG / RTDA

Contract and Permit Approval KTA KTA RURAPerformance-based Contract Yes Yes No

• Form of license - - AreaRegulatory Authority KTA KTA RURA

Fare Setting and Approval KTA KTA RURAIntegrated Fare System (smart card, etc) Yes Yes No

Infrastructure Development KTA KTA LG / RTDAFleet Size Large Mid and Large Small

Minibuses

Kigali Bus Service

Other Bus Operators

Existing Condition

Functionally Classified but Operationally Unclear Service Delivery

BRT Network:Trunk route with dedicated bus lanes

Intermediate Bus:Supplement to BRT, operating on cross suburb services, as well as serving lower demand suburban links

Clear Functional and Operational Service Delivery

Expected Condition

General Bus

Local access and feeder services to BRT and Intermediate Bus routes, and operating on cross-neighborhood services

Table5.11 ComparisonofResponsibilityofBRTandIntermediateRoutes

Figure5.12 ConceptofMixedLicensetoClassifiedContractSystem

Figure5.13 ProposedBRTTrunkRoutes

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5.4 MANAGETRANSPORTASSETS

TheroadfurnitureandIntelligentTransportSystems in a city manage the traffic flowand maintain a pleasant environment forall road users such as motorists, cyclistand pedestrians. These assets fall withinthedomainof thetransportationnetworkand therefore amanagement plan shouldbe adapted to ensure their effectiveness.Itisimportanttothinkofeverythingwithintheright-of-wayasbeinganassetincludingthe right-of-way itself. This means that astrategytoconstruct,upgrade,replaceandmaintainroadassetsshouldbedeveloped.

Thedomainofthetransportationnetworkshould encompass all aspects of the roaduse, which should also include providingparkingforbothcyclistsandvehicleusers,inaddition to street furnitureandutilitiesplacedwithin the road right-of-way,whileensuring that the drainage of highways,roadsandstreetsfunctionproperly.

Other assets include traffic signals, ITSsignboards, road signs, road lighting etc.The maintenance of these assets ensuresthat the road network functions properly.Itisalsonecessarytorepaveroadsasthesetendtodeteriorateovertime.

Itisalsotheonusofthehighwayauthoritiesto ensure that noise pollution from theroadsisnotexcessive.Freightroutesneedto be identified andmaintained as higheraxle loadings causemore damage to sub-standard roads and therefore need to berepavedmorefrequently.

AssetsInventory

TobestmaintainalloftheCity’stransportassets,itisfirstnecessarytodocumenttheassetsthattheCityowns.ThefollowingisatypicalexampleofalistoftransportassetstakenfromaUKCitylocaltransportplan.

•838kmroads,1300kmfootways,65kmrightsofway•294highwaystructures•8carparksaccommodating1900parkingspacesand1busstation•43,000street lightsand illuminatedsignunits•356trafficsignalsets•21,000highwaytreesand138hectaresofhighwayverges•WinterServicedepotand6gritspreadingvehicles•Varietyofstreetfurniture

Thislistisnotexhaustive,andneedstobeextendedindetail.Thecityneedstoknow,using a database, their assets within theroad Right-of-Way, their conditions andstatuses,andspecificationssothattheycanplan for their maintenance. Additionally,this helps the city to manage the roadenvironment for both pedestrians andmotorists.

All of this information allows forcomprehensiveplanningofthemanagementoftheseassets.Understandingtheassetsisofparticularimportanceaseachindividualitem carries with it a long term financialburden.Theactualpurchaseofanasset isnormally the smaller cost asmaintenancecan cost up to 150% of the capital costof the asset. Therefore, it is essential tounderstandthenumberandscaleofassetsheld by the city in order to understandthe future revenue required to cover the

maintenanceoftheseassets.Asthenumberoftheseassetsincreasessodoesthefutureburden on the City’s budgets. Thereforelong termplanning is required inorder tofinanciallyservicealloftheassetsheld.

The Transport Research Laboratory UK(TRL) report TRL535 discusses footwaymaintenance management; however itcontains examples of asset managementthat can be applied to all transportassets. When discussing the maintenancestrategy, the importance of preventativemaintenanceishighlighted.

Italsoshowsthatiftheconditionisallowedto deteriorate too far then maintenancewillnotbesufficienttobringtheassetbacktoagoodcondition.Asaresultthecostofrepairendsuptobemuchhigherthantheworkthatwouldberequiredifpreventativemaintenance were carried. Overall costscanbereducedthroughtimelyintervention,whichcanonlytakeplaceiftheCityhasafull understanding of all transport assetsheld.

Trainingisalsorequiredforstaffwhowouldbe managing the signal timings for thetrafficsignals.

GuidanceandManagementPlans

To manage the transport assets, theCity of Kigali has to prepare guidance ormanagementplansforthefollowing:-

− Road Construction andMaintenance, including drainageandlighting

− RoadSafetyMeasures − GeometricDesign − FootwaysandCycle-ways − Maintenance and Stock Records

forIntelligentTransportSystems − IntegratedParkingManagement − TrafficSigns − Public Utilities Installation within

RoadReserves − SpecialRoutesi.e.FreightandBus

RapidTransitroutes

Tosupportthemanagementoftheseassets,the use of a database is recommended.The database should contain a list of allassets, with comprehensive informationsuchaspurchasedate,currentconditions,specification/make,contractualobligationssuchaswarranties,etc.

It is vital for assets to be managed in astrategicfashionratherthanreactively.

TheCityofKigalicangainmorebenefitsbyadoptingthefollowing:-

•StrategicApproach-Asystematicprocessthattakesalong-termview• Lifecycle – The lifecycle of an asset isconsidered,frompurchasetousefullifetoplannedobsolescence• Optimisation - Maximising benefits bybalancingcompetingdemands• Resource Allocation - Allocation ofresourcesbasedonassessedneeds

BestPractices

Itisrecommendedthat:-• AGISdatabaseispreparedtomanage

assets• Guidance and Management Plans be

preparedfortheroadassetse.g. − StreetscapeDesignManual − ParkingDesignandManagement − Pedestrian and Cyclist Design

Guidelines − FreightManagementPlan

Amorecomprehensivelistofguidanceandmanagementplansshouldbepreparedbythe proposed Transport Authority of theCity depending on needs. By formalisingtheserequirements,methodsforprotectingthe transport assets can be enforced andmanaged.

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Figure5.14 MaintenanceRegimewillberequiredforRoadStructuressuchasBridges

Figure5.15 RoadFurnituresuchasStreetLightingandCycleRackswithinRight-of-WayshallbethepurviewoftheTransportAuthority

5.5 DEVELOPMENTOFTRANSPORTATIONGUIDELINESANDMANUALS

This section has generally introduced theneeds of detailed guidelines for transportranging from car parking to trafficmanagementtoassetmaintenance.

Development of these guidelines shouldbe done in a systematic manner, andthereforeprovisionoffundingintheinitialyearsshouldincludethecommissioningofresearchteamsandtransportprofessionalsto further develop these guidelinesspecifically for the City of Kigali. TheseguidelinesshouldthenbemaintainedbytheTransportDevelopmentteam,andupdatedas frequent as necessary to include latesttechnological innovations in the transportindustry.

The following list shows the guidelinesproposedwithinthisTransportationMasterPlan,andwhilenotcomprehensive,shouldbeconsideredthestartingpoint:-

• Guidance to Road Design andMaintenance

• Informational Guide to GIS andTransportationinKigali

• StreetscapeManualforKigali• Guidance to Intelligent Transport

Systems• DesignandMaintenanceGuidelinesfor

HighwaysStructures• CarParkDesignandStrategyinKigali

Guidelinesshouldbepreparedasandwhennecessaryastheneedsforthesedocumentsare contextual anddependshighlyon theneedsoftheCityasitgrows.

Road Construction and Asset Management Strategy

Kigali has not previously been ableto allocate sufficient resources to themaintenanceoftheroadsintheCity.Figure5.16 shows howdeterioration coccurs. Byprovidingtimelymaintenance,costscanbekepttoaminimum.

In this section, a brief discussion on roadcapacity,roadconstruction,recommendedparking guidelines and alignment designwillbegiven.

In this section, a holistic approach toasset management is also provided.Traffic management methods such asIntelligent Transport Systems (ITS), TrafficSafety Education and TrafficManagementAdministrationarediscussedandidentified.Thesemethods should be adopted in theframework to identify the capacities oftheroads,managingtrafficflow,urbancarparks, environmental and serviceability

levels of the transit network and thedispersion and diversion of road traffic toalleviatecongestion.

It is recognised that the TransportationMaster Plan is to give recommendationsand while these guidelines are beingprepared,theTMPwillprovidesuggestionson themaintenance of the road network,includingstreetfurnituredesign.FollowingtheDesignofRoadNetworkintheprevioussection,AppendixAshowshowthecontext-sensitive solutions can be applied for theconstructionandmaintenance.

Themethodsarediscussedinthisstrategyand are not comprehensive; detailedguidancewill need to be provided by theCityasitisacase-to-caseanalysis.Howeverby identifying methods such as TransportImpactAssessmentsandTravelPlans theycanbeusedtohelpwiththetrafficsituationinKigali.

Figure5.16 TypicalDeteriorationCurves

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Figure5.17 ProposedRoleoftheLandTransportInfrastructureDivisionofKTA

Role of the Land Transport Infrastructure division of the Kigali Transport Authority

Identify schemes o Identify needs for schemes based on

local plans, transport objectives and

o Assess sustainability factors, such as economics, environment, safety, social integration etc

o Obtain Design Data: travel demand, required levels of service, existing transport problems on proposed scheme corridor

o Assess future situation: committed and proposed land use along corridor, transport related problems, future travel demand

Discuss with Stakeholders o Discuss the objectives with the

public, stakeholders from the public and private sector such as governmental bodies, property developers

o Identify opportunities and constraints and potential solutions

o Identify potential stakeholders and sources of funding

Prepare feasibility studies o Review policy instruments,

investigate feasibility of two or more

solutions and their impact on the City

o Appraisal using tools and procedures

o Transport Model and Traffic Impact

Assessment

o Environmental Impact Assessment

o Cost-Benefit Analysis, taking into

account implementation, operation,

maintenance, and enforcement

o Integration with GIS database

o Public Consultation and Appraisal

o Procurement of funding

Approval of Scheme

Detailed Design and Tender Process

o Revision of solution based on funding

o Procurement of additional funding if

required

Management of Construction o Implementation of Programme

o Construction Supervision

o Resolution of Issues due to

Construction (Geometric Design,

Social Issues such as noise control)

o Management of Contracts (Main

Contractor, Sub-contractors)

o Financial Obligations

o Transition of Handover to the

Authority Responsible for the

Maintenance

Evaluate and Monitor o Evaluate and Monitor the Efficiency

and Effectiveness of the solution

o Using the budgets allocated for

operation and maintenance, ensure

that the operational objectives are

achieved

o Procure additional funds where

required, or reallocate funds to

finance additional schemes

5.5.1 RoadConstructionStrategy

In this section, the importance of havinga standardised road construction setupis explained. A framework for executingthe strategy is discussed. The sciencebehind the concepts is briefly explained,and key requirements are provided fordevelopmentofthelocalroadconstructionstandards.

Proposed Framework for Constructing Roads

The construction of roads, if built tointernationally recognised standards,will ensure the roads serve its intendedlife without failure. To ensure that theroadsarebuiltasrequiredandatatimelyprogress,theLandTransportInfrastructuredivision of the Kigali Transport Authorityneeds to monitor, set goals, determineschemes and construct these roads. Theirrole is to manage the project, startingfromtheschemeevaluationallthewaytoimplementationandmonitoring.

ThebasisoftheproposedroadnetworkistheGISdatabasepreparedforthispurpose.In this, the proposed Land TransportInfrastructuredivisioncanpreparealistofschemes that are either essential or non-essential. They will then need to discussthisfurtherwithpotentialstakeholders,forexampleRTDAandRMF,whomayprovidefunding.Bydeterminingsourcesoffundingand getting approval for the conceptualschemes,thesemaythenbeprogressedtothenextstage.

Atthefeasibilitystage,theproposedLandTransport InfrastructureDivisionwillneedto progress with feasibility studies, whichinvestigates the alignments, possible

benefitsandliabilitieswhichmayoccurfromthese alignments. They will also need toinvestigatecosts,andpossibleconstructionmethodologies, etc. At this stage, publicconsultation is necessary to determinethe impact of the scheme on the people.The results of the feasibility study willformthebasisforapprovingtheproposedroadscheme,whichwillbe fundedbythestakeholders,theCity,andpotentiallyfromtheprivatesector.Thereareopportunitiesforbuild-operate-transfer(BOT)setupsformajorroadssuchasthehighurbancapacityroadstominimiserisksassociatedwiththeconstructionofhighwaysandroads.

Inthedetaileddesignstage,theproposedLandTransport InfrastructureDivisionwillbe in charge of the tender, awarding ofcontract,andexecutionofscheme. In thisrole,theywilleitherdesigntheroadschemein-house,orappointanexternalconsultant.It is recommended that the roads bedesigned to international standards(further explained in this section), so thatanyconstructionofnewroadswillbeableto last longerwith littlemaintenance. It isimportant that proposed Land TransportInfrastructure division maintains a teamthatensures that roadquality isbuilt toaminimumstandard.Thesameteamcanbeanin-housedesignteam,andcontinuewithdevelopingroadstandardsfortheCity.

In the final process, a Road Maintenanceteam working under the Land TransportInfrastructure Division will take over thebuiltroadsintotheirpurview.Theirroleistomaintaintheroads,streetfurniture,andtraffic systems during their proposed lifecycleandtoreplacethemwherenecessary.

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Figure5.18 ExampleofUtilitiesandtheirLocationinPavement

Streetscape Design Manual

A street scene design manual isrecommended for a consistent streetconstruction within Kigali. Visual richnessand diversity of street characters cancreate a very walkable environment. Bystandardising its design, the character oftheCitycanbepreservedthroughoutandreduceconstructioncostsbyselectingfromastrictsetofpalettes.

A streetscape design manual should beprepared by landscape architects, withsignificantinputsfromtrafficconsultants.

The design of a street should be all-encompassing, from the selection ofmaterial for surfaces to street furnitureto pedestrian crossings. Without carefulplanning, a street may end up withsignificant clutter and unnecessaryoverdesign.

Theproductionofastreetscapemanual isnecessarybutnotcritical.Wherepossible,the existing guidelines on streetscapeshould be used and adopted with theview that a localised version using locallyavailablematerialsbeprepared.Ataskforceneedstobesetuptodecidethedirectionofdesign,andapplythisinKigali.

The use of roadside furniture such asbenches, plantings, etc play an importantpart in the urbanised areas, as they canhelpshieldthepedestriansfromtraffic,andthereforeindirectlylowervehicularspeeds.

As previously discussed, the speed of thevehicle isprimarily influencedbyvisibility,rather than set limit. For example, in theUK, it was found that where forwardvisibilitywas reduced, theaveragevehiclespeedsreducedaswell.Thisisparticularlydesirable in areas with high pedestriancontent, as it means that vehicles willnaturallyadapttoitsenvironment,creatingsaferurbanroads.

Theexampleshowshowvehicularspeedisaffectedbylowervisibilitysplaysbymeansofusingstreetfurniture.Theexamplescanbe easily adapted inmany differentways,which, in addition toproviding aesthetics,provide directional guidance to trafficflowinginthecarriageway,theBRTvehiclesin the dedicated lanes, pedestrians alongfootpaths, bicyclists on the track, andstreetvendorstoconductasafeoperatingenvironment.

Street lighting works to provide a saferenvironment for both pedestrians andvehicles. It illuminates the road rights-of-way,whichfirstandforemostalertsdriversof obstructions, pedestrians and vehiclesin the road. Its second most importantuse is toprovidea saferandmore secureenvironment for pedestrians at night, asfewercrimesoccurinwell-litareas.

Improper lighting design in cities aredetrimental, and therefore a lightingspecialist is required in the infrastructureteam to advise on the basic designparameters of luminous intensity, thecontrast, glare, light uniformity over thepavements andaesthetics. Theplacementofstreetlightingisalsocritical.Ingeneral,aguidelinethatisproposedforthecorridorsbased on the level of clarity and visibilityrequired is a minimum illumination of 18LUXwithanaverageof35LUXatanypointon the corridor. This increases in areasof higher accident records or with highpedestrianfootfallandatintersectionswithhighlevelsofpedestrian-vehicleconflicts.

Intheinterestofmanagingtheseassets,itisimportanttohaveafunctionaldatabasewhichrecordstheexistingstreetfurniture,as mentioned above. This can then beexpanded to include every new build, forexampleifanewstretchofroadislighted,the make, installation date, contractorinvolved and status need to be recordedformaintenance purposes.While it is notnecessary to take into account existingstreet furniture such as bins, it may beuseful to record any new ones to aid thecollectionofrubbishbythecontractors.

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Figure5.19 ProposedFrameworkforTrafficImpactAssessments

Planning Approval Application Rejected

Developer submits Planning Application

Traffic Impact Assessment not

required

Planner examines all other

documents, such as environmental impact, flood risk,

land use

Traffic Impact Assessment

required

Consultants prepares TIA based on agreed scope of works and

analyses the following:-

•Traffic Forecast•Trip Generation•Traffic Impact•Road Safety and Conditions•Vehicle Parking •Non-MotorisedTransport Infrastructure•Public Transport Infrastructure•Improvements required to accommodate development•Investment and funding•Proposed Contributions to Infrastructure Development

Kigali Transport Authority Transport Planning

Team

Submits TIA

Provides Comments and sets Planning Conditions for

Transport

Scope of Works

Discussion

Iterative process

Approval or

Objection Given

5.6 TRAFFICIMPACTASSESSMENT

Atrafficimpactassessment(TIA)isastudywhich analyses the effects of a particulardevelopment’s traffic on the surroundingtransportationnetwork.Theyareimportantinassistingpublicagencies inmaking landuse decisions and evaluate whether thedevelopment is appropriate for a site andwhattypeoftransportationimprovementsmaybenecessary.

Traffic impact assessments are only oneaspectoftransportplanning.

Traffic impact studies should be used asonepieceofseveralkindsofinformationtojudgethesuitabilityofdevelopmentfromatransportationstandpoint.

It is recommended that traffic impactassessments should accompanydevelopmentswhichhavethepotentialtoimpactthetransportationnetwork.

Figure5.19showstheproposedframeworkfortheTrafficImpactAssessment.

WhenaPlanningApplicationissubmittedtotheCity,theplannersdeterminewhetheratrafficimpactassessmentisrequired.Ifoneis required, the planners car refer to theKTA Transport Planning Team,whowouldthen discuss the scope of works with theDeveloper’sTrafficConsultants.

After the analyses are completed, theconsultantssubmittheTIAtotheTransportPlanning Team, where the TIA would bereviewed. Comments on the content areprovided, and the TIA is reviewed basedon the comments. During this period,monetary contributions to the KTA roadsimprovement funds are discussed. Thelarger the impact of the development onthe roadnetwork, themore contributionswouldbeexpected.At this stage, the sizeand type of the development would berefined so that detrimental effects of thedevelopmentcanbeminimised,andwherenecessary, upgrade works for the roadnetwork identified to accommodate theincreaseintraffic.

Once the traffic analyses are completedand planning conditions set, KTA canapprove the planning application fromthe transportation standpoint. SImilarlyif the traffic analyses are not suitable, orif conditions cannot be agreed, and anobjectioncanbemadeonthegroundsthattrafficconditionswouldbeworse.

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5.7 INTELLIGENTTRANSPORTATIONSYSTEMS

Intelligent transport systems (ITS) areadvanced applications which aims toprovide innovative services relating totransport and traffic management andenable road users to be better informedandmakebetter,smarterusesoftransportnetworks.

Road users do not normally have perfectinformationregardingthetrafficconditionsoftheroadnetwork,forexample,ifthereiscongestionintheroads.

To implement ITS in the City, a trafficcontrol centrewould first need to be set-uptooverlookthecity’strafficviaremotecameras and sensors. Figure 5.20 showsan example of the traffic control centrein Singapore. The centre obtains trafficcamera feeds fromalloverSingaporeandconstantly monitors the traffic situationespeciallyduringpeakhours.

In theeventofanaccident,orcongestiononroads,roaduserswouldbealertedusingaVariableMessagingSystem(VMS,showninFigure5.21)whichcouldredirectdriverstotakealternativeroutes.

WiththeimplementationofITSintheCityofKigali,severalaspectsofroadscanalsobecontrolledbythetrafficcontrolcentre,for example traffic lights timings, whichcouldbealtereddependingonthesituationtoeasetrafficconditions(Figure5.22).

There aremany other aspects of ITS thatcan be implemented in Kigali, and wouldrequire adetailed studyasdifferent citiesrequiredifferentapproachestoITS.

Figure5.20 IntelligentTransportSystemsCentreinSingapore

Figure5.21 AVariableMessagingSysteminUse

Figure5.22 SignalArchitectureforExpresswayMonitoringandAdvisorySystem

Figure5.23 SubsystemsthatcanintegratewiththeIntelligentTransportSystems

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6 IMPLEMENTATION PROJECTS AND PROPOSALS

As discussed in the previous chapters,Kigali is in a goodposition toprepare thetransportationsystemstomeetthefuturepopulation and economic growth in theCity.

To kick-start the process of modernisingthe transport systems in the City ofKigali, several catalyst projects have beenidentified.Catalyst projects are thePublicor Private Projects to stimulate urbangrowthanddevelopmentinkeyfocusareasoftheCity.

6.1 DEVELOPMENTPHASING

The development phasing of the catalysttransportprojectsshallbeinalignmentwiththedevelopmentphasingplansproposedintheMasterPlanasfollows:

• In the short-term (2017), the focus oftheCityshallbetoattract investmenttokick-startqualitygrowthintheCity.The target areas fordevelopment arethe City Centre and the City Fringeareas

• In themediumterm (2025), the focuswill be to meet the current housingbacklog and to provide and improvebasic quality-of-life services for thegrowing population. The target areafor development are the suburbantownshipsintheimmediatevicinityoftheCityFringe

• Inthelongterm(2040),thefocuswillbeonlaunchingKigaliasthecentreofUrbanExcellence inAfrica.The targetareafordevelopmentarethesuburbanareas

Figure6.1showsthecatalystdevelopmentprojects which are to be implemented intheshorttomediumterms.

Figure6.1 CatalystDevelopmentProjects(ShorttoMediumTerm)

Short Term (2017) Medium Term (2025) Long Term (2040)

EMPLOYMENT • DevelopmentofKigaliCBD-Phase1

• DevelopmentofGahanga SportsHub

• DevelopmentofAirportBoulevard

• KigaliSEZ- Phase2

• LightIndustrialEstateatGahanga

• NewCBDCoreDevelopment

• NyamiramboFringeCentre

• GahangaRegionalCentre- Phase1(ExpoandBusinessPark)

• KicukiroFringeCentre

• KinyinyaFringeCentre

• KigaliSEZ- Phase3

• GikondoRegeneration(Mixed-Use)

• KimironkoRedevelopment

• GahangaRegionalCentreSubsequentPhase

• Kimironko StadiumRedevelopment

• NderaRegionalCentre

• MasakaRegionalCentre

• RusororoIndustrialEstate

• MasakaIndustrialEstate

HOUSING • Developmentofaffordable housingatAkuminigo andRugarama

• Upgradationofunplanned neighborhoodatKimironko

• DevelopmentofAffordableHousingatKinyinya(OZSubarea)

• Upgradationofunplanned neighborhoodatKicukiro

• Redevelopmentofunplanned areainKimisagaraandGitega

• RSSBaffordableHousingDevelopment

• IncrementalHousinginunplannedneighborhood atKimironko

• DevelopmentofAffordableHousingatKinyinya - Phase1

• IncrementalHousinginunplannedneighborhood atKicukiro

• DevelopmentofAffordableHousingatGahanga- Phase1

• DevelopmentofAffordableHousingatNdera

• Redevelopmentofunplannedneighborhood atKimironko

• Redevelopmentofunplannedneighborhood atKicukiro

• DevelopmentofAffordableHousingatMasaka

• DevelopmentofAffordableHousingatGahanga- Phase2

INFRASTRUCTURE • NyabugogoTransportHub

• ReservationforBRTCorridor

• DevelopmentofSTPinGitikinyoni andGikondo

• DevelopmentofLandfill inNyarugenge

• Nyamirambo- Nyabugogo - NderaBRT(Line1)

• Nyabugogo- GahangaBRTLine(Line2)

• ExtensionofBRTLine1toRusororoIndustrialEstate

• Nyabugogo- KinyinyaBRTLine(Line3)

• Kicukiro- MasakaBRTLine(Line4)

• NewMRTLines

RECREATION AND TOURISM

• NyarugengeHeritageVillage

• LakeMuhaziDevelopment - Phase1

• PotteryVillage

• KigaliCulturalVillage

• KigaliCBDWetlandParkandKimicangaEntertainmentDistrict- Phase1

• AgroTourismValley

• WetlandBiodiversity Park- Phase1

• LakeMuhazi Adventure ThemePark

• KigaliCBDWetland Park- Phase2

• WetlandBiodiversity ParkPhase 2

• FlowerValley

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6.2 CONSTRUCTIONOFKEYROADANDMASSTRANSITINFRASTRUCTURE

To support the catalyst developmentprojects, the following new roads orroad improvement projects are to beimplementedintheshorttomediumterms:

1. Kimironko Regeneration - 3 km + 2.5kmstreetimprovement

2. GikondoRegeneration–2kmofstreetimprovement

3. GahangaIntegratedTownship–21kmofnewroads

4. NderaIntegratedTownship–22kmofnewroads

Inadditiontotheaboveroadprojects,thekey roads and mass transit infrastructureprojects identified in this TransportationMasterPlanforimplementationinthenext5to10yearsarediscussedinthefollowingsections.

6.2.1 RingRoad(North)

The Ring Road project is proposed to bebuiltinthreestages,namelytheNorthRingRoad,theSouthRingRoad,andtheCentralHighCapacityUrbanRoadschemerunningthroughandbeyondtheRingRoads.

The objective of the Ring Road (North)projectistoimprovelocal/peripheralandeastwestconnectivitywithintheCity.

Theprojectscopecovers theconstructionofabout36.7kmof6-lanedualcarriagewayringroad,tobebuiltatacostofUSD112million.

ThiskeyroadwillbeapublicprojectfundedbythegovernmenteitherasaBuilt-TransferprojectoraBuild-Operate-Transferproject.

6.2.2 RingRoad(South)

ThescopeoftheRingRoad(South)projectisessentiallythesameasRingRoad(North).The project involves the construction ofabout 33.2 kmof 6-lanedual carriagewayRingRoad,tobebuiltatacostofUSD101million.

6.2.3 HighCapacityUrbanRoads

The scope of the construction of theproposed High Capacity Urban Roadsproject isessentially thesameas theRingRoad.Theprojectinvolvestheconstructionofabout45.8kmof6-lanedualcarriagewayroad,tobebuiltatacostofUSD214million.

Figure6.2 ProposedImplementationProject-HighCapacityUrbanRoadsandRingRoadsScheme

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Figure6.3 ProposedImplementationProject-BusRapidTransitScheme

6.2.4 ImplementationStudyofBusRapidTransitLinesandTransportHubInfrastructure

BRT Line Implementation Study

TherearetwoproposedBRTLines(refertoFig.6.8) intheTransportationMasterPlanidentified for construction in the short tomediumterms.ThetwoBRTlinesare:-

• Nyabugogo-GahangaLine• Nyamirambo-Nyabugogo-NderaLine

TheNyabugogo-GahangaLineis19kmlong,and is estimated to cost USD 272million.TheNyamirambo-Nyabugogo-NderaLineis26.2kmlong,andisestimatedtocostUSD230million.

A proposed link is to be constructed atthe Amahoro stadium connecting to theNyabugogo-Gahanga Line. In the future,this link will form part of the Kimironko-MasakaLine.

These proposed BRT lines are potentialPublic-PrivatePartnershipprojects,wherethe public sector would construct theinfrastructure for the BRT lines includingproviding the BRT buses, and a privateconsortium or company would be givenconcessionby the government to operatetheBRTsystem.

Public Parking Provision and Removal of On-street Parking

An initiative to remove on-streetparking along these BRT lines would beimplemented.

This is inlinewiththeproposaltoprovideoff-streetpublicparkingintransporthubs.

The BRT feasibility study will include adetailed traffic study to determine thebest locations for public parking so thatinterfacing between the private transportandpublictransportismaintained.

Transport Hubs

During the initial operation of the BRTsystem, four transport hubs would besufficient to service the BRT lines for thetimebeing.

Thecentralhubsarerequiredastheywouldbegoodlocationsforcommercialzones.

Therewouldalsoneed tobeahubat theCBDzone.

Lastly, one hub would be required in anindustrialzonetoserveasthemaintenanceandservicehub,and inthiscase, itwouldbelocatedontheCBD-Rusuroroline.

AttheCBD,itisproposedthattheexistingNyabugogo bus terminal be re-developintoanintegratedregionaltransithub.ThispresentsanopportunityforthedevelopersanddesignerstodoafirstintegratedtransithubinKigali.

ThescopeoftheNyabugogoredevelopmentprojectwillinvolvesthere-developmentofa2.4hasiteintoanintegratedTransitHubwith a basic inter-city bus terminal andintegratedBRTInterchange.

Theproject is estimated to costUSD3.05million,andcanbeimplementedasapublicprojectorviaapublic/privatepartnership.

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6.2.5 JunctionImprovementandDevelopmentProgramme

The Master Plan requires many newjunctions to be constructed as part ofthe upgrading and improvement of theoverallroadnetwork.Thecurrentsituationregarding junctiondesign is thattherearenostandardstofolloworcapacityanalysiscarriedout. This situationwill cause long-lasting problems if allowed to continuewhen such wide spread expansion of theroadnetworkisplannedfor.Whilst some of the critical junctions havebeen identified no actual solutions arebeing proposed as part of this masterplan. Instead what is being proposed isthatfurtherstudiesareundertaken.Theseprojects would have a much wider scopethansimplysolvingthetrafficproblemsatspecific locations. Instead they should beprojects to further the design standardsusedinKigalifordevelopingjunctions.Theyshould give guidelines on low cost designsolutionsapplicableforKigali.

Many of the standard design solutionsemployed in other Countries such asSingapore and wider Europe are cannot be directly applied to Kigali due toinfrastructuredemandandcost.

TheseprojectsshouldbepartofanongoingprogramtoimprovetheroadsinKigali.Anexample of the benefits of having theseprojectsaspartofanongoingprogramcanbeseenintheimplementationofIntelligentTransportSystems.Whilstseverallocationshavehad ITS equipment installed in Kigalicurrently this has not been carried outas part of a wider strategy as it usesbespoketechnologywhichwilllimitfuturedevelopment particularly in terms ofsystemsintegration.

Low cost solutions will likely improve thecurrent situation at many junctions andultimatelyproduceasetofdesignstandardsto follow for the continuing expansion oftheroadnetwork.

Figure 6.4 identifies several locations forjunctions that require some immediateimprovement. These would be goodlocationstostartthisprogramme,astrafficimprovement at these locations wouldgreatly help the city. These would formdemonstration projects for initiating theprogramme of improvement of junctiondesigninthecity.

Figure6.4 LocationsforJunctionsearmarkedforImprovements

Junction Name1 RwandaDevelopmentBoard2 Gisimenti3 Remera4 Giporoso5 Kimironko6 Sonatube7 Rwandex8 Kicukiro9 Nyabugogo10 Nyabugogo211 Placedel'Unite Nationale

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Manynewjunctionssuchasmini-andsmallroundabouts and teardrop roundabouts(Figure6.5andFigure6.6)havenowbeenimplemented extensively in Europe andUnited States and found to have a lowaccident incident rate, while maintainingroadcapacity.Aspartoftheimprovementprojects a development team should besetup tooversee installing such junctionsandmonitorthedemonstrationprojectstodeterminetheeffectiveness.

It is important to note that the processshould have immediate start, as the timeto obtain and examine the results of thejunctionsareaminimumof6months,withdata collection continuing at least 3 to 5yearsafterconstruction.

In conjunction with this programme ofprojectsaprojecttoexploresettingupanITS Centre in the City should be initiated.This will to regulate the traffic flow andmonitor the signal timings at all thesignalised junctions in theCity to improvetrafficcirculationand the levelof servicesof these junctions especially during themorningandeveningpeakhours.

Figure6.5 Mini-roundaboutintheLurgan,NorthernIreland

Figure6.6 DoubleTeardropRoundaboutProposal,KeystoneParkway,UnitedStates

Figure6.7 ProposedGisimentiGatewayJunction

Figure6.8 ProposedGisimentiGatewayJunction(differentperspective)

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Implementation of a Traffic Impact Process

FromtheprocessofdevelopingthisMasterPlan it is clear that currently no planningconditionsarebeingtiedtodevelopmentsintermsofroadimprovements.DuetothefastpaceofdevelopmentinKigalimanynewprojects are being initiated and approvedeverymonth.Recommendationshavebeenmadeelsewhereinthisreportwithregardsto setting up a long term process for thedevelopment of a TIA procedure howeveritisclearthatsomeactionisrequiredintheinterim. Development projects are beingapproved without any direct involvementfrom RTDA or the Ministry of Transport.Thiscouldleadsituationwherethroughlackofcoordinationthatdevelopmentprojectsareapprovedwhereinfrastructureprojectsareplanned,orviceversa.

BeginningtheprocessofTIAcouldbeusedasatooltocatalysethecrossco-ordinationbetween the various stake holdingauthorities. The development of thisprocessisinthebestinterestofallpartiesastherearepotentialdirectbenefitsforallinvolved.

The final structure and work flow for theprocedure should be developed as partof a specific project to develop the TIAprocedure. It is important that this isdeveloped as a joint project with RTDAandtheMinistryofTransporttoenurethatall parties will give their buy in. A directbenefitfortheOneStopCentreisthatthetraffic assessment could be reviewed byengineers from RTDA reducing the manpowerrequirementsandworkpressures.

Additional information on TIAs can befoundinAppendixC.

Figure6.9 SIDRAJunctionCapacityAnalysisforuseinTrafficImpactAssessment

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PotentialCarParkSite

ExistingCarParkSitetobeexpanded

PossibleRetailandCommercial

PossibleHotelsandAccommodation

PedestrianConnectivitytoFoodandRetail

PedestrianConnectivityto

Hotelsetc

ExistingFoodandRetail

PartialPedestrianisation

Legend

FullPedestrianisation

Figure6.10 ExampleSchematicforPedestrianisationofNyarugengeMarket

6.2.6 Pedestrianisation

NewUrbanistmovementsinUSandEuropehave pushed for the pedestrianisation ofcommercialareasincities.Thedrivingforcebehind this is the importance of peoplein these centres instead of cars, whichcontributelittletothecityscape.

It is clear when examining the transportstatisticsforKigalithatwalkingisbyfarthemostcommonformoftransport.Thereforepedestrianfacilitiesshouldbeprioritisedinthe city. In Kigali, theNyarugengeMarkethasbeenidentifiedastheideallocationforpedestrianisation,dueto itsheavyfootfallanditslocationnearthecommercialcentre.

A Pedestrianisation plan will need to beprepared to accommodate all the needsof the residents and commercial tenantsthere,forexample,whileclosingthestreettocarsisasimpleidea,goodsdeliverytothemarketplacewouldstillneedtotakeplace,andcanbemaintainedifgoodenforcementis provided (i.e. delivery vehicles withstickersmayenterthepedestrianzone,orcul-de-sacroadarrangementstodeterrat-runs).

Fig. 6.13 shows an example of how thepedestrianisation of Nyarugenge Marketcanbedone.

Car parking sites are provided on bothends of the pedestrianised streets. Thepartial pedestrianisation would still allowvehiclestotraveldowntheseroutesbutallcarparkingspaceswouldberemovedfromthese stretches. The full pedestrianisedstreetwouldbanallvehiclemovementsandcreateastreetthatwouldbeconduciveforstreetcommercialefforts,suchasanopensquarewithfoodstallsandtouristshops.

Pleasantpedestrianconnectivitywouldbeprovidedbetweenthemarketandplacesofinterest,forexampletheexistingLeGaletteSupermarketandCafewestof thesite,orthehotelstothesoutheastoftheMarket.

Thepedestrianisationofthestreetswouldalsoallowregenerationoftheexistingretailand commercial buildings, for examplerenovations to accommodatemore shopsandrestaurants

Forthewiderimprovementoffacilitiesforpedestrians across Kigali, efforts shouldnot solely focus on pedestrianisation. Theprovision of proper walking and crossingfacilities in concert with some controlon kerb side parking would give a vastimprovement for pedestrians without theneed for large scale investment. Howevermanyofthepotentialhurdlesforimprovingand implementing such schemes are notsimply construction, theyarepolitical andlegal.

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6.3 REORGANISATIONOFTHEPUBLICTRANSPORTINSTITUTIONSANDMANAGEMENT

The establishment of the Kigali TransportAuthority is crucial to spearhead theimplementation of the catalyst transportprojects in the short to medium terms.Thishasbeenemphasizedanddiscussedatlengthinthepreviouschapter.

The key responsibilities of the PublicTransport Authority are summarizedbelow:-

• Formulate regional transportationpolicy

• Formulate integrated transportationplanning, including road networkdevelopment, railway (mrt)development, traffic managementand public transportation systemmanagement

• Implement integrated transportationplanningandprograms

• Issue licenses and control publictransportationwithbus route license,public transport business license, busterminaldevelopmentpermission,andsoon

• Managevehicleregistrationoperationandtaxation

• Manageon-streetparkingoperation• Providepublictransportservices,such

as trunk bus,minibuses, railway,mrt,brt

• Carry out traffic managementmeasures, such as, road pricing, parkandride,andparkandbusride.

6.3.1 EstablishmentofPublicTransportExecutive

Proposed functions and organizations

AsdiscussedinChapter5,aregionalPublicTransport Executive is a vital factor toexpediteandimprovepublicbustransportservicesacrosstheCityofKigali.ThePublicTransport Executive will be under thestructureoftheKTA. Itwillbeestablishedas autonomous statutory agency to plan,manage and control the delivery of busservicesacrosstheCityofKigali, includingtheBRTnetwork.

The KTA sets the Urban Transport Policy(UTP) across the region and executeprograms and projects in the KigaliTransportationMasterPlan.StrategicpolicyguidesthePublicTransportExecutiveinitsoperation and determines the strategicnetwork development plan and businessoperation plan. The Public TransportExecutive will manage and enforce busoperator contracts. Contracted busoperators will hire drivers and run buses;theExecutiveitselfdoesnotdirectlycarryoutbusorpublictransportoperations.

ThePublicTransportExecutivewouldalsoactasthesystemmanageroftheproposedBRT system (including intermediateand connected feeder routes) andfunctions commerciallywith the followingresponsibilities:-

Figure6.11 ConceptualFrameworkofBRTManagementandOperation

• Controlanddeliverservices, includingintermediate and connected feederbusroutes

• Ensure smooth operation of BRTsystemsacrossdistricts

• Incentivise services to maximizebusinessandoperatingefficiency

• No operation loss-compensatingsubsidy, while a “user-subsidy” canexist in a commercial operation asit recognises the commercial cost ofcarryingthepassenger

By operating commercially, the Executivecanaimtobefinanciallyindependent,andat the same time ensure that operationscanrunefficientlyandeffectivelytoachieveprofitability. By identifying its roles in themanaging public transport, the Executivecanbetterplanitsworks:-

RoleofthePublicTransportExecutive

• Planroutenetworkdevelopment• Generatepatronageandbuildrevenue• Ensurefinancialperformance• Managesystemefficiencyandcosts• Managefarecollectionandimplement

farepolicy• Manage and enforce bus operator

contracts• Beresponsibleforcustomerservice• ManagePR,marketingandpromotion

Table6.2 summarizes the functionsof theKTA,PTExecutiveandthecentralandlocalgovernments.

The roleof thePTE is carriedout throughthefollowingfunctions:-

1. Develop and implement the RevenueandMarketingPlan

2. Financial and AdministrativeManagement

3. Benchmarkingsystemcostrecovery4. Maintaininfrastructureandsystems5. Assess/analyze&managerisk6. Managebusoperatorcontracts

Physical infrastructure developmentincluded in the Kigali TransportationMaster Plan will be financed through theKTA. However, the detailed engineeringdesign, procurement of contractors,constructionsupervisionwillremainunderthe responsibilities of respective centralandlocalgovernmentagencies.

Intheinterim,theestablishmentofaPublicTransport System Manager will assist inthedevelopmentandreorganisationofthepublic transportsystem,which is requiredprior to the development of the masstransitcorridors.

The following section discusses howthe establishment of a Public TransportSystemsManager can be implemented intheinterimaspartoftheshort-termplansfortheCity.

ContractedBusOperatorsIncentivetooperateefficientlyundersustainable

businessmodel

PublicTransportExecutiveAutonomouswithincentivetomaximisebusiness

andoperatingefficiency

KigaliTransportAuthority

TransportAuthoritysetsgoalsanddefinespolicy

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Sector Sub-sector

Bus Rapid Transit (BRT) General Bus Transport

BRT

Intermediate bus

connecting BRT

Inter-city between

Province Bus Services in

Kigali

Intra-city Bus Service (General)

Planning

Strategic transport & urban development planning KTA KTA CG/KTA LG/KTA

Planning route networks and development services KBA KBA LG LG

Strategic service planning, bus/railway integration KTA KTA CG/KTA LG

Planning Public Transport Infrastructure Development KTA KTA CG/KTA LG

Regulation

License and permit approval KTA KTA CG/RURA LG/RURA

Administrative & Technical Standards, Minimum Service Standards and Guidelines CG/KBA CG/KBA CG LG/CG

Fare policy KTA KTA CG/RURA LG/RURA

Finance

Financial Arrangement for Business Operation (facilitate loan, subsidy) KTA - - -

Financing bus fleet procurement KTA LG/KTA CG/LG CG/LG

Fare/ MarketingDevelopment of Fare Collection System (ticketing system) KTA KTA CG/LG LG

Marketing/Promoting Public Transportation Services KBA KBA Operator Operator

Infrastructure Development

Financial planning, budgeting and procurement(Procurement can be delegated to L/G and/or KTA) KTA KTA KTA LG

Infrastructure Development (Construction)(Construction can be delegated to L/G and/or KTA) KTA KTA CG/LG CG/LG

Construction Supervision & Technical Inspection(Supervision and inspection delegated to KTA and/or LG) CG/KTA CG/KTA LG LG

Asset Management

Land LG LG LG LG

Base infrastructure LG LG LG LG

Upper infrastructure (facility) (bus terminal, bus station) KBA KBA LG LG

Fleets and equipment KBA KBA LG LG

Contract Procurement (contract with bus operator) KBA KBA - -

Operation and Maintenance

Operation and Maintenance of the Infrastructure constructed by KTA LG LG

Truck (routine/periodic maintenance, rehabilitation), barrier, marking KBA - - -

Bus station (access pedestrian bridge) KBA - - -

Control center (intelligent transportation system) KBA - - -

Operation and Maintenance/Management of Facilities and Equipments LG LG

Fleet maintenance KBA Operator Operator Operator

ITS (bus location system, etc) KBA - - -

Business Operation

Business Operation KBA KBA Operator Operator

Fare collection KBA KBA Operator Operator

Revenue management KBA KBA

Fleet operation: operating bus Operator Operator Operator Operator

Evaluation Business operation and performance evaluation KTA KBA CG/LG LG

Law Law enforcement Police Police Police Police

Table6.12 FunctionsofKTA,BRTagencyandGovernments

Figure6.13 ProposedOrganizationalStructureofPublicTransportExecutive

6.4 THEWAYFORWARD

There are many potential issues andchallenges faced by the City of Kigali inthe implementation of the TransportationMasterPlantosupportthecatalystprojectsandotherlongtermdevelopmentprojectsproposed in the Land UseMaster Plan inthe short,medium and long terms. SomeoftheexistingIssuesandchallengesareasfollows:

• Need to effectively and efficientlycontrol transportation issues in thethree Districts, namely Nyarugenge,GasaboandKicukiruDistricts

• Needtohaveawell-co-ordinatedandwell functioning institution effectivelyequippedwithtangibletransportationpolicyandinstruments

• Needtoacquirelandtocarryoutroadwidening projects tomeet the futuretrafficdemand

• Need to secure funding to implementthecatalysttransportprojects

• Need to build capacity of the CityOfficials in implement the catalysttransportprojects

• Lackofcleardesignstandardstofollow

It is importantthatthe implementationofthe transport catalyst projects is carriedoutaccordingtothedevelopmentphasingplaninaachievableway,especiallyintermsof land acquisition. All the proposed newroads and road widening projects fromthis Transportation Master Plan must besubject to detailed alignment study tocomplywiththeroadgeometrydesignandsafetystandards,whileminimisingthelandtakeandtheneedforlandacquisitionasfaraspracticable.

While it seems daunting to clear all theabovementionedhurdlesintheshortterm,theCityofKigaliisblessedwiththebackingof a transparent government with stronggovernance and political will tomove thecountryforward.

With the right institutional set-up,government/private funding, trained Cityofficials and strong supportof theMasterPlan from the people from the threeDistricts,theCityofKigaliiswellpositionedto be able to implement the catalystdevelopments including the transportprojects which will move the City aheadofotherAfricancountriesandachievethevisionandgoalssetoutintheMasterPlaninthelongterm.

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High Capacity Urban Roads

Bus Rapid Transit

Link Roads Bus RoutesCommercial

StreetsResidential

StreetsRural Road

Description

Maximum Speed Limit 90-120kmh 75-90kmh 40-75kmh 75-90kmh 40-75kmh 40-75kmh 30-60kmh 30-40kmh 30-40kmh 75-90kmh

Desirable Road Reserve Width 37-44m 34-37m 34-40m 34-37m 28-37m 22-27m 27m 27m 18-22m 18-22m

Typical number of lanes per direction 2-5 lanes 2-4 lanes 2-3 lanes 2-3 lanes 2-3 lanes 1-2 lanes 1-2 lanes 1-2 lanes 1-2 lanes 1-2 lanes

Minimum Carriageway Width 3.5m per lane 3.5m per lane 3.5m per lane 3.5m per lane 3.5m per lane 3.5m per lane 3.5m per lane 3.5m per lane 3m per lane 4m per lane

Median Width 4m 1-4m 1-4m, 7 @ station 0.6-4m 0.6m 0.6m 0.6m 0.6-2m - -

Hard Shoulder 3m - - - - - - - - -Easement / Verge 2.5-6m 2.5-6m - - - - - - - 2-3.5m

Footway - - 1.5m min 1.5m min 1.5m min 1.5m min 2m min 2m min 1.5m min -Cycleway - - 1.5m min 1.5m min 1.5m min 1.5m min 1.5m min, or omit 1.5m min, or omit 1.5m min -

Planting Strip - - 2m 2m 2m 2m 2m 2m 2m -Vehicular Crossovers No No No No No No Yes Yes Yes Yes

Traffic Calming No No No No No No Yes Yes Yes -On-street Car Parking No No No No No No No Short-term Yes -

Bus Access Yes Yes Yes Yes Maybe Maybe YesBus Stations - Maybe Maybe Yes Maybe Maybe Yes

Bus Rapid Transit Lanes - - Yes - - - - - - -Bus Rapid Transit Stations - - Yes - - - - - - -

Mass Rapid Transit - - Yes - - - - - - -

Statutory Services In Verge In Verge In Planting Strip In Planting Strip In Planting Strip In Planting Strip In Planting Strip In Planting Strip In Planting Strip In VergeLighting Required Yes Yes Yes Yes Yes Yes Yes Yes Yes

Major Arterial Roads

CBD Thoroughfare

Minor Arterial Roads Collector Roads

Not Recommended

Public Transport

TypesTrunk Roads

Other Information

Not Recommended Not Recommended

Design Speeds & Geometry

Geometry Design to International StandardsStreet Dimensions

A PROPOSED ROAD CROSS-SECTIONS AND DESIGN DIMENSIONS

Table A.1 shows the application of these facilities for different cross-sections. Additional cross-sections may be developed to suit a particular situation, for example dedicated BRT lanes only.

Table A.1 Proposed Design Guide (to be adapted by Local Transport Engineer)

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Road Network Plan - Proposed Hierarchy MatrixHigh Capacity Urban Roads– Trunk Route


Road Network Plan - Proposed Hierarchy MatrixMajor Arterial– BRT link

Vehicle-centricMed Social Interaction

Road Network Plan - Proposed Hierarchy MatrixMajor Arterial– MRT


Fig. A.2 High Capacity Urban Roads - Trunk Route

Road Network Plan - Proposed Hierarchy MatrixMajor Arterial– Trunk Route


Fig. A.3 High Major Arterial - Trunk Route

Fig. A.4 Major Arterial - BRT Link Fig. A.5 Major Arterial - MRT Link

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Road Network Plan - Proposed Hierarchy MatrixMajor Arterial– CBD Throughroutes


Road Network Plan - Proposed Hierarchy MatrixMinor Arterial– CBD Throughroutes

People-orientedMed Social Interaction

Road Network Plan - Proposed Hierarchy MatrixMinor Arterial– Bus Routes

People-orientedMed Social Interaction

Road Network Plan - Proposed Hierarchy MatrixMinor Arterial– Commercial Roads

People-orientedHigh Social Interaction

Fig. A.6 Major Arterial - CBD Through Routes Fig. A.7 Minor Arterial - CBD Through Routes

Fig. A.8 Minor Arterial - Bus Routes Fig. A.9 Minor Arterial - Commercial Roads

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Road Network Plan - Proposed Hierarchy MatrixCollector– Residential Streets

People-orientedHigh Social Interaction

Road Network Plan - Proposed Hierarchy MatrixCollector– Rural Roads

People-orientedLow Social Interaction

Fig. A.10 Collector Road - Residential Streets

Fig. A.11 Collector Road - Rural Roads

Fig. A.12 Example of Context-specific Solutions to Streetscape (Bottomley Design and Planning)

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B ROAD DESIGN CONSIDERATIONS

Pavement Maintenance

The Road Gazette document identified the responsibilities, management, maintenance, financing and roads development for the National Roads.

Article 6 states that the management and maintenance of the National Roads shall be under the jurisdiction of the Rwanda Transport Development Agency, and works meant for national roads maintenance and development shall be funded by the Government. City of Kigali has the responsibilities as regards to the routine maintenance of the part of the national road passing over it and its surroundings.

From the above, CoK is responsible for maintaining the national roads within Kigali and its surroundings. The surroundings have not been defined and need to be determined. Additionally, the Government will fund the maintenance works. CoK and the Rwanda Transport Development Agency will need to liaise with one another to standardise and coordinate work.

Article 7 defines the capacity of the Government to request construction of roads by private entities. This is in line with many government laws where private developers are to upgrade/build roads for their development to ensure that the roads are to acceptable standards based on the estimated level of use of the particular roads.

Article 8 explains that the District Roads are under the purview of City of Kigali. Management and maintenance of the Class One roads will be part of the CoK’s jurisdiction.

The Road Maintenance Fund will fund the maintenance work, and the Government will fund the development works for Class One roads.

The Class Two roads within the Districts and City of Kigali will be managed, rehabilitated, maintained and developed by the Districts and City of Kigali themselves using the funds allocated to them.

Article 9 describes the arrangement for the management, rehabilitation, maintenance and development of specific roads. The jurisdiction of these roads fall to those in charge of their management, and these may make special agreements with ‘special companies’ (undefined) charged with the maintenance of the road (or part of it).

Article 11 discusses the means of providing technical and service standards for Rwanda via a Ministerial. Article 13 states that any person responsible for supervising road works may delegate part or whole of his/her powers in accordance with legal provisions and regulations governing public works supervision.

Based on the above, it can be seen that the law has made provisions to delegate responsibility and funding via a legal mechanism. In this Master Plan the proposal is for the Land Transport Infrastructure division of Kigali Urban Transport Development to manage the roads as per Article 8. They will then need to liaise with RTDA. As outlined earlier in the first section, the funding of roads may be provided by private entities/developers as defined in Article 7.

It is therefore important that the road database includes for the road construction, conditions and dimensions of roads as this will help guide the Land Transport Infrastructure division to better manage the roads.

Structural Road Design/Pavement Design

Roads in the modern sense are paved roads. The typical pavement construction is as shown in Fig. A.1.

The pavement structure depends on the geotechnical conditions of the road, its life expectancy, and the design traffic quantum. The thicknesses of the base and sub-base normally relate to the quality of the underlying ground, as their primary function is to spread the load from traffic into the ground.

The surface course is the interface between the vehicles and the road. It provides friction, which keeps vehicles on the road, and protects the underlying binder and base courses. However, due to its role, it is constantly subject to wear and tear, and weather, which eventually wears it out. The surface course requires constant maintenance, and if properly designed and built, maintenance needs only take place in ten-year intervals or more.

Due to the surface course’s role, it is subject to constant replacement. The binder course supports the surface course and transmits loads into the base course. As tarmac roads are flexible, the surface and binder courses are subject to cracking under pressure. The thickness of the binder course is therefore subject to both the life expectancy and design traffic quantum of the road.

Fig. B.1 Construction Makeup of Typical Road

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Geotechnics and Drainage Considerations

Article 28 of the Rwanda gazette discusses the water drainage system in the roads. Generally the drainage flow should be designed in such a way that:-• Flowing of the water should not be

impeded by overland obstructions.• Any water that flows on the road must

be routed through well built conduits. • Authorization from local authority is

required for new underground pipes/suspended services.

• Rainwater on roads should be collected by using drainage channels and pipes

• Water/waste water from households must not be directed to public roads

• Private/public fountains should be placed at least 1.8m from edge of roads where possible

Drainage can be achieved in a number of ways: covered or open channels, buried pipes and manholes, and French drains. The choice of drainage depends on the context: in high capacity roads with little pedestrian movements, French drains are suitable both as a soakaway and as a generic way of storing and discharging rain water.

In some situations, the highways drainage systems are used to discharge surface water from adjacent properties; in this case the buried pipes and manholes solution is more suitable as they are purpose-built and therefore can function well with little maintenance. This solution is more expensive than the open channel one, however it can be built below the carriageway, therefore reducing land acquisition and maximising surface usage.

Alternatively, covers can be provided to the open channels, and made to be pedestrian lanes. This however increases the cost greatly, and may not be cost-efficient. The options are provided and it should down to the engineer to select a solution based on needs and cost.

In terms of geotechnics, Article 29 intends to keep the roads free from objects that may damage roads, in addition to ensuring that free passage of the roads by all members of the public is possible. Article 30 sets a minimum slope of 45° for upper and lower slopes of road embankments unless they are made of rock, or if landslides and fall of materials are impossible.

In standard practice, if the ground conditions below the road are sub-standard, a thicker road base needs to be laid so that the road does not sink/settle. This is normally the cause of potholes, where the supporting base of the road is not enough to accommodate for the washing away of soils below the road, causing cracks and other problems.

Cut and fill exercises can help with the geotechnical aspects of highways, and with proper design can ensure that the roads are structurally stable.

Fig. B.2 Drainage Considerations for Road Cross-sections

Fig. B.3 Examples of Earthworks Consideration during Geometric Design

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Geometric Standards and Pavement Construction (AASHTO)

The existing road network is guided by the existing terrain. Some local earth roads are steep and would not meet international standards for acceptable road gradients. This being said, geometric design is one of the key factors that affect road safety.

There are currently no formal Rwandan guidelines to standardise the geometric design of the roads. MININFRA has an intention to adopt American Association of State Highway and Transportation Officials (AASHTO) standards as an interim measure before Rwandan geometric design guidelines are formalised.

Based on the Official Gazette No. 04 of 23/01/2012, it is stated that “A Ministerial shall define the technical and service standards for roads based on the study and research conducted by experts on the entire road network of Rwanda in general.” Hence, it is under the purview of the MININFRA to develop technical and service standards for roads.

In the absence of such technical documents we recommend that the AASHTO design guidelines are used in the interim as per MININFRA’s intentions. Where AASHTO guidelines are difficult to achieve due to topographic constraints, guidance from Transport Research Library (TRL) UK may be used. They have developed more international guidelines compared to AASHTO which may in time be more applicable.

Generally, road geometry involves designing to suit the topography. The design process is iterative. The first step is to select a design speed for the road. In general, 90kph for high capacity roads, 70kph for arterial roads and 40kph for collector roads are applicable. Based on this, the minimum sight distance or visibility i.e. the forward sight of which the road can be seen, is determined. Similarly, the minimum horizontal and vertical radii for the roads can be determined. Using these numbers obtained from design charts, the alignment is checked for compliance.

Where the road is not compliant, the designer can either reduce the speed limit (and ensuring compliance using road signs) or redesign the layout where possible to the proposed standards.

Intersection geometry is equally important, and while it shares many of the key considerations of roads, intersection geometry is highly influential to its capacity and should be designed to international standards.

The designer needs to bear in mind road cambers, superelevation, and road widths, including widening at curves and minimum widths for Rwandan vehicles.

For example, roads need to be laid with a slight gradient (between 2.5-3.0% along roads to ensure that they get drained constantly. This way, puddles will not accumulate and pose a hazard for road users.

Superelevation works in conjunction with road roughness to keep cars on roads and to avoid slippage. The figure shows how superelevation affects a moving vehicle at a bend (see Fig. 4.29)

Similarly, the road widths at curves have minimum radii, which are normally identified in international standards.

These are examples of how road geometry works to keep road users safe. The list is not comprehensive and therefore it is crucial for the City and the Government to establish a standard as soon as possible.

Street Furniture, Road Markings, Traffic Signs and Lighting

One of the key components of road maintenance is the street furniture, which help drivers identify roads and road regulations, and at the same time provide a safer and more comfortable environment for the pedestrians and cyclists.

Street furniture most commonly consists of:- • Traffic Signals – with the ability to

upgrade for transit signal priority• Traffic signs – speed limits, stations,

yields, one-way etc• Pavement Markings – for lane

separation, directional separation, stop markings etc

• Landscaping – Plantings along roadside where space is available

• Stand for Auto Rickshaw and non-motorized vehicles – for access to riders of the transit system

• Garbage cans – to provide an opportunity for people to dispose waste

• Railings / guardrails, channelisers, tree guards etc.

Road markings and traffic signals are key street furniture which are absolutely necessary in any streetscape. However, this does not mean that they cannot be designed to a better standard. For example, the figure shows a very cluttered streetscape which was designed solely according to standards in the UK. The decluttering of the road shown in the following figure shows a cleaner, more understandable and friendlier road, which still complies with standards.

Utility Services

Due to the realignment, some widening, and new lane demarcation, the underground and overhead utilities will be relocated. These utilities include telephone poles, electric poles, transformers, underground cables, water drains, sewage pipelines etc.

It is necessary for the Transport Authority to make records and track all existing utilities and services in their jurisdiction. For example, they will need to liaise with the water authority to identify all existing drains and sewage that pass through public roads, as it may be possible that in future upgrade works, the services may be compromised unknowingly.

At this stage, it is recommended that the proposed one-stop centre make provisions for tracking and recording utilities and services as part of their job scope. This can then assist the LTS in ensuring that the road maintenance would not jeopardise existing services.

Fig. B.4 Superelevation in Rods

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C TRAFFIC IMPACT ASSESSMENT

C.1 TRAFFIC IMPACT ASSESSMENT

A traffic impact assessment (TIA) is a study which analyses the effects of a particular development’s traffic on the transportation network. They are important in assisting public agencies in making land use decisions and evaluate whether the development is appropriate for a site and what type of transportation improvements may be necessary.

TIAs help development planners to:-

• Forecast additional traffic associated with new development,

• Determine the improvements that are necessary to accommodate the new development, such as road widening, construction of a new roundabout, etc.

• Assist in land use decision making. • Assist in allocating scarce resources to

areas which need improvements • Identify potential problems with the

proposed development which may influence the developer’s decision to pursue it, for example inadequate road infrastructure for a stadium development,

• Allow the community to assess the impacts that a proposed development may have.

• Help to ensure safe and reasonable traffic conditions on roads after the development is complete.

• Reduce the negative impacts created by developments by helping to ensure that the transportation network can accommodate the development.

• Provide direction to community decision makers and developers of expected impacts.

• Protect the substantial community investment in the road system.

Traffic impact assessments are only one aspect of transport planning.

The one stop centre, which has a database of the proposed and existing networks, need to utilise this for the purpose of analysing the road network using traffic software such as VISUM and TRANSYT, and at the same time, provide feedback to the planning and development team of the City.

Road development shapes community growth patterns. If there is a lack of understanding of what may happen, the growth of the community may be undermined by unforeseen effects. For example, while expressways were seen as the way of the future, the difficulty for pedestrians to cross expressways have resulted in the division of cities and communities.

Good community growth may therefore be undermined by highway expansion or realignment decisions made at state or federal levels, unless a detailed study is prepared. Traffic impact assessments are focused on the effects of a particular set of developments, but may also provide information relevant to these broader plans and decisions.

In this situation, the TIA studies need to actively involve the proposed one-stop centre and provide feedback and analysis to the city-wide traffic model.

Traffic impact studies should be used as one piece of several kinds of information to judge the suitability of development from a transportation standpoint.

It is recommended that traffic impact assessments should accompany developments which have the potential to impact the transportation network.

Fig. A.1 shows the proposed framework for the Traffic Impact Assessment.

When a Planning Application is submitted, the planners determine whether a traffic impact assessment is required. If one is required, the planners refer to the KTA Transport Planning Team, who would then discuss the scope of works with the Developer’s Traffic Consultants.

After the analyses are completed, the consultants submit the TIA to the Transport Planning Team, where the TIA would be reviewed. Comments on the content are provided, and the TIA is reviewed based on the comments. During this period, monetary contributions to the KTA roads improvement funds are discussed. The larger the impact of the development on the road network, the more contributions would be expected. At this stage, the size and type of the development would be refined so that detrimental effects of the development can be minimised, and where necessary, upgrade works for the road network identified to accommodate the increase in traffic.

Once the traffic analyses are completed and planning conditions set, KTA can approve the planning application from the transportation standpoint. Similarly if the traffic analyses are not suitable, or if conditions cannot be agreed, and an objection can be made on the grounds that traffic conditions would be worse.

Fig. C.1 Proposed Framework for Traffic Impact Assessments

Planning Approval Application Rejected

Developer submits Planning Application

Traffic Impact Assessment not

required

Planner examines all other

documents, such as environmental impact, flood risk,

land use

Traffic Impact Assessment

required

Consultants prepares TIA based on agreed scope of works and

analyses the following:-

•Traffic Forecast•Trip Generation•Traffic Impact•Road Safety and Conditions•Vehicle Parking •Non-MotorisedTransport Infrastructure•Public Transport Infrastructure•Improvements required to accommodate development•Investment and funding•Proposed Contributions to Infrastructure Development

Kigali Transport Authority Transport Planning

Team

Submits TIA

Provides Comments and sets Planning Conditions for

Transport

Scope of Works

Discussion

Iterative process

Approval or

Objection Given

Date post:	14-May-2023
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Kigali Transportation Master Plan

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