DOCUMENT STATUS
5
TABLE OF CONTENTS
2.4 PUBLIC TRANSPORTATION IN KIGALI 17
LIST OF FIGURES 2.4.1 Bus Services and Infrastructure 17
2.4.2 Taxi Services 18
LIST OF TABLES 2.4.3 Non-Motorised Transportation 19
ACKNOWLEDGEMENTS 2.4.4 Existing Rail Network in Kigali 20
PREFACE 2.4.5 Existing Air Transportation in Kigali 20
2.5 TRANSPORT MASTER PLAN AND OTHER INITIATIVES 21
1 INTRODUCTION TO THE TRANSPORTATION MASTER PLAN 2.5.2 Current Road Network Initiatives 21
1.1 INTRODUCTION 1 2.5.1 Current Rail Network Initiatives 22
1.1.1 The National Perspective 1 2.5.3 Current Air Transportation Initiatives 23
1.1.2 The Vision of the City of Kigali 1 2.5.4 Proposed Public Transport Initiatives 24
1.2 ABOUT THE TRANSPORTATION MASTER PLAN 2 2.5.5 Development Control Measures 24
1.2.1 The Rationale for a Transportation Master Plan 2 2.6 CHALLENGES AND OPPORTUNITIES IN TRANSPORT 25
1.2.2 The Specific Goals of the Transportation Master Plan 2 2.6.1 Opportunities 25
i
4 KIGALI CONCEPT TRANSPORTATION DEVELOPMENT PLANS 5.3 REFORMING OF GENERAL BUS MANAGEMENT SYSTEM 98
4.1 PROPOSED LAND USE MASTER PLAN 2040 48 5.3.1 Standardizing Minimum Service Standards (Quality of Service) 98
4.1.1 Population and traffic growth 48 5.3.2 Rejuvenation of Bus Fleets 99
4.1.2 Proposed Broad Land Use Plan 2040 48 5.3.3 Restructuring General Bus License System 100
4.1.3 Proposed Broad Land Use Plan 2025 52 5.4 MANAGE TRANSPORT ASSETS 102
4.2 INTEGRATED LAND USE AND ROAD PLANNING 53 5.5 DEVELOPMENT OF TRANSPORTATION GUIDELINES AND MANUALS 103
4.3 THE PROPOSED ROAD NETWORK 55 5.5.1 Road Construction Strategy 104
4.4 TRAFFIC MODELLING AND CAPACITY ANALYSIS 56 5.6 TRAFFIC IMPACT ASSESSMENT 106
4.4.1 Establishing a transport network 56 5.7 INTELLIGENT TRANSPORTATION SYSTEMS 107
4.4.2 Design Considerations 57
4.4.3 Analysing the Network 58 6 IMPLEMENTATION PROJECTS AND PROPOSALS
4.4.4 Capacity Analysis 59 6.1 DEVELOPMENT PHASING 108
4.4.5 Coverage of Road Network 60 6.2 CONSTRUCTION OF KEY ROAD AND MASS TRANSIT INFRASTRUCTURE 109
4.4.6 Types of Roads 60 6.2.1 Ring Road (North) 109
4.4.7 High Capacity Urban Roads 61 6.2.2 Ring Road (South) 109
4.4.8 Coverage of Roads 62 6.2.3 High Capacity Urban Roads 109
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
4.4.9 Access Roads 63 6.2.4 Implementation Study of Bus Rapid Transit Lines and Transport Hub Infrastructure
4.4.10 Standardised Road Design 64 110
4.5 PUBLIC TRANSPORTATION PLANS 65 6.2.5 Junction Improvement and Development Programme 111
4.5.1 Rail and Intercity Transportation Plan 65 6.2.6 Pedestrianisation 114
4.5.2 The Mass Transit Network 69 6.3 REORGANISATION OF THE PUBLIC TRANSPORT INSTITUTIONS AND
4.5.3 Supplementary Public Transportation Plan 74
MANAGEMENT 115
4.5.4 Transport Hubs and Infrastructure Plan 76
6.3.1 Establishment of Public Transport Executive 115
4.6 FREIGHT MANAGEMENT PLAN 81
6.4 THE WAY FORWARD 116
4.6.1 Realignment and Integration of Freight Routes and High Capacity Urban Roads 82
4.6.2 Possible Locations for Logistics Hubs 83
4.7 GREEN TRANSPORTATION NETWORK PLAN 84
4.7.1 Major Green and Local Area Connectors 85 APPENDIX A PROPOSED ROAD CROSS SECTIONS AND DESIGN DIMENSIONS
4.7.2 Supporting NMT Infrastructure 86 APPENDIX B ROAD DESIGN CONSIDERATIONS
4.7.3 Pedestrian Zones and Complete Streets 88
APPENDIX C TRAFFIC IMPACT ASSESSMENT
5 INSTITUTIONAL SETUP, TRAFFIC MANAGEMENT AND POLICIES
5.1 EXISTING INSTITUTIONAL SETUP AND ISSUES 90
5.1.1 Background 90
5.2 ESTABLISHMENT OF KIGALI TRANSPORT AUTHORITY 92
5.2.1 Review of Current Institutional Structure 92
5.2.2 Institutional Development: Coordination 92
5.2.3 Review of Transportation Authority in Other Metropolitan Areas 92
5.2.4 Establishment of Transportation Authority in City of Kigali 92
5.2.5 Institutional Development Process 94
5.2.6 Proposed KTA Roles and Responsibilities 97
ii
LIST OF FIGURES
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.
Figure 1.1 Goals of the Transportation Master Plan 2 Figure 2.28 Taximotos in the City 18
Figure 1.2 Goals and Objectives of the Transportation Master Plan 4 Figure 2.27 Informal Bus Stop next to Road 18
Figure 1.3 Conceptual Design of the City of Kigali, showing Connectivity and Decentralised Figure 2.29 Bicycle Taxis 18
Regional Centres 5 Figure 2.30 Existing Rural Road without Pedestrian Walkways 19
Figure 2.2 Map of Rwanda (about.com, 2012) 6 Figure 2.32 Pedestrians walking on Carriageway with disregard to Existing Infrastructure 19
Figure 2.3 Average Temperatures based on Historical Data (World Meteorological Figure 2.31 Existing Urban Road without Pedestrian Walkways 19
Organisation, 2012) 6
Figure 2.33 One-sided Walkway Provision 19
Figure 2.1 Rwanda Population Pyramid 2012 and 2040 (projected) 6
Figure 4.3 Proposed Township Plan 51 Figure 4.30 Boarding Stations in Curitiba, Brazil 71
Figure 4.5 Proposed Employment Distribution by District 51 Figure 4.32 Proposed Light Rail Transit and BRT Routes 72
Figure 4.4 Proposed Population Distribution by District 51 Figure 4.33 A Possible Integrated BRT/LRT Map for Kigali 72
Figure 4.6 Proposed 2025 Land Use for City of Kigali 52 Figure 4.34 Transit Oriented Developments with Integrated Car Parks 73
Figure 4.7 Different Scheme Applications of how Land Use and Transport Planning can be Figure 4.35 Comparison of Cars and Bus Footprint 74
organised (Metropolitan Washington Council of Governments, 2010) 53
Figure 4.36 Hierarchy of Travel from Village to City 74
Figure 4.8 Proposed Residential Zones in the City 53
Figure 4.37 Qualitative and Quantitative Representation of Traffic Flows in different Routes
Figure 4.9 Evolution of Land Use from Existing 2012 to 2040 54 of the City (MININFRA, 2012) 75
Figure 4.10 Proposed Road Network overlaying the 2040 Land Use Plan 55 Figure 4.38 Integration of NMT and Public Transport 75
Figure 4.11 Identification of the Road Network and the Ideal Alignments 56 Figure 4.39 Example Components of Bus Stops (Translink, 2012) 75
Figure 4.12 Inclusion of Additional Connectors to the Grids and Proposed Public Transport Figure 4.40 Example of a Transport Hub with Integrated Car Parks adjacent to BRT Station76
links to Major Centres 57
Figure 4.41 Potential Locations of Transport Hubs 76
Figure 4.13 Refinement of Arterial Routes based on Density, Traffic Analysis and Pedestrian
Figure 4.42 Proposed Interchange Transport Hubs 77
Routing 58
Figure 4.43 Locality Guidance for Station Facilities (Translink 2012) 77
Figure 4.14 Proposed Road Network Capacity 59
Figure 4.44 Example of a Transport Hub 78
Figure 4.15 Proposed Road Network Capacity (Collector Roads omitted for clarity) 59
Figure 4.45 Proposed End Terminal Transport Hubs 78
Figure 4.16 Classification of Roads based on Results from VISUM 60
Figure 4.46 Proposed Interchange Transport Hubs 79
Figure 4.17 Proposed High Capacity Road Network to replace the Existing National Roads
through Kigali 61 Figure 4.47 Preston Bus Station, UK, with Car Parking Facilities 79
Figure 4.18 Coverage of Proposed Road Network 62 Figure 4.48 Proposed Development along Transit Corridors 80
Figure 4.20 Example of an Access Development for a Township in Canada 63 Figure 4.49 Proposed Development along Transit Stations, including MRT 80
Figure 4.19 Example of an Internal Plot Circulation in Vauban,Germany 63 Figure 4.50 Detailed Developments Plan for Kimironko, Kigali 80
Figure 4.21 Example of an Access Lane in Europe 63 Figure 4.51 International and Regional Connectivity to Kigali 81
Figure 4.22 High Levels of Adaptability in Road Design 64 Figure 4.52 Existing Freight Route through Kigali 82
iv
Figure 4.53 Proposed Freight Route in 2040 82 Figure 5.20 Intelligent Transport Systems Centre in Singapore 107
Figure 4.54 Possible Locations for Logistics Hubs 83 Figure 5.21 A Variable Messaging System in Use 107
Figure 4.55 Proposed Green Transportation Network Plan 84 Figure 5.22 Signal Architecture for Expressway Monitoring and Advisory System 107
Figure 4.56 Ecological Features along Green Connectors 85 Figure 5.23 Subsystems that can integrate with the Intelligent Transport Systems 107
Figure 4.57 Well-integrated Pedestrian Facilities in a Shared Surface Green Space in Figure 6.1 Catalyst Development Projects (Short to Medium Term) 108
Vancouver, Canada 85 Figure 6.2 Proposed Implementation Project - High Capacity Urban Roads and Ring Roads
Figure 4.58 Pedestrian-friendly Streets provide Accessibility to all Levels and Modes of Scheme109
Transport86
vi
ACKNOWLEDGEMENT
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.”
Government authorities City of Kigali
HE Prof. Silas Lwakabamba- Minister of Infrastructure MININFRA Fidèle Ndayisaba, Mayor City of Kigali
HE Albert Nsengiyumva-Minister of State in the Ministry of Education in charge of Technical Nizeyimana Alphonse, Vice Mayor FED City of Kigali
vii
PREFACE
Project Background Project Process
The City of Kigali (CoK), one of the most • To establish a GIS database for the entire In line with the project scope discussed
active and progressive City Councils of City which has a coordinated base map, above, the process to be adopted for this
Africa, aspires to see Kigali develop as a proposed land use plan & development project is as elaborated below:
competitive, safe and clean modern city. In control information for all areas of the
the recent past, the Government of Rwanda City. This GIS system would form a part of • Establishment of a proper working base
has undertaken the preparation of several the MIS system being put in place by the which incorporates all land use related
urban development plans in the sectors Government. information for developing the master
of planning, transport, infrastructure, plan.
housing and environment for Kigali. Having • To ensure participation of the various
completed the Kigali Conceptual Master stakeholders in the development of the • In-depth analysis of various existing
Plan (2008) and Detailed Master Plans Master Plan so as to develop a plan that issues facing the City and stock-taking
for Nyarugenge District as well as various reflects the needs and aspirations of the and review of previous master plans and
other sub-areas of Kigali, the City now City’s residents. transportation planning initiative in the
intends to develop Detailed Physical Plans City in order to develop an integrated
for the other two Districts, namely, Gasabo • To ensure participation in the planning plan.
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
viii
Project Deliverables Stakeholders’ Participation & Capacity Building
ix
x
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
1 INTRODUCTION TO THE TRANSPORTATION MASTER PLAN
1.1 INTRODUCTION 1.1.1 The National Perspective 1.1.2 The Vision of the City of Kigali
Population in Kigali has been growing Transportation is an integral part of a The Republic of Rwanda has set a vision to In support of the national vision of the The broad vision for the entire city is to be
steadily from six thousand in 1960 to over city’s growth. Its state directly impacts a transform itself from a low scale agrarian Republic of Rwanda, the City Council intends achieved through 6 critical goals set by the
two hundred thousand in the early 1990s, city’s economic viability and its condition economy to an active player within the to make Kigali “a safer, cleaner, more Detailed Master Plan. These are:-
and after a period of unrest in 1994, doubled affects the economic performance, safety regional economy. The City of Kigali is the competitive, modern city with expanding
to over six hundred thousand people in the and liveability of a city, in addition to centre of transformation in Rwanda and opportunity for sustainable development 1. City of Character, Vibrant Economy and
year 2000. The increase in population was strengthening resilience to climate change. is currently experiencing rapid economic of its citizens and the country at large.” Diversity
due to Rwandans returning from around growth. As a result of this growth, traffic in 2. City of Green Transport
the world after the 1994 genocide. They The road network in Kigali has begun to the City has similarly grown and is expected To achieve this, the City has identified 3. City of Affordable Homes
tended to settle in the capital where there show signs of age, and while the overall to grow at the same rate as the economy. several Pillars of the Vision as follows:- 4. City of Enchanting Nature and
was considerable security, which has led to condition of the network is healthy, it is − To be a modern city with expanding Biodiversity
spontaneous, uncontrolled growth in the expected to deteriorate further in the next Planned growth is vital to ensure that opportunity to grow; 5. City of Endearing Character and Unique
City and resulted in inefficient land use and 30 years, if a good maintenance regime is preservation and improvement of the − To act as an engine for national Local Identity
resources. not put in place. quality of life for the communities of Kigali. economic growth ; 6. City of Sustainable Resource
1
1.2 ABOUT THE TRANSPORTATION 1.2.2 The Specific Goals of the
MASTER PLAN Transportation Master Plan
1.2.1 The Rationale for a The TMP will evolve and expand to suit the As part of the Vision to become a City
Transportation Master Plan community’s requirements and needs as of Green Transport, the vision report
the City develops. As a live document, the identified several areas for improvement in
The Government of Rwanda has previously TMP should be updated on a regular basis. terms of transport, namely:-
commissioned a Kigali Conceptual Master
To become a
Plan and Detailed Master Plans for This TMP sets the planning horizon at 2040. • An extensive New Road Network
Nyarugenge District as well as various other By doing so, the TMP defines the City as it Transit- • A comprehensive Public Transport
sub-areas of Kigali. The Kigali City Council
now intends to develop Detailed Physical
would look in 2040. However, as the City’s
growth is organic, it is difficult to foresee Oriented •
Network
Inclusion of Non-motorised Transit
Plans for the other two Districts in Kigali,
namely, Gasabo and Kicukiro, to achieve an
the City’s developments as it matures. As
such, implementation projects in this TMP
City Upon further study and discussions with
integrated detailed plan for the entire City. is current for the years 2013-2020 and the members of MININFRA and the City Council,
TMP is to be updated approximately every the areas of improvement have been
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
While the direction of the City of Kigali five years by key stakeholders such as the further refined to become the following
has been set through these Master Plans, City Council, the relevant Statutory Boards, specific goals of the Transportation Master
the City does not have an integrated Commissions and the Community. Plan as shown in Figure 1.1:-
transportation master plan to direct
development in terms of transport. Key implementation proposals, at both Specific Goals 1. To become a Transit-Oriented City
2
1.2.3 Preparation of the 1.2.4 Implementation Mechanisms 1.3 THE DELIVERABLES
Transportation Master Plan
The TMP provides guidance for the City to The Transportation Master Plan can be
The TMP was prepared by Surbana As agreed with the City, the TMP would plan for its transportation needs. To aid the used as a catalyst to initiate changes to the
International Consultants in association present long-term plans and proposals for City in its transport network development existing transportation network in Kigali,
with the Surbana Urban Planning Group. the design horizon of 2040 while preparing process, the TMP will deliver the following:- using the above-said deliverables. The
interim designs for implementation in the Development Plans and Implementation
The preparation of the TMP consisted of short term. • Concept Transportation Plans Proposals would guide the City in legislation
the following major components: • Proposals for Institutional Setup, and policy-making, while the GIS database
The implementation plans presented in Development Policies and Asset can be used as a starting point for guiding
• Meetings with stakeholder groups in the TMP represents the mechanisms to be Management road network development. This can be
Kigali implemented by 2025, and will serve as the • A Schematic GIS database for use in the supported by the traffic model developed
• Public Consultation Activities benchmark for progress on achievement of transport planning of the City for the City, as the City can actively monitor
• Site Visits to the City of Kigali goals and objectives set by this document. • A macro-level traffic model for use traffic impacts of new developments on the
• Review of the proposed land use master to analyse traffic along the major proposed road network.
3
1.4 ORGANISATION OF THE REPORT 1.4.4 Chapter 4 Kigali
Concept Transportation
1.4.1 Chapter 1 Introduction Development Plans
In this chapter, the City’s need for a Figure 1.3 shows the original conceptual
Transportation Master Plan has been City of Green plan of the City of Kigali with conceptual
identified, and the visions and goals Transport regional connectivity and regional centres.
introduced. Sustainable transportation has been
Ultimate Goal included in the design of the transport
This chapter also discusses the process of network.
preparing the TMP, and the outcomes of To create a
the TMP. To become a Transit To establish a Sustainable Detailed proposals for the Transportation
Oriented City Comprehensive Transport Plans are provided in this Chapter. The
1.4.2 Chapter 2 Context, Strategic Road Network development strategies are further
Constraints and Opportunities Network explained, and concepts and applications
Specific Goals demonstrated.
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
In Chapter 5, issues relating to the The last chapter addresses the key
institutional setup, traffic management and Implementation Projects, and proposes
policies are identified and addressed. demonstration projects and key studies in
the short-term .
In regards to the institutional setup, the
fragmented form of institutions involved Short-term catalyst projects have been
in transportation matters and bureaucracy identified in discussions with Kigali
may affect the enabling of the projects City Council, and following site visits,
identified in Chapter 4. A detailed proposal some insight into how the short-term
for establishing the Kigali Transport development of the transportation
Authority (KTA) is provided in order to aid network in Kigali can be influential in the
to ascend the slopes. The City is ringed Rwanda’s borders with Lake Kivu to the 0-4
2.1.2 Demographics towards the north and west by higher west and the North and South provinces to 1,500 1,000 500 0 500 1,000 1,500
hills. The highest of these is Mt. Kigali, the east .
2012 Male 2012 Female 2040 Male 2040 Female
The population of Rwanda is relatively with an elevation of 1,850 metres ASL. The
young compared to many countries.
Figure 2.1 Rwanda Population Pyramid 2012 and 2040 (projected)
Rwanda has the highest population
density in Africa, and the population is still
growing at 2.8% per year. By 2050, Rwanda
is estimated to have 26 million people,
more than double its current population
estimated at 11 million. 4 to 5 million of
the population are expected to live in Kigali
City in 2040, compared to the current
population estimate of 1.2 million. Kigali Climate Data
Source: World Meteorological Organisation
2.1.3 Climate 30 200
Percipiatation (mm)
Temperature °C
The average temperature and precipitation 25 150
of Kigali are shown in Figure 2.3. Kigali’s
average high temperature of between 20 100
25.9 and 28.2°C can be attributed to its
15 50
location along the equator. The average
yearly precipitation is 950.9mm. It rains
10 0
throughout the year; however it peaks
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
between March-April and October-
November. It is significantly dry between Temperature Range Precipitation
June and August with less than 50mm of
Figure 2.2 Map of Rwanda (about.com, 2012) Figure 2.3 Average Temperatures based on Historical Data (World Meteorological Organisation, 2012)
rain.
6
2.2 OVERVIEW OF THE TRANSPORT
SECTOR IN RWANDA
7
2.2.1 Road Transport in Rwanda
Road Transport in Rwanda comprises a road Much of the traffic using these National
network of 14,000km, giving a road density Roads are commuters, however due to
of 0.53km/km². the lack of rail network in Rwanda, freight
traffic forms a large proportion of traffic on
As shown in Figure 2.5 the road network these routes.
extends into the neighbouring countries,
namely Uganda, Burundi, Democratic
Republic of Congo, and Tanzania.
8
2.2.2 Air Transport in Rwanda 2.2.3 Water Transport in Rwanda
Rwanda has two international airports and Water Transport in Rwanda is limited to
five aerodromes spread across the country. lakes, in particular in Lake Kivu.
Work has begun on the eighth airport,
Bugesera International Airport which Due to the more prominent road network,
would complement services from Kigali water transport in Rwanda has not been
International Airport. developed further.
Figure 2.7 Extract of the Map of the Existing and Proposed Rail Network Links
10 (East African Railways Master Plan, 2009)
2.3 EXISTING TRANSPORTATION
IN KIGALI
Figure 2.8 Typical Unpaved Road Figure 2.11 Well-maintained National Road in City - Vers Kibungo
11
2.3.2 Existing Road Network
and Conditions
The current road network in Kigali City The major National Roads from Kigali City
consists of 732 km of roads, of which only to other regions in Rwanda and beyond are
14% is paved (see Figure 2.13). listed below:
• Kigali – Gitarama – Butare – Akanyaru –
Less than 1% of the roads constructed are Burundi (190 Km)
with granite-pavers, and the rest is rough • Kigali – Kibungo – Rusumo –Tanzania
dirt (see Figure 2.12 and Figure 2.15). The (167 Km)
surfacing materials for the paved roads can • Kigali – Kayonza – Kagitumba –
be either tarmac or cobblestone (see Figure Ouganda (191 Km)
2.17). The construction of these paved • Kigali – Byumba – Gatuna – Ouganda
roads is not consistent and these roads (80 Km)
currently have no maintenance regime. • Kigali – Ruhengeri – Gisenyi –DRC/
Existing roads also do not have consistent Goma (156 Km)
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
road elements like standard kerb and verge • Kigali – Butare – Cyangugu – Ruhwa –
dimensions. Bukavu (284 Km)
• Kigali – Butare – Cyangugu – Rugarama–
Nationally, Kigali City is well-connected to Burundi (322 Km)
other parts of Rwanda and beyond by a
network of National Roads. The CBD forms
the centre of a radial network of mostly
paved roads, which connect Kigali to the
neighbouring countries, e.g. the Democratic
Republic of Congo (DRC), Burundi, Tanzania,
and Uganda. Even though the roads are
paved, they are not all well-maintained.
Of these National Roads, the routes to
Gitarama, Rwamagana, and Byumba are
most widely used.
Figure 2.12 Example of Unpaved Road in Kigali Figure 2.13 Existing Roads in Kigali (Red indicating paved)
12
Existing Road Classification
The Rwandan government has recently The gazette also stipulates road dimensions
published Official Gazette No. 04 of such as the minimum lane width, minimum
Table 2.14 Summary of Official Gazette No. 04 of 23/01/2012 on Roads in Rwanda 23/01/2012 to establish the law governing carriageway width and road reserve. The
the roads in Rwanda. Official gazette states road reserve includes embankments, edge
Total Road that public road network shall comprise the areas, bollards, road lighting facilities,
Road
Road Class Definition1 Reserve
Width (m) following classifications: storm water drainage facilities, grassy
(m)4
strips, central median strips, hard and
• National roads soft shoulders, fills, walls, stairs, bridges,
International roads that link Rwanda with neighbouring countries;
−− National roads comprise the tunnels, technological and artistic works,
following categories: road signs and other elements related to
Roads that link Districts or that link a District and the City of Kigali; −− International roads that link road.
National Roads 3.52 44m
Rwanda with neighbouring
Roads that link areas of tourist significance and facilities of national or international countries; A summary of the gazette is shown in Table
15%
84.0% 88.0% 85.0% 85.0%
15% 1% 1%
2%
10%
15.5% 1% 13% 13%
7.7% 5% 9%
6.0%
0.3% 0.3%
5%
0.0%
0%
Regularly Often Sometimes Not at all Kigali City - EICV2 Kigali City - EICV3 All Rwanda - EICV2 All Rwanda - EICV3
Figure 2.17 Different Pavement Types found in Figure 2.18 Road Usage in Kigali (Integrated Household Living Conditions Survey 3,EICV3, 2011) Figure 2.19 Vehicle Ownership by Category (EICV3, 2011)
14 the City of Kigali
2.3.3 Existing Traffic
Management System
Currently, the majority of road intersections Traffic calming methods such as multiple
in the City of Kigali are unsignalised. Some speed-reducing humps are found on
traffic management systems such as traffic certain roads to reduce the speeds of
signals and roundabouts can be found in the vehicles especially in areas where there are
urban areas, mainly in Nyarugenge District. tight corners and steep gradients. However,
these are improperly designed and in many
There are a total of 16 signalised junctions cases, not properly maintained.
in the city, which operates on fixed
timings (static settings). They are currently Traffic markings are not commonly found
inefficient as the signals are not dynamically on Kigali roads. Existing markings may not
Figure 2.20 Unregulated On-street Parking linked to traffic sensors and therefore are be fully maintained. There are no guidelines
unable to respond to changing demand. to standardize traffic markings in Rwanda
The current traffic signals settings have The urbanized areas of Kigali City
not been optimised to current traffic experience higher accidents numbers;
demand, and additionally the traffic signals in general, approximately 79% of annual
do not have any priority signs in case accidents occur in the City. This can be
of malfunction. The City also lacks any due to there being a higher number of
specialist to optimize the signal timings for motorized vehicles on the road in the City
the traffic lights. as compared to the rural areas.
Figure 2.21 Traffic Road Markings absent from Road in Kigali
It is understood that the Kigali City Council There is currently no system identifying
intends to replace all the old traffic lights accident blackspots in the city, which means
with new ones. This move may assist the detailed assessments of the road accidents
standardisation of the traffic signals so are not easily compiled.
that a centralized traffic light coordinating
system could be used to optimize the Additionally the construction of roads are
performance of the junctions. done in piecemeal form, which has resulted
in inconsistent safety features in the road
Normal traffic light operation is frequently infrastructure. Road safety in designs
interrupted by power outages and are not reviewed in detail in the present
represents a significant road safety issue. planning approval stage for developments,
The use of roundabouts in conjunction resulting in a road network which would
with the signalised junctions can help with be considered unsafe once traffic volume
alleviating congestion, while providing a increases.
solution that is cost-effective and relatively
Figure 2.22 Dual Carriageway with Median separating Traffic maintenance-free in the short term.
15
Freight Traffic
There are 3 different types of taxi services Fares of these motorcycle taxis are loosely
operating within Kigali City –Taxi, Motorbike regulated. The fares typically range from
Taxi and Bicycle Taxi. To operate, taxi 200-1000 Rwf. Registered motorcycle taxis
operators will have to register with RURA. operate only within the registered sector.
These taxis service providers are under the
umbrella of their own associations and only There is a lack of parking spaces for these
operate within their own sector. taxi services. In February 2012, CoK
allocated 53 motorcycle parking areas in
Taxi major zones of the City to regulate parking
of motorcycle taxis.
There are 370 registered taxis operating
in Kigali City. However, there is also large Bicycle Taxi
number of unregistered taxi service
operating in Kigali. Bicycle taxis, as shown in Figure 2.29, are
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Figure 2.32 Pedestrians walking on Carriageway with disregard to Figure 2.33 One-sided Walkway Provision Figure 2.34 Car parking on Existing Walkway
Existing Infrastructure
19
2.4.4 Existing Rail Network in Kigali
There are currently no railways in either The Route Nationale 3 passes by and
Kigali or nationally in Rwanda. The forms the main access to the airport from
mountainous nature of the terrain in the CBD. The road network leading to KIA
Rwanda makes the implementation of rail experiences chronic congestion during
very challenging and potentially expensive. peak period. With the planned increase in
air travel demand, this situation will only be
There have been numerous projects to try exacerbated.
to connect Rwanda by rail none of which
ave been realised to date. Statistics released by RCAA show that in
2010, over 300,000 passengers used the
airport. This demand is predicted to increase
over the next decade with more than 1
2.4.5 Existing Air Transportation million passengers per annum expected by
in Kigali 2025. Based on the observed past increase
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Kigali International Airport (KIA) shown in cargo and passengers numbers and
in Figure 2.35 is one of 2 international projected increase in Rwanda’s GDP, it is
airports in Rwanda. It is the principal expected that the current airport will be
passenger airport and the main entry point unable to meet future air travel demand.
for international passenger services. It is
managed and operated by the Rwanda The land use around the airport is a mix Figure 2.35 Existing Kigali Airport in the City Centre
Civil Aviation Authority (RCAA). The of commercial and mainly residential. The
current location of the airport is to the surrounding land use means that any safety
East of the Central Business District (CBD), incident such as a runway overrun would
approximately 11km away by road. The have serious consequences. However
airport is located on a flat area on top of decommissioning the airport may be costly
a ridge. This topography precludes the and unfeasible at this stage.
possibility of further expansion of the
airport as the current layout utilises all the
available level ground.
As there are currently multiple options The details of the proposed railway system
for the final rail alignment and the extent in Rwanda are as follows:
of the railway, a brief summary of the rail • Branch line from Isaka to Kigali splits at
initiatives being proposed is presented in Keza
the following sections. • 494 km Isaka to Kigali
• 186 km Keza to Kigali
East African Rail Master Plan • 800 metre long trains with a top speed
of 120 km/hr
As a member of The East African Community, • 3-4 Locomotives per train will be
Rwanda is part of the plans to connect the required to attain the carrying capacity
region via rail. The East African Railway and speeds required for the railway.
Master Plan is a proposal for rejuvenating
the existing railways serving Tanzania, The capital cost to implement the plan is
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Kenya, Uganda and extending them into estimated at US$3.7 billion. Funding will
Rwanda and Burundi and ultimately to be through the African Development Bank
South Sudan, Ethiopia and beyond. The (AfDB).
cooperation and integration of the railways
from the surrounding countries is essential Rwanda National Land Use
to make the rail proposal viable. Master Plan (RNLUMP)
One of the principal recommendations This plan sets out extensive provision of
within the plan is to harmonise the different rail for the entire country. The proposed
gauges in operation across the region. The rail alignment has connections to Tanzania,
surrounding countries utilise two gauges Uganda and Lake Kivu. The alignment being
for rail; the 1,000mm and 1,067mm gauges. proposed is based on that proposed in Figure 2.38 Extract of the Map of the Existing and Proposed Rail Network Links
the Feasibility Study project. However, it (East African Railways Master Plan, 2009)
The report suggests that rail should be used extends the rail alignment further north
for passenger commuting if the extension beyond Kigali. The alignment passes directly
across the country is realised. through Kigali City. Much of the terrain
which the alignment crosses is unsuitable
This plan has been carried out in cooperation for rail. Therefore further study would be
with the Governments of Tanzania and required to identify the best alignment for
Burundi. This is a comprehensive plan that the rail.
goes as far as proposing stations at Kigali,
Bugesera, Isaka and Gitega.
Technical Report: Consulting Services Rwanda Strategic Transport Master Plan Rwanda’s National Strategy for Climate
for the Planning and Design of a Public Change and Low Carbon Development
Transport System for Kigali City This document has identified the need for suggests that for urban areas, they should
an enhanced institutional setup to manage be developed into high density walkable
The afore-mentioned report discusses in development control in Rwanda. cities.
detail the approach to providing an efficient
public transport service to the people in Due to separation of functions, the status By working towards high density urban
Kigali. of development control in Rwanda has areas, urban sprawl will be limited, and
not advanced. While the establishment the city would be less reliant on motorised
In this report, the consulting engineers of the Rwanda Transport Development transport. Designing high density cities
recommend the following workflow for the Agency (RTDA) was well-received, its role in with corridors for pedestrians and cyclists
improvement of the city:- development control, particularly in Kigali and green public spaces, would reduce
is minimal. the need for energy intensive transport,
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
1. Formalisation of the Existing Public improve quality of life and reduce the risk
Transport Services Roads play an important part in managing of flooding.
2. Infrastructure Upgrades and traffic and providing safety to all its users.
Improvements Figure 2.41 2032 Trip Generation and Attraction (SSI, 2012) New development in Kigali would impact The same document identifies the need for
3. Construction of Long-distance Transit roads, and in turn, affect the safety of the a robust road network. It is currently the
Services roads. main transportation mode, due to the lack of
rail in the area, and all sectors – agriculture,
while being supported by a series of At the same time, these developments can mining, industry and services - relies heavily
institutional reform, particularly in be viewed as an opportunity to enhance on this road network. The current network
the city’s roads. varies in quality and can have a detrimental
4. Reorganising the Public Transport effect on the economy; maintenance costs
Industry While there are no development control would be expensive, and development may
5. New Institutional Structure and measures in Kigali, the RSTMP has identified be limited due to the provision of dirt tracks
Regulatory Framework the need for such, in particular, traffic law instead of paved roads. Additionally due
6. Investment and Training in Personnel enforcement, pedestrian safety, traffic to the inconsistency in road makeup, the
information systems, safety engineering, majority of the network is also unprepared
For the purposes of the Kigali Transportation road safety research, etc. for current and future climate, for example
Master Plan, many of the road alignments weathering of the surface and road runoff
are proposed to be altered and improved. The Road Traffic and Road Safety Act (Draft) drainage systems.
While the proposals set in this document aims to improve road safety by means of
remains valid, they would need to be revised vehicle road-worthiness and road design
following the update of the proposed land issues, which when gazetted would guide
use plan. the development control measures in Kigali.
Rise of car ownership Limited Funding for Infrastructure Topography of Kigali Lack of Government Land Bank
One of the most critical challenges faced by The costs of building new transport The road gradient for cycle paths should not The City of Kigali does not have sufficient Due to a fragmented institutional setup and
Kigali is the rise of car ownership. In cities infrastructure will increase as time goes be more than 5%. In view of the hilly terrain land bank on which transportation a weak legal framework, maintenance of
with poor public transportation options, by, and even maintaining them would of Kigali, it will be a challenge to implement infrastructure can be developed or where the roads drains funding, and reduces the
the car tends to become the only mode of increase exponentially as the length of a comprehensive and continuous cycling road widening can be done easily. funds for obtaining land.
transport that can be conveniently used for road networks increase. While there are network.
day-to-day purposes. road maintenance funds provided by the The road network in the City has There is need to identify future plans for
central government, the local authority The City is built on ridges and valleys (see been developed ad-hoc. While in new the City so that land can be reserved for
The City has seen an increase of car would still need to obtain additional funds, Figure 2.43) and traversing these may be developments, the road network is well- proposed plans.
ownership in the past few years, as not only for building infrastructure and difficult for bicycles especially if not well- designed, the land-ownership is not always
identified by the household surveys maintenance, but upgrade facilities such as integrated with the public transport. clear, and may result in legal problems.
conducted in Kigali. bus stops and bus stations.
Possible solutions include cycle racks on
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
While the number of vehicles in Kigali are In most developed countries, the BRTs and provision of cycle routes only in
still manageable at present, in the planning planning approval procedure in the local valleys.
horizons of 2025 and 2040, if the vehicular planning team includes for traffic impact
growth is not managed, congestion would assessments to be done prior to the Narrow Roads in Existing Urban Areas
not only occur but will be difficult and approval of a proposed development.
expensive to rectify. Following this, a contribution to the There is no continuity in pedestrian
maintenance of the network or even for facilities from one development to other
The transport master plan would need improvement works may be required of the developments or commuter facilities.
to actively promote the use of public developer depending on the significance of This will compromise on the safety of the
transportation and non-motorised the development on the road network. pedestrian.
transportation as a good alternative to
motorised vehicles such as cars . In the current administration of the The existing urban areas are already
city, there are no such arrangements very well built-up, and any upgrading or
Low Capacity in Institutional Setup or requirements when giving planning improvement works in the urban areas may
approval. This is an opportunity for creating be very cost-intensive.
As shown in the previous sections the another source of funding for transport
institutional setup for transportation in projects, but there is a need to clarify the There may also be issues with land
Rwanda is fragmented and may become proposed organisational structure before boundaries (see following section) where
a liability in the long run, possibly due to this can be efficiently done. land ownership may be prohibitive to
lengthy approval and processing periods, in future road expansion.
addition to bureaucratic red-tape. Public transport infrastructure requires
a high level of investment to be able to In such cases, the road networks in these
The main challenge would be to unify the support better transit initiatives. particular areas would be improved with a
transport functions of these institutions separate framework specifically designed
into one institution, such as a Transport for the urban areas.
Authority.
There is a need for the improvement of The City needs to guide its inhabitants into
transportation in Kigali. There is support a highly sustainable environment where the
from the national and local level, and the sustainable transport is integrated deeply
need for improvement has been recognised into the City’s day-to-day life.
as a major influence for economic growth
and development. Considering the progressive and
strong government, it is likely that the
The opportunities in the City, if handled government will provide full support
with due diligence, will greatly improve the in the comprehensive development of
transportation landscape in Kigali. On the transport infrastructure in the City of Kigali
other hand, if steps are not taken to resolve in anticipation of future economic and
the challenges faced, the conditions of the population growth.
transportation system may not improve or
27
3 SPECIFIC GOALS, OBJECTIVES AND STRATEGIES
The Vision of the City is to become a Centre
of Urban Excellence. To achieve this, the
Transportation Master Plan intends to City of Green
support one of the Key Goals of the vision,
namely for the City to transform into a City
Transport
of Green Transport.
Ultimate Goal
The City of Green Transport is a city which
puts emphasis on efficient, complete transit
To create a
networks which can move high volumes of
people quickly, in addition to supporting To become a Transit Sustainable
and integrating sustainable modes of Oriented City To establish a Transport
transportation into the road networks.
Comprehensive Network
Transport System
As such it was determined that to achieve
this, the following specific goals were Specific Goals
defined for the City of Kigali:-
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Objectives
Transportation Plans
28 Figure 3.1 Goals and Objectives of the Transportation Master Plan
3.1 SPECIFIC GOAL 1: TO BECOME 3.1.1 Objective 1: Ensure a Public 3.1.2 Objective 2: Provide a Public
A TRANSIT-ORIENTED CITY Transport to Private Transport System with an
Transport Participation average commuting time
A transit-oriented city is a city that Rate of 70:30 of 60 minutes or less
encourages transit ridership and maximise
access to public transport. A high public transportation modal split is Travelling time is always a factor in
important for a transit-oriented city. A high modal choice between private and public
At the same time, the city will need to rate means that transit ridership is high, transport.
integrate all forms of transit such as and by association, revenue in transport
motorised transport and non-motorised would achieve critical mass and therefore Public transportation commuting times are
transport to public transportation. be self-sustaining. almost always longer than private transport
commuting times, especially in developing
To be able to do so effectively, planning This can only be achieved in a city if the countries.
needs to start at the very basic level, in this public transport infrastructure and services
case the road network. are sufficient and attractive to commuters. In order to build a transit-oriented city,
The different transit systems in Kigali would In the current situation, most of the
need to be integrated into a comprehensive roads in Kigali are unpaved, and density
transport system so that all road users of paved road network is not on par with
benefit from the improvements proposed international standards.
in the City.
The construction of urban roads in Kigali
Due to the City’s relatively undeveloped would elevate the economic and social
road network, there is scope for the City to aspects in the City. Density of the urban
revitalise the road network with optimised roads normally correlate with a permeable
alignments and more permeable links. and gridded network, which is ideal for a
city. Many of the planned cities in United
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
In addition, the population growth States are laid out in grid form, and are
has placed Kigali in a good position to easily adaptable for public transit.
implement mass transit systems to both
cope with the growing population and also In the context of Kigali, the urban roads
encourage economic growth. would be developed based on the hub-and-
spoke model, and be designed to cope with
There are three objectives set in order to road capacity issues.
achieve this specific goal:-
As these roads would be newly paved,
1. To construct urban roads to a minimum there is opportunity to ensure that during
density of 6km per square kilometre construction of these roads, non-motorised
2. To provide seamless intermodal transport infrastructure is included.
transport connectivity from all modes
of transit, especially private vehicles to Enabling Strategies
public transport, and
3. To construct intercity freight routes • Develop a ring and radial system of
and infrastructure highways for Regional Travel
• Develop a High Capacity Urban Roads
The achievement of these specific goals Network for high mobility within the
may be supported by three physical City
development plans, which are:- • Provide a Non-motorised Transport
Network along Arterial and Collector
• The Proposed Road Network Plan Roads
• Proposed Public Transportation Plans
• Proposed Freight Management Plan
30
3.2.2 Objective 4 Provide 3.2.3 Objective 5: Integrate
Seamless Intermodal Intercity Freight Routes
Transport Connectivity and Infrastructure
A comprehensive strategic road network The use of the National Roads through
would aim to provide seamless intermodal Kigali for the purposes of freight would not
transport connectivity between transit be ideal in the urban centres.
modes, particularly between private and
public transport. This is because freight traffic are the
primary cause of road deterioration which
There is a need for private transport trips in turn increases maintenance costs.
to transfer onto public transport, especially
for trips heading into the Central Business The redirection of freight traffic onto a
District and Regional Centres. This would freight route/network which segregate
Mass Transport Corridors are one of the Several logistics hubs may be required as
key features in the City, as they would form part of the Freight Management Plan for
the backbone on which the mass transit the City.
systems (BRT or MRT) would travel. These
corridors would be designed in such as way The Freight Management Plan can also
that they pass by rail and air transportation identify the route for which freight traffic
hubs such as the Kigali Airport, the new can travel into the city.
Bugesera International Airport and the
proposed Rail Freight Terminal. Enabling Strategies
Additionally transport hubs such as Intercity • Locate Logistics Hubs in the fringes of
Bus Interchanges and Transit-oriented the City
Developments with public car parking • Locate Intermodal Logistics Hubs
would be built along these corridors to where necessary
maximise their use as connecting stations. • Provide a High Capacity Urban Road
Network around the City for through-
Enabling Strategies freight and through-traffic
This objective is to ensure that trips to In addition to the pedestrian and cycling
public amenities and facilities such as networks along the roads, a green
schools can be made by public transport transportation network should be present
and green trips. to connect the pedestrian and cycling
networks together.
Non-motorised transport connectivity is
essential from public transport nodes. For There are large swaths of forests and
example, if the public facilities are located open spaces where cycle and pedestrian
some distance away from the nearest bus tracks can be provided, and therefore
stop or transport hub, a well-developed maintain connectivity between the regional
Sources:
Airfrance. (n.d.). Bogotá Eldorado Int’l Airport (BOG) Guide | Air France. Retrieved May 15, 2012, from Air France - Destination guides: Welcome: http://travel-guide.airfrance.com/sisp/index.htm?fx=location.airport&loc_id=1065505
Bus lane. (n.d.). Retrieved May 15, 2012, from Wikipedia, the free encyclopedia: http://en.wikipedia.org/wiki/Bus_lane
City of Cape Town. (2011).City of Cape Town Annual Report 2010/11. Cape Town.
City of Cape Town. (2009). Integrated Transport Plan 2006-2011. Cape Town.
Estadísticas Generales. (n.d.). Retrieved May 15, 2012, from TRANSMILENIO S.A.: http://www.transmilenio.gov.co/WebSite/Contenido.aspx?ID=TransmilenioSA_TransmilenioEnCifras_EstadisticasGenerales
Global BRT Data. (n.d.). Retrieved May 15, 2012, from http://brtdata.org/
Karis, B., McCartney, K., Veilleux, J., and Yannes, C.. (2006). Curitiba, Brazil - Transportation Case Study. Hidalgo, D., and Facchini, D. (2010)
Lindau, L., Hidalgo, D., and Facchini. D.. (2010). Curitiba, the cradle of bus rapid transit. Built Environment 36 , 274-283.
34
Table 3.5 Table of Benchmark Cities (Surbana, 2013)
Develop a high quality mass-transit system which 80% of Urban Areas to be within 2km (or
provides good coverage, and direct, fast and 30 minutes walk) of the Mass Transit -
frequent services Lines
Develop a road network that supports mass transit Mass Transit Corridors to connect all
Public/Private Transport Modal Split of 70:30 -
systems major Regional Centres
Adopt Intelligent Transportation Systems to enhance Adoption of ITS Technologies for use in -
service reliability Public Transport
Average Arterial Road Density for 17
Urban Density of Major and Minor
Develop a ring and radial system of highways international cities of 2km/km² (Barter,
Arterial Roads to exceed 2km/km² 2000)
Construction of Urban Roads to a minimum density 5% of the Road Network to be High
Develop a High Capacity Urban Roads Network Singapore's Ratio is 4.7%
of 6km/km² Capacity Urban Roads
Provide a Non-motorised Transport Network along 100% of Arterial and Collector Roads to -
Arterial and Collector Roads have NMT infrastructure
Locate Transport Hubs along Major Arterial Roads Provision of Transport Hubs in Regional -
with BRT Centres
Integrate Rail and Air Transport with the Road Rail and Air Transport to be within 1km of -
Goal 2: To establish a Comprehensive Strategic Road Network BRT Network
Seamless Intermodal Transport Connectivity
Network Connect Regional Centres with Mass Transport Mass Transit Corridors to connect all -
Corridors major Regional Centres
Connect Intercity Bus Interchanges with Public Provision of Transport Hubs at major -
Transport and BRT Transit Intersections
Logistics Hubs to be located near HCUR in
Locate Logistics Hubs in the fringes of the City -
edge of City
Construction of Intercity Freight Routes and Intermodal Logistics Hubs to be located
Locate Intermodal Logistics Hubs where necessary -
Infrastructure near Air and Rail Transit Links
Provide a High Capacity Urban Road Network Alignment of HCUR to suit through-freight -
36 around the City for through-freight routes
Table 3.7 Key Strategies and Performance Indicators (Continued)
Develop a city-wide NMT network which includes Development of NMT Network and Cycle -
cycling and connectivity Network
Include Pedestrian and Cycling in the Arterial and Inclusion of NMT in Road Hierarchy -
Collector Road Networks Design
Integrated Non-motorised Transport Infrastructure Develop a strategic approach to providing
Commission of Road Design Manuals and
pedestrian amenities such as trees and street -
Guidelines
furniture
Develop a pleasant streetscape especially along Inclusion of NMT Network along Green -
Green Network routes Connectors
Develop a well-permeating public transport system Reorganisation of the Public Transport -
Goal 3: To create a Sustainable Transport Network into the urbanscape of Kigali Network
Table 3.6 and Table 3.7 show the proposed For the purpose of this TMP, the proposed
KPIs and targets set for each goal discussed KPIs are based on the benchmark cities as
in Sections 3.1 to 3.3. identified.
The KPIs are indicators showing the progress Some of these objectives fulfil more than
or performance of the transportation one of the goals of the Master Transport.
network compared to a target set by the To help with the formulation of strategies,
City. The Transport Authority needs to the KPIs will be described in the strategies
investigate in detail the needs of the City section.
so that the KPI targets are revised to more
attainable levels.
37
Table 3.8 Objectives to be achieved by Proposed Plans
of Pedestrian Zones
Commuting time of
in the next chapter.
Facilities served by
The Establishment
Urban Roads to a
minimum density
Private Transport
Public Transport
Intercity Freight
Integrated Non-
Construction of
Construction of
Average Public
100% of Public
Amenities and
Modal Split of
Infrastructure
Infrastructure
and Complete
Connectivity
Transportation
of 6km/km²
Routes and
Intermodal
60 minutes
motorised
Transport
Transport
Transport
Figure 2.23 illustrates how each objective
Seamless
Public/
Streets
Plans
70:30
influences the transportation plans in the
TMP.
Proposed Road
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Network Plan
Supplementary Public
Transport Plan
Proposed Freight
Management Plan
Proposed Green
Network Plan
38
3.5 APPLICATIONS OF STRATEGIES 3.5.1 Proposed Road Network
Strategies Low Social Interaction High
The key strategies which have been laid
out to assist in the achievements of the • Develop a road network that supports The classification of Gazette No. 4 defines
Vehicle-
objectives have been identified in the mass transit systems four types of roads, which in this report has High
Centric
Capacity
previous section. • Develop a ring and radial system of been assumed to define place functions:- Urban Roads
highways −− National Roads Trunk
In this section the strategies are grouped • Develop a High Capacity Urban Roads −− Class 1 Roads Routes
A road hierarchy matrix which supports different types of Roads and where they fall
different uses of roads is required. The Road within the Place/Mobility Matrix.
Hierarchy would be applied to a proposed Rwanda Gazette No.4 (2012) Road Classification
road network which supports the land use For the purposes of the initial Transportation
through the identification of Mass Transit Master Plan, the matrix identifies 8 general
Corridors between Regional Centres. road uses which fall within the classification. Figure 3.9 Proposed Road Hierarchy based on Rwanda Gazette and Master Plan Classification
The matrix is non-exhaustive, i.e. more road
It is important to shift the focus of uses can be developed and adapted within
Road Network Plan - Proposed Hierarchy Matrix
transportation from private transport, such this matrix. High Capacity Urban Roads– Trunk Route
as cars, towards public transportation, non-
motorised and shared modes of travel such The feasibility study has identified different
as buses, taxis, mass transit systems and a road types to be adopted within Kigali. The
comprehensive pedestrianised and cycle number of road types can be increased
network. to suit, and may be amended to suit the
existing road reserve, or construction
setting. Further information can be found
in APPENDIX A.
Vehicle-centric
Low Social Interaction
This system is designed to minimise the These routes would be suitable for
number of routes between key nodes and international and regional freight, and
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
other hubs. This system is ideal especially at the same time, provide a high level
in public transport where feeder systems of connectivity for inter-regional public
provide traffic to key hubs, which in turn transport, such as express buses from other
distribute traffic along the key transport Figure 3.11 Hub and Spoke Mechanism cities or regional hubs.
corridors. The hub-and-spoke model is
considered very efficient in keeping costs
and inventory down while maximising
utility.
Four applications were formulated based Similarly, by connecting the mass transit
on the above strategies, which are:- system to the existing and future airports,
it provides a convenient and speedy mode
• Rail and Intercity Connectivity of transport to and from the airports.
• Mass Transit Corridors
• Transport Hubs
• Good Coverage of Public Transport
Figure 3.13 Location of Proposed Rail Interchange and Existing Airport in Kigali in 2040
41
Mass Transit Corridors Transport Hubs Good Coverage of Public Transport
Current applications and developments Intermediate transport hubs with transit In order to sustain demand for using public
in public transport have identified Mass facilities such as BRT stations, bus stops, transport, accessibility should be made
Transit systems to be efficient in use in public parking and cycle parking would be available across the City of Kigali via feeder
cities with high density. Kigali’s population required in the City of Kigali in the future to systems, such as local buses, mototaxis etc
of 5 million people in 2040 justifies the encourage intermodal trips. which provide services to and from urban
development and construction of a mass residential centres.
rapid transit system. These transport hubs can be built as stand-
alone hubs, or can also be integrated into To some extent, the availability of these
In this Master Plan, the use of Bus Rapid commercial and industrial complexes. systems should be present at all times
Transit and light rail Mass Rapid Transit was so that it can be a viable alternative to
examined. It was determined that while These hubs can then be further developed personal motorised transportation.
both were viable options, the Bus Rapid for intercity bus services or pedestrian-
Transit was more financially viable in the friendly links to urban areas, and can be In addition to providing supplementary
short to medium term. The MRT system seen to be a positive influence in public support to the Mass Transit systems,
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
option could be revisited once a BRT system transport. existing public transport such as mototaxis,
is running and the demand for a MRT can can be accommodated as part of the
be justified. In the land-use masterplan, supplementary system before being
reservation of land for use for the MRT will phased out. However, the phasing will need
ensure the viability of the MRT project if it to take place in stages as they will need to
is required. supplement the proposed public transport.
Figure 3.15 Access onto Buses from BRT Boarding Stations in Curitiba, Brazil
Figure 3.14 Example of how Feeder Buses provide continuity to BRT
42
3.5.3 Proposed Freight Realignment of freight routes
Management Strategy
The first exercise examined the existing
• Locate Logistics Hubs in the fringes of freight routing in the City of Kigali, and
the City determined the key routes that were
• Locate Intermodal Logistics Hubs near greatly affected by through traffic.
existing and proposed intermodal
points of travel such as airports and The next exercise was to find alternative
rail stations routes for these traffic movements. This
• Provide a High Capacity Urban Road was done at the same as the High Capacity
Network around the City for through- Urban Road alignment exercise so that the
freight traffic routes can be used for freight with little
impedance.
In order to achieve the strategies listed
above, a realignment of freight routes was This also means that with the construction
44
Integration of Non-motorised
Transport infrastructure in Roads
To promote walking in the City of Kigali, Ancillary Pedestrian Facilities are those
pedestrian walkways need to be included facilities, buildings, or structures adjacent
in all new and upgraded roads. In addition to or directly linked to BRT stations.
where crossing occur, safety measures need They can also be stand-alone facilities or
to be provided to protect the pedestrians structures located within or adjacent to
from vehicular traffic the right of way. These facilitate pedestrian
movements.
Figure 3.19 shows how pedestrian and
cyclist facilities have been provided in most They can include:
of the modern cities. Due to low cost and • Overpass or underpass structures, such
high benefits, these facilities have become as overhead pedestrian bridges
more prominent in the urban landscape. • Passenger shelter structures
45
Streetscape Design Guides
and Pedestrianisation
Figure 3.20 Pedestrian Crossing Enhancement at Oxford Circus, London Figure 3.22 Pedestrianised Streets in City Centres
46
4 KIGALI CONCEPT TRANSPORTATION DEVELOPMENT PLANS
47
4.1 PROPOSED LAND USE
MASTER PLAN 2040
4.1.1 Population and traffic growth The broad land use plan for 2040 shows the
ultimate development envisioned for the
The basis of this TMP is the Land Use Master Kigali City. The key land use proposals are:
Plan 2040 which identifies the use of land in • To expand and strengthen the City
the City by the year 2040. Centre by allowing high density
commercial and vibrant mixed
In the Master Plan, land parcels have use developments with premium
been classified into many uses, such as office, retail, hotel and residential
residential, commercial, industrial, and civic developments
facilities. Based on this land use plan (Figure • To introduce regional level commercial
3.1), the commercial urban and residential areas in the Fringe Towns and the new
areas have been identified. These areas townships in suburban areas
are considered transport ‘zones’, which • To safeguard land for consolidated
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
means they would generate or attract trips, Industrial Estates for general industries
whether vehicular or otherwise, depending • To establish an efficient highway grid
on the time of the day. and arterial system ensuring the long-
term regional connectivity and internal
Having identified these zones, investment linkages
on the transit networks for key areas of • To redevelop existing dense unplanned
Kigali can be sensibly appropriated. settlements into medium-rise
residential zones in the urban-fringe
For the development and assessment of area
the future road network, the commercial • To develop medium rise residential
and industrial hubs are considered as townships in sub-urban sectors with
employment centres, and residential zones integrated public facilities and light
considered as workforce generators. industrial developments
• To conserve nature areas such as
4.1.2 Proposed Broad Land forests and wetlands, and protect
Use Plan 2040 steep slopes through afforestation
• To introduce iconic civic developments,
The socio-economic study projected the entertainment venues, regional
City’s population at between 4 to 5 million recreation and tourism destinations
by 2040. To meet this increasing demand • To provide land for farming in the Figure 4.1 Proposed 2040 Land Use Plan
for urbanization, the urban area within unbuildable areas
the City is proposed to be expanded by • To develop key infrastructure and
two and half folds based on the available supporting facilities such as the
developable land. Environmental Treatment Zones,
cemetery, Bus Terminals, etc
48
Proposed distribution of Density
49
Proposed distribution of townships
The existing urban areas are largely All the townships are proposed such that it Proposed Distribution of Population The Broad Land Use Plan proposes to cater
spread over 17 sectors and almost half of ensures the walkability within its smallest For the proposed density distribution, for the projected job requirements through
the City’s urbanized area is unplanned. neighborhood cells with key facilities such 95% of the projected population are to the establishment of well-distributed new
While there are a few new development as neighbourhood centres, primary schools be redistributed amongst the City Centre employment nodes around the city in close
projects that are proposed as cluster and local parks located within walking and 25 urban townships in city fringe and proximity to townships.
housing development, majority of the distance of the residents. Other than town suburban areas. The remaining population
developments are developed individually. level commercial needs, town facilities is expected to be distributed in the rural 20% of the City’s service jobs are proposed
To move away from such small-scale and such as the Vocational Training Institute, sectors of Kigali. The proposed population to be provided within the City Centre.
individual-plot based developments, it is Polyclinic, Bus Interchange, Sports Field, distribution by district is shown in Figure Additionally, 13% of the service and
proposed to organise the existing and new Town Park, Cemetery and Light Industrial 4.4. light industrial jobs are proposed to be
growth areas as integrated townships with Estate, etc are proposed to be safeguarded provided in the surrounding Fringe Towns.
a range of comprehensive facilities. in each township. Low density residential By population, the township size ranges The proposed general industrial estates
areas are proposed at lower slopes, near from smaller townships of 80,000 to are expected to provide 400,000 jobs in
Proposed Township Model the scenic wetlands with quick access to the 100,000 people in Kanyinya (N1), Northern manufacturing and logistics industries.
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Kigali City is proposed to be restructured highway network. Mageragere (N4), Western Ndera (G5),
into twenty-four self-sufficient townships. Southern Gatenga (K2) and Northern Further to this, the new self-contained
The majority of these townships are Proposed Township Boundaries Kanombe (K6); to larger townships such as townships in the suburban areas are
proposed to be served by public transit The township boundaries are determined the ones in Nyamirambo (N3), Kimironko proposed to provide 36 % of the City’s
corridor which is also the main structuring based on the following criteria: (G4), Kicukiro (K3), Gahanga (K4) and jobs, thus supporting a decentralized job
element of these townships. The typical • The township boundaries are based Masaka (K11) which accommodates distribution and ensuring significant local
township size proposed for Kigali is around on the natural boundaries and 200,000 to 350,000 population. These employment. Additional employment is
900 to 1000 hectares accommodating an geographically conglomerated urban larger townships play a much larger role also provided by several other commercial
average population of 200,000 residents areas. at regional level in terms of commercial uses along the airport boulevard, resorts
each. • The township boundaries follow the distribution and hence, are substantiated in Gahanga and Lake Muhazi, and Business
respective sector boundaries where with larger population catchments. Park at Gikondo.
Generally the townships are organized possible.
along the topography and one to two hills • The developable urban areas are Proposed Distribution of Employment
constitutes one township entity. Arterial divided by the highway grids of 3-6 Kigali City currently offers a total of 500,000
roads form the township boundary and BRT kilometres and major arterial roads jobs in services, industrial and other
corridors define the main central spine. The spaced at 800 to 1200 meters. The sectoral employments. Majority of these
central spine holds commercial uses and township boundaries at some areas are jobs are around the City Centre with some
major facilities with maximum density. influenced by these road networks employment in other scattered industrial
and commercial areas. The proposed
The township model illustrates the key employment distribution by district is
concept for typical new towns. The higher shown in Figure 4.5.
density residential neighbourhoods are
proposed around the town centre and The socio-economic study projected that
in areas around the walking distance of the labour participation in the City will be
the public transit corridor. The density is 46% in the year 2040. This requires the
proposed to gradually lower in the areas City to provide 2.3 million jobs in the long
away from the transit corridor. term based on a projected population of 5
million.
50
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Figure 4.3 Proposed Township Plan Figure 4.4 Proposed Population Distribution by District
The socio-economic study projected the While the land uses for the priority areas
population of 2.9 million for Kigali in 2025. remains unchanged in the Year 2025 Land
The proposed Broad Land Use Plan 2025 Use Plan, the key differences are:
shown in Figure 4.6 is expected to cater for • In terms of existing uses around the
this population. priority urban area, these may not
all be redeveloped within this time
The broad land use plan 2025 is proposed frame as shown in the Broad Land Use
mainly with an intention to direct the Plan in 2025. However, development
growth in the priority areas that are of large City level infrastructure is
contiguous to the existing urban areas and recommended to be focused in these
areas with existing infrastructure in place. priority urban areas.
• Development in future urban areas
This intermediate broad land use plan may be allowed as per the re-zoned
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
takes into account the major on-going future use on a case-by-case basis to
and approved projects that are carving be conditionally approved by the City.
the City’s peri-urban fabric. Some of these • The existing or ongoing imudugudus
projects include large scale residential in the future urban areas will remain
developments in Kinyinya, Gisozi and parts within these areas until 2025.
of Ndera and Gahanga; few commercial • In terms of agricultural uses, it will allow
developments in Gatenga and Gahanga; farming within the buildable areas
and some development of facilities in around the imudugudus and housing
Ndera, Kicukiro, Gatenga and Kagarama. project sites in the future urban areas,
although the lands are safeguarded and
The urban sectors of Muhima, Nyarugenge, re-zoned as comprehensive residential
Kimisagara, Gitega, Nyakabanda, townships in the future.
Rwezamenyo and Nyamirambo are
identified as priority zones for the
development in 2025 in Nyarugenge
District. Similarly, the sectors of Gatsata,
Gisozi, Kacyiru, Kimihurura, Remera,
Kimironko, Kinyinya and parts of Ndera
and Rusororo along the east-west corridor
in Gasabo district are identified as priority
development areas. In Kicukiro District, the
sectors of Gikondo, Kigarama, Gatenga,
Kicukiro, Niboye, Kagarama, and parts of
Gahanga, Nyarugunga and Masaka are
identified as the focus area for 2025.
Transport and land-use are interrelated to each other. Land-use creates a specific activity
in a specific location. Trip occurs when people need to engage in activities that are spatially
separated from their current location.
When land-use planning allows urban sprawl, it also encourages car reliance. By planning a
compact city served by public transport, it provides viable and sustainable alternatives to
using cars. Land-use planning is therefore critical in managing travel demand through the
placement of activity areas and providing for alternative transport choices.
Below are the principles adopted in the land use planning for managing travel demand:-
• Providing daily amenities within acceptable walking distance from home
−− Adequate facilities and amenities are provided within the townships and local
neighbourhoods to meet the local needs of the population. By providing facilities
Figure 4.10 Proposed Road Network overlaying the 2040 Land Use Plan
55
4.4 TRAFFIC MODELLING AND
CAPACITY ANALYSIS
Methodology Results
The analysis of the road network The VISUM analysis shows that by 2040,
utilises VISUM, a macroscopic strategic the network will be running above capacity
transportation modelling program. It in several major links. To compensate for
was used for the production of both the the over-capacity, it is recommended that
Rwandan Strategic Transportation Master passive solutions be adopted to overcome
Plan (RSTMP) and for the Consulting the over-capacity.
Services for the Planning and Design of
a Public Transport System for Kigali City These passive solutions include congestion
(CSPDPTS). In view of this, a VISUM model pricing and charging for parking. The City
was employed in this study to ensure of Kigali must also plan to invest in Mass
compatibility between these studies. Transit, which by 2040, may justify the
inclusion of an MRT system as part of future
Principally, for the design of road networks, developments. It must also implement land
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
the peak traffic hours are considered; for policies that discourage urban sprawl and
a service/industry-based economy, such reduce unnecessary driving.
as Kigali in 2040, the peak traffic hours are
expected to be between 7.30-9.30am, from The VISUM analysis has lead to a refinement
the home-to-work traffic, and 5.00-7.00pm of the initial arterial route network
which results from work-to-home trips. presented in the previous reports to one
which is more suited for the weekday
Outputs morning peak in 2040.
The aim of using VISUM as an analysis tool
is to understand the impact of specific The final design for any transportation
planning decisions on transportation schemes shall be subject to detailed
infrastructure which in turn supports the feasibility studies before implementation.
decision makers in the land use planning
process.
The key objectives are:-
−− To ascertain the predicted peak
travel demand and the expected
impact of this on the Proposed
Road Network
−− To propose a Road Hierarchy for
the Proposed Road Network based
on the initial estimates of road
capacity from the model
−− To estimate the capacity and
potential of the proposed BRT
Network
−− To identify future bus routes based Figure 4.13 Refinement of Arterial Routes based on Density, Traffic Analysis and
on the demand. Pedestrian Routing
58
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Figure 4.14 Proposed Road Network Capacity
It can be seen that most of the collector Such techniques will be further explained in
roads are within 85% of its expected Chapter 5.
capacity. A detailed look of the other roads Figure 4.15 Proposed Road Network Capacity (Collector Roads omitted for clarity)
59
4.4.5 Coverage of Road Network 4.4.6 Types of Roads
The provision of a well-defined road In the proposed road network, four types of
network which is classified according to roads have been proposed.
the road context will ensure that the road
network is not overdesigned and is suitable • High Capacity Urban Roads
for the City of Kigali. • Major Arterial Roads
• Minor Arterial Roads
This plan accommodates a comprehensive • Collector Roads
public transportation network by
identifying key alignments that can be These roads are to be adopted by the City
used for the Mass Transit. In addition, by of Kigali upon construction and considered
aiming for a high arterial road density in the to be public roads.
City, this strategy ensures that buses are
able to navigate through more roads then In the VISUM analysis, the following
currently possible, therefore building on a assumptions were made for the following
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Figure 4.17 Proposed High Capacity Road Network to replace the Existing National Roads through Kigali
61
4.4.8 Coverage of Roads
One of the most important strategies that The streetscape of Kigali is not consistent In the design of a road scheme, the first
will help achieve the objectives and goals and therefore may cause confusion to step is to identify the alignment for the
of the Transportation Master Plan is the drivers, especially if the pedestrian and scheme. This has been done to some
standardisation of Road Design in Kigali. cyclist domains are not clearly laid out. extent in this Transportation Master Plan.
Key alignments have been identified to
There are two aspects of road design that The TMP has prepared several preliminary optimise the road network. Based on these
is in grave need of improvement, which are road cross-section designs for the purposes preliminary alignments, the City should
the construction design of roads in the City, of this report. The designs are proposed to prepare a survey and set up a taskforce for
and the urban design of roads. be easily adaptable within a stretch of road, the scheme.
as shown in Figure 4.22.
The construction design encompasses The second step is to identify the scope or
the physical design of roads; pavement Appendix B further expands on typical boundary of the project. Depending on the
thicknesses, kerb radii, superelevation and standard road designs that can be applied purpose of the scheme, land requisition
horizontal and vertical alignment to name in Kigali. requirements may vary. For example, for
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
a few. The physical design is important as key urban roads the minimum right of way
these define the structural integrity and In all cases, the design can deviate to for procurement will be the carriageway
safety levels of roads. accommodate any localised amendments, width plus the minimum provision for
based on the context of the road at that pedestrians. However, in the commercial
The urban design of roads discuss broader Figure 4.22 High Levels of Adaptability in Road Design location. The following page is an example centres where vehicle access is limited, the
design principles, which address usability of a Design Code Sheet for the Transit carriageway may be converted to shared
concerns in addition to safety. The Links/BRT Lanes type. Additionally, the space for vehicles and pedestrians.
geometry of roads have been studied in
Road Network Plan - Proposed Hierarchy Matrix dimensions are for guidance only, and again The road sections can be developed with
detail in current international standards, High Capacity Urban Roads– Trunk Route can be amended to suit the situation. the following facilities:-
namely the Design Manual for Roads and • Median – The divider between
Bridges (UK) and Roadway Design Manual Note that all reference to non-motorised opposing traffic lanes
(US). transport infrastructure such as pedestrian • Carriageway – Traffic Lanes for all
and cyclist paths will be further discussed in vehicular traffic
The purpose of these design manuals are the next section. • BRT Lanes – Dedicated lanes for BRT
to ensure that roads are built to a standard lines
that will guarantee a level of safety and A detailed design guideline needs to be • Hard Shoulder – The emergency stop
function, in addition to the reduction in developed, expanding on these ideas lane on high capacity urban roads
maintenance due to proper installation or introduced. With proper application, • On-street Parking – On-street parking
laying of roads. the road network in Kigali can be better where traffic movements are low or
managed. where speeds are inexcessive
The intention of this section is not to • Easement/Verge – Easement space
replicate the contents of these guidelines, Good Design Practice such as wider provided for utilities, maintaining
but to draw attention to these for future pedestrian paths can be accommodated in visibility splays, or earthworks
reference. these guidelines. • Planting Strips – For planters / greenery
Vehicle-centric
Low Social Interaction
• Footway – Pedestrian paths
The City needs to develop its own design • Cycleway – Cycle paths
standards to guide future developers in the • Multi-purpose walkways – Shared
preparation of road schemes. Figure 4.23 Example of Standardised Road Design
64
4.5 PUBLIC TRANSPORTATION PLANS 4.5.1 Rail and Intercity
Transportation Plan
65
Intercity Rail Transit and Connectivity
Intercity and international travel by express Nyabugogo Bus Terminal would be slightly
buses is currently served by the Nyabugogo relieved of some of the services from the
Bus Terminal to the west of the CBD. east and south, which would mean that it
would be able to streamline and better
The Terminal has experienced congestion in manage traffic from its catchment.
recent years due to increased demand. The
lack of land and the increase in commercial The Gahanga Interchange would work as an
activities in the surroundings has made interchange between the new airport and
expansion plans difficult. the BRT lines.
While there may be scope to ease congestion Ndera, as the northeastern-most regional
in the short-term using measures such centre, is also suited as an intercity transit
as adopting proper bus scheduling and hub due to its location on the mass transit
imposing parking bans in the surrounding lines.
area, the area may not be able to sustain
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Based on the Land Use Plan, the road Continuity is maintained through several
analysis and existing facilities, the proposed hubs for trip transfer, as can be seen in the
BRT network as shown in Figure 4.27 was diagram Figure 4.28 shown below.
prepared.
A total of 92km of BRT lines are proposed
A preliminary demand model provided the for the year 2040. The longest line is 30km
proposed routes as shown in this figure. long, and is expected to complete a journey
in an hour.
Based on the demand model, the optimum
route was selected so that the BRT lines The creation of regional centres would
would serve the regional centres. mean that journey times on the BRT would
not exceed an hour, and inter-regional
The BRT lines is expected to provide a trips can be made with no dependence on
Figure 4.27 Proposed BRT Trunk Routes Figure 4.28 Possible BRT Schematic Map for Kigali 69
Proposed BRT Service Coverage
Figure 4.31 shows the overview of the It is recommended that all feeder services In Singapore, the MRT system (4 MRT lines)
BRT Planning Process, as shown in the Bus terminate or provides connection to BRT is complemented by some three hundred
Rapid Transit Planning Guide, published stations as far as possible. Feeder services bus services, many of which serve multiple
by the Institute of Transportation and can also work as a local distributor service MRT stations or run parallel to the MRT
Development Policy, 2007. as well, and may run in parallel to BRT lines. lines with more than four thousand buses
in service in 2012. The bus services account
A Bus Rapid Transit system works best as The anticipated passenger demand does not for 85% of the ridership, nearly five and a
a profit-oriented company so that efficient exceed 20,000 PPHPD along all corridors in half times the ridership of the MRT lines.
services can be provided. the next ten years. As such Bus Rapid Transit
is recommended for implementation in the The BRT lines in Kigali are expected to
They would need to be regulated and short- to medium-term. Additionally, a plan provide similar levels of ridership, and
monitored. to incorporate/phase out mototaxis and therefore by 2040, an extensive feeder
public buses will be required when planning and local bus network should be in place to
Service Improvement
While that is true in 2012, in the design The Green and Red lines would provide
horizon year of 2040, building technologies connectivity to the Yellow Line, and at the
may have advanced to a stage where same time, due to the unique topography
construction is cheap and ridership demand of Kigali, provide interconnectivity to one
may justify it. another through a transport hub. These
lines would essentially link the north and
As such it is recommended that land be the south of Kigali, and would complement
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
reserved along some of the alignments so the BRT lines to collect and distribute trips.
that LRT may be built with little pressure on
acquiring land for the development of the
LRT.
72
Park and Ride Infrastructure
73
4.5.3 Supplementary Public Development of an Integrated Public
Transportation Plan Transport System for Kigali Phase II
Buses not only can fit in minor roads, but MININFRA’s March 2012 report details • Upgrading and development of New
also effectively return road space to the many proposals which can be implemented Public Transport Infrastructures for
pedestrians (see Figure 4.35). in Kigali for the near future, in addition to Kigali City
long-term plans. • Construction/Reconstruction of Bus
A bus can effectively carry the equivalent terminals/stops
of 60 cars worth of people, and as shown This document provides a comprehensive • Identification and Construction Proper
in the figure, the road space becomes very implementation plan for public transport in Bus-stops
much permeable due to the reduction of the City of Kigali, and is recommended for • Implementation of an Smart and
cars. implementation due to its level of detail in Integrated Ticketing System in the
study. Kigali City
This is the envisaged model in cities, where • Development of a smart and Integrated
space is a constraint. Figure 4.37 shows the high volume routes taxi service
identified by the report where public • Integration of NMT, Motorcycle and
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Figure 4.36 shows the hierarchy of travel transport services can be provided. public transport
from the village level to the city. The • Development of Parking Policy and
supplementary public transport systems The document separates the development Strategy for Kigali City
should service all levels of the City, such Figure 4.35 Comparison of Cars and Bus Footprint of public transport in three phases.
that they work as distributor and collector Phase III
systems from these villages to the town Phase I
hubs. • Development of a Medium Level Bus
• Development of Standard Bus Routes Rapid Transit System for Kigali City for
In the future, the proposed travel between and Schedules Main Bus Corridors
regional centres would be mainly provided • Introduction of Standards for Public • Implementation of an Smart and
by the BRT, and can be supplemented by Transport Vehicles and Operators Integrated Ticketing System for the
regular bus services where necessary. • Provide tax holidays for the Importation Public Transport System in the Kigali
of Standard and Large Buses for the City
Kigali City Bus Services • Demand management / traffic restraint
• Metering of all licences taxis • Involving existing minibus operators in
• Initiate Standard and Large Bus Pilot the new system
Demonstration Project • Setting up an Unitary/Single Authority
• Development of Standards and for the Transport system of Kigali City
Specifications for Implementation of a • Summary of Cost Estimates for all
Smart Integrated Ticketing System for Three Phases
Kigali Bus Services
• Implementation of a Hybrid Manual The recommendations of the Report are
and Automatic Integrated Ticketing in line with the recommendations of this
Strategy TMP and should be accommodated where
• Development of an optimised bus possible in the Implementation projects
service for school going children proposed by the TMP.
• Initiation of Public Transport Sector
Figure 4.36 Hierarchy of Travel from Village to City
Reforms
74
Public Transport Infrastructure
The provision of transport hubs are The integrated car parks can also encourage
necessary to supplement the economic drivers to park at these transport hubs
growth and to provide better integration of before continuing their journey using the
the various modes of transport, both public BRT.
and private.
By building these along the BRT lines,
Figure 4.40 shows an example of how the it could be another way of reducing
car park can be integrated into a transport congestion on roads.
hub, which can link directly to the adjacent
BRT systems. Major transport hubs may be located in
intersections of different BRTs and at the
These transport hubs can be major economic end of BRT lines, as identified in Figure 4.41.
centres with integrated commercial and
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
retail, which can attract sufficient ridership Transport hubs in these locations tend to
demand for the BRTs during the off peak attract more footfall, making them ideal
hours of operation. locations for commercial and retail centres.
High Density BRT Corridor in High Density Development along High Capacity Wetlands
Residential Major Arterial Transit Corridor Urban Road
Figure 4.40 Example of a Transport Hub with Integrated Car Parks adjacent to BRT Station
76
Transport Hub Location and Design
Transport Hubs are key infrastructure for 3 such interchange locations have been
large and highly populated catchments, identified in the TMP. The first is located in
where transfer from one mode of transport the Nyarungenge District and is well-placed
or interchange between transport modes between four of the proposed BRT lines.
are required.
The second is located in the existing
These hubs serve key catchments such as Kimihurura town centre. The proposed
commercial and business districts and may regional centre is well-located in the heart
host a large variety of public transport of Kigali on the main east-west BRT line. It
infrastructure, for example park-and-ride is also located conveniently on the Green
schemes, cycle parking, taxi stands, bus line, which also connects to the southeast
stops etc (see Figure 4.43). of the city.
Figure 4.42 Proposed Interchange Transport Hubs Figure 4.43 Locality Guidance for Station Facilities (Translink 2012)
77
End Terminal Transport Hubs
End terminals are crucial for maintenance These hubs will still need to play their part
and overnight parking purposes of the BRT. to become collector hubs. Hubs 3, 4 and 5
The bus fleet will need to have constant are suitable for collecting trips coming from
maintenance, and such service hubs should the south and east of the City due to their
be located close to or at the terminus of bus locations in the urban fringes. These hubs
routes. are expected to draw a large amount of
private traffic from surrounding rural areas
These service hubs may be used not only and therefore are suitable for providing
by the BRT fleet but also for public bus park-and-ride facilities.
services.
Additionally they are ideal for out-of-
Five terminals have been identified for use city bus terminals, especially for intercity
in the TMP. transport.
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Figure 4.44 Example of a Transport Hub Figure 4.45 Proposed End Terminal Transport Hubs
78
Intermediate Transport Hubs
Intermediate transport hubs can be located The second intermediate hub identified is
along long stretches of BRT lines. located directly south of the Ndera Free
Trade Zone in the proposed Nyarugunga
In this TMP, two such hubs have been commercial hub. It is envisioned that these
identified on the longer BRT Lines. As these hubs would be linked by public transport in
hubs are located centrally, they are also the short term to aid the movement of trips
ideal as collector hubs for pedestrians and from the north to the south of site.
cyclists travelling to other parts of the City.
These intermediate transport hubs will have
The first intermediate hub shown in Figure less need for parking due to their central
4.46 is located in the proposed Ndera Free locations, but would ideally be promoted
Trade Zone. This hub is expected to be busy as high density commercial centres such as
due to its location close to two different shopping hubs and cinema complexes.
Figure 4.46 Proposed Interchange Transport Hubs Figure 4.47 Preston Bus Station, UK, with Car Parking Facilities
79
Integration of Developments
in Transport Hubs
Integrated Car Park in
Figure 4.48 and Figure 4.49 shows BRT Development
development concepts initially used to plan
for the City Regional Centres. These have
been further developed and can be seen in
the Development Plans. An example of the
application can be seen in Figure 4.50.
80
To Uganda 4.6 FREIGHT MANAGEMENT PLAN
To To Burundi To Tanzania
Democratic
Republic of
the Congo
D.R.C
To Burundi
Figure 4.52 Existing Freight Route through Kigali Figure 4.53 Proposed Freight Route in 2040
Currently, freight traffic travels in a east- The HCUR network circles around the Disruptive freight movements which do not
west direction, as shown in Figure 4.52. This City, and provides connections to all the need to enter the City and Regional Centres
alignment brings through-freight traffic into industrial zones in the City. would also increase road maintenance
the City, which is very undesirable. A Ring costs, as freight traffic movements are the
Road is proposed for use by the City to There is scope for providing logistics hubs most destructive for paved roads.
divert the through-traffic to the fringes of in the fringes of the City and within the
the City. industrial estates so that freight traffic Separation of such traffic would reduce
movements are kept to its purpose. maintenance costs for the City.
The High Capacity Urban Road network
(Figure 4.53) can be utilised by freight traffic
for this purpose.
82
4.6.2 Possible Locations
for Logistics Hubs
Legend
Possible Logistics
Hub Locations
National Roads
connected to HCUR
Figure 4.57 Well-integrated Pedestrian Facilities in a Shared Surface Green Space in Vancouver, Canada
The NMT infrastructure needs to provide would be provided on all types of roads
support in terms of accessibility, efficient except the high capacity urban roads.
movement and safety.
Pedestrian networks should be well-
This encompasses supporting components integrated with public transport networks,
such as pedestrian infrastructure, lighting, and walk-up catchments for bus stops
integrated pedestrian networks and should be between 400-800m, or 800-
shelters. 1200m for BRT stations.
The two main NMT infrastructure are Typical utilities required for pedestrian
discussed in the following sections. infrastructure are:-
• Rubbish bins
Pedestrian infrastructure is highly affects • Seating
the road network due to its role as a social • Non-public transport information
catalyst. points
• Lighting Figure 4.58 Pedestrian-friendly Streets provide Accessibility to all Levels and Modes of Transport
Movement of people needs to be supported
by a series of interconnected pavements The installation of these infrastructure
which can facilitate pedestrian movements. should not intrude into the pedestrian
space. Planter boxes and other street
Connections should be accessible, furniture should be kept from interfering
convenient, direct and legible. Elements for with path lines.
consideration are:-
In roads where vehicle movements remain
• Intermodal conflicts - pedestrian a high priority, pedestrian walkways should
crossings still be installed, but care should be taken
• Kerb Ramps - connection, provision, so that conflicts are reduced.
quality and configuration
• Path width, grade, continuity and However, where pedestrian movements
alternative paths are more prominent, such as in city centres,
• Placement of other pedestrian roads can be designed so that they are
infrastructure—rest points, railings, more pedestrian-oriented (see Figure 4.58).
street furniture Dedicated pedestrian links may also be
• Pedestrian walkway and waiting shade included in new developments so that land
cover for sun and weather protection parcels remain permeable to pedestrians.
Transit oriented developments may allow
The most important infrastructure is the for pedestrian thoroughfare throughout the
provision of the walkway. Based on the day to ensure that pedestrian connectivity Figure 4.59 Transit Oriented Developments with Focus on Pedestrian Connectivity
standard road designs proposed, walkways is not broken (Figure 4.59).
86
Cycle Infrastructure
Figure 4.60 On-street Cycle Lanes Figure 4.62 Provision of Cycle Storage on Buses The proposed cycling infrastructure for the
City of Kigali are:-
Figure 4.61 Integration of On-street and Separated Cycleways Figure 4.63 Typical Cycle Parking
87
4.7.3 Pedestrian Zones and
Complete Streets Commercial Pedestrian Zone
In order to promote walking and to improve Pedestrianisation of commercial zones Figure 1.2 shows a commercial pedestrian
the overall walking environment, an have been found to increase footfall and street in China. Its location in the heart
pedestrian-friendly approach is required attract more people to these zones, which of Guangzhou has made it a popular
to manage traffic and transport matters also increases economic activity. destination for tourists and attracts high
and put more emphasis on the interests of levels of pedestrian footfall, boosting the
pedestrians. In the last decade pedestrian In residential areas traffic-calming measures local economy. Shops are serviced by
schemes have been implemented all over reduce speeds and therefore create a safer delivery vehicles according to schedule
the world with the following objectives: and more conducive environment for which does not coincide with the pedestrian
family life. peak hours.
• To improve pedestrian safety and
mobility Pedestrianisation is not intended for entire It is proposed that a similar pedestrian street
• To promote walking as a transport cities, as vehicular access still play a large be trialed in the City of Kigali. Additionally
mode part of cities. However, the intention on in new proposed regional centres, the
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
• To discourage access for non-essential this section is to introduce the concept to development of pedestrian zones can be
vehicles the City of Kigali for trial, so that design accommodated where possible, especially
Figure 4.64 Shangxiajiu Pedestrian Street in Guangzhou, China
• To reduce air pollution for pedestrian zones can be systematically in the commercial hearts. Traffic issues
• To improve overall pedestrian developed. which normally plague unplanned cities can
environment therefore be designed out, for example, by
The closing of the roads for pedestrianisation providing car parking spaces at each end of
There are a few types of pedestrian can be beneficial after a detailed study for the commercial street to encourage change
schemes, namely:- the scheme is done. of mode from driving to walking.
• Full-time pedestrian streets where Pedestrianisation schemes should be In the City of Kigali, several options were
pedestrians have full priority and accommodated for places where there are investigated. It was found that the most
vehicle access is only limited to service pedestrian capacity or safety problems. suitable site for pedestrianisation is
and emergency vehicles These schemes would need to look into the Nyarugenge Market and its vicinity.
• Part-time pedestrian streets where following:-
vehicular access is allowed in certain While the traffic is considered light,
periods, but no parking spaces are • Public demand and land use, e.g. are haphazard parking has made the road
provided there shops or places of interest which space difficult to manoeuvre. The
• Traffic-calming streets where would attract pedestrians and tourists pedestrianisation of the roads near the Legend
pedestrian footpaths are widened to the area? market (wider footpaths, no on-street
Existing Commercial
and buildouts are common, to slow • Environmental and amenity parking, and narrower roads) would create Accommodation
vehicles and discourage through- considerations a more pleasant shopping environment Existing Commercial
traffic, although vehicle movements • Impact of pedestrianisation on near the market, while still allowing through Attractions
are not banned vehicular traffic in the vicinity and the traffic. The traffic-calming street scheme Future Commercial
Redevelopment
servicing of buildings can also extend to nearby attractions such
Proposed Roads for
Whilst pedestrianisation is desirable as the cafe and market nearby, and along Pedestrianisation
from the pedestrian and environment the commercial road on the east (see Figure
standpoint, if not well-planned, may have a 4.65).
detrimental effect to roads in the vicinity. Figure 4.65 Example of Pedestrian Schematic Plan for Nyarugenge Market
88
Complete Streets
Figure 4.67 Proposed Complete Street Scheme at Eglinton Avenue East, Toronto: Before and After
89
5 INSTITUTIONAL SETUP, TRAFFIC MANAGEMENT AND POLICIES
5.1 EXISTING INSTITUTIONAL Problems and Issues in Urban Role and Function of RURA (Rwanda
SETUP AND ISSUES Transport Management Regulatory Agency)
Integrating and Unifying Local and The management of urban transport as a The following have been identified as the However the role of Kigali City Council RURA has taken a default role in managing
National Governance to coordinate single function is almost nonexistent in the key issues:- (KCC) in achieving this is currently the public transport services. The logistics
efforts in implementation of good City of Kigali specifically due to: undermined, and can be attributed to a in regulating public transport services is a
transportation systems −− The weak institutional capacity • Fragmentation of policy and mix of centralization and decentralization daunting task and RURA’s regulations and
and lack of adequate qualitative responsibility approach of the national ministries and local enforcement have a limited capacity to
5.1.1 Background and quantitative human resources, −− Different and multiple agency municipalities. KCC is required to concede control actual services.
thereby giving responsible involvement will cause authority to national ministries for local
This Master Plan is part of a comprehensive agencies little guidance dysfunctional ties with little issues, but has to implement the functions Route licensing in Rwanda is currently
approach to address the needs of an −− Too many stakeholders involved incentive for ‘ownership’ as the local municipality. In addition to this, undefined. At present, RURA assigns
integrated urban transport policy for the across the spectrum of urban −− Divided responsibility of the City a key mode of transport (BRT) for the city routes to licenses. However, it is viewed
City of Kigali. Having a defined policy helps transport - between municipalities road network between MININFRA will be run by a national agency, which may that the planning of routes should be by
to smoothen and enhance the coordination and also national authorities cross- (national) and Municipalities affect transport integration efforts. the Municipality. Fares are currently self-
efforts of all the players. This highlights cutting into local affairs, which has −− Division of public transport regulated by market forces, and RURA’s role
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
the need for an active and objective-based resulted in a fragmented planning management for minibuses The fragmented urban planning and in increasing fares is not well-defined.
strategic policy, where policy defines process and lack of coordination, (ATRACO) and proposed BRT management function will hamper KCC in
outcomes and success can be measured. vertically and horizontally between services (ONATRACOM – RPTA) its essential integrating and coordinating Its role in Kigali is vital to structure the fare
different levels of government and role. While the RPTA’s role is to establish pricing of public transport, and therefore
The challenges in implementing policy departments • Gaps in responsibility: and control the BRT systems, KCC will need will need to be involved in the policy
to get the intended results require some −− Numerous uncertainties in to integrate it with the city-wide transit making.
attention to the framework and also Responsibility of Organizations responsibility network. Without authority over the transit
to the establishments responsible for −− Lack of integrated planning systems in Kigali, the decision-making,
execution. With capable and coordinated The current system delegating responsibility (between agencies/ functions and investments, system management, and
management, policies can be translated and authority to each of the national, city and between transport and land use) traffic control for KCC are made significantly
into strategic initiatives and tactical action municipal public authorities is inconsistent. more complicated. To effectively manage
to ensure delivery. All these authorities have their particular Potential Role and Function of Kigali City the transport network, KCC requires
area of influence and control, with little Council major coordination and participation
The Government of Rwanda is pursuing effective coordination between them. The by all organisations both vertically and
a policy of decentralization (Rwanda disintegrated institutional collaboration Integration and coordination is a key issue horizontally, which at present is weak or
Decentralization Strategic Framework, is one of the major causes of problems in identified in the Transport Sector Policy totally absent.
2007) which will increase local governments’ the transport planning and management in (2008). It is typical for the local authority
responsibilities with regard to land use and Kigali today. Clear distinction of tasks has not to coordinate efforts and integrate the The role of the KCC should be recognized
transportation policy matters. The guiding been defined between the organisations, available resources to better maintain the and strengthened to improve effective
statutory documents for the urban plan in causing important traffic maintenance and City’s transportation networks. coordination of local government functions.
the City of Kigali are the respective plans management work to be overlooked, and
established by each District which define in some cases, experience major resource
long-term land use and transportation shortfalls in carrying out the tasks.
plans. The crucial issue is how to ensure
that the strategies and policies stipulated
based on these individual spatial plans are
mutually consistent and well-coordinated
at the metropolitan level.
90
Coordination Between Central
Urban Transport Policy Government and Provincial Government
The strategic policy direction to establish KTA would require a wide representation Almost all Districts in the City of Kigali have With regard to the institutional aspect of
a Transport Authority in City of Kigali (SSI, of stakeholders through a Board of included some sort of road development transportation management in the City
2012) is a good step for urban transport Management so all vested interests in their land use plan. The proposals from of Kigali, it is anticipated to clearly define
development but needs to be developed are taken into accounts and the will to Districts should carefully be examined for the rationale of the establishment and
as part of an integrated Urban Transport cooperate is fostered through a joint their:- conceptual structure of a transportation
Policy. Ultimately, it is the role of City ownership of programs and a single line of −− Consistency with the overall road authority in accordance with the
Council to set out a holistic vision for the accountability to the authority. network system forthcoming need of metropolitan-wide
city’s transport and development and this −− Function and importance within transportation management to deal with
Master Plan is a good platform to build on Coordination Among Local Government the city’s public transportation an integrated transportation master plan.
this vision and policy. in Transport System Development system There are various alternatives to set up
−− Viability of constructing the such institutions, such as
There needs to be integration and For a conurbation like the City of Kigali, proposed roads
coordination between the organizations where trade and public services flourish, 1) establishing a metropolitan-wide
91
5.2 ESTABLISHMENT OF KIGALI
TRANSPORT AUTHORITY
5.2.1 Review of Current Central government in Rwanda is largely In this respect, the establishment of The latter can be exemplified by the Public this, it is recommended to incorporate
Institutional Structure responsible for policy formulation, Kigali Transport Authority is strongly Transport Council (PTC) in Singapore, anticipated duties into KCC’s. It can be
regulation and support to Local recommended to take charge of the creation which deals with regulation, bus operation made through granting adequate legal
Rwanda is currently composed of two Government through capacity building, and the management of a metropolitan- planning, and bus fare policy. Buses are authority, which is superior to provincial
layers of government: the central and financing and monitoring and evaluation. wide transportation development plan and operated by private companies through and local governments’ authorities, to
local. Under the Rwanda Decentralization This is done through public institutions to manage transportation in the region. open contract tender. some extent, and to create a mechanism
Strategic Framework (2007) the mainland such as Rwanda Transport Development to make sufficient revenue to carry out its
of the Republic of Rwanda is divided into Agency, which manages day-to-day aspects While it is important to establish a In the context for the City of Kigali, duties, and to empower its personnel.
5 regions. They are the Northern Province, of transportation in Rwanda. transportation authority for the region as the PTC model is more appropriate as
Southern Province, Eastern Province, part of the master plan implementation, it it involves the private sector, which Kigali’s status as the capital city of the
Western Province, and the City of Kigali. Local government with its administrative takes time to establish such a new agency. provides a trickle-down effect on the nation also subjects it to more involvement
entities is mainly in charge of Hence, a planning commission should be city’s economy. Additionally KTA can focus by groups with vested interest in
As a result of the decentralization policy, implementation of government policies and established first in order to pursue the on its role of policy making, planning and transportation. The institution will need
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
the administrative structure of Rwanda service delivery, and to provide an avenue tasks in the short term. regulating the transportation services. By to be effectively equipped with tangible
has changed from Prefectures to Provinces for public feedback and accountability. leaving operations to the private sector, transportation policy and instrument to
and from Communes to Districts. The 5.2.3 Review of Transportation competitive forces can ensure that the manage the different interests.
constitution of Rwanda provides for 5.2.2 Institutional Development: Authority in Other operational costs can be kept low through
decentralization by empowering Districts Coordination Metropolitan Areas the tender process. The application of KCC to take the role
as local tiers of the governance system. It as a transportation authority, which has
also provides for the distribution of power The foremost institutional issue in the A variety of metropolitan-wide 5.2.4 Establishment of extensive authority for planning, executing
and responsibilities between the central transportation sector is insufficient transportation organizations have been Transportation Authority and monitoring all transportation affairs
government and the districts. coordination and communication established in other countries, ranging in City of Kigali in the region, is not suitable for several
between central ministries and local from self-governing bodies which not only reasons. The main reasons against the
In the Province of Kigali, the highest level government agencies. Not only is there sets transport policies but also plan and As previously identified, a single corporate utilization of the City Council can be
of local government is the district. Each vertical discrepancy, the lack of consensus operate transit systems, to policy-setting body is recommended to manage traffic, summarized as follows:
district is further subdivided into Sectors on regional planning across each local institutions which regulate and plan transit design an integrated infrastructure • Considering the KCC and its setup,
(Umurenge). The sectors are sub-divided government’s jurisdiction makes it more operations and allow the private sector to development plan and provide a stable, it is still within the framework of
into Cells (Akagari) and these are further difficult to formulate an integrated operate the transit systems. reliable and safe public transit network to public sector. A transportation
subdivided into villages (Umudugudu). transportation system development plan in all citizens in the City of Kigali. authority needs to be independent
The sectors are the focal points of the region. An example of the latter is Transport from the public sector in the sense of
service delivery and are key in mobilizing for London (TfL), a governmental body The establishment of a new transport institutional set-up, finance and human
communities to participate in development Kigali City Council (KCC) should be the whose role is implementing strategy and authority can effectively and efficiently resources.
projects. They are also responsible for data main player to coordinate among local managing transport services in London. control transportation issues which may • The institution needs to be independent
collection and information gathering. The administrations; however, inadequate TfL is responsible for running the primary arise from the complex interactions from governmental bureaucracy,
Cells are in charge of needs assessment and resources and overlapping responsibilities Underground network, but manages the between the jurisdictional areas of the interest groups, and should have a
prioritization of service while the villages with central agencies make it difficult maintenance by the private sector through Districts and the involvement of the commercial-minded management.
are the centres for community solidarity for KCC to perform its duties effectively. contracts. TfL operates some of the major central government. In this matter, there The institution should become an
and self-help projects. The founding of a separate, legally and transit hubs, such as Victoria Coach Station, will be conflicts of interest, particularly intermediate public transportation
administratively independent and more but coordinates operations for other regarding the use of existing institutions provider and run the business to deliver
flexible institution should be considered. hubs such as Waterloo Rail Station, which or capacities of existing agencies at the sustainable and reliable services to the
interfaces with the Underground. central and local governments. To resolve region.
92
Issues to be Considered for the Establishment Vision
of Transportation Authority
In view of the above, the establishment of • The new transportation authority instead of transferred employees from The vision of the institution is to deliver
a new transportation authority is therefore would possess a discretionary power This subsection describes important provincial or local governments, except the transportation services that meet the
recommended. The reasons given below on funds, i.e. fundraising instrument, aspects to be considered when establishing members of the board. They should not demands of a dynamic and growing region
are derived from the lessons learned from budgeting and capital management, a new institution to solve various issues have dual identities, such as being the staff with a population that will increasingly
the issues faced by the Kigali City Council, so it would be less dependent on the encountered and to be anticipated in of authority and at the same time holding expect high standards in service and
which is currently taking a fundamental role revenue and budgeting of the central order to pursue the implementation of a position at a private company or at infrastructure. The institution offers various
to facilitate an integrated spatial plan for and local governments. the Integrated Transportation Master Plan governments. Employment of permanent transport options to meet individual
the City of Kigali region and to harmonize • Since the representatives of central for the City of Kigali. The actual process is staff exclusively for the authority is highly preferences of commuters, and the
infrastructure development plans among ministries and related agencies broken into phases in appreciation of the recommended. transportation services to be provided will
Kigali districts. would become the members of complexities that will be faced. be of high quality, convenient, accessible,
board of the authority, it is envisaged Taking the above into consideration, the comfortable, safe, and affordable to the
• The demarcation of roles and that inconsistent practices on Legal ground following illustrates the overall framework people living in the City of Kigali.
responsibilities do not depend on the transportation management would be Tangible legal framework needs to be given of the prospective transportation
Task Force 10 three remaining experts could deal with all other
urban transport issues. These three experts do not
Experts the interim to examine structure of the the study and survey to be used for • Control and enforcement, in particular
necessarily need to come from within the public proposed organisation, functions, role academic research, planning purpose, procedures related to licensing,
Administration but can also be academic or
private consultants.
sharing with the existing government and so on. permits, policing of traffic, safety
agencies and for preparation of the standards, and other transport-related
authority to pursue the tasks in short term. A secretariat is established to support the issues.
commission and carry out daily operations.
A Transport Planning Commission is to be Funding of the committee and secretariat At this stage in the development of KTA, the
set up under the supervision of the central shall be in form of contribution by the role of the Board of Management remains
government (MININFRA), consisting of members or directly from the central limited to a consultative role, focusing on
transport-related personnel from local government. follow-up and steering of policy-making
governments or districts and transport and activities. A task force to prepare the
related government agency. The proposed The establishment of the KTA Board of Kigali Transport Authority will be set up
Transport Planning Commission should Management (see Figure 5.3) is the first as well under the direction of Board of
consist of representatives from the step to improve the level of coordination Management. The task force is to consult
following stakeholders:- among all stakeholders. The commission ministries and draft necessary regulations
• Ministry of Infrastructure will further the research into the state of for the establishment of the Authority. It
• Ministry of Finance and Economic transport in Kigali, and sets the direction will also prepare the action plan for the
Planning of the initial policy. The commission can fund raising mechanism, i.e. road pricing
• Ministry of Local Government also centralise and distribute research and and fuel tax, and facilitate the realization
• Kigali City Council study efforts and provide an insight for of the transportation master plan proposed
• Representatives from the Kicukiro, the integration of transportation and land by the Study Team.
Gasabo, Nyarugenge District Councils planning.
• Public Transport Authority Resources
• Rwanda Utilities Regulatory Agency At this initial stage of the KTA creation
• Rwanda Transport Development process, only human resources are
Agency needed in the planning commission, with
• Rwanda National Police consultancy assistance.
Figure 5.3 Structure of Transport Commission • Rwanda Road Maintenance Fund
94
Phase 2: Transformation Phase Phase 3: Kigali Transport Authority (KTA)
95
Resources
With the completion of Phase 3, a fully- • To manage public transport registration according to sectoral responsibility and the At the end of Phase 3, KTA will be fully The final number of staff for KTA can only be
functional and well-structured authority operation and taxation line agencies under its purview. Various operational and will require the necessary determined during the execution of Phase
will be responsible for all aspects of CoK • To manage on-street parking operation smaller departments can be established administrative, financial, and secretarial 3 and will be defined by the final setup of
transport system. At that time, KTA will • To plan public transport services, such under each division as is required according support. The role of the existing Secretariat KTA. However, based upon the above basic
have positioned itself as the coordinating as trunk bus, minibuses, BRT, Taxi and to the fields of responsibility. will therefore be limited to traditional structure, some indications can be given on
intermediary between all stakeholders and • To carry out traffic management secretarial services while administration the minimal number of staff required for
the city’s transport system. measures, such as, road pricing, The authority would be operated by and legal affairs and financial affairs operating efficiently. This is shown in Table
pedestrianisation and park and ride the revenue from public transportation will each be assigned to a dedicated 5.7.
KTA will relay the needs of the City’s scheme. business (bus, railway and bus terminal) Department. An inspector-general will also
transport system to the national and financial contribution or subsidy from be installed to ensure transparency and
government and implement the national Operational the central and local governments. As accountability within KTA.
(urban) transport policy into concrete The first duty of KTA, and its particular an independent corporation, however, Table 5.7 Institutional Development Process - Phase 3
actions on the ground. An important part of divisions, is to finalize the external its primary goal is to be financially
its intermediate responsibilities is ensuring restructuring of the line agencies. The independent. It should be underlined that Function Persons Remarks Origin
accountability of the line agencies and other final layout of the line agencies will in a disclosure of financial status is one of Board of Public
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
97
Table 5.8 Transportation Management for City of Kigali Table 5.9 Major Outlines of Proposed Institutions
5.3 REFORMING OF GENERAL BUS
City of Kigali Transport Planning
Commission
City of Kigali Transport Authority (KTA)
Transport Kigali Transport MANAGEMENT SYSTEM
Tasks
Commission Authority
Provide integrated and efficient land transport system:
Promote urban transport planning
Major Missions
planning, public transport services & traffic management Demarcation of role and responsibility B A In this section, the institutional aspects
Coordinate among the central and local
Develop selected transportation infrastructure Consistency with assignment and financial support N.A A
of public transport administration are
governments
examined and viable solutions suggested.
Transportation
mode (to be Bus, BRT, MRT, railway, minibuses and other Bus, BRT, MRT, railway, minibuses and other land
Integrated transportation management and infrastructure planning A A There are four variable instruments for
improving public transport service delivery,
Institutional Problems
responsible or in its land transportation modes transportation modes
consideration) Inconsistent practice among central ministries A A
namely standardizing and enforcing
Operation of public
transportation (as
Bus, BRT Financial constraint at the central and local government N.A A minimum service standards, rejuvenating
Not applicable
subsidiary
Railway Discrepancy in financial and human resources between province and LG N.A N.A
bus fleets, restructuring general bus license
corporation)
system and capacity development.
Research Policy implementation Institutional problems in coordination B A
Coordinate urban planning and data Planning on transport systems
Insufficient function in transportation planning (information/data) B A 5.3.1 Standardizing Minimum Service
Manage studied data Public transport licensing
Standards (Quality of Service)
Activity Coordinate existing line agencies Traffic management Overlap functions and responsibilities among central ministries B A
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Setting guidelines and enforcing standards Autonomy in terms of planning, budgeting and implementation of designated
Unchanged Transfer to KTA Indicators for minimum service standards
Infrastructure development road network
of public transport services should be
Public transport registration Autonomy in terms of planning, budgeting and implementation of road network
under its jurisdiction
Unchanged Unchanged
measurable and also defined from the
Road network
Autonomy on regional infrastructure planning and development of all
passengers’ viewpoint. Items that are
Bridge, flyover Unchanged Unchanged
Infrastructure
Not Applicable transportation related programs important for passengers are accessibility,
The following sections outlines a number • Business permission, rules and to be replaced by performance-based successful outcomes can be achieved. provide feeder services to the BRT. Instead
of approaches in incorporating incumbent conditions, and operations are contracts. This action creates uncertainty of migrating operators into formal business,
operators into the system network, with packaged as one function under the for operators who may not wish to As these contracts are expanded across minibuses can be organized as formal
services designated as: contract which clearly outlines the cooperate initially. On the other hand, routes that are part of the integrated system, feeder services to the BRT, thereby creating
• BRT trunk operations being the trunk responsibility of both KTA and the bus KTA is offering viable and profitable bus all buses that operate as intermediate or a business for displaced operators. Such a
route operation, with a high level of operator. operating contracts to provide services to feeder services will be fitted with ticketing partnership would include:
infrastructure; • The bus operator will have a strong the system under a business model which equipment so all passengers in the system • Mutual benefits as feeder operators
• Intermediate bus routes, acting as hand in guaranteeing service quality. has minimal risk for the operator. can pay for distance travelled regardless of have a viable business associated by
cross-suburb routes and feeder to the • The bus operator does need to transfers made. branding with the trunk line
BRT and fully integrated with BRT via negotiate amongst route operators Contracts can be offered through • Mutual obligations within the
fare integration, and connecting to BRT as it has the control of routes and competitive tender or negotiated contract Under the current system, bus operations partnership – operators keep minimum
shelter platforms can assign operators according to basis and under the latter, operators are are somehow functionally classified but standards and the Agency assists with
• Local feeder and community services demand (operators have guaranteed assigned company stock according to operationally unclear in its service delivery. brand identification, creating space and
not fare integrated but serving local kilometers, so can be assigned those their level of entitlement (as a form of Under the new arrangements, BRT and suitable conditions for interchanging
communities to provide local services kilometers wherever demand exists). compensation). While negotiated contracts the intermediate bus routes will serve passengers
and access to the BRT. • Bus operators and employees have are not a competitive form of tender, it is as the bus system network under the • Non-fare integration. Operators collect
formal employment with more stable a transparent process that manages the management of Public Transport Executive, a fare off passengers with the possible
Contracting Large Bus Operators income and benefits. transition more smoothly. It avoids the with full fare integration and with bus level of cross-subsidy (top up fare) if
into the System Network • Routes can be reinforced and protected complication of managing losers, who are operations provided under a performance- required from the trunk operator (who
from errant private transport operators likely then to allege that the competitive based contract. benefits from additional passengers.
Generally, with the introduction of a BRT due to empowerment of law. tender process was not transparent.
there is a program to ‘migrate’ large bus Figure 5.12 shows the change in organization Such a partnership utilizes the existing
operators into the system as contracted from the present license system to a abilities of paratransit, minibuses, taximoto
service providers. What this achieves is classified contract system. and taxis to serve the local communities.
the sharing of risk between the system Effectively, the smaller feeder operators
manager and the operators where the risk will be organized at the ‘macro’ level of a
is assigned where it can be best managed. defined scope of business and minimum
standards to keep.
100
Table 5.11 Comparison of Responsibility of BRT and Intermediate Routes
Minibuses
Intermediate Bus:
Supplement to BRT, operating on cross
suburb services, as well as serving
lower demand suburban links
Kigali Bus
Service
General Bus
The road furniture and Intelligent Transport To best maintain all of the City’s transport maintenance of these assets. As the number To manage the transport assets, the It is recommended that:-
Systems in a city manage the traffic flow assets, it is first necessary to document the of these assets increases so does the future City of Kigali has to prepare guidance or • A GIS database is prepared to manage
and maintain a pleasant environment for assets that the City owns. The following is a burden on the City’s budgets. Therefore management plans for the following:- assets
all road users such as motorists, cyclist typical example of a list of transport assets long term planning is required in order to −− Road Construction and • Guidance and Management Plans be
and pedestrians. These assets fall within taken from a UK City local transport plan. financially service all of the assets held. Maintenance, including drainage prepared for the road assets e.g.
the domain of the transportation network and lighting −− Streetscape Design Manual
and therefore a management plan should • 838 km roads, 1300 km footways, 65 km The Transport Research Laboratory UK −− Road Safety Measures −− Parking Design and Management
be adapted to ensure their effectiveness. rights of way (TRL) report TRL535 discusses footway −− Geometric Design −− Pedestrian and Cyclist Design
It is important to think of everything within • 294 highway structures maintenance management; however it −− Footways and Cycle-ways Guidelines
the right-of-way as being an asset including • 8 car parks accommodating 1900 parking contains examples of asset management −− Maintenance and Stock Records −− Freight Management Plan
the right-of-way itself. This means that a spaces and 1 bus station that can be applied to all transport for Intelligent Transport Systems
strategy to construct, upgrade, replace and • 43,000 street lights and illuminated sign assets. When discussing the maintenance −− Integrated Parking Management A more comprehensive list of guidance and
maintain road assets should be developed. units strategy, the importance of preventative −− Traffic Signs management plans should be prepared by
• 356 traffic signal sets maintenance is highlighted. −− Public Utilities Installation within the proposed Transport Authority of the
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
The domain of the transportation network • 21,000 highway trees and 138 hectares of Road Reserves City depending on needs. By formalising
should encompass all aspects of the road highway verges It also shows that if the condition is allowed −− Special Routes i.e. Freight and Bus these requirements, methods for protecting
use, which should also include providing • Winter Service depot and 6 grit spreading to deteriorate too far then maintenance Rapid Transit routes the transport assets can be enforced and
parking for both cyclists and vehicle users, vehicles will not be sufficient to bring the asset back managed.
in addition to street furniture and utilities • Variety of street furniture to a good condition. As a result the cost of To support the management of these assets,
placed within the road right-of-way, while repair ends up to be much higher than the the use of a database is recommended.
ensuring that the drainage of highways, This list is not exhaustive, and needs to be work that would be required if preventative The database should contain a list of all
roads and streets function properly. extended in detail. The city needs to know, maintenance were carried. Overall costs assets, with comprehensive information
using a database, their assets within the can be reduced through timely intervention, such as purchase date, current conditions,
Other assets include traffic signals, ITS road Right-of-Way, their conditions and which can only take place if the City has a specification/make, contractual obligations
signboards, road signs, road lighting etc. statuses, and specifications so that they can full understanding of all transport assets such as warranties, etc.
The maintenance of these assets ensures plan for their maintenance. Additionally, held.
that the road network functions properly. this helps the city to manage the road It is vital for assets to be managed in a
It is also necessary to repave roads as these environment for both pedestrians and Training is also required for staff who would strategic fashion rather than reactively.
tend to deteriorate over time. motorists. be managing the signal timings for the
traffic signals. The City of Kigali can gain more benefits by
It is also the onus of the highway authorities All of this information allows for adopting the following:-
to ensure that noise pollution from the comprehensive planning of the management
roads is not excessive. Freight routes need of these assets. Understanding the assets is • Strategic Approach - A systematic process
to be identified and maintained as higher of particular importance as each individual that takes a long-term view
axle loadings cause more damage to sub- item carries with it a long term financial • Lifecycle – The lifecycle of an asset is
standard roads and therefore need to be burden. The actual purchase of an asset is considered, from purchase to useful life to
repaved more frequently. normally the smaller cost as maintenance planned obsolescence
can cost up to 150% of the capital cost • Optimisation - Maximising benefits by
of the asset. Therefore, it is essential to balancing competing demands
understand the number and scale of assets • Resource Allocation - Allocation of
held by the city in order to understand resources based on assessed needs
the future revenue required to cover the
102
5.5 DEVELOPMENT OF Road Construction and Asset
TRANSPORTATION GUIDELINES Management Strategy
AND MANUALS
Kigali has not previously been able levels of the transit network and the
This section has generally introduced the to allocate sufficient resources to the dispersion and diversion of road traffic to
needs of detailed guidelines for transport maintenance of the roads in the City. Figure alleviate congestion.
ranging from car parking to traffic 5.16 shows how deterioration coccurs. By
management to asset maintenance. providing timely maintenance, costs can be It is recognised that the Transportation
kept to a minimum. Master Plan is to give recommendations
Development of these guidelines should and while these guidelines are being
be done in a systematic manner, and In this section, a brief discussion on road prepared, the TMP will provide suggestions
therefore provision of funding in the initial capacity, road construction, recommended on the maintenance of the road network,
years should include the commissioning of parking guidelines and alignment design including street furniture design. Following
research teams and transport professionals will be given. the Design of Road Network in the previous
to further develop these guidelines section, Appendix A shows how the context-
In this section, the importance of having benefits and liabilities which may occur from
a standardised road construction setup these alignments. They will also need to
is explained. A framework for executing investigate costs, and possible construction
Role of the Land Transport Infrastructure division of the Kigali Transport Authority
the strategy is discussed. The science methodologies, etc. At this stage, public
behind the concepts is briefly explained, consultation is necessary to determine Identify schemes Discuss with Stakeholders Prepare feasibility studies
and key requirements are provided for the impact of the scheme on the people. o Identify needs for schemes based on o Discuss the objectives with the o Review policy instruments,
development of the local road construction The results of the feasibility study will local plans, transport objectives and public, stakeholders from the public investigate feasibility of two or more
standards. form the basis for approving the proposed o Assess sustainability factors, such as and private sector such as
solutions and their impact on the City
road scheme, which will be funded by the economics, environment, safety, governmental bodies, property
social integration etc developers o Appraisal using tools and procedures
Proposed Framework for stakeholders, the City, and potentially from
o Obtain Design Data: travel demand, o Identify opportunities and constraints o Transport Model and Traffic Impact
Constructing Roads the private sector. There are opportunities and potential solutions
required levels of service, existing Assessment
for build-operate-transfer (BOT) setups for transport problems on proposed o Identify potential stakeholders and
o Environmental Impact Assessment
The construction of roads, if built to major roads such as the high urban capacity scheme corridor sources of funding
internationally recognised standards, roads to minimise risks associated with the o Assess future situation: committed o Cost-Benefit Analysis, taking into
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
will ensure the roads serve its intended construction of highways and roads. and proposed land use along corridor, account implementation, operation,
transport related problems, future maintenance, and enforcement
life without failure. To ensure that the travel demand
roads are built as required and at a timely In the detailed design stage, the proposed o Integration with GIS database
progress, the Land Transport Infrastructure Land Transport Infrastructure Division will
division of the Kigali Transport Authority be in charge of the tender, awarding of
needs to monitor, set goals, determine contract, and execution of scheme. In this
schemes and construct these roads. Their role, they will either design the road scheme
role is to manage the project, starting in-house, or appoint an external consultant.
Evaluate and Monitor Management of Construction Approval of Scheme
from the scheme evaluation all the way to It is recommended that the roads be
implementation and monitoring. designed to international standards o Evaluate and Monitor the Efficiency o Implementation of Programme o Public Consultation and Appraisal
(further explained in this section), so that and Effectiveness of the solution o Construction Supervision o Procurement of funding
The basis of the proposed road network is any construction of new roads will be able o Using the budgets allocated for o Resolution of Issues due to
the GIS database prepared for this purpose. to last longer with little maintenance. It is operation and maintenance, ensure Construction (Geometric Design,
In this, the proposed Land Transport important that proposed Land Transport that the operational objectives are Social Issues such as noise control)
Infrastructure division can prepare a list of Infrastructure division maintains a team achieved o Management of Contracts (Main
schemes that are either essential or non- that ensures that road quality is built to a o Procure additional funds where Contractor, Sub-contractors)
essential. They will then need to discuss minimum standard. The same team can be required, or reallocate funds to Detailed Design and Tender
o Financial Obligations
this further with potential stakeholders, for an in-house design team, and continue with finance additional schemes Process
o Transition of Handover to the
example RTDA and RMF, who may provide developing road standards for the City. Authority Responsible for the o Revision of solution based on funding
funding. By determining sources of funding Maintenance o Procurement of additional funding if
and getting approval for the conceptual In the final process, a Road Maintenance required
schemes, these may then be progressed to team working under the Land Transport
the next stage. Infrastructure Division will take over the
built roads into their purview. Their role is Figure 5.17 Proposed Role of the Land Transport Infrastructure Division of KTA
At the feasibility stage, the proposed Land to maintain the roads, street furniture, and
Transport Infrastructure Division will need traffic systems during their proposed life
to progress with feasibility studies, which cycle and to replace them where necessary.
investigates the alignments, possible
104
Streetscape Design Manual
A street scene design manual is As previously discussed, the speed of the Improper lighting design in cities are
recommended for a consistent street vehicle is primarily influenced by visibility, detrimental, and therefore a lighting
construction within Kigali. Visual richness rather than set limit. For example, in the specialist is required in the infrastructure
and diversity of street characters can UK, it was found that where forward team to advise on the basic design
create a very walkable environment. By visibility was reduced, the average vehicle parameters of luminous intensity, the
standardising its design, the character of speeds reduced as well. This is particularly contrast, glare, light uniformity over the
the City can be preserved throughout and desirable in areas with high pedestrian pavements and aesthetics. The placement
reduce construction costs by selecting from content, as it means that vehicles will of street lighting is also critical. In general, a
a strict set of palettes. naturally adapt to its environment, creating guideline that is proposed for the corridors
safer urban roads. based on the level of clarity and visibility
A streetscape design manual should be required is a minimum illumination of 18
prepared by landscape architects, with The example shows how vehicular speed is LUX with an average of 35 LUX at any point
significant inputs from traffic consultants. affected by lower visibility splays by means on the corridor. This increases in areas
105
5.6 TRAFFIC IMPACT ASSESSMENT
A traffic impact assessment (TIA) is a study After the analyses are completed, the
which analyses the effects of a particular consultants submit the TIA to the Transport
development’s traffic on the surrounding Planning Team, where the TIA would be
transportation network. They are important reviewed. Comments on the content are Consultants prepares
Developer submits Planning Application TIA based on agreed
in assisting public agencies in making land provided, and the TIA is reviewed based
scope of works and
use decisions and evaluate whether the on the comments. During this period, analyses the
development is appropriate for a site and monetary contributions to the KTA roads following:-
what type of transportation improvements improvement funds are discussed. The
may be necessary. larger the impact of the development on Traffic Impact Traffic Impact
•Traffic Forecast
the road network, the more contributions Assessment not Assessment
•Trip Generation
Traffic impact assessments are only one would be expected. At this stage, the size required required
•Traffic Impact
aspect of transport planning. and type of the development would be •Road Safety and
Scope of
refined so that detrimental effects of the Works Conditions
Traffic impact studies should be used as development can be minimised, and where Discussion •Vehicle Parking
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
one piece of several kinds of information to necessary, upgrade works for the road •Non-Motorised
judge the suitability of development from a network identified to accommodate the Transport
transportation standpoint. increase in traffic. Infrastructure
•Public Transport
It is recommended that traffic impact Once the traffic analyses are completed Planner examines Kigali Infrastructure
assessments should accompany and planning conditions set, KTA can Transport Submits TIA •Improvements
all other Approval
developments which have the potential to approve the planning application from documents, such or Authority required to
impact the transportation network. the transportation standpoint. SImilarly accommodate
as environmental Objection Transport
if the traffic analyses are not suitable, or impact, flood risk,
Given Iterative development
Planning process
Figure 5.19 shows the proposed framework if conditions cannot be agreed, and an land use •Investment and
Team funding
for the Traffic Impact Assessment. objection can be made on the grounds that
traffic conditions would be worse. •Proposed
Provides
When a Planning Application is submitted to Comments and Contributions to
the City, the planners determine whether a
sets Planning Infrastructure
Conditions for
Transport Development
traffic impact assessment is required. If one
is required, the planners car refer to the
KTA Transport Planning Team, who would
then discuss the scope of works with the
Developer’s Traffic Consultants.
106
5.7 INTELLIGENT TRANSPORTATION
SYSTEMS
transport projects shall be in alignment with at Kimironko at Kinyinya - Phase 1 neighborhood at Kicukiro
the development phasing plans proposed in
the Master Plan as follows: • Development of Affordable Housing at • Incremental Housing in unplanned • Development of Affordable
Kinyinya (OZ Subarea) neighborhood at Kicukiro Housing at Masaka
• In the short-term (2017), the focus of • Upgradation of unplanned neighborhood • Development of Affordable Housing • Development of Affordable
the City shall be to attract investment at Kicukiro at Gahanga- Phase 1 Housing at Gahanga- Phase 2
to kick-start quality growth in the City. • Redevelopment of unplanned area in • Development of Affordable Housing
The target areas for development are Kimisagara and Gitega at Ndera
the City Centre and the City Fringe
areas
• RSSB affordable Housing Development
• In the medium term (2025), the focus INFRASTRUCTURE • Nyabugogo Transport Hub • Nyamirambo - Nyabugogo - Ndera BRT • Extension of BRT Line 1 to
will be to meet the current housing • Reservation for BRT Corridor (Line 1) Rusororo Industrial Estate
backlog and to provide and improve
basic quality-of-life services for the
• Development of STP in Gitikinyoni and • Nyabugogo- Gahanga BRT Line (Line2) • Nyabugogo - Kinyinya BRT Line
Gikondo (Line 3)
growing population. The target area
for development are the suburban • Development of Landfill in Nyarugenge • Kicukiro - Masaka BRT Line (Line
4)
townships in the immediate vicinity of
the City Fringe • New MRT Lines
• In the long term (2040), the focus will
be on launching Kigali as the centre of
RECREATION AND • Nyarugenge Heritage Village • Kigali CBD Wetland Park and Kimicanga
• Lake Muhazi Adventure Theme
Urban Excellence in Africa. The target
TOURISM • Lake Muhazi Development - Phase 1 Entertainment District - Phase 1
Park
area for development are the suburban • Pottery Village • Agro Tourism Valley
• Kigali CBD Wetland Park - Phase 2
areas
• Kigali Cultural Village • Wetland Biodiversity Park - Phase 1
• Wetland Biodiversity ParkPhase 2
Figure 6.1 shows the catalyst development • Flower Valley
projects which are to be implemented in
the short to medium terms.
Figure 6.1 Catalyst Development Projects (Short to Medium Term)
108
6.2 CONSTRUCTION OF KEY ROAD AND 6.2.2 Ring Road (South)
MASS TRANSIT INFRASTRUCTURE
The scope of the Ring Road (South) project
To support the catalyst development is essentially the same as Ring Road (North).
projects, the following new roads or The project involves the construction of
road improvement projects are to be about 33.2 km of 6-lane dual carriageway
implemented in the short to medium terms: Ring Road, to be built at a cost of USD 101
million.
1. Kimironko Regeneration - 3 km + 2.5
km street improvement 6.2.3 High Capacity Urban Roads
2. Gikondo Regeneration – 2 km of street
improvement The scope of the construction of the
3. Gahanga Integrated Township – 21 km proposed High Capacity Urban Roads
of new roads project is essentially the same as the Ring
4. Ndera Integrated Township – 22 km of Road. The project involves the construction
The Nyamirambo - Nyabugogo - Ndera Line The central hubs are required as they would
is 26.2km long, and is estimated to cost USD be good locations for commercial zones.
230 million.
There would also need to be a hub at the
A proposed link is to be constructed at CBD zone.
the Amahoro stadium connecting to the
Nyabugogo-Gahanga Line. In the future, Lastly, one hub would be required in an
this link will form part of the Kimironko- industrial zone to serve as the maintenance
Masaka Line. and service hub, and in this case, it would
be located on the CBD-Rusuroro line.
These proposed BRT lines are potential
Public- Private Partnership projects, where At the CBD, it is proposed that the existing
the public sector would construct the Nyabugogo bus terminal be re-develop
infrastructure for the BRT lines including into an integrated regional transit hub. This
providing the BRT buses, and a private presents an opportunity for the developers
consortium or company would be given and designers to do a first integrated transit
concession by the government to operate hub in Kigali.
the BRT system.
The scope of the Nyabugogo redevelopment
Public Parking Provision and project will involves the re-development of
Removal of On-street Parking a 2.4 ha site into an integrated Transit Hub
with a basic inter-city bus terminal and
An initiative to remove on-street integrated BRT Interchange.
parking along these BRT lines would be
implemented. The project is estimated to cost USD 3.05
million, and can be implemented as a public
project or via a public/ private partnership.
Figure 6.3 Proposed Implementation Project - Bus Rapid Transit Scheme
110
6.2.5 Junction Improvement and
Development Programme
The Master Plan requires many new These projects should be part of an ongoing
junctions to be constructed as part of program to improve the roads in Kigali. An
the upgrading and improvement of the example of the benefits of having these
overall road network. The current situation projects as part of an ongoing program can
regarding junction design is that there are be seen in the implementation of Intelligent
no standards to follow or capacity analysis Transport Systems. Whilst several locations
carried out. This situation will cause long- have had ITS equipment installed in Kigali
lasting problems if allowed to continue currently this has not been carried out
when such wide spread expansion of the as part of a wider strategy as it uses
road network is planned for. bespoke technology which will limit future
Whilst some of the critical junctions have development particularly in terms of
been identified no actual solutions are systems integration.
Figure 6.6 Double Teardrop Roundabout Proposal, Keystone Parkway, United States Figure 6.8 Proposed Gisimenti Gateway Junction (different perspective)
112
Implementation of a Traffic Impact Process
Legend New Urbanist movements in US and Europe Fig. 6.13 shows an example of how the
have pushed for the pedestrianisation of pedestrianisation of Nyarugenge Market
Partial commercial areas in cities. The driving force can be done.
Pedestrianisation behind this is the importance of people
in these centres instead of cars, which Car parking sites are provided on both
Potential Car contribute little to the cityscape. ends of the pedestrianised streets. The
Full partial pedestrianisation would still allow
Park Site Pedestrianisation It is clear when examining the transport vehicles to travel down these routes but all
statistics for Kigali that walking is by far the car parking spaces would be removed from
most common form of transport. Therefore these stretches. The full pedestrianised
pedestrian facilities should be prioritised in street would ban all vehicle movements and
the city. In Kigali, the Nyarugenge Market create a street that would be conducive for
Possible Retail and has been identified as the ideal location for street commercial efforts, such as an open
Commercial pedestrianisation, due to its heavy footfall square with food stalls and tourist shops.
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
115
Table 6.12 Functions of KTA, BRT agency and Governments
6.4 THE WAY FORWARD
Bus Rapid Transit (BRT) General Bus Transport There are many potential issues and • Need to secure funding to implement While it seems daunting to clear all the
Sector Sub-sector
Intermediate
Inter-city
between Intra-city
challenges faced by the City of Kigali in the catalyst transport projects above mentioned hurdles in the short term,
bus
BRT
connecting
Province Bus Bus Service the implementation of the Transportation • Need to build capacity of the City the City of Kigali is blessed with the backing
Services in (General)
BRT
Kigali Master Plan to support the catalyst projects Officials in implement the catalyst of a transparent government with strong
Strategic transport & urban development planning KTA KTA CG/KTA LG/KTA and other long term development projects transport projects governance and political will to move the
Planning
Planning route networks and development services KBA KBA LG LG proposed in the Land Use Master Plan in • Lack of clear design standards to follow country forward.
Strategic service planning, bus/railway integration KTA KTA CG/KTA LG the short, medium and long terms. Some
Planning Public Transport Infrastructure Development KTA KTA CG/KTA LG of the existing Issues and challenges are as It is important that the implementation of With the right institutional set-up,
License and permit approval KTA KTA CG/RURA LG/RURA follows: the transport catalyst projects is carried government/private funding, trained City
Regulation
Administrative & Technical Standards, Minimum Service
Standards and Guidelines
CG/KBA CG/KBA CG LG/CG out according to the development phasing officials and strong support of the Master
Fare policy KTA KTA CG/RURA LG/RURA • Need to effectively and efficiently plan in a achievable way, especially in terms Plan from the people from the three
Financial Arrangement for Business Operation (facilitate loan,
KTA - - -
control transportation issues in the of land acquisition. All the proposed new Districts, the City of Kigali is well positioned
subsidy)
Finance
Financing bus fleet procurement KTA LG/KTA CG/LG CG/LG
three Districts, namely Nyarugenge, roads and road widening projects from to be able to implement the catalyst
Gasabo and Kicukiru Districts this Transportation Master Plan must be developments including the transport
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Base infrastructure LG LG LG LG
Asset Management
Upper infrastructure (facility) (bus terminal, bus station) KBA KBA LG LG
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 - - - - - - - - -
1
Road Network Plan - Proposed Hierarchy Matrix Road Network Plan - Proposed Hierarchy Matrix
High Capacity Urban Roads– Trunk Route Major Arterial– Trunk Route
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
Vehicle-centric Vehicle-centric
Low Social Interaction Low Social Interaction
Fig. A.2 High Capacity Urban Roads - Trunk Route Fig. A.3 High Major Arterial - Trunk Route
Road Network Plan - Proposed Hierarchy Matrix Road Network Plan - Proposed Hierarchy Matrix
Major Arterial– BRT link Major Arterial– MRT
Vehicle-centric Vehicle-centric
Med Social Interaction Med Social Interaction
Fig. A.4 Major Arterial - BRT Link Fig. A.5 Major Arterial - MRT Link
2
Road Network Plan - Proposed Hierarchy Matrix Road Network Plan - Proposed Hierarchy Matrix
Major Arterial– CBD Throughroutes Minor Arterial– CBD Throughroutes
Fig. A.6 Major Arterial - CBD Through Routes Fig. A.7 Minor Arterial - CBD Through Routes
Road Network Plan - Proposed Hierarchy Matrix Road Network Plan - Proposed Hierarchy Matrix
Minor Arterial– Bus Routes Minor Arterial– Commercial Roads
People-oriented
People-oriented High Social Interaction
Med Social Interaction
Fig. A.8 Minor Arterial - Bus Routes Fig. A.9 Minor Arterial - Commercial Roads
3
Road Network Plan - Proposed Hierarchy Matrix
Collector– Residential Streets
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
People-oriented
High Social Interaction
The Road Gazette document identified Article 8 explains that the District Roads Based on the above, it can be seen Roads in the modern sense are paved
the responsibilities, management, are under the purview of City of Kigali. that the law has made provisions to roads. The typical pavement construction is
maintenance, financing and roads Management and maintenance of the delegate responsibility and funding via as shown in Fig. A.1.
development for the National Roads. Class One roads will be part of the CoK’s a legal mechanism. In this Master Plan
jurisdiction. the proposal is for the Land Transport The pavement structure depends on the
Article 6 states that the management and Infrastructure division of Kigali Urban geotechnical conditions of the road, its
maintenance of the National Roads shall The Road Maintenance Fund will fund the Transport Development to manage the life expectancy, and the design traffic
be under the jurisdiction of the Rwanda maintenance work, and the Government roads as per Article 8. They will then need quantum. The thicknesses of the base and
Transport Development Agency, and works will fund the development works for Class to liaise with RTDA. As outlined earlier in sub-base normally relate to the quality of
meant for national roads maintenance One roads. the first section, the funding of roads may the underlying ground, as their primary
and development shall be funded by be provided by private entities/developers function is to spread the load from traffic
the Government. City of Kigali has the The Class Two roads within the Districts and as defined in Article 7. into the ground.
responsibilities as regards to the routine City of Kigali will be managed, rehabilitated,
5
Geotechnics and Drainage Considerations
Article 28 of the Rwanda gazette discusses Alternatively, covers can be provided to the
the water drainage system in the roads. open channels, and made to be pedestrian
Generally the drainage flow should be lanes. This however increases the cost
designed in such a way that:- greatly, and may not be cost-efficient. The
• Flowing of the water should not be options are provided and it should down to
impeded by overland obstructions. the engineer to select a solution based on
• Any water that flows on the road must needs and cost.
be routed through well built conduits.
• Authorization from local authority is In terms of geotechnics, Article 29 intends
required for new underground pipes/ to keep the roads free from objects that may
suspended services. damage roads, in addition to ensuring that
• Rainwater on roads should be collected free passage of the roads by all members
by using drainage channels and pipes of the public is possible. Article 30 sets a
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
• Water/waste water from households minimum slope of 45° for upper and lower
must not be directed to public roads slopes of road embankments unless they
• Private/public fountains should be are made of rock, or if landslides and fall of
placed at least 1.8m from edge of materials are impossible.
roads where possible
In standard practice, if the ground Fig. B.2 Drainage Considerations for Road Cross-sections
Drainage can be achieved in a number of conditions below the road are sub-standard,
ways: covered or open channels, buried a thicker road base needs to be laid so
pipes and manholes, and French drains. The that the road does not sink/settle. This is
choice of drainage depends on the context: normally the cause of potholes, where the
in high capacity roads with little pedestrian supporting base of the road is not enough
movements, French drains are suitable to accommodate for the washing away of
both as a soakaway and as a generic way of soils below the road, causing cracks and
storing and discharging rain water. other problems.
In some situations, the highways drainage Cut and fill exercises can help with the
systems are used to discharge surface geotechnical aspects of highways, and with
water from adjacent properties; in this case proper design can ensure that the roads are
the buried pipes and manholes solution structurally stable.
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.
A traffic impact assessment (TIA) is a study Traffic impact assessments are only one It is recommended that traffic impact
which analyses the effects of a particular aspect of transport planning. assessments should accompany
development’s traffic on the transportation developments which have the potential to Consultants prepares
Developer submits Planning Application TIA based on agreed
network. They are important in assisting The one stop centre, which has a database impact the transportation network.
scope of works and
public agencies in making land use decisions of the proposed and existing networks, analyses the
and evaluate whether the development need to utilise this for the purpose of Fig. A.1 shows the proposed framework for following:-
is appropriate for a site and what type analysing the road network using traffic the Traffic Impact Assessment.
of transportation improvements may be software such as VISUM and TRANSYT, and Traffic Impact Traffic Impact
•Traffic Forecast
necessary. at the same time, provide feedback to the When a Planning Application is submitted, Assessment not Assessment
•Trip Generation
planning and development team of the City. the planners determine whether a traffic required required
•Traffic Impact
TIAs help development planners to:- impact assessment is required. If one is •Road Safety and
Scope of
Road development shapes community required, the planners refer to the KTA Works Conditions
• Forecast additional traffic associated growth patterns. If there is a lack of Transport Planning Team, who would Discussion •Vehicle Parking
with new development, understanding of what may happen, then discuss the scope of works with the •Non-Motorised
TRANSPORTATION MASTER PLAN FOR THE CITY OF KIGALI, RWANDA
• Determine the improvements that are the growth of the community may be Developer’s Traffic Consultants. Transport
necessary to accommodate the new undermined by unforeseen effects. For Infrastructure
development, such as road widening, example, while expressways were seen After the analyses are completed, the •Public Transport
construction of a new roundabout, etc. as the way of the future, the difficulty consultants submit the TIA to the Transport Planner examines Kigali Infrastructure
• Assist in land use decision making. for pedestrians to cross expressways Planning Team, where the TIA would be Transport Submits TIA •Improvements
all other Approval
• Assist in allocating scarce resources to have resulted in the division of cities and reviewed. Comments on the content are documents, such or Authority required to
areas which need improvements communities. provided, and the TIA is reviewed based accommodate
as environmental Objection Transport
• Identify potential problems with the on the comments. During this period, impact, flood risk,
Given Iterative development
Planning process
proposed development which may Good community growth may therefore monetary contributions to the KTA roads land use •Investment and
Team funding
influence the developer’s decision be undermined by highway expansion or improvement funds are discussed. The
to pursue it, for example inadequate realignment decisions made at state or larger the impact of the development on •Proposed
Provides
road infrastructure for a stadium federal levels, unless a detailed study is the road network, the more contributions Comments and Contributions to
sets Planning Infrastructure
development, prepared. Traffic impact assessments are would be expected. At this stage, the size Conditions for
Transport Development
• Allow the community to assess the focused on the effects of a particular set and type of the development would be
impacts that a proposed development of developments, but may also provide refined so that detrimental effects of the
may have. information relevant to these broader plans development can be minimised, and where
• Help to ensure safe and reasonable and decisions. necessary, upgrade works for the road
traffic conditions on roads after the network identified to accommodate the
development is complete. In this situation, the TIA studies need to increase in traffic.
• Reduce the negative impacts created actively involve the proposed one-stop
by developments by helping to ensure centre and provide feedback and analysis Once the traffic analyses are completed
that the transportation network can to the city-wide traffic model. and planning conditions set, KTA can Planning Approval Application Rejected
accommodate the development. approve the planning application from
• Provide direction to community Traffic impact studies should be used as the transportation standpoint. Similarly Fig. C.1 Proposed Framework for Traffic Impact Assessments
decision makers and developers of one piece of several kinds of information to if the traffic analyses are not suitable, or
expected impacts. judge the suitability of development from a if conditions cannot be agreed, and an
• Protect the substantial community transportation standpoint. objection can be made on the grounds that
investment in the road system. traffic conditions would be worse.
8