Urban Transport Project
- Reference: P-NG-D00-003
- Appraisal Date: 18/06/2013
- Board Presentation: 04/12/2013
- Status: PipelinePIPE
- Implementing Agency:
- Location: FEDERAL CAPITAL TERITORRY ABUJA
The following are the proposed project components: (1)Public Transport Infrastructure, and Traffic Management: This component focuses on the development of Abuja's BRT system and investment in infrastructure and related facilities for the pilot BRT corridor. It also includes investing in safety and security aspects of the project; attracting potential users through a communication media strategy and enhancement of the consultation process. This component also focuses on construction/expansion of carriageway to provide BRT lane in urban and peri-urban areas. It also includes provision of segregated kerbing, traffic management, signal control, pedestrian bridges at bus stops, bus shelter and BRT Terminals and Ddepots. It also covers detailed engineering design study and project supervision.
(2)Road Network Improvements of Feeder Roads: This component is designed to improve the efficiency of the use of existing road space, reduce vehicle operating cost, enhance the operation of buses, and improve road safety for vehicles and pedestrians by improving the quality of roads. The sub-components include:
(i) Routine Manual Maintenance,
(ii) Recurrent Maintenance
(iii) Periodic Maintenance, and
(v) Emergency Maintenance and Rehabilitation.
(3)Project Management, System Monitoring and Institutional Development: This component covers
(i) Technical Assistance, Equipment, Vehicles, Office Equipment, and other Operational support for project implementation,
(ii) Institutional, Technical and Financial Audit,
(iii) Monitoring of Transport and Social Impact, Environmental Impact, and Capacity Development Indicators,
(iv) Air Quality Monitoring along BRT corridors. This involves procurement of new air quality monitoring equipment. Institutional development focuses on capacity strengthening of the Federal Capital Territory Transport Secretariat (FCT TS) and the Abuja Mass Transit Company to provide an overall vision and a strategic planning basis for transport planning, regulation, monitoring, administration and coordination of sector-wide management. The sub-components include:
(i) training and study tours and twinning programmes to provide technical staff with knowledge of current developments and best practices in public transport system delivery and strategic planning,
(ii) transport modelling, i.e. update of FCT TS planning databases and tools,
(iii) administrative and operating cost for FCT TS, staff salaries and other recurrent expenses.
(4)Rolling Stock: This component finances acquisition of high capacity articulated buses and the equipment of existing mass transit buses with emission filters. THis component foresees the involvement of private sector in the acquisition of the rolling stock and the operation of the MRT through the use of private sector window.
The proposed Abuja BRT Project shall provide quality, accessible and affordable mass transport system for the residents of Abuja and its suburbs which will subsequently contribute to poverty reduction, improve living standards, lead to sustainable economic growth and act as a pioneer of private and public investment partnership in the transport sector. The specific project development objective is to: (a)Improve mobility along prioritized corridors; and (b)Promote a shift to more environmentally sustainable urban transport modes.
The specific global environmental objective is to: (a)Promote an incremental shift to more environmentally sustainable urban transport modes among users with relatively high carbon foot print.
Transport and industry are both end users of energy and are central to the countrys economy, its development and environment. The broader energy sector itself, including gas and power, is large and complex and several policy and regulatory signals need to be sorted out in order to restore the sectors proper functioning. Some of these broader upstream challenges discussed in the previous section, while very important, are considered to be beyond the scope of the limited resources leveraged by the CTF. Downstream sectors such as the electric power sector were also considered for CTF support because of their central importance to Nigerian economic growth and competitiveness. The major opportunity in the power sector was to demonstrate the opportunity to expand generation using natural gas for the domestic power markets, utilizing Independent Power Production (IPP), embedded generation, integrated distribution and generation as well as other innovative business models. However, this alternative was not selected for the CTF IP because of its reliance on fossil fuels al biet cleaner natural gas for generation, compared to the baseline of inefficient diesel plants. Support for rural and renewable energy was considered very important for both increasing access and supporting clean technology diffusion, but was not included in this IP because of the relatively long time-frame (five-ten years from now) that it would likely take to bring 200-500 MW of clean generation online,28 provided there is adequate regulation for small and independent power. With a longer implementation time-frame, this area could be very attractive for inclusion in a subsequent phase of the Nigeria CTF IP. It is proposed, therefore, to target CTF resources to stimulate investment in selected downstream opportunities that would lead to the use of cleaner, more efficient alternatives for industry and solutions for transport. Besides being part of the countrys 2020 development strategy, these sectors have been selected both because of the near-term impact and visibility of the efficiency measures as well as the longer-term impact on sustainability (sufficiency), both from a planning and investment perspective. Improving the efficiency and sustainability of transport and industry sectors have therefore been selected as the key objective for CTF investment, leading to greater competitiveness and improved quality of life. In so doing, the CTF could leverage traditional ODA funds and seek to complement the Governments efforts to reform the sector as well as develop new markets in industry for clean and efficient energy use (including clean fuels, renewable energy and energy efficiency). The CTF investment creates an opportunity to de-link emissions growth from rapidly growing urbanization and economic development, while providing citizens with safe, reliable and affordable alternatives. CTF resources will also be used to stimulate investment in downstream opportunities that would lead to greater energy efficiency in transportation, in manufacturing and service industries and in buildings. This includes utilizing a range of technologies, including industrial energy efficiency investments, renewable energy, renewable energy-based hybrid systems and the use of cleaner fuels and combustion processes in service and manufacturing industries. The objective is to stimulate alternative and efficient ways to generate electricity and investments in energy efficiency to reduce dependence on inefficient and expensive small diesel and fuel oil generators which contribute significantly to GHG emissions. A key rationale for selecting the interventions identified in this IP is the ability to actually implement and achieve transformative change within a reasonable time-frame. By definition, this led to the focus on those opportunities that promoted economic growth; that visibly improved the daily lives of stakeholders (either through improved commutes, through the creation and/or retention of industrial activity and creation of jobs); and/or that helped demonstrate that improved development outcomes and environmental progress can go hand-in-hand and can serve as replicable models. The use of CTF resources for the Nigerian transportation sector is to help transform the sector by accelerating the opportunities and broadening the reach provided by recent innovations in urban transport provision. CTF investment in the sector will focus on the three principal cities of Lagos, Kano, and Abuja. However the AfDB will chip in some resources from ADF 12 and intervene for Abuja as a pilot phase. In concert with conventional ODA financing from IDA, the African Development Bank, and the Agence Francaise de Developpement (AFD), it will be oriented to strengthening bus-based mass transport provision in these cities, allowing them to respond to the same level of demand for mobility while reducing the total number of vehicle kilometers plying the streets, and reducing the energy intensity of those vehicles by improving operating conditions. CTF funds will also be used strategically to demonstrate the operational viability of alternative vehicle / fuel technologies which have the potential to reduce operational CO2 intensity.
Choices on public transport options are choices about a city's future. Mass Rapid Transit also refered to as public transit is a passenger transportation service usually local in scope that is available to any person who pays a prescribed fare. It is designed to move large numbers of people at one time. Mass Rapid Transit is anticipated to contribute both to city efficiency and to the needs of the poor in the largeest and fast growing cities. Bus Rapid Transit, BRT is inexpensive with comparable minimal requirements regarding space. The selection on the use of BRT in Abuja is geared towards te following criteria: - Improved passenger capacity - Improved average speed of the system - Minimum system costs - Minimal space requirement - Shorter plaaning and construction stage - Flexibility and environment The expected benefits to the city dwellers include: - Increase in bus operational efficiency which will inturn decongest the city through the use of BRT system which is affordable, reliable and comfort enough to discourage "push" incentives - Reduced travel time - Reduced household expenditures on transport Moreover, the creation of the right type of institutional planning capacity is a key success factor for any improvements in the transport sector. The good example is LAMATA-Lagos Metropolitan Area Transport Authority in Lagos State. Abuja is now ready to embark on a similar planning and investment process as Lagos. Set up of adequate institutional arrangements and a proper sector strategy are underway. The improvement of public transport system in Abuja will subsequently contribute to: - poverty reduction, - improve standards of living, - lead to sustainable economic growth and act as a pioneer of private and public investment partnership in the transport sector.
MINJA Mariehellen Melchior - OITC1