Federal Capital City of Abuja

REVIEW OF THE ABUJA MASTER PLAN

URBAN DESIGN OF THE CENTRAL AREA

Project Report

June 2008

AS&P - Albert Speer & Partner GmbH

Architects, Planners
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Federal Capital City of Abuja

Client Consultants

Federal Capital Development AS&P - Albert Speer & Partner GmbH

Authority
Architects, Planners
Department of Urban and Regional
P.O. Box 70 09 63
Planning
60559 Frankfurt am Main
Abuja, Nigeria Germany

David J. Elsworth MA., DIP. LD.

Landscape Planner

Florian-Geyer-Strasse 35
70499 Stuttgart
Germany

June 2008

Frankfurt am Main / Germany

AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
Foreword
Abuja is unique amongst its peers in the community
of capital cities of the world. Similar to Brazil, Abuja
was designed from the ground up as an entirely new
city with the purpose of bringing together government
facilities in a grand and representative urban setting
in the geographic epicentre of the Nigerian nation.
Following the IPA master plan from 1979 the city has
grown from a site of once empty plains into a vibrant
and lively capital. The forward-looking, innovative
master plan established the guiding vision and principle
design philosophy of the city. It is a grand scheme with
incredible potential for beauty; the bold urban pattern
and civic architecture of the city is embedded into the
surrounding landscape like few others. Although such
a forward-looking vision offers unique opportunities,
at times it also bears specific challenges for the citys
ongoing growth and development.
AS&P - Albert Speer & Partner GmbH
Final Report
The master plan was conceived over thirty years ago was taken to preserve as much as possible the spirit
and reflects clearly the prevalent design philosophy of of the original master plan and the grand vision for a
its day. The beautiful urban design it proposed used representative capital city.
architectural sculptures to create an architectural land-
It has been a long time in the making. Many hurdles had
scape; the existing terrain was to be partially reformed
to be overcome and the project had to adapt repeat-
to serve the grand design; the citys traffic circulation
edly to the fluid situation that is urban development in
focused on the clear separation of pedestrians from
Abuja today. In many aspects, it is a labour of love. I
vehicular traffic. Although the aesthetic and representa-
would therefore like to take this opportunity to express
tive quality of the city vision is undisputed, many of its
my gratitude to the professionals in all departments
components have proven in the thirty years since the
of the FCDA and their counterparts on the side of the
completion of the design either to be very challenging to
consultants who have striven from the onset to achieve
implement, no longer desirable or no longer feasible in
a concept that meets and even exceeds contemporary
light of the existing development situation. Constructing
expectations and yet carries onward the inspirational
the originally planned street network on a new, artificial
vision of the original master plan. I am proud to present
grade regardless of existing structures is not a viable
the fruits of their work in the following document and am
option today. Urban development in the form of the
confident it will inspire in a positive manner the further
proposed large-scale and complex superblocks does
development of Abuja.
not correspond to the expectations of the real estate
market today and often entails overly complicated
and expensive realisation measures, which surpass
capabilities. As a result key areas of the Central Area Executive Secretary FCDA
remain undeveloped today. Time has also proven that
lively, mixed-use streets with pedestrian activity are the
arteries of vibrant cities.
Engr. Mohammed Sani Alhassan, FNSE, MFR.
It was the awareness for these fundamental issues and
the necessity for proactive measures that led the FCDA Abuja, June 2008
to review the Abuja Master Plan for the Central Area
and synchronise it with the demands and expectations
of todays society.
The following review, therefore, was called into being
to provide a new foundation for ongoing development.
Although conceived to update the design proposals
to suit the society of today and the future, great care
i
Final Report
Preface
It was with great pleasure that we received the invita-
tion by the FCDA to review the Master Plan for Abuja. It
goes without saying that any planning consultant would
welcome the opportunity to advise the Nigerian capital
on matters of urban design and development.
For AS&P - Albert Speer & Partner GmbH, however,
this assignment bears a special significance in that our
firm known at the time as Speerplan was one of the
firms that submitted a proposal for the design of the
original master plan in 1976. As we all know, IPA was
awarded with the contract for the master plan and the
result of their work is a visionary and unique concept
for Abuja. Their design ideas were then taken further
by the renowned firm of KTU which elaborated the first
urban design master plan for the Central Area in the
early eighties.
ii
Review of the Abuja Master Plan - Central Area Urban Design
Although not directly involved in the master planning for With this review we hope to have assisted the FCDA
the capital, AS&P remained active in Nigeria, working towards guiding the next thirty years of urban develop-
on various projects. These ranged from the design of ment in this unique capital city.
conference centres and ministry buildings in Abuja to
transportation studies at a national level. It was there-
fore a particular honour for AS&P when we were asked AS&P - Albert Speer & Partner GmbH
by the FCDA to revisit the master plan and undertake
this review.
Abuja is not only a rare jewel for any urban planner and
architect because it has followed a design vision from Prof. Albert Speer
the onset. Abuja is remarkable for its location at the
heart of Nigeria and its beautiful natural setting which June 2008
offers breathtaking vistas and commanding natural
landmarks. As such the city provides the unique op-
portunity to truly unite urban design and the natural
landscape in the comprehensive artwork the city was
envisioned to become. This makes Abuja unique not
only amongst its African peers, but also internationally.
Abuja is truly on the path towards becoming the Pearl
of Africa.
It was with this awareness that we embraced the op-
portunity to contribute the knowledge and experience
we have gained both in Abuja and abroad over the last
thirty years. We have gladly applied it towards the spe-
cial design context which Nigerias young and dynamic
capital presents.
With our background in Abuja and other international
capitals we bring with us a comprehension of the unique-
ness of the assignment: to update the design guideline
to meet the demands of the society of today and the
future, and yet maintain the essence behind the original
vision for a representative national capital.
Photographer: Ute Schmidt
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
Acknowledgements
Originally conceived in 2003, work on this review
extended over numerous years until the project was
completed in April 2008. The long duration reflects the
fact that cities are complex organisms in which multiple
interdependencies must be taken into consideration
during each planning process. In order to ensure that
all interests and aspects are properly reflected in the
plans, the planner relies on the contribution and support
of various parties. Without their input and support many
of the issues would never be appropriately addressed
and many challenges would remain unresolved.
We would therefore like to express our sincere gratitude
to Executive Secretary FCDA Engineer Sani Alhassan
for promoting the entire review process. The Execu-
tive Secretary and his staff provided invaluable advice,
support and encouragement. It was through their inter-
est in the outcome of the project that the consultants
team was able to liaise so closely and effectively with
their counterparts in all involved departments of the
FCDA.
Equal thanks are due to the Director of Urban and
Regional Planning, Dir. Abubakar Suleiman, and his
team at the department. Throughout the project the
Director provided his continuing guidance and support.
He ensured that the projects ultimate goal of defining
and guiding the overall development path of the city
while preserving the essence of the original master
plan was never jeopardized.
Our thanks also go to the Secretary of Transportation,
AGIS, CCECC and to CPCS Transcom for their invalu-
able input and cooperation on this project.
AS&P - Albert Speer & Partner GmbH
Final Report
We are especially grateful to our Nigerian colleagues
for having worked with us during the entire planning
process and contributed freely their wealth of expert
in-depth knowledge of Nigeria and its people. Their
input and advice is truly reflected in all the results of
our review.
This review would also not have been possible without
the generous support and professional contributions
of numerous FCDA departments. We thank each of
the departments and their staffs that met with us to
discuss the multitude of issues which arose during the
development of the review proposals. They provided
valuable insight, local knowledge and encouragement
during the joint workshops. Representative of their
contributions we would like to express our thanks to
the following: the Department of Development Control;
the Department of Engineering and the Department of
Parks and Recreation.
Further acknowledgement for their untiring support and
professional contributions must go to our colleagues at
Julius Berger Nigeria PLC and Bilfinger Berger Nigeria.
Not only did they make the direct dialogue with our
Nigerian counterparts possible; they also generously
offered their professional insight and experience gained
in decades of work in Abuja.
AS&P - Albert Speer und Partner GmbH
Dr.-Ing. Michael Denkel Dipl. Ing. Joachim Mueller
Managing Partner Project Manager
iii
iv
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Table of Contents

1 Introduction1 3 The Central Area Zones9 3.6.1 Original Concept 16

1.1 Project Background1 3.1 The Three Arms Zone10 3.6.2 Development Challenge 16

3.1.1 Original Concept 10 3.6.3 Review Proposal 16

1.2 Objectives and Purpose2
3.1.2 Development Challenge 10 3.7 Business Zone (BZ)16
1.3 Approach2
3.1.3 Review Proposal 10 3.7.1 Original Concept 16
2 General Development Aspects3
3.2 The Ministries Zone10 3.7.2 Development Challenge  17
2.1 The Previous Master Plans for the Central
3.2.1 Original Concept 10 3.7.3 Review Proposal 17
Area (Phase I and Phase II)3
2.1.1 The Master Plan for Abuja 3 3.2.2 Development Challenge 11 3.8 Diplomatic Zone (DPL) 17
2.1.2 Central Area Phase I KTU 3 3.2.3 Review Proposal  11 3.8.1 Original Concept 17

2.1.2 Transportation SOFRETU 3 3.3 The Cultural Zone  11 3.8.2 Development Challenge 17

2.1.3 Central Area Phase II AIM 3 3.3.1 Original Concept 11 3.8.3 Review Proposal 18

2.2 General Development Challenges4 3.3.2 Development Challenge 11 3.9 The National Sports Complex18
2.2.1 Planned Roads and Topography 4 3.3.3 Review Proposal 12 3.9.1 Original Concept 18

2.2.2 The Superblock and Large-scale Structures 5 3.9.2 Development Challenge 18

3.4 The Central Business District (CBD) 12
2.2.3 Development Control Regulations 5 3.4.1 Original Concept 12 3.9.3 Review Proposal 18

2.2.4 Traffic Concept / Pedestrian Areas 6 3.4.2 Development Challenge 13 4 Urban Design19
2.3 Development Forecast7 3.4.3 Review Proposal 13
4.1 Townscape and Urban Image19
2.3.1 General planning time frame 7
3.5 Transportation Zone (TP)14 4.1.1 Building Masses 19
2.3.2 Forecast 7 3.5.1 Original Concept 14 4.1.2 Vistas 20
2.3.3 Population 7 3.5.2 Development Challenge 15 4.1.3 Streetwalls 21
2.3.4 Traffic 7 3.5.3 Review Proposal 15 4.1.4 Topography 21
2.3.5 Land Area Tables 8 4.1.5 Urban Amenity Quality 22
3.6 Central Market (M)16

AS&P - Albert Speer & Partner GmbH v

Final Report Review of the Abuja Master Plan - Central Area Urban Design

4.2 Internal Structure of the Superblocks 4.7 City Park West (Channel 27)32 5.4.4 Required Service Capacity of the MTS for
between B6 and B12 Roads23 the Central Area 45
4.7.1 Objective 32
4.2.1 Block Subdivision 23 5.4.5 Supplementary MTS Infrastructure 46
4.7.2 Development Challenge 32
4.2.2 Squares 23 5.5 Bus Transit49
4.7.3 Design requirements 32
4.2.3 Superblock Access 23 5.5.1 Bus Systems in the Central Area of Abuja 49
4.7.3 Design Ideas 33
4.2.4 Internal Access Roads 24 5.5.2 Required Service Capacity of the Internal
4.7.4 Design Details 33
Central Area Bus Services 50
4.2.5 Utility Supply 24
4.8 Urban Design Plan35 5.5.3 Express Bus Line 51
4.2.6 Minimum Density 24
5.5.4 Boulevard Bus Lines 52
5 Transportation37
4.3 The National Mall25
5.5.5 Bus Stops 53
4.3.1 The Green Mall 26 5.1 General37

5.2 Traffic Forecast37 5.6 Transportation Centre53

4.3.2 Eagle Square 28
5.2.1 General Modal Split  37 5.6.1 Original Concept 53
4.3.3 Interchange Centre 29
5.2.2 Public Transport Demand for the Central 5.6.2 Development Challenge 53
4.4 National Square30 Area 38
5.6.3 Review Proposal 54
4.4.1 Function in the City Structure 30
5.2.3 Vehicular Traffic Generation 39
5.7 Interchange Centre56
4.4.2 Design requirements 30
5.3 Location of National Railway Main Station40 5.7.1 Original Concept 56
4.5 The Boulevards30 5.3.1 Original Concept 40
5.7.2 Development Challenge 56
4.5.2 Design Goal 30
5.3.2 Development Challenge 40
5.7.3 Review Proposal 56
4.5.3 Colonnades 31
5.3.3 Review Proposal 40
5.8 Road Network of the Central Area58
4.5.4 Building Heights and Streetwalls 31
5.4 MTS / Transitway System43 5.8.1 Original Concept 58
4.5.1 Ceremonial Lane 31
5.4.1 General Concept 43
5.8.2 Development Challenge 58
4.6 Transportation Centre and National Main 5.4.2 Development Challenge / Special
5.8.3 Proposed Road Network 58
Railway Station32 Implementation Aspects 44
5.8.4 Proposed Vertical Alignment 58
5.4.3 Review Proposal 44

vi AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

5.8.5 Proposed Cross-sections 59 6.4 Development Control Regulations 7.8 Transportation Centre and adjoining CBD
application comparison73 blocks 112
5.8.6 Proposed Intersections 63

5.8.7 Engineering Aspects 64 6.5 Revised Development Control Regulations 8 Utility Engineering 115
for the Central Area of Abuja 74
5.8.8 Road Layout Plan 65 8.1 Water Supply 115
6.5.1 Introduction 74
8.1.1 General 115
5.9 Pedestrians and Bicycles66 6.5.2 Land Use 75
8.1.2 Original Master Plan - Guidance and
5.10 Parking66 6.5.3 Design Control 83 principal figures (C. Lotti Design) 115
5.10.1 Original Concept 66 6.5.4 Other Control Documents 93 8.1.3 Key design figures proposed for the
planning area 115
5.10.2 Development Challenge 66 6.5.5 Cancelled Regulations 93
8.1.4 Water Supply Network 116
5.10.3 Review Proposal 66 Annex 1: Core Shopping Frontages 93
8.1.5 Water Supply Plan 117
6 Development Control69 6.6 Revised Land Use Plan95
8.2 Stormwater Drainage and Foul Sewer
6.1 Objective69 6.7 Revised Design Control Plan96 System 118
6.2 Previous Development Controls69 7 Test designs for selected superblocks97 8.3 Electrical Infrastructure 118
6.2.1 Previous Land Use Plans 69 8.3.1 Power Supply 118
7.1 Health and Administration by City Park
6.2.2 Previous Development Control Regulations 69 West98 8.3.2 Street Lighting 118
6.2.3 Previous Design Control Plans 70 7.2 Mixed Development block in the Business 8.3.3 Electrical Infrastructure Plan 119
Zone100
6.3 Master Plan Review Proposal70 8.4 Communication system 120
7.3 Northern skyscraper block102
6.3.1 Land Use Review Proposal 70 8.4.1 General 120
6.3.2 Development Control Regulations Review 7.4 Hotel block on steep site104
8.4.2 Telecommunication System Plan 121
Proposal 72
7.5 CBD Block next to NNPC106
6.3.3 Design Control Plan Review Proposal 72 9 Conclusion123
7.6 Administration by the City Park East108
6.3.4 Public Facilities 72
7.7 National Railway Main Station and City
Bus Terminal 110

AS&P - Albert Speer & Partner GmbH vii

Final Report Review of the Abuja Master Plan - Central Area Urban Design

10 Appendix125

10.1 Urban Design Plan126

10.2 Land Use Plan 128

10.3 Design Control Plan130

10.4 Road Sections 132

10.5 Road Layout Plan134

10.6 Water Supply Plan136

10.7 Urban Design Plan and Final Report

CD-ROM138

viii AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
1 Introduction
The Master Plan for Abuja was conceived in the late
1970s and development of the new Nigerian capital
began in the mid 1980s. Today, Abuja is a rapidly
growing metropolis and is assuming more and more its
role as the nations central city. Its growth cannot only
be detected in the city itself, but also in the adjoining
satellite towns and settlements.
It is of no surprise that not all of this growth has occurred
according to the original master plan vision. Many of
the developments could not have been foreseen 30
years ago; while yet other developments have lagged
behind expectations due to a variety of reasons. In
the awareness that the discrepancy between plan-
ning vision and built reality was growing, the Federal
Capital Development Authority of the FCT initiated a
Review of the Abuja Master Plan. The intention was
to revise the master plan where it was necessary to
correct shortcomings, and to modify it to better suit
societys needs so that development could continue in
an orderly and sustainable manner. While conceived to
address these aspects, the review was also designed
to preserve in its recommendations the essence of the
original master plan vision for the city as a unique and
representative capital.
1.1 Project Background
The principal master plan for the development of the
Nigerian capital was originally conceived in 1977 by
the firm of International Planning Associates (IPA). This
plan established the principle development pattern for
the entire city, including its central area as well as its
outlying residential districts. It set the guiding framework
for successive planning projects which would study
specific areas and planning sectors in greater detail
than was desirable in the IPA project.
AS&P - Albert Speer & Partner GmbH
Final Report
Three plans were subsequently commissioned to set to provide for the implementation of the review of the
the development path for Abujas central urban area. Abuja Master Plan and to propose strategies for dealing
The first detailed urban design master plan was pre- with problem areas. The committee ascertained that
pared by the firm of Kenzo Tange Urtec (KTU) in 1981.
Whereas the ministerial section of the central spine
It dealt with the Phase 1 development area of the inner
has developed a consistent urban form, the designated
city and provided a very clear and thorough vision for
CBD is as yet not discernible. Several reasons are
the citys urban form for the area between the Three
responsible for this. On the one hand, Abuja still lacks
Arms Zone and road NS1.
the purchasing power to support a proper commercial
The second detailed urban design plan was prepared CBD and the trade and business sector is also not yet
in 1984 by the firm of AIM. It dealt with the Phase 2 mature, while, on the other hand, uncompleted access
area of the city centre and carried forward many of the roads and utility services impede commercial invest-
proposals made by KTU. It constitutes an extension ment in the CBD, shifting into the surrounding districts
of the first phase to the west and spans from NS1 to instead.
the stadium in its new location. Both of these plans
Also, it seems that the underlying design concept in
also contained comprehensive development control
Phase 1 of the CBD imposes heavy physical constraints
regulations.
on site development which may have caused some of
The third key master plan prepared for the central the apprehension to invest in the CBD. The design was
area was the Urban Transportation Study of the New difficult to enforce; it is probably unfeasible in any city
Capital City Abuja undertaken by Sofretu in 1981. The unless built as an instant scheme with heavy Govern-
latter provided the detailed design for the transporta- ment involvement. []
tion infrastructure of the capital city. It made in-depth
proposals for the metro and bus systems as well as the
layouts of the Transportation Centre and Interchange
Centre. However, since it had been made before the
Central Area was extended in Phase 2 its systems were
designed to serve only the first area.
Due to various reasons the development of Abuja city,
and primarily its Central Area, has not progressed ac-
cording to the visions propagated in the above-mentioned
plans. To address this unsatisfying state of affairs The
Federal Capital Development Authority, in December
1999, organised an international workshop to review the
Abuja Master Plan. The workshop produced a thorough
analysis and a wealth of findings.
A Technical Committee was formed to follow up the rec-
ommendations of said workshop, with the responsibility
Example for a problem area in the heart of the Central Area
1
Final Report
In result, the central area today appears rather undevel-
oped [] many developments seem unfit [] parking
provisions are not adhered to, and the whole concept
of pedestrian movement is obsolete.
The revised concept should attempt a new and more
realistic urban design which is imaginative and visionary
to express the pride of the Capital Citys prime district
expanded gradually into a full-fledged municipal data
bank.
As a result of the Committees findings, a programme
was designed to implement the recommendations of the
workshop and AS&P - Albert Speer & Partner GmbH
(AS&P) was commissioned to undertake the Review
of the Abuja Master Plan. AS&Ps assignment consists
of four parts:
Review of the Abuja Master Plan for the Central
Area
Master Plan for Abuja North Phase 4 West
Prototype Subdivision Plan for Abuja North Phase
4 West
Metropolitan Transportation Context Study.
The Review of the Master Plan of the Central Area is the
subject of this document. The other three components
are the subject of separate studies.
From October 2002 to May 2003 AS&P conducted a
first conceptual review of the Central Area, highlight-
ing major issues in actual development to date. Due to
various reasons, work continued intermittently in 2005
and 2006 until final works were undertaken in 2007 and
2008. The findings and recommendations of the review
are presented in the following.
2 AS&P - Albert Speer & Partner GmbH
1.2 Objectives and Purpose
The Central Area of Abuja is the heart of the Federal
Capital Territory. It contains the main government and
municipal facilities, liaison offices of the Nigerian states,
primary cultural and religious facilities, the citys central
business district and the embassies and offices of the
foreign diplomatic community. It is defined by the Inner
Northern Expressway (INEX) to the north, its counterpart
in the south, the Inner Southern Expressway (ISEX),
the Three Arms Zone to the east and the stadium area
to the west. Due to their unique nature and the very
specific aspects governing their development, however,
the Three Arms Zone and the stadium have been ex-
cluded from the study area of this review.
Most of the problems involving the Central Area persist
today as they did when the Committee made its initial
recommendations. Recent aerial photography and an
inventory of existing buildings indicate that the city
centre of Abuja indeed is one of the areas where actual
development has drastically fallen short of original plans
and designs. Especially the Central Business District
(CBD) faces difficulties and the city centre is as yet not
discernible, whereas the Three Arms Zone has taken
shape and appears complete.
The goal of this review is to study the existing situation
and the factors that are constraining development ac-
cording to plan and at all in the Central Area and
to introduce design modifications to the urban design,
road planning and land use concept where they are
required to facilitate development. The modifications
shall also be devised such that they maintain as much
as possible the original intent of the master plan to
create an attractive, representative and inviting urban
area in the heart of the Nigerian Capital while also
addressing the expectations of todays society. The
review proposals shall also be made in light of the ex-
isting development in the Central Area to ensure that
Review of the Abuja Master Plan - Central Area Urban Design
impacts are minimised where possible and previous
investments are not lost.
1.3 Approach
This document will first present the existing master
plans for the Central Area as the basis for the review.
The general development challenges which impede
the realization of the original planning proposal in the
Central Area will then be illuminated. Afterwards the
zones comprising the Central Area will be individually
discussed with the intent of presenting the original
concept and explaining the review proposals for each
area. This will provide a thorough overview of the
review proposals throughout the Central Area. Topics
that have a bearing on the entire Central Area, such
as the boulevards, block subdivision, general urban
design aspects and transportation will then be dealt
with in separate sections. Finally the implementation of
the proposals in the Land Use Plan for the Central Area
and in a proposal for revised Development Controls for
the Central Area will be demonstrated.
To prepare the review, AS&P - Albert Speer & Partner
GmbH worked closely together with a multi-disciplinary
team consisting of urban designers, transport planners,
architects, landscape architects and infrastructure plan-
ners. Throughout the course of the review numerous
workshops were held with stake holders and relevant
professionals in Abuja to investigate the situation,
discuss possible solutions and optimise the reviews
proposals.
Review of the Abuja Master Plan - Central Area Urban Design
2 General Development
Aspects
2.1 The Previous Master Plans for the
Central Area (Phase I and Phase II)
2.1.1 The Master Plan for Abuja
The principal master plan for the development of the
Nigerian capital was originally conceived in 1977 by
the firm of International Planning Associates (IPA). This
plan established the principle development pattern for
the entire city, including its central area as well as its
outlying residential districts. It set the guiding framework
for successive planning projects which would study
specific areas and planning sectors in greater detail
than was desirable in the IPA project. Regarding the
urban design of the Central Area, the following plans
are of particular importance.
2.1.2 Central Area Phase I KTU
The first detailed urban design master plan for the Central
Area was prepared by the firm of Kenzo Tange Urtec
(KTU) in 1981. It dealt with the Phase 1 development
area of the inner city and provided a very clear and
thorough vision for the citys urban form. The urban
design concept embodied in the KTU master plan
envisions the Central Area as a cohesive urban and
architectural environment. It employs a development
pattern based on urban superblocks and the clear
separation of pedestrian and vehicular traffic.
AS&P - Albert Speer & Partner GmbH
Final Report
Urban design vision developed by KTU
A stringent set of development control regulations was
established by KTU to ensure development would Detail of the SOFRETU plan for the Transportation Centre
occur according to the design vision. These regulations
provided for large building complexes to occupy entire 2.1.3 Central Area Phase II AIM
superblocks. The locations of main entrance areas,
access cores and the basic architectural grid of the The second detailed urban design plan was prepared
buildings were further regulated in the stipulations. in 1984 by the firm of AIM. It dealt with the Phase 2
area of the city centre and carried forward many of
The intention of the KTU master plan was clearly to the proposals made by KTU. Like its predecessor it
achieve a coherent architectural environment in the also contained comprehensive development control
Central Area which was befitting of a national capital. regulations.
2.1.2 Transportation SOFRETU
The first key transportation master plan prepared for
the Central Area was the Urban Transportation Study
of the New Capital City Abuja, undertaken by Sofretu
in 1981. The plan provided the detailed design for the
transportation infrastructure of the capital city. It made
in-depth proposals for the metro and bus systems as
well as the layouts of the Transportation Centre and
Interchange Centre.
AIM streetscape design
3
Final Report
2.2 General Development Challenges
2.2.1 Planned Roads and Topography
Two of the greatest impediments to development and
construction in the Central Area are presented by the
envisioned road network and the topography of the site.
According to the original KTU master plan, the proposed
road network would not have been built at the existing
terrain level. Instead new road and plot levels were to
be artificially established to achieve a fairly uniform
plane. Accordingly any urban development activity in
the Central Area would require major pre-investment
on the side of the government to establish the new road
elevations along which development would occur.
The existing terrain was incorporated somewhat more
in AIMs design concept for the Phase 2 area. However,
here intricate design proposals were made which worked
well with the site, but were also complex and difficult to
realise, especially for individual investors.
KTU plan overlaying road design and topography
4 AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
The undulating topography, deep valleys and at times in the meantime have constructed their buildings on
steep grades in the Central Area have further com- the existing grade.
pounded the problem of municipal infrastructure and
Adhering to the originally planned road network would
private land development. Major earth movements are
therefore entail severing almost all of the already con-
required on many lots to achieve the planned elevations.
structed buildings from any future municipal infrastruc-
To date many of the roads and the infrastructure they
ture. Although it may be possible to construct some
contain have not yet been built in the Central Area. The
form of road access from the affected lots to the new
areas two key roads, B8 and B10, along which much
roads, it would be much more difficult, and often even
of the citys commercial uses were to be located, still
impossible, to connect the existing structures to the new
await construction. Most landowners and developers
municipal sewage and stormwater systems.
AS&P slope analysis carried out in 2006
Review of the Abuja Master Plan - Central Area Urban Design
The road network of the original master plan has there-
fore been adapted in this review to conform more to the
existing terrain. Roads and the municipal infrastructure
they carry have been realigned to follow the existing
topography more closely. This has various advantages.
It enables many of the existing structures to be fairly
easily connected to the road and infrastructure systems
and encourages new development. Aligning the roads
such also necessitates much less earth-moving and
thereby reduces the cost of construction. Furthermore,
by following the natural terrain, the new roads could also
result in a more appealing urban setting and vista.
Generally the revised road network follows the exist-
ing terrain. There are instances, however, where earth
movement and landfill measures will nonetheless be
required in order to avoid all too extreme level devia-
tions. All efforts were made to design the new road
elevations such that as many of the existing structures
can be connected to the infrastructure systems in the
future. However, some lots remain where this will be
impossible until they are totally redeveloped.
2.2.2 The Superblock and Large-scale
Structures
The original KTU master plan established an urban
grid of 200m x 200m in the Central Area and the road
network has been developed accordingly. The grid
offers flexibility, easy orientation and efficiency in terms
of traffic planning. With a dimension of 200m by 200m
each resulting urban block would also contribute to the
representative vista striven for in the design concept.
To achieve the desired urban form, however, the KTU
concept relied on the construction of large-scale build-
ing structures based on a predetermined internal block
grid of 8m by 8m and predefined locations for service
cores and main entrances. Although these design
criteria were intended to give clear guidance towards
AS&P - Albert Speer & Partner GmbH
implementing the master plan vision, they also resulted
in severe limitations regarding actual realisation. The
discrepancies between actual development in the Central
Area and the KTU design proposals are major. It is ap-
parent that the buildings envisioned in the master plan
and regulated in its design control stipulations either
did not suit the requirements of the actual real estate
market or exceeded the capacities of the development
community.
The same can be said for the Phase 2 area. The design
guidelines provided by AIM were very intricate and gave
a precise template for construction. Apparently here
too the design proposals did not match the capacity or
requirements of the local real estate market.
In order to address this issues, the master plan review
has proposed a new superblock subdivision pattern
to encourage smaller-scale development more in tune
with the actual market.
Large-scale structures proposed by KTU
Final Report
2.2.3 Development Control Regulations
The Development Controls for the Central Area of
Abuja were established by KTU in 1981 for Phase 1
and by AIM in 1984 for Phase 2. Several buildings have
given a good contribution to the desired urban pattern,
especially in the Phase 1 area.
Most of the other existing buildings only partially ob-
serve the stipulations, if at all. Especially in the Phase
2 area, where private investment is prevalent, some
shortcomings have been repeated over and over again.
This may indicate a lack of control; an overly complex
nature of the regulations; or it may have been caused
by over-regulation of the design.
Therefore, after an analysis of the constraints, conflicts
and challenges it was deemed necessary to adjust the
Development Controls and give clear, comprehensive
regulations, while still keeping the spirit of the master
plan.
The main conflicts between the built situation and the
Development Controls have been:
Site Layout:
The setback zone of 4m towards the road corri-
dor is supposed to be public in use, even though
private in occupancy.
The setback line is a wall line and shall be built up
by at least 70%.
On-site parking is supposed to be placed in park-
ing garages, or otherwise inside the courtyards
in the centre of the urban blocks, and is to be
screened by the surrounding buildings.
In reality, the reverse of the original stipulations can be
frequently observed, whereby the property is fenced
and the building is placed in the centre of the lot, sur-
rounded by on-site parking.
5
Final Report Review of the Abuja Master Plan - Central Area Urban Design

Site Coverage / FAR: In order for such a system to function properly, the
entire network of interconnected blocks must be con-
Most of the development in Phase 2 does not match
structed more or less simultaneously. Such a major,
the foreseen site coverage and Floor Area Ration (FAR)
simultaneous construction undertaking has, however,
regulations. This is a severe waste of public investment
most often proved to be infeasible. Furthermore, urban
because the infrastructure has a much higher capac-
planners have in the meantime come to the realization
ity than the actual demand. The revised Development
that it is against human nature to take circuitous routes
Controls have to establish minimum standards for site
when walking; the direct path is always preferable and
coverage and FAR, facilitate lot subdivision and also
pedestrians tend to often ignore flyovers. Pedestrian
allow for a densification on the already built-up lots.
activity cannot easily be separated from vehicular as both
Level Control: have the same origins and destinations. This relation
has also undermined AIMs proposal for a pedestrian
Most of the building projects have been realized with no shopping area between B8 and B10 as it would draw
regard for the future street levels, or the level controls retail activity away from the main traffic flows.
established by AIM. A simple reference to the hook-up
points, which are controlled and provided by the authori- This review has therefore returned pedestrian move-
ties, will replace most regulations of the past. ment to the streets to promote vibrant, urban activity
on the citys main thoroughfares, primarily the B8 and
Subdivision / Grid Required: B10 roads.
The subdivision of lots should play a much more sig-
nificant role than it does today. Smaller investors must
have the opportunity to develop parcels of land that
are adequate to their needs. The revised development
controls will facilitate subdivision and provide examples
for implementation.

The 8x8 metre grid, which is still obligatory today, is

largely obsolete; it has already been ignored in most
developments.

2.2.4 Traffic Concept / Pedestrian Areas

The realisation of the original urban design vision was

made more challenging by the KTU proposal to clearly
separate pedestrian movement from vehicular traffic.
This was to occur by employing a system of elevated
pedestrian walkways along the main spine. These
walkways would traverse the middle of the blocks at
the first upper level. Similar concepts were popular in
other cities at the time the KTU proposal was made. The central shopping area in the AIM Master Plan (Phase 2)

6 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
2.3 Development Forecast
In the 30 years since its conception extraordinary
development has taken place in Abuja city. In some
cases growth has exceeded expectations; in some
it has fallen severely behind; and in others it has oc-
curred in unexpected segments. In light of this, and as
is generally the case when dealing with major urban
development situations, it is very difficult to determine
the exact dimensions and timelines for the citys con-
tinuing growth.
It is nonetheless necessary to forecast the Central
Areas growth in order to provide for appropriate
municipal infrastructure, primarily transportation and
utilities. The master plan review has therefore studied
the original KTU forecasts and development propos-
als for the Central Area and juxtaposed them with the
existing situation, proposed revisions and reasonable
development parameters. Three potential development
scenarios were generated to serve as the basis for the
required calculations.
2.3.1 General planning time frame
In the Master Plan Review, three development stages
have been individuated:
1. Mid-term development: this scenario assumes
the Central Area will have been developed to
50% of the capacity and urban mass originally
planned by KTU and AIM. It is expected that
this stage will be achieved by the year 2020.
2. Long-term development: this scenario operates
on the assumption that the Central Area will
have achieved 75% of the capacity and mass
planned by KTU and AIM by the year 2035.
3. Maximum development (100%): This scenario
assumes the Central Area will have been devel-
AS&P - Albert Speer & Partner GmbH
oped entirely as planned by KTU and AIM, and
serves as a theoretical basis only.
It is assumed that only 75% of the maximum possible
development can be reached due to punctually lesser
plot development and restructuring processes.
2.3.2 Forecast
The urban development of the Central Area largely
depends on the construction of the boulevards and the
North-South-roads. The completion of the boulevards
is aimed at in 2009. We assume that this will be the
initial point for a row of architectural projects.
By 2020, the Central Area should be filled with a first
generation of buildings. This will be a mix of three types
of investment:
1. Old buildings (built before 2008) which mostly
do not yet fully comply with the new develop-
ment control regulations.
2. Small investments with a low urban density, ful-
filling the minimum standards for a development
in the Central Area. These investments will be
mainly private.
3. Large investments with a high urban density,
exhausting the maximum possible development
of a lot. These investments will be largely public
or parastatal.
Gradually, the urban density in the Central Area will be
intensified. We assume that by 2035 the target density
(75% of the maximum density) can be reached. This
densification process will be caused by the following
effects:
1. The old buildings will be replaced by new ones,
which provide a more economic use of the land
(e.g. underground parking structures).
Final Report
2. Many of the small investments will be com-
pleted, further developed or replaced by larger
investments.
With the help of the new development control regula-
tions, the transformation of the Central Area of Abuja
will work toward a desirable image of the city throughout
the development process.
2.3.3 Population
In the review process, a reliable forecast for the number
of users (employees and residents) had to be made.
Starting from key urban development figures reflecting
best international practice, the number of users for the
Central Area has been recalculated for the KTU and
AIM master plans. This calculation reveals significantly
higher figures (ca. 25%) than the estimates by KTU.
The Master Plan review proposes a long-term develop-
ment which is aligned with the capacities of the planned
(and of the already existing) infrastructure system. The
total number of users (employees and residents) in the
Central Area has been calculated at 430,000 for the
long-term development. Additionally, about 420,000
visitors and customers are supposed to visit the Central
Area per day.
2.3.4 Traffic
Based on the urban development and the population
projection, statements on transport performance are
given in Chapter 5.2 Transport / Traffic Forecast. To
determine the demands of individual motorised traf-
fic as well as for the means of public transport, two
different transport scenarios have been developed to
adequately design the provisions for the various modes
of transport.
7
Final Report Review of the Abuja Master Plan - Central Area Urban Design

2.3.5 Land Area Tables Mid-term scenario Gross Floor Area Total GFA Number of Users Total Users Net building GFAR
KTU / AIM Office [m!] Commercial Residential Public [m!] Office Commercial Residential Public land

The following tables provide an overview of the fore- Three Arms Zone
State Departments Zone
499.970
1.400.000
0
22.125
85.000
0
0
0
584.970
1.422.125
27.025
75.676
0
1.135
4.250
0
0
0
31.275
76.810 726.700 2,0

casted development in the Central Area. They depict Cultural Zone

Central Business District
8.320
682.770
5.400
403.635
0
668.790
603.180
27.060
616.900
1.782.255
450
36.906
277
20.699
0
33.440
30.159
1.353
30.886
92.398
611.500
1.147.300
1,0
1,6

the original development forecasts given in the KTU Phase I (KTU) 2.591.060 431.160 753.790 630.240 4.406.250 140.057 22.111 37.690 31.512 231.370 2.485.500 1,8
Business Zone 337.790 193.255 120.810 176.540 828.395 18.259 9.911 6.041 8.827 43.037 824.000 1,0
and AIM plans and the revised forecasts according to Transportation Zone 76.026 150.844 23.190 107.260 357.320 4.110 7.736 1.160 5.363 18.368 494.700 0,7
Diplomatic Zone 347.380 11.315 333.430 41.290 733.415 18.777 580 16.672 2.065 38.094 737.600 1,0
the review scenarios. Phase II (AIM) 761.196 355.414 477.430 325.090 1.919.130 41.146 18.226 23.872 16.255 99.498 2.056.300 0,9
Total 3.352.256 786.574 1.231.220 955.330 6.325.380 181.203 40.337 61.561 47.767 330.868 4.541.800 1,3

Long-term scenario Gross Floor Area Total GFA Number of Users Total Users Net building GFAR
KTU / AIM Office [m!] Commercial Residential Public [m!] Office Commercial Residential Public land
Three Arms Zone 499.970 0 85.000 0 584.970 27.025 0 4.250 0 31.275
State Departments Zone 2.013.500 33.188 0 0 2.046.688 108.838 1.702 0 0 110.540 726.700 2,8
Cultural Zone 12.480 8.100 0 904.770 925.350 675 415 0 45.239 46.328 611.500 1,5
Central Business District 1.024.155 605.453 1.003.185 40.590 2.673.383 55.360 31.049 50.159 2.030 138.597 1.147.300 2,3
Phase I (KTU) 3.550.105 646.740 1.088.185 945.360 6.230.390 191.898 33.166 54.409 47.268 326.741 2.485.500 2,5
Business Zone 506.685 289.883 181.215 264.810 1.242.593 27.388 14.866 9.061 13.241 64.555 824.000 1,5
Transportation Zone 93.271 176.234 38.325 160.890 468.720 5.042 9.038 1.916 8.045 24.040 494.700 0,9
Diplomatic Zone 521.070 16.973 500.145 61.935 1.100.123 28.166 870 25.007 3.097 57.140 737.600 1,5
Phase II (AIM) 1.121.026 483.089 719.685 487.635 2.811.435 60.596 24.774 35.984 24.382 145.736 2.056.300 1,4
Total 4.671.131 1.129.829 1.807.870 1.432.995 9.041.825 252.494 57.940 90.394 71.650 472.477 4.541.800 1,9

Maximum scenario Gross Floor Area Total GFA Number of Users Total Users Net building GFAR
KTU / AIMscenario
Mid-term Office [m!] Commercial Residential
Gross Floor Area Public [m!]
Total GFA Office Commercial
Number ofResidential
Users Public Total Users Net land
building GFAR
AS&P
Three Arms Zone Office [m!] Commercial0 Residential
499.970 85.000 Public 0 [m!]
584.970 Office
27.025 Commercial0 Residential
4.250 Public 0 31.275 land
State Departments
Three Arms Zone Zone 2.730.800
499.970 44.250
0 0
85.000 0
0 2.775.050
584.970 147.611
27.025 2.269
0 0
4.250 0
0 149.880
31.275 726.700 3,8
Cultural
State Zone
Departments Zone 16.640
1.429.040 10.800
21.250 0
0 1.206.360
1.340 1.233.800
1.451.630 899
77.245 554
1.090 0
0 60.318
27 61.771
78.362 611.500
736.400 2,0
2,0
Central Business
Cultural Zone District 1.365.540
158.000 807.270
62.020 1.337.580
0 54.120
394.380 3.564.510
614.400 73.813
8.541 41.398
3.181 66.879
0 2.706
7.888 184.796
19.609 1.147.300
610.300 3,1
1,0
Central
Phase I Business
(KTU) District 734.250
4.612.950 225.860
862.320 516.670
1.422.580 41.405
1.260.480 1.518.185
8.158.330 39.689
249.349 11.583
44.222 25.509
71.129 828
63.024 77.608
427.723 1.177.400
2.485.500 1,3
3,3
Phase I (KTU)
Business Zone 2.821.260
675.580 309.130
386.510 601.670
241.620 437.125
348.480 4.169.185
1.652.190 152.501
36.518 15.853
19.821 29.759
12.081 8.743
17.424 206.854
85.844 2.524.100
824.000 1,7
2,0
Transportation
Business Zone Zone 112.876
403.830 203.984
108.030 60.540
165.010 214.520
177.020 591.920
853.890 6.101
21.829 10.461
5.540 3.027
8.108 10.726
3.540 30.315
39.017 494.700
870.100 1,2
1,0
Diplomatic Zone
Transportation Zone 694.760
101.120 22.630
133.565 666.860
36.980 82.580
199.750 1.466.830
471.415 37.555
5.466 1.161
6.849 33.343
1.548 4.129
3.995 76.187
17.858 737.600
332.000 2,0
1,4
Diplomatic Zone
Phase II (AIM) 361.640
1.483.216 12.245
613.124 348.720
969.020 23.990
645.580 746.595
3.710.940 19.548
80.174 628
31.442 11.624
48.451 480
32.279 32.280
192.346 754.900
2.056.300 1,0
1,8
Phase
Total II (AIM) 866.590
6.096.166 253.840
1.475.444 550.710
2.391.600 400.760
1.906.060 2.071.900
11.869.270 46.843
329.522 13.017
75.664 21.280
119.580 8.015
95.303 89.155
620.069 1.957.000
4.541.800 1,1
2,5
Total 3.687.850 562.970 1.152.380 837.885 6.241.085 199.343 28.870 51.038 16.758 296.009 4.481.100 1,3

Long-term scenario Gross Floor Area Total GFA Number of Users Total Users Net building GFAR
AS&P Office [m!] Commercial Residential Public [m!] Office Commercial Residential Public land
Three Arms Zone 499.970 0 85.000 0 584.970 27.025 0 4.250 0 31.275
State Departments Zone 2.143.560 31.875 0 2.010 2.177.445 115.868 1.635 0 40 117.543 736.400 3,0
Cultural Zone 237.000 93.030 0 591.570 921.600 12.811 4.771 0 11.831 29.413 610.300 1,5
Central Business District 1.101.375 338.790 775.005 62.108 2.277.278 59.534 17.374 38.263 1.242 116.413 1.177.400 1,9
Phase I (KTU) 3.981.905 463.695 860.005 655.688 5.961.293 215.238 23.779 42.513 13.114 294.644 2.524.100 2,4
Business Zone 605.745 162.045 247.515 265.530 1.280.835 32.743 8.310 12.161 5.311 58.525 870.100 1,5
Transportation Zone 151.680 200.348 55.470 299.625 707.123 8.199 10.274 2.322 5.993 26.788 332.000 2,1
Diplomatic Zone 542.460 18.368 523.080 35.985 1.119.893 29.322 942 17.436 720 48.420 754.900 1,5
Phase II (AIM) 1.299.885 380.760 826.065 601.140 3.107.850 70.264 19.526 31.919 12.023 133.732 1.957.000 1,6
Total 5.281.790 844.455 1.686.070 1.256.828 9.069.143 285.502 43.305 74.432 25.137 428.376 4.481.100 1,9

Maximum scenario Gross Floor Area Total GFA Number of Users Total Users Net building GFAR
Land
AS&P area tables according to original
Office [m!] master
Commercial plan forecasts
Residential Public and development
[m!] scenarios
Office of the Master
Commercial Plan Review
Residential Public land
Three Arms Zone 499.970 0 85.000 0 584.970 27.025 0 4.250 0 31.275
State Departments Zone 2.858.080 42.500 0 2.680 2.903.260 154.491 2.179 0 54 156.724 736.400 3,9
Cultural Zone 316.000 124.040 0 788.760 1.228.800 17.081 6.361 0 15.775 39.217 610.300 2,0
Central Business District 1.468.500 451.720 1.033.340 82.810 3.036.370 79.378 23.165 51.017 1.656 155.217 1.177.400 2,6
Phase I (KTU) 5.142.550 618.260 1.118.340 874.250 7.753.400 277.976 31.706 55.267 17.485 382.433 2.524.100 3,1
Business Zone 807.660 216.060 330.020 354.040 1.707.780 43.657 11.080 16.215 7.081 78.033 870.100 2,0
Transportation Zone 202.240 267.130 73.960 399.500 942.830 10.932 13.699 3.096 7.990 35.717 332.000 2,8
Diplomatic Zone 723.280 24.490 697.440 47.980 1.493.190 39.096 1.256 23.248 960 64.560 754.900 2,0
Phase II (AIM) 1.733.180 507.680 1.101.420 801.520 4.143.800 93.685 26.035 42.559 16.030 178.310 1.957.000 2,1
Total 6.875.730 1.125.940 2.219.760 1.675.770 11.897.200 371.661 57.741 97.826 33.515 560.743 4.481.100 2,5

8 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

3 The Central Area Zones

The Central Area of Abuja is divided into several zones, CZ
01 M
Z
25

28

each of which caters primarily to a key function of the

Z
M
26
Z
M
29
M
Z
01
Three Arms Zone

capital city. From east to west the zones comprising

Z
M

30 03
Z Z
M M

the Central Area are:

07

M
Z

Z
M
02

04
CZ
09
Z

M
M

Z
06

M
Z
1. The Three Arms Zone
03

10
CZ
31
Z
M

M
05

Z
D 13
CB Ministries

12
Z
M
04
06 Zone (MZ)
2. Ministries Zone (MZ)
D CZ 15
CB Z
32 179 ha M
12 M
Z
01 08 D 19
D D CB 16 Z
00 02 CB CB Cultural Z M
D D 05 M
CB CB 13 CZ
09 Zone (CZ) 21

3. Cultural Zone (CZ)

03 D BD
D CB C 18 Z
04 CB 18 99 ha Z M
D D M 34
CB 14 CB Z
10 D 22 M
D CB 06 Z
CB M
19 CZ 35
15 D Z
Transportation 11 BD CB 24
M

4. Central Business District (CBD)

D C Central20Business 24 Z
C CB D M
Zone 01 (TP)
16
D CB
TP District
CB (CBD) 5

TP
D
86 ha CB 2 07
CZ

01
21 241 ha CB
D
D 36

A
B 17 CB Z
01
D 30 M
CB 26

5. Transportation Zone (TP)

D
TP 22 D CB
CB

CB
C BD
31

D
Market (M) 27 D

41
02 23 D CB
M CB 36
10 ha TP D D
CB 32 CB
28 D

6. Business Zone (BZ)

08 CB

CB
D
BZ CB

D
33

42
Diplomatic 07 03 29 D 08
1F BZ TP D CB 37 CZ
L0 CB
Zone (DPL) D

01 C
DP CB
06 15 34

CB
E
71 Dha 01 BZ BZ BD

7. The Central Market (M)

PL

D
C

DPL
38

43
05 04 D
01 A BZ 14 35 CB
DPL D TP
01 BZ D
DPL 04 CB
BZ 39
22 D
13 CB

TP
03 BZ BZ
BZ
Business

05
8. Diplomatic Zone (DPL)
01 B 40 09

BZ 0
DPL 12 D CZ
BZ 21 B CB
Zone (BZ) BZ 04

2
11 L
BZ DP
166 ha 20
BZ
10 BZ Plan Topic: Plan Title:

BZ
General Numbering System
4A

9. The National Sports Complex

19
BZ L0

09
DP
18
1 BZ
BZ 0 Diplomatic 04
C
17 3B L
BZ L0 DP
DP Zone (DPL)

BZ
Zones one to five comprise the original Phase 1 Central
84 ha

16
A
03
D PL D
3
National Sports Complex 02
B
DP
L0
DPL

Area whereas zones six to eight constitute the exten- DPL

02 A

02
E
DP
L 03
C

02 C

sion area in Phase 2.

DPL DPL

02 D
DPL

Drawing No.: Revision:

4026-G-NS-001 0

The boundaries of the Central Area are defined by the

Inner Northern Expressway (INEX) to the north, its The Central Area zones
counterpart in the south, the Inner Southern Express-
way (ISEX), the Three Arms Zone to the east and the
stadium area to the west.

AS&P - Albert Speer & Partner GmbH 9

Final Report Review of the Abuja Master Plan - Central Area Urban Design

3.1 The Three Arms Zone
3.1.1 Original Concept
The Three Arms Zone is composed of the National
Assembly, the Presidential Complex and the Supreme
Court. Each building is situated on a large identifiable
site. The buildings are arranged in a park-like setting
using the natural landscape. The adjacent river valley
was planned to be preserved in its natural state as
much as possible.
3.1.2 Development Challenge
3.2 The Ministries Zone
3.2.1 Original Concept
The Ministries Zone was planned to consist of four
areas:
1. The National Mall: The original master plan envi-
sioned the National Mall as consisting of two sections:
the valley area and the States Plaza Area. The valley
was to be landscaped in a series of terraced decks
offering various amenities such as restaurants, cafs,
discos, shops, cinemas, etc. The State Plaza Area was
to consist of State gardens and include small amenity
facilities, such as cafs and kiosks.
2. The Ministries Buildings Area: this area consists
of Federal Government Ministries and Parastatals.
3. The State Liaison Offices Area: This area is located
behind the Ministries Buildings Area and contains the
representation offices of the Nigerian states.
4. The Ministries Garden: are green open spaces set
in the Ministry Zone to serve as relaxing landscaped
areas.

Each of the building complexes in the Three Arms Zone

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

3.1.3 Review Proposal

Unlike many of the other zones of the Central Area, the

Three Arms Zone has already developed the envisioned
functions. For these reasons it has not been included
in the study area of this review.

The three arms zone as proposed by KTU KTU design proposal for the National Mall

10 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

3.2.2 Development Challenge 3.3 The Cultural Zone

Although various ministries and office buildings have
3.3.1 Original Concept
been built, the Ministries Zone still displays numerous
vacant plots. The State Liaison Offices Area has been The Cultural Zone spans the Central Area from north to
well accepted and many states have established their south between the parkways NS8 and NS9. It was de-
offices. To date neither the Ministry Gardens nor the signed to contain the key cultural facilities of the city:
National Mall has been realised.
The National Square and Municipal Building (City
3.2.3 Review Proposal Hall)
National Theatre
The slow realisation of the ministries and state liaison
offices would appear to mainly be a matter of policy and National Library
funding. The lack of a complete road network has pre- Central Mosque
sumably also discouraged more rapid development.
Main Cathedral
The challenge in the future in these areas is to ensure National Museum
that development occurs in accordance with the design
vision of the master plan. Regarding the state liaison of- International Conference Centre
fices, care must be taken that they adhere to the building Nigerian Television Authority
mass and design stipulations of the development controls.
A pedestrian way was proposed to traverse the Cultural
For these areas no changes are deemed necessary in
Zone. It was to be linked by pedestrian underpasses
terms of urban design or land use regulations.
and via pedestrian decks to the other areas.
Open space elements in the Ministeries Zone should
receive high development priority. The National Mall is 3.3.2 Development Challenge
the green heart of the Central Area and will enhance the At the time of this report the Central Mosque has been
overall urban image. The valley areas and the Ministries completed on the proposed site, while the International
Gardens should contribute to the amenity quality of the Conference Centre has been completed in an alternative
urban environment. Strong linkages between the parks location than originally proposed. The Main Cathedral is
and the adjacent uses (streets, footpaths and plots) shall nearing completion and construction has begun at the
guarantee ease of access for the public. sites of the National Library and the Cultural Centre (i.e.
The National Mall is discussed in further detail in National Museum). Realisation of the Municipal Building
Chapter 4.5. (City Hall) has not commenced, however, construction
has begun at National Square in conjunction with the
development of the adjoining Cultural Centre.

With one notable exception, the intention of the original

Master Plan has been preserved during the development
of the Cultural Zone. Some of the lands in the Cultural
Urban design proposal for the Ministries Zone

AS&P - Albert Speer & Partner GmbH 11

Final Report
Zone south of road B12 and the ISEX, however, have
not been reserved for cultural uses but instead have
been made available for the construction of public ad-
ministration facilities.
3.3.3 Review Proposal
With the exception of the aforementioned southern
area of the Cultural Zone, the Review proposes to
maintain the original land uses as originally planned.
The land use designation in the southern area shall,
however, be redefined as Administration to respond to
the relocation of the Conference Centre and to reflect
the actual uses.
The facilities in the Cultural Zone fulfil special public
functions in the capital city. They also form key landmarks
of Abuja and contribute greatly to its representation
aspect. For these reasons, design and development
decisions for the zone are subject to different criteria
than in the other zones of the Central Area and should
AS&P Urban Design proposal for the National Square
12
Review of the Abuja Master Plan - Central Area Urban Design
be made on a case-by-case basis. The original KTU 3.4 The Central Business District (CBD)
concept should be adhered to as the guiding vision
when making these decisions. In light of this, the Abuja 3.4.1 Original Concept
Master Plan Review shall not make new proposals
The CBD in Phase 1 of the Central Area was to comprise
regarding the urban design of this area.
the Central Shopping Area, High Rise Offices Area,
Attention must be brought, however, to the development Mixed Land Use Area, and the Valley Area.
of National Square, and the city hall originally planned
The Transportation Centre, in which the CBD originally
on it. While the square is currently under construction
culminated, had been shifted to a separate zone during
as part of the new Cultural Centre, it must be ensured
the Phase 2 planning by AIM. It will be discussed in the
that the development, once completed, does not impede
next section (transportation zone).
the realization or accessibility of the town hall.
The Central Shopping Area concept was designed
Of equal importance is the pedestrian linkage between
to provide shopping venues in the inner blocks of the
the cultural institutions. A pedestrian connection, be it
main spine in the form of a pedestrian axis. The axis
a bridge, an underpass or (preferably) on-ground, must
would have started at National Square and ended at
be established along the cultural axis. In this manner
the Transportation Centre. The Valley Area would have
the cultural facilities can be experienced as one entity,
been crossed by a two-storey pedestrian bridge similar
like pearls on a chain. An attractive pedestrian link
to the Ponte Vecchio in Florence, Italy, that also would
must also be ensured from the Cultural Zone to the
have contained shops and kiosks.
National Mall.
CBD Area in the KTU model
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
The high, medium and low rise office areas occupied the
urban blocks immediately flanking the Central Shopping
Area. Branch pedestrian malls were to extend from the
main shopping spine into these adjoining blocks. The
High Rise Office Areas were envisioned as landmark
office towers to highlight the pedestrian areas. As such
their design was to be more closely regulated than that
of the other land uses.
The Mixed Use Areas were envisioned to form the
residential component of the Central Area. They were
to flank the above-mentioned areas beyond B6 and
B12 and be connected to the main spine via the branch
pedestrian malls. The majority of the public service
facilities required by the urban population schools,
dispensaries, playgrounds, etc. were to be located
here.
Unlike the previous valley forming part of the National
Mall, the Valley Area between NS6 and NS7 was to be
preserved largely in a natural state as a place of recrea-
tion and relaxation. Complementary facilities such as
hotels, however, were to be developed on its sides.
As described above, the shopping mall would have
spanned the valley as a two-storey pedestrian/shopping
bridge. The same principle was to be applied to B8 and
B10 roads as they crossed the valley. In addition to the
actual roadway, these bridges would have provided
KTU Valley Perspective
AS&P - Albert Speer & Partner GmbH
Final Report
shops overlooking the valley and parking garages were a key development aspect. This stands in stark contrast
to be hung under the bridges. to the concept of a cohesive pedestrian environment
which relies on separate levels and vehicle-free zones.
3.4.2 Development Challenge The multi-storey pedestrian bridges and the multi-use
road bridges with suspended parking garages illustrate
To date the CBD areas as described above have not
well the degree to which the public realm would have
materialized. Their development appears to have been
had to invest in the infrastructure to achieve the original
obstructed by the same factors as those impeding the
vision. As with the terraced landscape of the National
realization of the National Mall: topography, overly
Mall, these structures would have been costly to real-
complex urban structures. The situation is further
ize and would have entailed a substantial long-term
compounded by the fact that most of the streets are
maintenance and operational commitment.
not in place.
3.4.3 Review Proposal
As in the previously mentioned areas, the original design
concept for the CBD areas relies on comprehensive
In light of the above the review proposes to depart
building complexes and dedicated pedestrian zones to
from the focus on the dedicated pedestrian zones and
create the inner block shopping mall. The real estate
the comprehensive building complexes and dedicated
market, however, has developed differently in Abuja.
infrastructure they would require. Instead, we recom-
Buildings tend to stand as solitary structures on fully
mend following a more traditional urban form and
enclosed lots; connections to adjoining lots and buildings
distribution of uses.
are not sought after; and direct vehicular accessibility is
AS&P Urban Design proposal for the CBD
13
Final Report
The key aspect of the revised concept is to combine
pedestrian life and vehicular activity in lively, urban street
spaces that serve both pedestrians and cars. Instead of
an introverted pedestrian zone running the length of the
inner axis of the central blocks, retail activity shall be
shifted to the main street frontages along B8 and B10
roads. These streets will no longer serve as pure access
routes, but will become shopping streets providing the
full range of urban amenities, e.g. street cafs, display
windows, shade-trees, on-street parking, etc.
By bundling urban activity on the normal streets, dedi-
cated pedestrian bridges will no longer be required to
span the valley areas. The streets shall be redesigned
to offer more on-street parking opportunities. This has
two benefits. First it reduces the need for public parking
garages, and in particular for those originally proposed
under the valley bridges. Second, both customers and
retailers tend to favour shop locations that offer direct
parking. The value of these on-street shop frontages is
thus enhanced for investors and the shopping streets
become more appealing to customers and residents.
By facing the business uses towards the main streets
more attention is drawn to these avenues. The less ap-
pealing delivery and service operations can be shifted
into the inner block areas where they do not obstruct
pedestrian or vehicular movement.
As stated above, the successful realization of the origi-
nal KTU design proposals relied to a great degree on
the construction of large and often complex buildings.
Such structures have either exceeded the capabilities
of the local real estate development community or
have not been seen by them as an attractive invest-
ment. The end result has been stagnant development
or the realization of structures which do not conform
to the original design intent. To address this situation
and promote real estate development, the Master Plan
review has proposed a new pattern for subdivision of
14
Review of the Abuja Master Plan - Central Area Urban Design
the main 200m by 200m urban blocks (see Chapter
4.2.1 Block Subdivision).
3.5 Transportation Zone (TP)
3.5.1 Original Concept
The Transportation Zone traverses the Central Area from
north to south along the axis defined by road NS-1 and
Transitway NS-2. It was intended to contain the citys
key public transport services coming from and going to
the Federal Capital City, the country and beyond.
The zone had been elaborated in detail In the course
of the SOFRETU transport study and subsequently fit
into the context of the capitals transportation system.
The results of the SOFRETU study were adopted into
Transportation Centre
National Railway and
the Phase 2 Master Plan by AIM.
The Transportation Zone hosted four main elements:
1. The National Railway Main Station
2. The City Bus Terminal,
3. The Intercity Bus Terminal and
4. The Transportation Centre (metro system).
The original proposal was to install the main transit-
way facilities between NS-1 and NS-2 roads, and the
railway main station facilities on a series of adjoining
lots to the west of NS-1 road. The design developed by
SOFRETU proposed a complicated, multi-level system
with a complex interdependence between the individual
facilities. This Transportation Centre was to serve as the
central hub in which all modes of transport were joined
and which ensured that passengers could easily and
conveniently switch from one service to the other.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
3.5.2 Development Challenge
At the time of this report none of the envisioned trans-
portation facilities have been completed in the Trans-
portation Zone.
Since 2006, planning for the modernization of the main
National Railway line from Lagos to Kano has been
underway by CCECC, a Chinese railway contractor. In
the course of this project, the National Railway main
station was relocated from its original location as pro-
posed in the original plans to a site north of B6 road.
This occurred for several reasons, primarily:
The radii required for the railway tracks to enter
the original location were regarded as too tight.
The available length for the station platforms was
regarded as insufficient in the original location.
An additional Airport LRT station had to be in-
cluded in the land area.
By relocating the National Railway Main Station, one
of the core components has been removed from the
originally proposed Transportation Centre. In order
SOFRETU concept for the transportation zone (birds eye view)
AS&P - Albert Speer & Partner GmbH
Final Report
to ensure that the facilities still provide a high level of
convenience and attraction for users, the land uses in
the Transportation Zone must be reorganised according
to comprehensive urban development aspects.
3.5.3 Review Proposal
The fundamental restructuring in the Transportation
Zone necessitates major changes to the land use pat-
tern and urban design of this area.
The land use pattern and arrangement of facilities
must be adapted accordingly to integrate the National
Railway Main Station in its new location. The Master
Plan Review proposes to rearrange the bus terminals
(city bus terminal and intercity bus terminal) between
NS-1 and NS-2 roads to form a functional and attrac-
tive link between the Transportation Centre and the
railway station.
As the main railway station is, however, no longer directly
connected to the Transportation Centre, the ease with
which passengers can transfer between modes (metro,
bus, national railway) has been somewhat lessened. An
additional Metro stop to the north of B6 and adjacent to
the railway station has therefore been proposed.
By moving the railway station, the land use of the plots
west of NS-1 can be changed to commercial purposes.
One of these plots is proposed as the location for a
skyscraper building. A second site for a skyscraper
has been proposed to the south of the Transportation
Centre. Both buildings will highlight this focal zone of
the Central Area and benefit from its transportation
facilities.
Since a single Transportation Centre will no longer be
the focal point of services, the urban design has been
revised. Two squares, one at the Transportation Centre,
one at the railway station, will serve as the zones anchor
AS&P Urban Design proposal for the Transportation Zone
15
Final Report
points. They will be linked via the bus terminals and
attractive pedestrian paths.
In order to provide sufficient vehicular access to the
new railway station, the road network must be slightly
redesigned regarding the key intersections.
Detailed proposals for the layout of the Transportation
Zone and the individual uses are made in Chapter 5
of this report.
3.6 Central Market (M)
3.6.1 Original Concept
The Central Market was conceived by AIM as an open
market with large, pavilion-like sales facilities. It was
delimited by the Business Zone to the south, the railway
track to the north and east, and the Diplomatic Zone
to the west.
AIM Layout proposal for the Central Market
16
Review of the Abuja Master Plan - Central Area Urban Design
3.6.2 Development Challenge
After a long period of use as a public open market, an
investor intends to develop the Market Zone as a shop-
ping mall. The small market facilities have already been
moved out of the zone and the steep terrain partially
prepared for construction.
In the meantime, the discussion about the National
Railway has led to the conclusion that the new railway
station will occupy the northern and eastern part of the
Central Market zone.
3.6.3 Review Proposal
The layout of the Central Market plot has to be seen in
conjunction with the transportation facilities planned by
CCECC, the Chinese railway contractor. After having
extensive consultations with the railway planners, the
Master Plan Review has reserved large parts of the
former Central Market zone for transportation uses.
Review proposal for the Central Market / Shopping Mall
It is also proposed to enhance the road connection be-
tween the Central Market zone, the new railway station
and the Central Area road network. Thus the Review
proposes a new connection to the AR-14 road.
3.7 Business Zone (BZ)
3.7.1 Original Concept
The Business Zone (BZ) comprises the core district
of the Phase 2 area of the city as designed by AIM in
1984. In the course of the AIM master plan the original
boundaries of the Central Area were extended to the
southwest to enlarge the downtown core. The planned
sports complex and national hospital facilities were
also shifted outwards. The Transportation Zone, and
in particular the Transportation Centre, formed the new
joint between Phase 1 and Phase 2.
In their master plan AIM elaborated very detailed and
exact design plans for each block of Phase 2. The Busi-
AIM concept for Phase 2 of the Central Area
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
ness Zone consists primarily of mixed use urban blocks
which flank the extended main shopping spine of the
Central Area. The western extremity of the Business
Zone contains the National Hospital plot.
This shopping spine was envisioned as being a continu-
ous pedestrian zone, separated and at times elevated
above the level of the roadways.
3.7.2 Development Challenge
The same development challenge as described in the
preceding CBD chapter presents itself here. Very few
structures have been realized in this area. Those that
have been constructed tend to have been built on the
existing grade and do not conform to the finished eleva-
tions as stipulated in the master plan.
As in the CBD Zone, AIMs design concept also relies
on comprehensive building complexes and dedicated
pedestrian zones to create the inner block shopping
mall.
Here, too, the design vision stands in contrast to the
realities of the development environment and personal
behaviour patterns of consumers and residents. As in
the previous areas, the key roads and infrastructure
still remain to be built and significant public expenditure
would be required to achieve the original vision of a
cohesive pedestrian spine.
3.7.3 Review Proposal
Based on the same arguments as discussed in the CBD
chapter, we propose a departure from the dedicated
pedestrian zone and the comprehensive building com-
plexes such a development pattern would require. Here
too we recommend shifting urban activity to the main
streets of the Central Area, B8 and B10, to transform
them into lively, urban street spaces that serve both
pedestrians and vehicular access.
AS&P - Albert Speer & Partner GmbH
Final Report
Retail activity shall be shifted to these main street 3.8 Diplomatic Zone (DPL)
frontages to create shopping venues providing the
full range of urban amenities as described previously. 3.8.1 Original Concept
Ample on-street parking shall be provided in the rede-
The Diplomatic Zone is made up of the urban areas
signed street spaces and the less appealing delivery
flanking the Business Zone to the north of B6 and to the
and service operations will be shifted into the inner
south of B12. These areas were primarily intended to
block areas where they do not obstruct pedestrian or
house the official facilities of the diplomatic community,
vehicular movement. The resulting urban boulevards
e.g. embassies, consulates and representative offices.
are described in detail in Chapter 4 Urban Design.
These uses were to be supplemented by appropriate
One of the intentions of the review is to enable smaller services to form a mixed use area.
investors to develop plots in the Central Area; therefore
the issue of new block subdivision patterns is particu- 3.8.2 Development Challenge
larly important in the Business Zone. The Master Plan
At the time of this review little building activity had taken
Review foresees stipulations in its revised Development
place and many sites still remain to be developed in
Control Regulations that support block subdivision as
the Diplomatic Zone. It is, however, to be expected that
far as possible:
development will progress as the city grows. The most
Proposed subdivision lines; critical aspect of the areas growth shall be to ensure
that the development control regulations are adhered
Simplified lot access regulations;
to and that the envisioned urban form emerges.
Arbitrary lot layout along the access roads.
Subdivided blocks in the Business Zone (AS&P Urban Design AIM Layout proposal for the Diplomatic Zone
proposal)
17
Final Report Review of the Abuja Master Plan - Central Area Urban Design

3.8.3 Review Proposal
No redesign measures are proposed for the Diplomatic
Zone. However, it is proposed to allow the development
of more housing units than originally foreseen in the
AIM design.
3.9 The National Sports Complex
3.9.1 Original Concept
In the original IPA and KTU master plans the Central
Area was planned to only extend to NS-1. The National
Sports Complex (also known as the National Sports
Centre) was to be located in this area and would form
a counterpoint to the Three Arms Zone at the opposite
end of the Central Area. The complex was to benefit
from the location directly adjoining the citys primary
transportation hub.
Phase 2 it lost this connection and is today not served
by mass transit.
3.9.3 Review Proposal
No review proposals are made here regarding the areas
urban design as the Sports Complex today presents
itself as a modern and appealing facility. However,
measures must be undertaken in the future to provide
an efficient and attractive mass public transportation
link to the Sports Complex via national Railway, LRT
and bus system.

The National Sports Complex was to consist of the
complete range of facilities necessary for national,
continental and international sports competitions. Its
focal component consisted of the National Stadium.
As the Central Area was enlarged, the Sports Complex
was shifted to its present location on the new edge of
the downtown area. Its function as the counterbalance
to the Three Arms Zone remained unchanged.
An Event Line Stadium Bus (extension of the Express
Bus Line) has peen proposed in chapter 5.5, see also
figure on page 50. Additionally, the proposed RRT line
between the main railway station and the airport could
have a stop at the National Stadium.
Detailed proposals toward such exceed the scope of
this review. Therefore we strongly recommend further
study in this regard.

3.9.2 Development Challenge

The development of the sports complex has progressed

well and presents itself today as a very modern and
appealing facility. The National Stadium with a spectator
capacity of 60,000 was constructed to host the 8th All
African Games in 2003. Among the stadium complexs
other facilities are a velodrome, pool, gymnasium, park-
ing and administration and services facilities.

Today the Sports Complex is well equipped to serve

Urban development in the Diplomatic Zone (AS&P Urban Design
proposal)
as a venue for major sporting events. The main chal-
lenge facing its use and further development lies in
its accessibility by public transport. In the original
plans, the stadium was to benefit from the vicinity of
the Transportation Centre. Unfortunately, when the
stadium was shifted to its new location at the edge of The stadium in the National Sports Complex

18 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

4 Urban Design
4.1 Townscape and Urban Image
Ever since the first master plan for the design of the
Central Area of Abuja was prepared by IPA, the town-
scape of the city has been regarded as an integrated
architectural landscape. On the one hand, this approach
would have considerably facilitated the implementation
of a homogeneous city structure, as it was possible to
undertake city development simultaneously according
to a unified concept. The effects of each single develop-
ment on the city structure as a whole would not have
had to be taken into consideration. On the other hand,
it would only be possible to react to changing demands
that were not foreseen by the master planners by violat-
ing the comprehensive artwork.
4.1.1.1 The Central Spine
The blocks between the B8 and B10 boulevards can
be regarded as the central spine of the Central Area.
The intention of the master plans has always been to
create a lively zone, with interconnected venues for
pedestrian movement.
In general the Master Plan Review also follows the
intention of creating a characteristic, lively urban spine.
However, the pedestrian venues have been shifted from
the dedicated pedestrian zone inside the core blocks
to the boulevard street spaces.
The main building use in the central spine is com-
mercial; however, we propose allowing more residential
uses in order to keep the zone lively after office hours.
Subsequently the proposed land use for the central
spine is mixed development - commercial.
4.1.1.2 The Shoulders
Adjoining the Central Spine, between the boulevards
and the Central Area main roads B6 and B12, a continu-
ous flank of higher buildings will form the shoulders
of the Central Area. These high rise blocks have been
designed for the strongest and densest developments
in the capital, such as corporate headquarters and
parastatal institutions. In the Ministry Zone, all central
ministerial blocks are foreseen to be developed in high
urban density. The proposals of the Master Plan Review
constitute a continuation of the previous urban image
foreseen by KTU and AIM.

The actual developments in the Central Area today

show that the architectural landscape concept was
overambitious. It required extreme public expenditure,
without containing the flexibility to respond to the chang-
ing demands a society places on a city.

The Master Plan Review presented here strives to

introduce flexible tools for the planning process and
urban design of the Central Area of Abuja, while still
maintaining the desired urban image of a representative
capital city as foreseen by IPA, KTU and AIM.

4.1.1 Building Masses

The distribution of building masses is the most obvious

approach toward influencing and defining the archi-
tectural structure and vista of the Central Area. Urban
density and mass are a direct result of the application
of development control regulations. In realization of this
the Master Plan Review strives to achieve the desired
urban form with no, or very few, stipulations regarding
specific architectural design aspects. Birds eye view of the Central Area of Abuja

AS&P - Albert Speer & Partner GmbH 19

Final Report
4.1.1.3 Landmark Buildings
We propose employing landmark buildings to highlight
the focal points of the Central Area. Three of the main
urban spaces to be reinforced such are:
1. The National Square will be the setting for the
165m Millennium Tower (part of the Cultural
Centre).
2. The Transportation Centre Plaza will be the
stage for the skyscraper building to the south.
3. The third and highest skyscraper has been
planned between the Transportation Centre, the
bus terminals and the main railway station.
National Mall and National Assembly viewed from Aso Hill
20
Review of the Abuja Master Plan - Central Area Urban Design
4.1.2 Vistas
At the time of this review it is still difficult to imagine the
future characteristic vistas of the capital city because
development of open space and defining structures
remains scarce in large parts of the Central Area. Nev-
ertheless it is of utmost importance to keep the future
sight lines and urban vistas free of intruding structures.
Only so can the envisioned aspect of a representative
capital be maintained.
4.1.2.1 Aso Hill and the National Assembly
One of the main reasons for the location of the Central
Area of Abuja is Aso Hill. Aso Hill had been chosen
by the master planners as the main co-ordinate of the
city; the whole city development of Abuja is oriented
towards, and culminates in Aso Hill.
According to the original master plans the spectacu-
lar appearance of Aso Hill was to be put to particular
dramatic effect from several viewpoints. In the Central
Area, the most important vistas are from the National
Square; along the National Mall and along the boul-
evards. The symbolic power of Aso Hill is further en-
hanced by the National Assembly, which is an integral
part of this vista.
Sightline from the National Mall:
The planned sightline is currently obstructed by
the western grandstand of Eagle Square. On the
long term and when the square is scheduled for
renovation we recommend removing the grand-
stand to provide a clear vista along the National
Mall to Aso Hill and the National Assembly.
Sightlines along the boulevards:
The revised master plan concept reinforces the
B8 and B10 axes by bundling the main com-
mercial activities along the new boulevards. This
measure also enhances the visual relation be-
tween the Central Area and Aso Hill.
4.1.2.3 The Valleys
The green valley areas offer important visual and func-
tional connections between the Central Area zones and
the city areas outside the Central Area. As continuous
open spaces, the valleys will contribute to the urban
structure as a necessary contrast to the dense built-up
areas.
It is important to harmonize all developments within or
on the edges of the valleys to ensure that the overall
vistas are not jeopardized. Sightlines should not be
blocked. Also it is of significant importance to take the
visual impact on the landscape of the valleys of required
infrastructure into proper consideration. Especially
the road bridges and the railway development should
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
be inserted into the valley landscapes as carefully as
possible in order to preserve as much as possible the
natural vistas.
4.1.3 Streetwalls
People react subconsciously to their urban surroundings
and the form of their urban environments can determine
whether they feel comfortable or uncomfortable. In
general people feel more comfortable and at ease in
defined urban spaces than in vast and undefined open
expanses. Streetwalls that provide a certain homoge-
neity are an effective means of creating defined and
appealing urban spaces.
The definition of desired streetwalls by means of
build-to lines is a proven planning instrument toward
creating continuous, harmonized urban development
which provides the architectural cohesiveness generally
associated with attractive cities. Common streetwalls
achieve this cohesiveness without having to stipulate
in detail the desired architectural elements of building
facades.
Furthermore streetwalls separate public spaces (in front
of the streetwall) from private spaces (in the back of
the streetwall).
In the previous master plans, the stipulation of wall
lines had served as an instrument for implementing
the desired superblock development. It was applied
throughout the Central Area. This review proposes a
much more liberal regulation; build-to lines are only
employed along the main B8 and B10 boulevards.
Although streetwalls shall only be enforced along the
representative boulevards, we are confident that the de-
sired urban image will nevertheless emerge throughout
the Central Area. This has several reasons:
Valley in the Central Area
AS&P - Albert Speer & Partner GmbH
1. The B8 and B10 boulevards will become the
major public open spaces. Enforcing stricter
regulations along the boulevards is easier for
a developer to accept and accommodate if the
layout regulations for the rear lot areas is more
liberal and flexible.
2. With the growing densification of the Central
Area, building on the edge of the plot will be
necessary for the developer as the number of
floors is delimited.
3. Along the main road corridors of B6 and B12,
it is not favourable to have streetwalls because
of the grade-separated roads. The stipulated
high rise areas along the main roads allows the
developer to set back from the ramps as far as
necessary.
4. The internal access roads have lost their func-
tion as pedestrian areas. The definition of a
continuous streetwall is therefore no longer
necessary.
Final Report
4.1.4 Topography
The Central Area is not a flat piece of land; instead it
consists of slightly undulating terrain cut through by
steep riverbeds. Many of the development challenges
in the Central Area derive from the difficult topogra-
phy, but at the same time the topography should also
be accepted as part of the sites unique character, its
genius loci.
4.1.4.1 Road layout
One design idea of the first IPA Master Plan was to
establish the road system as a flat and regular net-
work, overlaying and contrasting the natural valleys in
the Central Area. The construction of the roads on a
different grade level from the terrain has led to severe
problems:
A close look at the aerial photograph reveals that
mainly the plots with at-grade access have been
developed, often ignoring the stipulated future
street level. Large parts of the building develop-
ment so far has taken place on the level of the
natural terrain, i.e. it will be difficult to connect the
plots to the corresponding roads.
The realisation of the grade-separated roads is
difficult and extremely costly due to necessary
bridges and retaining walls
Therefore one of the main recommendations of the
Master Plan Review is to build the remaining roads (i.e.
the boulevards) on-ground, following the natural terrain
as far as possible. Most of the connections between
the boulevards and the NS-roads shall be established
at-grade.
The resulting urban image is a more natural, somewhat
undulating townscape. It may appear less rational and
artificial than the original proposal; it is, however, capable
of developing poetic and narrative power.
21
Final Report
4.1.4.2 The valleys in the Central Area
It had always been proposed by the previous master
plans to protect the natural valleys and their functions
as stormwater drainage channels and public open
spaces.
In the KTU proposals, individual buildable plots had
been carefully inserted into the edge of the valleys in
the Land Use plan. All other valley areas are very dif-
ficult to develop, because:
vehicular access cannot be guaranteed;
drainage and sewage cannot be guaranteed; and
there is a danger of flooding by stormwater.
They had subsequently largely been kept free of
development.
Unfortunately, a later iteration of the Land Use Plan
made by SF consultants, did not properly represent
the valleys as green open space areas and some land
occupation certificates seem to have been issued.
Although the land occupation has been certified, not
much construction has taken place so far because of
the problems of access and sewage.
The Master Plan Review strongly proposes keeping
the valleys free from development as far as possible.
In accordance with the original design intentions they
should be maintained as landscaped public spaces.
4.1.5 Urban Amenity Quality
4.1.5.1 Street layout, pedestrian movement
One of the key assumptions of the previous master plans
was that the urban design of the city should facilitate the
separation of vehicular and pedestrian movement. KTU
achieved this by two means: first, the main pedestrian
flows were directed towards the interior of the blocks
22
Review of the Abuja Master Plan - Central Area Urban Design
into dedicated pedestrian areas; second, pedestrian
movement was physically separated from vehicular via
pedestrian bridges and raised walkways.
Although this was a valid concept at the time of the
original master plans inception, developments around
the world show that the separation is generally not ac-
cepted on a larger scale by the residents. Channelling
the pedestrians into dedicated routes is often cumber-
some and does not properly allow free movement as
desired. It leads to dedicated road corridors which
provide very little urban amenity quality and become
barriers within the urban fabric. Also, separating easy
and convenient vehicular access from store fronts has
proved very challenging for local businesses located in
the pedestrian area. Such pedestrian areas are generally
successful when applied in a limited scale and when
supplemented by conventional shopping streets.
Lively streets with clear streetwalls
Therefore we propose combining urban life and street
activity by reuniting vehicular and pedestrian movement.
The grade-separated concept shall no longer be applied
unless otherwise impossible and the street network shall
be designed such that it offers pedestrian amenities
while still providing traffic capacity as needed. Hence
B8 and B10 shall be developed as urban boulevards.
Wide pedestrian sidewalks shall offer space for outdoor
seating and sidewalk displays in front of stores. Large
trees shall provide shade and delineate the sidewalk area
from the roadway. Parking shall be provided alongside
the curb to facilitate convenient access.
4.1.5.2 Plazas
As already mentioned, in the previous master plans the
main public spaces were located in the interior of the
blocks. With the boulevard concept the system of pe-
destrian flow has been reversed. Thus the Master Plan
Review proposes cancelling the inner block plazas in
the commercial areas. Instead, more space for meeting
and relaxing will be provided along the boulevards.
However, public plazas are still key components of the
Master Plan Review. They are placed in the most public
zones of the Central Area:
1. Eagle Square will remain the main ceremonial
plaza.
2. National Square will remain the most represent-
ative public space of the city, with the town hall
and the Millennium tower.
3. The Central Plaza by the Transportation Centre
will be the heart of the commercial districts.
4. The Railway Plaza in front of the main railway
station will be an important meeting point for
visitors to Abuja city.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
We propose maintaining the original plaza concept for
the Mixed Residential areas. Here, it is preferable to
have a more private space off the main roads, affording
the community and neighbourhood of the surrounding
quarter a place for leisure and activity.
4.1.5.3 Parks
The design of the Central Area parks remains a challeng-
ing task for landscape architects, to which the Master
Plan Review can only give some important guidance:
1. Parks should link different parts of the Central
Area. Accessibility should be granted from as
many entrances as possible. It is desirable that
metro-wide paths for pedestrians and bicycles
should traverse the Central Area via the parks
and valleys.
2. The borders of the parks should be clearly de-
signed spaces, e.g. sidewalks or walls instead
of roads or bridges.
3. Interesting natural venues should be integrated
into the designs.
4. The maintenance of a park must be secured.
For larger parks, a more natural design is there-
fore recommended.
4.2 Internal Structure of the
Superblocks between B6 and B12
Roads
As already mentioned, the internal structure of the su-
perblocks proposed by the previous Master Plans has
several shortcomings. In the process of the master plan
review, the deviances of the built structures from the
KTU and AIM stipulations were carefully examined and
new proposals elaborated for the main issues:
block subdivision,
AS&P - Albert Speer & Partner GmbH
internal squares,
superblock access,
lot access,
utility supply and
minimum density.
Each of the proposals has been verified in test designs,
showing that the solutions are feasible and flexible.
4.2.1 Block Subdivision
The KTU Master Plan for Phase 1 of the Central Area
of Abuja operates under the assumption that the super-
blocks in the CBD shall to a large degree be developed
by individual investors. Although KTU incorporates a
scheme of subdivision, many of the blocks are intended
for large-scale, solitary development. Due to economic
Proposed subdivision pattern for a superblock
Final Report
developments and local preferences, however, this form
of implementation has not come to fruition.
Subsequently, we propose a wider implementation of
subdivision throughout the blocks. The objective of the
subdivision into smaller lot increments is to facilitate
real estate development by investors whose financial
abilities or projects do not suffice to realize entire blocks
as per the original concept. Each 200m by 200m su-
perblock consists of four quarter blocks of approx.
90m by 90m. Following the new subdivision proposal,
each of these quarter blocks could be subdivided into
up to three smaller lots of approximately 30m by 90m.
The subdivision pattern has been designed such that
the accessibility of each individual lot via the inner
block streets has been ensured.
Although recommended to encourage development,
subdivision is not mandatory and entire superblocks
can still be comprehensively developed if desired. If
subdivision occurs, however, it must always be ensured
that the minimum size of the resulting, vacant lots allows
for viable development. We therefore recommend a
minimum lot size of approx. 30m x 90m.
4.2.2 Squares
By focusing urban activity on B8 and B10 urban life
and pedestrian activity shall be instilled in the citys
main street spines. The inner pedestrian passage and
the chain of purely pedestrian squares and plazas
therefore is no longer necessary in general. Therefore
we propose modifying the inner blocks either to ac-
commodate feeder streets or individual squares in the
Mixed Residential blocks.
4.2.3 Superblock Access
Access to the super blocks has always been limited
to designated access points. The Master Plan Review
23
Final Report
proposes access points in the middle of the super
blocks (where possible). As access is often impossible
because of retaining walls etc., the established access
points are indicated in the Design Control plan.
Limiting the access points such is crucial toward
providing high amenity quality along the boulevards.
Constant interruptions of the sidewalks by driveways
would fundamentally jeopardize the establishment of
appealing leisure spaces.
4.2.4 Internal Access Roads
For the majority of the superblocks, public internal
access roads have been stipulated in the Development
Controls. The Master Plan Review proposes furnish-
ing these internal roads with parking spaces. Their
arrangement must, however, be decided according to
the access points of the plots. This means that flexible
parking strips should be provided which can be easily
adjusted.
Access to the superblock and to the subdivided parcels
24
Review of the Abuja Master Plan - Central Area Urban Design
Street design in the internal access roads shall facili- structures and thus under utilising his plot. As the
tate pedestrian movement. Traffic calming measures public investment for servicing the plots is very high,
are also highly recommended to support pedestrian the Master Plan review proposes to stipulate minimum
activity and discourage through-traffic. Furthermore, densities depending on the relevant land use.
uninterrupted medians in the NS roads also prevent
Test designs were made to find the right minimum
through-traffic flows parallel to the main boulevards
stipulations in the commercial areas. Especially along
along the inner access roads.
the boulevards, the desired street wall with colonnades
4.2.5 Utility Supply requires a lot area coverage of min. 20% and a floor
area ratio of min. 100%.
Public utilities will mainly be placed in the internal access
roads, running in east-west direction. The Master Plan
Review proposes to reserve a portion of the lot setback
for utility buildings.
4.2.6 Minimum Density
Currently, there is no mechanism in place to prevent
or discourage a land occupant from building small
LAC = 20%
FAR = 100%
Minimum density in the Central Area (test design)
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

4.3 The National Mall
As described above, the original concept envisioned the
National Mall as consisting of two sections: the valley
area and the States Plaza Area. The valley was to be
landscaped in a series of terraced decks offering various
amenities such as restaurants, cafs, discos, shops,
cinemas, etc. The State Plaza Area was to consist
of State gardens and include small amenity facilities,
such as cafs and kiosks. Implementing this design
has presented a significant challenge and none of the
components have been completed to date.
races, pedestrian bridges and public terraces that are
improperly maintained are prone to lose their amenity
value and hence their appeal as business and leisure
locations. Once their appeal is lost as places of public
activity such architectural landscapes can fast become
places where pedestrians feel uncomfortable regarding
their personal security.
Consequently, such development is best undertaken
by either the city or a single developer and then leased
to tenants. This has proved unfeasible in Abuja. Com-
parable developments around the world have faced
similar challenges and have proved equally hard to
implement or sustain.
For these reasons the review proposes modifying the
National Mall to the extent that it retains its function as
a public meeting and recreation space and continues
to fulfil and even enhance its representation aspect
for the capital city. However, the landscaping and ar-
chitectural measures employed to achieve these goals
should be easier to implement and maintain on the long
term and should offer greater flexibility of use.

The intent was to utilise the natural terrain to create a

series of sunken gardens and public terraces all inter-
linked via pedestrian bridges, stairs and paths. This
would have entailed the construction of a large archi-
tectural landscape consisting of complex structures.
The structures complexity lies in the fact that they
would rely on each other in various manners for the
entire ensemble to be realized and function properly.
For example, access to individual units would be via
common areas or by way of easements; the terraced
landscape would have entailed that one components
terrace would have been anothers roof.

The constant changes in levels and the resulting inter-

linked architecture although architecturally very ap-
pealing results in specific constraints to both tenants
and users. For example, convenient parking is often of
paramount concern to tenants and customers alike. The
proposed pedestrian focus and terraced design would
not have provided this level of convenience. Access for
delivery vehicles would be equally difficult to provide.
Thorough organisation, the cooperation of all parties
and enforcement are crucial toward ensuring the quality
of the pedestrian environment is maintained.

Proper maintenance and management are equally

crucial to the success of such structures. Sunken ter- The National Mall as envisioned by KTU

AS&P - Albert Speer & Partner GmbH 25

Final Report Review of the Abuja Master Plan - Central Area Urban Design

4.3.1 The Green Mall
The review calls for the National Mall to be developed
as a large landscaped lawn akin to Washington, DC
to showcase the Central Area and the ministries. The
open lawn would be flanked on both sides by rows of
trees to create a defined space and to reinforce the
line of sight between National Square and the National
Assembly in front of the backdrop of Aso Hill. The lawn
could be used for a great variety of public events or just
as a place to have a lunch or picnic.
a similar manner of the KTU design albeit without the
complex architecture. The lawn would begin at Eagle
Square and the Interchange Centre and extend to
National Square. The road trough of NS9 would be
spanned by a pedestrian bridge to provide a direct at-
grade connection to National Square and the Cultural
Spine.
The review studied three alternatives to employing
complex terraces and sunken gardens, responding to
the undulating terrain (see next page).

Individual restaurants and kiosks interspersed in the

framing rows of trees would serve visitors needs in

Master Plan review proposal for the National Mall

26 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
Alternative 1: valleys and bridges
First it considered maintaining the natural terrain of
the valley:
This would entail that the valley forms a barrier to move-
ment along the longitudinal axis of the Central Area,
and the National Mall would be prematurely severed.
It would also require the Central Areas key
streets, B8 and B10, to be routed over bridges
which would severely reduce their amenity
value as pedestrian thoroughfares and urban
boulevards.
National Park
Valley and bridges
Land fill incl. slopes: 340,000 m3
Bridges: 430m /11,600 m2
AS&P - Albert Speer & Partner GmbH
Alternative 2: common plane mall
The second alternative proposed filling in the entire
valley area to achieve a common plane:
No bridges would be needed along B8 and B10
and the entire open recreation space would be
readily accessible
However, the effort and cost of totally filling the
valley seems not to be justified by the minor ben-
efit of an entirely flat space.
National Mall
Common plane mall
Land fill incl. slopes: 2,210,000 m3 (mall+boulevards) + 620.000 m3
(south of B10 boulevard)
Final Report
Alternative 3: undulating mall
The third the review proposal was to partially fill in the
valley area between B8 and B10 roads:
The resulting terrain would not be utterly flat but
would instead undulate slightly with the natural
contours. Nonetheless a common plane would be
achieved between the roads and the public lawn
and along the longitudinal axis.
No bridges would be required along B8 and B10
and no retaining walls would separate the roads
and sidewalks from the lawn. This would signifi-
cantly improve the accessibility of the large public
space, increase visibility and allow for the lawn
to be used as a venue for diverse types of public
events.
National Mall
Undulating mall
Land fill incl. slopes: 1,080,000 m3 (mall+boulevards) + 180.000 m3
(south of B10 boulevard)
27
Final Report Review of the Abuja Master Plan - Central Area Urban Design

It was agreed that Alternative 1, the construction of
bridges over the natural valley, is not the desired solu-
tion because the continuity of the National Mall was
regarded as much more important than the integrity
of the valley.
In order to decide between the Alternatives 2 and 3, the
impact of an undulating terrain on the visual appear-
ance of the National Mall was tested with simple 3-D
View along Aso (B10) boulevard - flat
sketches (see adjoining figures). It was agreed that the
undulation, in addition to the lower costs of this solu-
tion, is a welcome feature in the visual appearance of
the National Mall.
The western grandstand shall be removed in
order to guarantee the vista between the National
Square, the green Mall section ant the National
Assembly.
The other grandstands should be shifted to the
edges as to integrate into the overall design and
the functional pedestrian connections along the
boulevards.
A concept for temporary furniture should be
elaborated, so that for important venues Eagle
Square can be equipped with a removable stage
and removable seats.

4.3.2 Eagle Square Until these measures can be undertaken, Eagle Square
will retain its current layout and function (mid-term
4.3.2.1 Function proposal).

View trough the mall towards the National Assembly - flat
View along Aso (B10) boulevard - undulating
Eagle Square was constructed in 1999 to serve as the
platform for the official take-off of the Fourth Republic
of the Federation of Nigeria. It has since served as
the primary arena for the symbolic transfer of power
and inauguration of the new Government, notably the
Swearing-in Ceremony of the Executive President of
the Federal Republic. Eagle Square is used today for
diverse events: hosting the National Day parade and
the Presidential Swearing-in ceremony; staging political
rallies/programmes; religious events, musical concerts/
shows, launchings and award ceremonies.

4.3.2.2 Integration into the National Mall

Formally and visually, Eagle Square is part of the National

View trough the mall towards the National Assembly - undulating
Mall. However, the grandstands currently interrupt the
Malls axes and terminate it prematurely. On the long
term the visual axis of the mall should be restored to
create a continuous open space from National Square
to the Three Arms Zone. The Master Plan review pro-
poses to take the following measures once regularly
scheduled renovations are due (long-term proposal): Eagle square and interchange centre (design proposal)

28 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
4.3.3 Interchange Centre
4.3.3.1 Function
The function of the interchange centre as a transporta-
tion node is described in Chapter 5, Transport.
4.3.3.2 Integration into the National Mall
Like Eagle Square the Interchange Centre should be
regarded as an integral part of the National Mall. In the
vista to the National Assembly and Aso Hill, no building
structure should be placed.
As the Transitway and bus lines traverse the National
Mall underground the ground level above the Inter-
change Centre can largely be kept free of above-ground
structures. A small paved plaza and skylights to the
underground station would mark the Centre. Entrance
pavilions would be located on the edge of the Mall, in
B6
Interchange centre: bus and metro station on one level (test design)
B6
Interchange centre: bus and metro station on different levels (test design)
AS&P - Albert Speer & Partner GmbH
Final Report
line with the flanking trees and close to the boulevard height level, and (b) it offers enough space for
bus stops. This arrangement ensures that the vista and each transport system on its own level.
sight line along the mall shall not be obstructed.
4.3.3.3 Vertical organisation
The vertical organisation of traffic in the Interchange
Centre has been tested in the Master Plan review, and
two possible solutions have been elaborated:
1. Bus and metro station on one level. The pre-
conditions for this solution are that (a) the metro
is capable of negotiating the height difference,
and (b) the surface area is large enough for
both platforms.
2. Bus and metro station on different levels. This
solution is technically more challenging, but
(a) the metro can remain on the approaching
B8 B10 B12
B8 B10 B12
Eagle Square
29
Exchange Station
Eagle Square
Final Report Review of the Abuja Master Plan - Central Area Urban Design

4.4 National Square
4.4.1 Function in the City Structure
National Square is the heart of the Phase 1 development
area, linking the Cultural Axis in north-south direction
with the central spine in east-west direction. It contains
the town hall on the western part of the block. To the
north, the National Library is planned; to the south, a
cultural centre is under construction (referred to in the
KTU Master Plan as National Museum).
The National Square is currently being developed in
combination with the cultural centre, which shall be linked
to the square by a tunnel shopping concourse. A 169m
high observation tower is proposed as a landmark on
National Square, and several design proposals have
already been worked out by the developers.
National Square is the western endpoint of the
National Mall. A large bridge should allow for con-
venient pedestrian flows over NS-9 road, which
passes the square at a lower level.
Also NS-8 road is on a lower level compared to
National Square. A smaller pedestrian bridge
might connect the square with the eastern end of
the Commercial spine; a passageway in the mid-
dle of the town hall (gate) would have to allow
for this direct connection.
4.5 The Boulevards
4.5.2 Design Goal
It has already been stated in Chapter 3, The Central
Area Zones, that the boulevard concept is based on
shifting the main commercial activities from the inner
block cores to the main, boulevard street frontages.
Thus, apart from their function as traffic distributors, the
boulevards will be the Central Areas main pedestrian
zones with broad sidewalks and adjoining colonnades.
It is important to implement public and commercial
functions in the ground floor areas in order to fill the
boulevards with life.
The following features are foreseen in order to guarantee
the high quality of the boulevards:
Street trees flanking the sidewalks will provide
shade;
The ground floors of buildings fronting onto the
boulevards shall be equipped with colonnades,

However, the design of National Square should take

careful consideration of the requirements of the master
plan. To facilitate an overall advantageous design, guid-
ance is given here.

4.4.2 Design requirements

The following aspects should be considered when

designing National Square:

As the centre of the Cultural Axis, National

Square is the major meeting point. The square
should be furnished accordingly.
The square must be connected to the northern
and southern blocks of the cultural axis by pedes-
trian crossings. A strong urban design gesture
(e.g. water basins, tree groves, etc.) could under-
line and enforce the visual connection between
the blocks of the Cultural Axis.
The town hall should be placed as proposed in
the KTU Master Plan. The boulevards (design proposal by the Master Plan review)

30 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
e.g. covered arcades that provide shade and
shelter from rain;
Street furniture shall encourage shoppers to loiter
and enjoy the city. It should be comfortable and
distributed in adequate quality and numbers;
Materials and finishing should reflect international
standards.
The opposite side of the street shall be easy to
reach by on-street pedestrian crossings.
The boulevards will be serviced by easily acces-
sible bus lines. The bus stops will be situated right
on the edge of the sidewalks.
On-street parking will be provided for short-term
use by customers and visitors;
The boulevards (design proposal by the Master Plan review)
AS&P - Albert Speer & Partner GmbH
Lighting in the boulevards will be different from
the other roads of the Central Area of Abuja.
The sidewalks will be illuminated by lower light
poles, standing smaller intervals than the regular
street lights, making lighting more pleasant and
atmospheric.
4.5.3 Colonnades
The most characteristic feature in the boulevards will be
the colonnades. They will span over almost the entire
commercial boulevard area, giving the urban structure a
specific rhythm. The colonnades help create a multi-use
space which is, together with the sidewalk, more than
10 metres wide and allows for pedestrian movement
as well as for loitering.
Final Report
The colonnades will join to form a continuous shop
frontage, sheltering stores, cafs, restaurants, barbers,
bakeries, counters, lobbies, copy shops, etc. They will
protect the passers-by, customers and patrons from the
sun and from rain showers.
4.5.4 Building Heights and Streetwalls
Another characteristic feature of the boulevards is the
homogeneous appearance, achieved by closed street-
walls and a well-defined height regulation; buildings
on the boulevard must be between 15m and 25,60m
in height. This creates an ordinary, urban, yet lively
prospect of the street.
No gaps shall be visible between the buildings. This will
be guaranteed by a wall-to-wall regulation, stipulating
that buildings facing the boulevard must be joined with
their walls.
High rise buildings are not allowed on the edge of the
boulevards, they must be set back for min. 10 metres
(behind the buildings flanking the street). Single build-
ings may stand freely, without build-to regulations, on
the plot, e.g. the religious buildings, the skyscrapers
and the cultural institutions.
4.5.1 Ceremonial Lane
Due to the different status of construction, the boulevards
consist of mainly two segments.
The segment east of NS-8 is already partly built-up
and contains the Ceremonial Lane in the middle of
the road section. This lane was once planned as a fast-
track lane for state processions. It was generally agreed
that this function is no longer needed, so the Review
proposes to convert it into a pedestrian space, used
for open-air exhibitions. The redesigned space can for
example be used as a series of small interconnected
plazas representing the Nigerian states. Alternatively,
31
Final Report
the former lane could be developed as a path connecting
small plazas that illustrate the democratic development
of the nation.
The segment west of NS-7 has not yet been built. In
the Master Plan Review the ceremonial lane has sub-
sequently been omitted in favour of wider pedestrian
sidewalks, a green median and more on-street parking
spaces.
The segment between NS-7 and NS-8 connects the
main segments by shifting the pedestrian ways and
road lanes.
For further details on the road layout see Chapter 5
Transport.
4.6 Transportation Centre and National
Main Railway Station
The layout of the main transportation facilities (metro,
city buses and inter city buses) is a technical issue
with some basic urban design aspects. These have
already been described in Chapter 3, The Central Area
Zones.
All other information can be found in Chapter 5
Transport.
4.7 City Park West (Channel 27)
4.7.1 Objective
The area between the AR-17 road and road Z (by the
National Hospital) contains a stormwater drainage
course running from the southeast to the northwest. In
the AIM Master Plan the proposal was made to channel
the stormwater into an artificial channel (Channel 27)
and design the area between B8 and B10 roads (the
boulevards) as a public park.
32
Review of the Abuja Master Plan - Central Area Urban Design
4.7.2 Development Challenge
In the course of the Master Plan Review, it became
apparent that various streets and bridges in the blocks
adjoining the Channel 27 area are redundant and not
required to access the related plots. Therefore the
redundant streets and bridges were cancelled and the
network accordingly adjusted. This has three primary
advantages:
1. public expenditures are reduced,
2. a larger park area is achieved, and
3. the natural topography can be integrated into
the design.
The channel crosses the Central Area diagonally and
bisects two areas foreseen for active and passive
recreation in a park-like setting. The challenge is to
Channel 27 as proposed in the AIM Master Plan
incorporate the engineering necessities into the existing
and future urban pattern and leisure landscape.
4.7.3 Design requirements
Following the development challenge, the design
requirements for Channel 27 have been reviewed.
For the further steps, the following points should be
considered:
1. It is necessary to collect and facilitate the flow
of stormwater runoff in the central urban area.
2. A hard-surfaced channel with a calculated
cross-section based on hydraulic calculations
and hygienic standards is required.
3. The proposed channel follows basically the
existing valley.
Despite these engineering relevant tasks, some softer
urban design issues have to be added:
4. The channel should have a natural appearance
Channel 27 Master Plan Review proposal
as far as this is possible.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
5. The recreation areas should be usable areas as
in a park.
6. The channel should not obstruct pedestrian
movement.
7. The hard sides of the channel should be varied,
not monotonous.
4.7.3 Design Ideas
As the exact engineering parameters governing the
final design of the required stormwater channel are
not yet available (the necessary size and form of the
channel), the Master Plan Review offers some recom-
mendations regarding the design of the park area (City
Park West):
The sides of the channel shall be treated accord-
ing to the available space (varying in width).
Local natural stone shall be used throughout.
Gabions made of cages filled with local broken
stone could provide an interesting and varied
profile.
Vegetation could colonise the edge of the channel
in the gabions.
AS&P - Albert Speer & Partner GmbH
Final Report
The gabions could be extended into the park
area to give structure and create terraces, sitting
areas.
A system of pedestrian pathways along and
across the channel and under the road bridges
as part of the overall green system for the Central
Area is to be established.
Basic sports facilities on the higher portions of the
site above the channel are proposed.
It is possible to use the topography to create
amphitheatre-like viewing areas down to sports
areas.
Nigerian recreation like Ayo and Dambe might be
incorporated.
The incorporation of existing trees is recom-
mended wherever possible.
Simple planting of native trees and grass is rec-
ommended to avoid intensive maintenance.
4.7.4 Design Details
Gabions and stone mattresses
Bio-engineering methods of planting
Cascades created over natural boulders
Steel bridges and anti-slip perforated steel walks
on surfaces likely to be wet
Grassed terraced slopes
Shelters and kiosks in active recreation areas
Possible paving materials: Coloured asphalt (tan
or rust-red), Asphalt with double surface treat-
ment (red chippings), In-situ concrete (possibly
coloured or exposed aggregate), Classico pavers
for small squares.
33
Final Report Review of the Abuja Master Plan - Central Area Urban Design

Channel 27: proposed landscape concept

34 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

4.8 Urban Design Plan

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

AS&P - Albert Speer & Partner GmbH 35

Final Report Review of the Abuja Master Plan - Central Area Urban Design

36 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

5 Transportation
5.1 General
Abujas downtown, the Central Area, is the citys heart,
pulsating with business, government and recreational
activity. As such its transportation systems must provide
the mobility required and expected by the population in
an efficient, attractive and reliable form. In the Central
Area all modes of transport must coexist in a dense
urban environment and the public transportation system
is especially important.
The rail-bound Mass Transit System (MTS) forms the
backbone of the public transport system. Employees,
customers, residents and visitors of the Central Area
will be able to take the MTS trains (Transitway Metro)
directly from Abujas two city wings into the downtown
area. Travellers from outside of the city and from the
airport will take trains directly to the National Railway
Main Station in the heart of the Central Area.
Of equal importance to the external connections to
the city is the transportation system within the Central
Area. Its various areas should be as equally easily
Transportation Scenarios
accessible by public transit as they are by car. Since
rail-bound systems cannot provide the same area-wide
coverage as automobiles, it is imperative to supplement
them with an efficient public bus system. Bus services
in Abuja should consist of intercity buses, metro area
buses and Central Area buses.
To achieve maximum efficiency these services should
be combined in a comprehensive network. The indi-
vidual elements - National Railway, intercity buses, MTS
Metro and city buses - together comprise a hierarchic
transportation system. Each system component pro-
vides the necessary service to satisfy various mobility
demands.
One key to attractive and efficient public transit sys-
tems are convenient transfer points at which users can
switch from one system to another. Travellers arriving
via National Railway or intercity buses should easily be
able to transfer to Central Area buses, the Metro or to
the metro area buses.
Modern urban transportation planning should strive to
take all modes of transportation and mobility into equal
consideration, from pedestrian movement to individual
cars to public transit. Doing so will ensure that the entire
mobility demands of the population can be met.
Viable urban transport systems can only be achieved
when transportation planning and urban land use
planning occur in conjunction from the very beginning.
Such cooperation will ensure that the major sources
and destinations of traffic are situated as optimally
as possible to facilitate mobility and attractive urban
environments.
5.2 Traffic Forecast
5.2.1 General Modal Split
Forecasts must be made of the expected traffic demand
for each mode of transport in order to determine the
general system parameters as well as the dimensions
and standards of the individual modes. A plausible future
mode share must be assumed in the forecast. Each
modes share of the overall traffic depends on the type,
level and standard of service it provides. Government
policies and goals play a substantial role in this regard.
Subsidies, price policies and restrictions imposed by the
authorities on individual modes can directly influence
which modes of transport will be preferred and used
(push and pull factors).

Scenario PT Scenario A In Abuja integrated transportation planning for the various

Public Transport established Automobile oriented modes faces a particular challenge. Since there are no
Modal Split - all Trips
Pedestrians 20% 20%
systems currently installed no experiences have been
Pedestrians/ made upon which the forecasts can be based. Without
Bicycle 20% 20%
such an experience base future projections are difficult
Public Transport 45% 30%
Minibus-taxi 5% 3% to refine. Likewise, as Abuja is a young and dynami-
Bus 10% 7% cally growing city, it is similarly difficult to forecast the
Rail/ Transitway 30% 20%
Motorized individual Traffic 35% 50% future urban, economic and population development
Private Car 35% 50% as well as the populations mobility behaviour. These
Total 100% 100% 100% 100%
are, however, key input parameters for the traffic pro-
jection. Inaccuracies and negative developments can
Vehicle
Mode share Occupancy
for transportation scenarios (public transport and automobile oriented)
Vehicle occupancy (car) 1,60 1,60

AS&P - Albert Speer & Partner GmbH 37

Trip rates [per day]
Office (incl. visitors & delivery) 3,3 - 3,5
Commercial: Employees 2,5 - 3,0
Commercial: Visitors (& delivery) 0,25 per sqm*day
Commercial: Visitors (& delivery) 5,0
Residents 3,0
 Transportation Scenarios

Scenario PT Scenario A
Public Transport established Automobile oriented
Modal Split - all Trips
Pedestrians 20% 20%
Pedestrians/
Bicycle 20% 20%
Final Report Public Transport Review of the Abuja
45%Master Plan - Central Area
30% Urban Design
Minibus-taxi 5% 3%
Bus 10% 7%
Rail/ Transitway 30% 20%
Motorized individual Traffic 35% 50%
be minimised by surveying the actual modal split at Table 5-1Private
depicts Car the scenarios
for the mode share three available means of public
35% transport for a typical
50%
regular intervals and revising the target mode share for the two major traffic modes, public transport and peak-hour in the Central Area. Table 5.2 Public Trans-
appropriately. Total
road traffic. port Demand100%
summarizes 100% 100%
the results. 100%

In light of this we propose updating the modal split used Vehicle Occupancy Scenario PT Public Transport established - mid-
5.2.2 Public Transport
Vehicle occupancy Demand
(car) for the Central 1,60 1,60
in the original master plan over 25 years ago. KTU / Area term & long-term (in parentheses):
SOFRETU applied a modal split oriented toward pri-
Based on[all
Trip rates themeans
transportation
per day] scenario PT Public No. of employees in the CA 218,000 (327,000)
vate vehicular transportation as the foundation for the
Office (incl. visitors & delivery) 3,3 - 3,5
dimensions and standards of the overall system: TransportCommercial:
established (enhanced usage of public
Employees No. of daily customers in the
2,5CA
- 3,0 297,000 (446,000)
transport Commercial:
services) and on the
Visitors forecast of the number
(& delivery) 0,5 per sqm*day
49 % individual motorised traffic; of users (employees, customers,
Commercial: Visitors: No. of visitors,
visits per deliverers)
trip in No. of residents 2,5 47,000 (70,000)
Residents 3,0
21 % public transport (including rail/transitway, the Central Area the following describes the procedure Total persons 562,000 (843,000)
bus and minibus-taxi not rated ); and the assumptions of determining the demand of the
30% pedestrians / bicycle.
PUBLIC TRANSPORT DEMAND
International experience and research shows that
Scenario PT Scenario A
precise and reliable forecasts of the traffic behaviour
Public Transport established Automobile oriented
to be expected in the future remain elusive due to MID-TERM
Employees (Office, commercial, public institutions) 217.946 217.946
the unknown nature of future developments (policies,
Share of peak-hour of the 'all in' or 'all out' traffic 40% 87.178 87.178
economy, social, socio-economic, etc.). In light of this Customers & Visitors (office, commercial, public institutions) 297.403 717.659
we have applied a dual scenario approach. Share of peak-hour of the 'all in' or 'all out' traffic 13% 38.662 93.296
Residents 46.788 46.788
To forecast the demand and required system dimensions Share of peak-hour of the 'all in' or 'all out' traffic 10% 4.679 4.679
of the public transit infrastructure a Public Transport
NO. of TRIPS per PEAK-HOUR
Established (PT Scenario) has been employed. To All means 130.519 185.153
forecast the dimensions and to assess the capacity of Minibus-taxi (Relations outside the Central Area) 6.526 4.814
Bus (Relations outside the Central Area) 13.052 13.701
the road system an automobile oriented, Scenario A
Rail/Transitway 39.156 37.031
was employed. Doing so ensured that planning of the
various transport modes would always take the maxi-
mum expected demand into consideration. PEAK-HOUR - LONG-TERM
Employees (Office, commercial, public institutions) 326.919 326.919
Share of peak-hour of the 'all in' or 'all out' traffic 40% 130.767 130.767
Note: The transport scenarios for the modal split (mode
Customers & Visitors (office, commercial, public institutions) 446.104 446.104
share) are based solely on the traffic and demand Share of peak-hour of the 'all in' or 'all out' traffic 13% 57.994 57.994
patterns in the Central Area. This reflects the fact that Residents 70.182 70.182
Share of peak-hour of the 'all in' or 'all out' traffic 10% 7.018 7.018
the user base and functions of the Central Area are
unique in terms of profession, income, demographics NO. of PASSENGERS per PEAK-HOUR
and thus are not comparable to other urban districts All means 195.779 195.779
of the city. Minibus-taxi (Relations outside the Central Area) 9.789 5.090
Bus (Relations outside the Central Area) 19.578 14.488
Rail/Transitway 58.734 39.156

Public transport demand

38 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

The following peak hour ratio reflects how many persons resulting number of public transport users per and approx. 11% use only minibus-taxi:
of the different user groups will have to be transported peak-hour: 59,000 (88,000) passengers 7,000 (10,000)pers./p.-h.
to or from the Central Area in a typical peak hour. Of this total the ridership is distributed to the three dif- Note: The volumes make up only in-bound (all in /
peak hour ratio: 40 % of employees, 13 % of the ferent means of public transport: morning peak) or out-bound (all out / evening peak)
visitors/customers and 10 % of the residents will destinations.
66% use MTS trains: 39,000 (59,000)
make up the ridership of a peak hour (percentage pers./p.-h.
of total all day users) 5.2.3 Vehicular Traffic Generation
22% use only buses: 13,000 (20,000)pers./p.-h.
mode share: 45 % public transport (30% MTS, On the basis of the population and employment projection
10% bus, 5% minibus-taxi) the resulting traffic loads have been roughly estimated.
As described in Chapter 5.2.1 above, vehicular traffic
Transportation Scenarios calculations are based on the automobile-oriented
scenario A. Hence, the traffic projection reflects maxi-
Scenario PT Scenario A
Public Transport established Automobile oriented mum assumptions to ensure a sufficient margin. The
Modal Split - all Trips supplementary values, i.e. the vehicle occupancy and
Parking Space Prognosis
Pedestrians for Offices 20% 20%
the trip rates per day of different user groups, form the
Pedestrians/
Bicycle Scenario PT
20% Scenario A20% basis for the traffic generation.
Public Transport 45% Public Transport 30%Automobile
Parking Space Prognosis
Minibus-taxi for Commercial established
5% oriented (mid-
3% The generated traffic of each superblock of the Central
Bus (mid-term)
10% term) 7%
Employees Scenario PT Scenario A20% Area has been determined and then roughly assigned
Rail/ Transitway 30%
GFA Motorized
[m] (long-term)
individual Traffic 35%
Public Transport
4.781.820 m 50% Automobile
4.781.820 m to the road network. The basis is therefore formed
established oriented (mid-
Private
Number of employeesCar (long-term) 35%
258.477 50%
258.477 by the traffic assignment of the KTU final report. The
(mid-term) term)
Share of motorised individual traffic 35% 50% predominantly grade-separated roads B6 and B12
Employees
Total 100% 100%35% 100% 100%
Share of cars 50%
GFA [m] (long-term)
Share of motor cycles
2.101.283 m
0%
2.101.283 m
0% are generally considered to be the major distributors
employees / day (long-term) 68.442 68.442
Vehicle
Level ofOccupancy
occupancy of cars 1,70 1,60 of traffic destined for the Central Area (refer also to
Share ofVehicle
mororised individual
occupancy (car) traffic 1,6035% 50%
1,60
Level of occupancy of motor cycles 1,10 0,00 Chapter 5.8).
Share of cars 35% 50%
vehicles / day 53.216 80.774
Share of motor cycles 0% 0%
motor cycles per day 0 0
Level
Trip of occupancy
rates [per day] of cars 1,70 1,60 To summarize, the long-term peak hour traffic volume
factor of contemporaneity 80% 80%
Level of Office
occupancy
(incl. of motor
visitors cycles
& delivery) 3,31,10
- 3,5 0,00 per lane lies in a range of 500 to 900 veh/h on boulevard
required parking spaces for cars (long-term) 42.573 64.619
vehicles Commercial:
/ day Employees 14.091
2,5 - 3,0 21.388
required parking spaces
motor cycles
for motor cycles (long-term)
per dayVisitors (& delivery)
Commercial:
0
0
0,25 per sqm*day
0
0
roads (B8/B10) and on roads B6 and B12.
Assumption about number of motor cycles per parking space for cars 4 4
factor of Commercial:
contemporaneity Visitors (& delivery) 80%
5,0 80%
Total number of required
required Residents
parking spaces for employees (long-term)
parking spaces for cars (long-term)
42.573
11.273
3,0
64.619
17.110 At lane capacities of 900 to 1300 veh/h, the limits of
required parking spaces for motor cycles (long-term) 0 0 capacity will not be exceeded, even in peak hours.
Office Visitor- and Delivery-Traffic
Assumption about number of motor cycles per parking space for cars 4 4 Nevertheless, it should be noted that the capacities of
Visitor-traffic (as share of employee traffic) 10% 10%
Total number of required parking spaces for employees (long-term) 11.273 17.110
Delivery-traffic (as share of employee traffic) 10% 10% inner urban at-grade road networks depend mainly on
PUBLIC TRANSPORT
Commercial DEMAND
Customer (and Delivery-) Traffic the capacities of the intersections. (Regarding intersec-
Share of mororised individual traffic Scenario PT 50% Scenario A 60%
Customers and Delivery
Level of occupancy per day and m GFA
of cars 0,5
1,20 0,5
1,20 tion design refer to Chapter 5.8.3.4 Road Network of
Visits and Deliveries per day 1.050.641
Public Transport established Automobile 1.050.641
oriented
vehicle-trips / day
MID-TERM
No. of visits per trip (persons)
21.540
2,50
25.848
2,50
the Central Area / Intersections.)
Employees (Office, commercial) 231.959 231.959
No. of of
factor persons visiting the Central Area per day
contemporaneity 420.257
20% 420.257
20%
Share of peak-hour of the 'all in' or 'all out' traffic 40% 92.784 92.784
Total number
Visitors (office, of required parking spaces for visitors and delivery
commercial) 306.692 4.308 306.692 5.170
Vehicular
Share of traffic generation
motorised assumptions
individual traffic 50% 60%
Share of peak-hour of the 'all in' or 'all out' traffic 13% 39.870 39.870 sqm = m
Level of occupancy of cars
Total number of required parking spaces (long-term) 1,70
46.881 1,60
Residents 46.580 46.580 69.789
vehicle-trips / day 123.605 157.596
AS&P - of
Share of peak-hour Albert Speer
the 'all in' or &
'allPartner GmbH
out' traffic 10% 4.658 4.658 39
Parking Spaces per 1,000 m GFA 9,8 14,6
factor
NO.
of contemporaneity
of TRIPSSpace
per PEAK-HOUR
11% 11%
1 Parking
Total number per mparking
of required GFA spaces for visitors and delivery 102
13.597 69
17.336
All means 137.312 137.312
Minibus-taxi (Relations outside the Central Area) 6.866 3.570
Total
Bus number
(Relations of required
outside parking
the Central Area) spaces (long-term) 24.869
13.731 34.446
10.161
Rail/Transitway 41.193 27.462
Final Report Review of the Abuja Master Plan - Central Area Urban Design

5.3 Location of National Railway Main gerian Railway Modernisation Project, which began in a satisfying degree. The required space for the station
Station 2006 and is being performed employed by China Civil and the related structures and infrastructure can be
Engineering Construction Corporation CCECC. There- made available without relying on complex structures.
5.3.1 Original Concept fore, regarding the detailed site planning of the National The station design will be on-ground instead of under-
Railway Main Station we refer to the design proposals ground with the effect of lower construction costs
The Main Station of the National Railway was originally of the National Railway Modernisation Project. and a clearer layout. In terms of urban design, the new
planned to be located in the core of the Central Area, location bears the advantage of complementing the
situated between road NS1 and the metro transitway. 5.3.3 Review Proposal shopping and conference centre planned adjacent to the
The intention was to integrate the National Railway station. Relocating the station also opens valuable real
Main Station into the Transportation Centre, providing The designated location for the National Railway Main
AS&Plies - Albert Speer estateplanners
on the plots formerly reserved for the National 6
a direct connection to all public transport modes with Station just outside the &
corePartner GmbH
Central Area architects,
to the
Abuja Railway station along the central spine.
short transfer links for passengers. This hub was to north of Master Planwest
road B6 and Review forNS1.
of road theThis
Central Area
location
concentrate all modes of public transport in a central, compensates for the constraints mentioned above to
convenient facility.

In subsequent, more detailed planning, the National

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

The close integration of the National Railway Station

into the urban fabric of the core of the Central Area in
its original location was challenging due to restricted
space in the proposed area. The area is also already
partially developed. Also the original plan to construct
the railway main station as an underground facility
presented further challenges. It requires very complex
structures especially in combination with the phasing
in conjunction with the development of the metro lines
at the Transportation Centre.

The new location is also the consequence of the current

design standards governing the length of the National
Railway station. The required platform lengths and space
required for track radii exceed the land reservations of
the previous plans. The design criteria for the National
Railway have been determined in the course of the Ni-
Location
Original Masterof the
Plan NR Main
- Location Station
of the National Original
Railway Main StationConcept

40 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

New location of the National Railway Main Station - overview

AS&P - Albert Speer & Partner GmbH 41

Final Report Review of the Abuja Master Plan - Central Area Urban Design

Although the proposed site offers more space, the
current plans may require that the eastern edge of the
station facilities are inserted under road NS1. Large-
scale earthworks and drainage efforts will also be
necessary on site as the area of the station straddles
the adjacent river Wupa.
To provide adequate vehicular access to the various road B6 and creates a connection to the Central Area
transportation infrastructure facilities in this zone, the Boulevard at Zuma Boulevard (B8).
road network has to be adjusted accordingly. A con-
nection to the primary road network will be provided
by a grade-separated interchange between roads B6
and AR16.

By relocating the station to the north, a key component To avoid providing access to the main station in the
of the Transportation Centre has been lost. Its hub func- form of a cul-de-sac, an extension of AR16 will form a
tion as a place of convenient transfer has been reduced. u-shaped link to road AR14. The latter passes under
To adequately inter-connect the MTS / Transitway rail
system to the National Railway at the new location, an
additional MTS stop should be built opposite the Na- Layout Proposal
tional Railway Main Station; otherwise the passengers

PEDESTRIAN BRIDGE TO PLATFORMS

II
would have to transfer by foot between the Transporta- NATIONAL RAILWAY
tion Centre and the Main Station - an average distance
of 700 metres. The significant difference in elevation METRO STOP
AIRPORT LRT
between the railway lines and the city bus terminal call
for a comprehensive plan for this area.
CITY BUS TERMINAL
Notwithstanding the necessity for the new MTS stop I
Main Station, the importance of providing an attractive TERMINAL
LEGEND
pedestrian link between the Transportation Centre and TAXI
III Existing or planned buildings
the Main Station should be highlighted. The pedestrian
Proposed buildings

FOOTPATH CONNECTION
axis shall be established through the plots of the bus VI
V
Number of floors
terminals, and hence will have to underpass the roads
Vehicular block access
B6 and NS1.
Vehicular lot access
BUS STOP

In addition to the pedestrian link mentioned above, road MAIN STATION ADMINISTRATION
Colonnades

AR14 provides a pedestrian connection with generous

walkways between the Main Station and the CBD.

EXPRESS BUS

EXPRESS BUS
In order to provide multi-mode public transport services PLAZA

UNDERGROUND METRO
in the sense of the original plan, bus terminals are re-

BUS ENTRY
BUS EXIT
quired as close as possible to the National Railway Main
Station: The City Bus terminal is proposed north of B6
between NS1 and NS2. The intercity bus terminal can
be located south of B6, since the interchange between scale 1:1,250

intercity buses and the National Railway is considered 0m 50 m 100 m

to be in lesser demand.
Proposed general layout of the National Railway Main Station

42 AS&P - Albert Speer & Partner GmbH

NS1
Review of the Abuja Master Plan - Central Area Urban Design Final Report

5.4 MTS / Transitway System
5.4.1 General Concept
The concept for the Abuja City MTS (Mass Transit
System) goes back to the original Master Plan for
Abuja by IPA. MTS lines utilising dedicated tracks and
standard gauge are proposed to be developed in both
the northern and southern Abuja city areas. These two
inner and an outer corridors connect the city wings to
the Central Area.
In keeping with this concept the corridors (a.k.a. sec-
tions) of the MTS/Transitway are as follows:
The Outer Northern MTS Corridor (N12);
The Inner Northern MTS Corridor (N2);
The Outer Southern MTS Corridor (S12); and
The Inner Southern MTS Corridor (S2)
The corridors of the MTS are presented in the adjoin-
ing figure.
In its fully developed stage, each of the two wings of
the Abuja urban area will be accessed by one MTS-
loop. The loops form two overlapping U-shaped lines
in the Central Area. The U section of the northern loop
consists
AS&P -ofAlbertan underground
Speer (metro) sectionGmbH
& Partner under road
architects, planners
B12 while the southern loop is under road B6 (see
Abuja Master Plan Review for the Central Area
figure below). Transfer points between the two lines
are provided in the Central Area at the Transportation
MTS Stop
'Main Station'
Centre and at the Interchange Centre via a two-level
underground tunnel network.
In this final state of development, six underground MTS
stations supplementing the Transportation Centre and the
Interchange Centre in the eastern Central Area provide
optimal access to the eastern core of the city.
The realization of the full development stage described
above constitutes a major endeavour. Subsequently
the proposal being made in the following constitutes a
12
less fully developed MTS network which will satisfy the
demand for the long-term planning horizon.
Interchange
Centre
Transportation
Centre

n
ti o
National Rail s ec
Main Station tr o
Me ti o
n
ec
tr os ink
Me alL
ion
erat
B
6
S Op
d) MT
R oa
ma d)
(Zu R oa
B8 so Legend
0 (A 12
B1 B
ay MTS North
ssw
pr e
Ex MTS South
ern
o uth MTS Branch to Nyanya
S
er National Railway
Inn
LRT to Airport

Maximum development of the MTS network Maximum development of the MTS in the Central Area
MTS in the Central Area Maximum Development

AS&P - Albert Speer & Partner GmbH 43

Final Report Review of the Abuja Master Plan - Central Area Urban Design

5.4.2 Development Challenge / Special
Implementation Aspects
The original Master Plan for Abuja and the subsequent
Urban Design Master Plan for the Central Area only
dealt with the urban area to the north and east of road
NS1. Consequently, the original transportation Master
Plan by SOFRETU also only served this urban area.
However, with the development of Phase 2 of the Cen-
tral Area (from NS1 to the stadium) the urban area has
been significantly enlarged and a large area cannot
be served by the MTS loops as originally proposed.
Nonetheless the Business District and the stadium in
the western part of the Central Area are now major
sources and destinations of traffic. Public transporta-
tion service must be provided to this area.
Furthermore, during the review of the Master Plan of
Abuja Central Area it has become apparent that im-
plementing the originally proposed underground metro
sections for the Central Area along B6 and B12 (east)
remains challenging and may not be undertaken for
numerous years to come.
These findings have led to an examination of a substi-
tutional public transport system for the whole Central
Area.
5.4.3 Review Proposal
lines which traverse the Central Area in a north-south will be provided for the passengers. Thus, an efficient
direction along NS2 in the west and NS12 in the east distribution of employees, customers and visitors to the
(inner and outer transitway corridor). The underground whole Central Area is guaranteed.
sections below B6 and B12 would not be required as
To recapitulate, the long-term proposal for the compo-
the Central Area bus service along B8, B10, B6 and
sition of the MTS lines is to establish one single loop
B12 would connect the two lines.
covering the whole area of the city of Abuja (see figure
This solution will be able to serve the demand at least below). The inner (NS2) and the outer line (NS12) will
on the long-term and could even constitute the final run through the Central Area as through-lines without
state of the Abuja City MTS loop system. forming the Central Area loops along B6 and B12.
AS&P - Albert Speer & Partner GmbH architects, planners 12
At the Central Area MTS stops the Transportation To react to the new location of Abuja Main Station
Abuja Master Plan Review for the Central Area
Centre and Interchange Centre a direct and quick (National Railway), which has been shifted from the
transfer between the MTS and the Central Area buses Transportation Centre to the north-west of NS1 and
Interchange
Centre
MTS Stop Transportation
'Main Station' Centre
d
oa
aR
National Rail um
/Z oa
d
Main Station B8 R
so
0 /A
B1
B6

As an appropriate (interim) substitute for the metro Legend

loops in the eastern part of the Central Area a highly ay MTS / Transitway
ssw
efficient bus system is proposed along Zuma Road and
B1
2 pre National Railway
Ex
Aso Boulevard (B8 and B10). For further explanations ern
o uth LRT to Airport
of the bus service refer to Chapter 5.5. S
ner Central Area bus services
In
With the installation of such a bus system it would no Event Line
longer be necessary to (immediately) complete the U- Stadium Bus
shaped inner loops of the Central Area MTS lines. The
two lines could initially be developed as non-connected
Proposed development of the MTS and bus services in the Central Area
Central Area bus services on dedicated bus lanes

44 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
B6, a new MTS stop opposite of the National Railway
Main Station is required. This MTS stop Main Station
lies in acceptable walking distance for passengers to
transfer between the MTS and the National Railway.
The inner MTS line along NS2 would then offer a direct
connection to the National Railway Main Station.
At the Interchange Centre passengers of the outer MTS
line (NS12) destined to the National Railway Main Sta-
tion would transfer to express buses along road B6 or
to the B8/B10 buses to reach the Main Rail Station or
any other destination in the Central Area.
Proposed MTS and commuter rail development overview
AS&P - Albert Speer & Partner GmbH
For the more detailed coverage of the development of
the MTS / Transitway system refer to AS&Ps separate
report of the Transportation Context Studies for the
Metropolitan Area of Abuja.
Reference is also made to the detailed studies of the
Abuja Mass Transit System Project currently being
prepared by CPCS Transcom International Limited
(CPCS).
results to 10 (6.75) minutes.
Final Report
5.4.4 Required Service Capacity of the MTS
for the Central Area
In the following, a schematic and general assessment is
given of the required service capacity of the MTS result-
ing from the demand of the Central Area. The demand
has been determined on the basis of the anticipated
number of jobs and residents in the Central Area and
on the scenario for the traffic mode share of the users
travelling to the Central Area. (For more information on
the traffic forecast refer to Chapter 5.2)
Note: We refer to the detailed studies of the Abuja Mass
Transit System Project currently being compiled by CPCS
Transcom International Limited (CPCS). CPCS covers
the topic in more detail and with another approach.
Supply:
Four possible relations to / from the Central Area
Peak-hour Demand: mid-term (and long-term in
parentheses)
Total: 39,000 (59,000) passengers / trips per peak
hour
Per relation (mean value): 10,000 (15,000) passengers
per hour and direction destined to or originating from
the Central Area
Capacity of trains: (own assumption no information
available from the MTS study)
Passengers per unit: 225;
With 8 units per train, the capacity per train makes
1,800 passengers.
Minimum service: (own assumption no information
available from the MTS study)
In peak-hours, the required headway between trains
45
 Final Report Review of the Abuja Master Plan - Central Area Urban Design

5.4.5 Supplementary MTS Infrastructure
5.4.5.1 Operational Link
The proposed configuration of the MTS network in the
form of through-lines through the Central Area requires
operational links between the inner line (NS2) and the
outer line (NS12) in the vicinity of the Central Area or
in Phase I. Operational links enable trains and locomo-
tives to move through the system and between lines
AS&P - Albert Speer & Partner GmbH architects,
without having to travel the entire loop. They also provide
Abuja
importantMaster
back-upPlan Reviewinfor
redundancy casethe Central Area
of blockages
or failures. They are not intended to carry normal pas-
senger trains on a regular basis. Stage I of the system
especially requires an operational link in the vicinity of
the interim end points of the line.
An operational link in the Central Area gains further im-
portance in light of the requirement for an MTS branch
to Nyanya / Karu. The following proposal takes both
the requirements for an operational link and the option
of an MTS branch into consideration.
The most planners
favourable location for an alignment of MTS
tracks in the Central Area is presumed to be along the
corridor of the Inner Southern Expressway (ISEX) be-
tween NS2 and NS12 along the border of the Central
Area. This alignment could be built on-ground parallel
to the planned section of the ISEX. Nevertheless, to
finally verify this proposal, a detailed feasibility study
on the alignment will be required.
5.4.5.2 Special Link: AbujaNyanya MTS Branch
Line
The following is an extract from the Metropolitan Public
15
Transport Concept of the project Transportation Context
Studies for the Metropolitan Area of Abuja. Please refer
to the separate report for more detailed information.

An important commuter connection for Abuja is the link

to Nyanya and Karu. A commuter rail line should be
Interchange established between Abuja Central Area and Nyanya/
Centre Karu to serve the great need for efficient public trans-
MTS Stop Transportation portation of this important population area.
'Main Station' Centre
The best option for providing a public transit rail link be-
tween the Central Area and Nyanya/Karu is considered
to be a branch of the MTS/Transitway system.
National Rail
Main Station The following alternative options for such an MTS com-
muter rail link between Abuja have been examined:

(A) Interchange Centre & Transportation Centre

Nyanya (via ISEX & OSTW)
6
B )
o ad (preferred option)
R
uma ad
)
This line branches off from the Outer Southern Tran-
( Z o
B8 oR sitway (Interchange Centre) some hundred meters
( As 12 Legend
1 0 B south of the Inner Southern Expressway with a very
B y
wa MTS North short section through the city area and then joins the
re ss
Exp MTS South existing road to Nyanya.
ern
uth National Railway Sub Alternatives (AI) + (AII):
So
ner LRT to Airport
In The Nyanya/Karu branch line can either be connected to
the Interchange Centre or to the Transportation Centre
Basic MTS/Transitway network alignment in the Central Area and the National Railway Main Station. The latter repre-

46 AS&P - Albert Speer & Partner GmbH

Basic MTS network in the Central Area (Alternative without MTS operational link)
Review of the Abuja Master Plan - Central Area Urban Design Final Report

sents the optimal solution of the two; the direct linkage
of Nyanya and Karu to the Abuja National Railway Main
Station as it provides the best transport options. We
recommend establishing this branch.
(B) Abjua Main Station (Terminus) Nyanya:
The alignment would pass under the eastern part of the
Central Area parallel and to the north of B6 and come
up to the surface in the south-east of the Presidency
Area. There it would join the Inner Southern Express-
way (ISEX) and then run parallel to the existing road
to Nyanya.
favourably in terms of cost-benefits. Refer to preceding When crossing the mountainous terrain between Abuja
section for more details on the operational link. City and Nyanya the slope of routes (A), (B) and (C)
would not exceed 3%. Such a slope can be managed
Option (B) may be the most challenging to implement.
by MTS trains. Alternative (D), would allow the route to
Its alignment would run through the Central Area com-
cross the hills with a less steep slope of 2.5%, but the
pletely underground and then pass very close to the
detour of 40 kilometres is definitely too long for com-
Presidency. The construction efforts and thus the costs
muters and passengers, who are mainly destined for
of this alternative are presumed to be the highest. In
the Central Area of Abuja.
addition, security issues would arise.
The proposed connection between Nyanya and Abuja
Alternative (C) makes
AS&P - Albert a detour&through
Speer difficult
Partner GmbHterrain in
architects,
Main planners
Station as a branch of the MTS can be created16
aAbuja
built-up area and appears to be much less viable.
Master Plan Review for the Central Area independently in either stage of development.

(C) Transportation Centre Nyanya (via ISTW &

OSEX)

Starting at the Transportation Centre, the line would run MTS Stop Transportation Interchange
'Main Station' Centre Centre
on the Inner Southern Transitway Corridor branching
off shortly after the Inner Southern Expressway to pass
through the (existing) city area of Phase I. There it would
then join the Outer Southern Expressway (OSEX) and
National Rail
Main Station AI B
finally meet the existing road to Nyanya.
i nk
(D) Transportation Centre Phase III Karaduma lL
na
Area Nyanya
B
6 p er
ati
o
A
O
d) S
A further option studied was a line which would bypass R oa MT
ma ad
)
the mountains between Abuja and Nyanya/Karu. Since ( Zu o
B8 oR
this line would require an approximately 40-km long
0 ( As 12 A II
B1 B
detour compared to the previous alternatives, it was ay

y
sw

wa
not studied further. es
pr

si t
Ex

an
rn
Alternative (A) appears to be the most feasible of the the

Tr
o u Legend
S

ern
four. This alternative must also be seen in light of the ner ay
In tw MTS Branch to Nyanya

th
fact that an operational link would have to be estab- si
an C

u
r

So
lished between the two MTS lines in the Central Area T MTS North/South
rn

ter
in any case. If this link were located along the Inner t he National Railway
ou

Ou
Southern Expressway it could be used to connect the r S
ne LRT to Airport
Nyanya/Karu branch line to the Transportation Centre In
and National Railway Main Station. This would work
Alignment alternatives in the Central Area for the MTS branch to Nyanya
MTS Branch to Nyanya Alignment Alternatives in the Central Area

AS&P - Albert Speer & Partner GmbH 47

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

Note: Before investigating the Transportation Centre

and the Interchange Centre in more detail, a separate Interchange
feasibility study is additionally required to examine the Centre
MTS Stop Transportation
integration of additional MTS infrastructure to establish
'Main Station' Centre
an MTS branch to Nyanya.

National Rail
Main Station

ink
alL
n
tio
6 p era
B S O
d MT
R oa
ma d
Zu R oa
o
Az Legend
12
B
ay MTS North
ssw
pre MTS South
Ex
rn
the MTS Branch to Nyanya
S ou
ner National Railway
In
LRT to Airport

MTS Branch to Nyanya and operational link (desired option)

MTS in the Central Area Stage II (desired proposal)

48 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
5.5 Bus Transit
5.5.1 Bus Systems in the Central Area of
Abuja
The public bus service in Abuja is primarily designed
as a feeder system to provide access for the popula-
tion of the urban areas to the rail-bound transportation
systems. It provides the widest public transport area
coverage within each city sector and distances between
stops are short. Line lengths vary according to settle-
ment patterns and user demands.
Note: The currently ongoing Abuja Mass Transit Project
(AbuTrans) and the Bus Route Study ASTAC are
studying the bus system. Therefore we refer to those
studies here.
There are three different bus systems operating in the
Central Area:
Intercity buses;
City buses; and
Central Area Bus Services
5.5.1.1 Intercity Buses
As described in the preceding Chapter Location of
National Railway Main Station / Review Proposal, the
intercity bus terminal is proposed to be located south of
road B6 between NS1 and NS2. This reflects the fact
that the the interchange between intercity buses and the
National Railway is considered to be less sought after
than a direct linkage to the city bus terminal. Neverthe-
less, the central integration of the intercity bus terminal
into the multi-mode transport facilities is essential.
The area reserved for the intercity bus terminal can ac-
commodate approximately 35 bus docks and reserve
parking positions.
AS&P - Albert Speer & Partner GmbH
The buses will be routed to the intercity bus terminal
via the separate bus lane on the major arterial roads
B6 and B12.
5.5.1.2 City Buses
Each sector of the Abujan urban area will be accessible
via MTS. Furthermore shuttle buses contribute toward
completing the public transportation system as a whole.
They reduce travel times and walking distances to the
MTS stations for all citizens. The development focus
of the sectors as suburban residential areas that are
largely devoid of employment areas leads to substantial
commuter traffic. Hence, efficient bus service to the
MTS stops, to the Central Area and to industrial zones
is an essential need.
The city areas of Phase I and II in particular should
be directly connected to the Central Area by bus. The
relatively short travel distances between these areas
increases the demand for single mode public transport
services. Although somewhat less comfortable, com-
muters/riders to the Central Area may favour the bus
rather than making multi-mode trips requiring transfers
to the MTS. This is to be particularly expected since
they may have to transfer to the bus again in order to
reach their final destinations in the Central Area.
Dedicated Lanes
High road traffic volumes will be concentrated in the
densely developed Phase I and II areas of the City of
Abuja. To ensure attractive and efficient travel speeds
of the buses, aligning (express) bus routes within the
transitway corridors parallel to the MTS tracks is recom-
mended in these areas. Such an alignment corresponds
to the proposals of the original Master Plan for Abuja.
In general, to maximise the efficiency of the bus serv-
ices, it is proposed to run the buses as far as possible
on separate bus lanes along the bus reserves (Tran-
Final Report
sitway, B6 and B12) and on dedicated bus lanes in the
boulevards (B8, B10).
Terminals
The city and intercity bus terminals are located north
and south of road B6, between road NS1 and the
Transitway Corridor NS2. They are directly connected
to the grade-separated bus lane along B6. To provide
best transfer options to the various modes of transport,
the city bus terminal should be situated as close as
possible to the National Railway Main Station and to
the related MTS stop.
Following the principles of the General Layout of the
Transportation Centre Reservation Design by Sofretu-
Amana-Osot, the layout proposed in this review has
been adjusted according to the new location of the
National Railway Main Station.
In the original master plan approximately 35 bus stop
positions were provided. The same number is provided
in the proposal for the northern bus terminal for the
city buses.
5.5.1.3 Central Area Bus Services
Within the Central Area, a boulevard bus loop along
Zuma Boulevard and Aso Boulevard (B8 and B10) and
an express loop bus line in B6 and B12 will distribute
passengers to the major points of interest in the city
centre. At the same time they serve as feeders to the
rail-based commuter system.
In order to react to the development of the western
Phase II section of the Central Area (AIM), and under
the assumption that the metro link along B6 and B12
may not be realised in the (immediate) future, an al-
ternative mass transit system for the Central Area has
been studied.
49
Final Report Review of the Abuja Master Plan - Central Area Urban Design

Many cities around the world have successfully installed
modern bus systems to handle their mass transit demands.
Buses provide flexibility and economy of operations
while also offering high capacity. Renowned implemen-
tations such as the Bus Rapid Transport system in the
city of Curitiba, Brazil have made this quite apparent
and have encouraged adoption worldwide. We have
therefore studied the implementation of a bus system
in the Central Area and consider it to be an appropri-
ate means of meeting the public transit demand in a
realistic, flexible and highly feasible manner.
AS&P - Albert Speer & Partner GmbH architects,
AMetropolitan
bus system hasPublic
severalTransport Studyin compari-
clear advantages
son to a rail-bound system, i.e. to the MTS underground
(D) B8
section of /the
B10
MTS Buses: Outer
under B6 and inner bus lines provide condensed headways in the core area
and B12:
The bus system can be seen as the foundation of
the public transport system;
A feeder and distribution system is required in the
Central Area in any case to supplement a MTS
rail system;
Acquisition costs are relatively low;
Track construction costs are negligible the bus
lines run along (existing) roads or accompany
them;
planners
The maintenance of the system is less costly and26
complex than rail bound systems particularly in
comparison with underground systems;
Lines and capacities can be adjusted flexibly;
The stadium and hospital are served by the
system.
One of the main tasks of the Mass Transit System is to
distribute the riders of the transitway system throughout
the Central Area, i.e. to/from the Transportation and
Interchange Centres. In the original plans the metro
loop and the bus lanes in B6 and B12 were planned to
fulfil this task to a great degree, but only in the eastern
part of the Central Area. As long as the metro loop is
unavailable, the new bus system within the Central
Area should have the capacity to do so. As depicted
in the adjoining figure, coverage of the Central Area is
guaranteed by inner and outer ring lines.

Interchange 5.5.2 Required Service Capacity of the Internal

Centre Central Area Bus Services
MTS Stop Transportation
'Main Station' Centre Given in the following is a schematic and general as-
sessment of the required service capacity of the Central
Area Bus Services resulting from the demand of the
d
oa Central Area. The demand for the mid-term and the
National Rail
maR
Main Station Z u ad long-term has been determined on the basis of the
o
oR anticipated number of jobs and residents in the Central
As
Area and of the scenario for the traffic mode share of
the users travelling to the Central Area.

Note: (1) It is highlighted that the mid-term scenario is

B6
seen as a 10 to 15 year development while the long-term
development may only be realised in more than 20 and
Legend
up to 30 years. Thus, the horizon for the development
ay MTS / Transitway of the Central Area bus services exceeds the economic
ssw
B1
2 pre National Railway life-time of buses.
Ex
ern
o uth LRT to Airport
(2) Regarding the dimensioning of peak hours, the
S
ner Bus/ Boulevard Ring Line
In maximum demand occurring on only some hours a day
Event Line Bus/ CBD Loop Line has been estimated. Off-peak hours are assumed here
Stadium Bus Express Bus (B6/B12) to make some 40 to 50 % of the peak hours.

Proposed bus services in the Central Area

Bus System on Dedicated Bus Lanes Central Area Development
50 AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design
(3) The report in hand cannot replace a detailed bus
line study.
Peak-hour Demand: mid-term (and long-term in
parentheses)
The western part of the Central Area (west of road NS1)
increases the definitive demand for the bus service.
Four west-bound bus destinations are available from
the Transportation Centre. The central section between
the Transportation Centre and the Interchange Centre
has not to be taken into consideration in the calculation
since this area is serviced from both MTS stops. This
means that the ridership arriving at the Transportation
Centre and at the Interchange Centre is distributed
to eight bus destinations within the area between the
Transportation Centre and the Interchange Centre.
In conclusion, the definitive demand for the bus service
is increased by approximately 20 % of the MTS users
who will use the west-bound internal Central Area bus
service between the Transportation Centre and their
destination west of road AR15. (It is assumed, that the
destinations between the MTS line (NS2) and AR15
need no bus service, since they are inside the catch-
ment area of the Transportation Centre.)
This results in a transport demand of some 8,600
(13,000) passengers in the western area of the Central
Area. This demand has been used as the basis for cal-
culating the entire system service levels. It is assumed
that 15% thereof will use other transport modes (taxi,
bike, walk). Consequently, the determination base for
the bus service is some 7,500 (11,000) passengers
during peak-hours.
Supply:
It is proposed to establish bi-directional ring services
on B8/B10 (Boulevard Bus) and on B6/B12 (Express
Bus), which will be connected to the Transportation
AS&P - Albert Speer & Partner GmbH
Centre and to the Interchange Centre. Hence, to get
to or from the Transportation Centre or the MTS stop
Main Station the west-bound public transport users
can choose either the Express Bus or the Boulevard
Bus, each in two west-bound directions. This results
in four directional services to the western Central Area
on the supply side.
Capacity:
Passengers per standard bus: 95 [55 seats + 40
standing]
Two bi-directional ring lines comprise four directional
services to the west of the Central Area.
Total (west-bound) vehicle capacity: 380 passengers
Note: It is not recommended to use articulated buses.
Standard bus types are more advantageous in dense
urban areas; they provide more operational flexibility;
and they require less space and maintenance.
Minimum service:
To serve the decisive demand of 7,500 (11,000) passen-
gers during peak hours for the mid-term headways of 3
minutes (and for the long-term of 2 minutes) between
buses will be required. It should be noted that dense
headways for the long-term scenario (30 years and
more) of two minutes may reach the capacity of the
system. It must be taken into consideration that such
extremely short headways of 2 minutes are difficult to
achieve or to ensure especially along the signalled
routes on the boulevards. We recommend therefore that
the traffic situation and solutions should be reviewed
when the limits of capacity have almost been reached.
Appropriate modifications should then be made to the
transport services. As stated in Chapter 5.2, long-time
traffic forecasts contain inherent inaccuracy, and there-
fore should be reviewed and adjusted regularly.
Final Report
For details on the resulting headways of each line refer
to the line data below. For off-peak hours it can be
assumed that the headways will double to 6 minutes
(and 4 minutes for the long-term).
To optimise line capacities, the boulevards bus service
is split into two loops the Boulevard Ring Line and
the CBD Loop Line (see below).
Line configuration:
In conclusion, the proposed provision of bus lines for
the Central Area and the roughly estimated demand
can briefly be summarised as follows:
1. The Express Bus line running mainly on re-
served an d grade-separated bus lanes; and
2. The Boulevard Bus service, accompanying the
vehicular traffic on dedicated bus lanes. For
capacity reasons, the Boulevard Bus service is
split into two lines:
a. The Boulevard Ring Line (covering the
whole extension of the Boulevards), and
b. The CBD Loop Line, servicing the core of
the Central Area the Central Business
District
5.5.3 Express Bus Line
The outer bus ring is formed by the Express Bus line
along the grade-separated bus tracks in roads B6 and
B12. To minimise travel ways related to the National
Railway Main Station and to the Transportation Centre,
which are the major gravity poles, the line is designed
as a figure-eight loop. The start and end point is the
city bus terminal north of road B6. The terminal is situ-
ated close to the MTS stop Main Station and to the
Main Station itself.
The figure-eight alignment of the line allows for an
additional stop at the central bus terminal and at the
51
Final Report Review of the Abuja Master Plan - Central Area Urban Design

Transportation Centre in the middle of each trip (see Number of stops: 18 (Zuma Boulevard and Aso Boulevard). The Boulevard
figure). The transverse links between B6 and B12 passing Bus service is split into two lines the outer Boulevard
Ridership: mid-term: 3,750 pass./peak hour (long-term:
the Transportation Centre and the Interchange Centre Ring Line and the core area CBD Loop Line.
5,500 pass./peak hour)
utilise the ROW of the Transitways NS2 and NS12.
With this configuration each of the lines can operate
There, the bus tracks pass under the boulevards B8 Headways (peak hour): mid-term: 3 minutes (long-term:
with 50 % of the estimated headways. Hence, the
and B10 (Zuma Boulevard and Aso Boulevard). The 2 minutes)
headway of each, the Boulevard Ring Line and the
Express Bus only uses normal roads at the western
Headways (off-peak hour): mid-term: 6 minutes (long- CBD Loop Line will be 6 minutes instead of 3 for the
turning point of the line (AR19 and Road Z).
term: 4 minutes) mid-term development (and 4 minutes instead of 2 on
Line data: Express Bus Line the long-term). The line accesses the Main Station via
5.5.4 Boulevard Bus Lines roads AR14 and AR16. AR14 and AR16 cross under
Length: 12 kilometres (10.3 kilometres on separate
B6 with exit/entry ramps to B6.
dedicated bus track) The Boulevard Bus service with starts and ends at the
Abuja National Railway Main Station. It runs on dedi- Line data: Boulevard Ring Line
Distance
AS&Pbetween stops:
- Albert 500-750m
Speer (average)
& Partner GmbH architects, planners
cated bus lanes along the boulevard roads B8 and20B10
Abuja Master Plan Review for the Central Area Length: 10.7 kilometres on dedicated bus lane
Distance between stops: 500 m (average)
Interchange
(D) B8 / B10 Buses: Outer and inner bus lines provide condensed headways in the core area
Centre Number of stops: 20
Ridership: mid-term: 1,875 pass./peak hour (long-term:
MTS Stop
2,750 pass./peak hour)
'Main Station' Headways (peak hour): mid-term: 6 minutes (long-term:
4 minutes)
City Bus Headways (off-peak hour): mid-term: 12 minutes (long-
Terminal d)
Roa term: 8 minutes)
National Rail ma
( Zu d) Line data: CBD Loop Line
Main Station
B8 R oa
so
0 (A Length: 6 kilometres on dedicated bus lane
B1
Transportation Distance between stops: 500 m (average)
Centre Number of stops: 11
Ridership: mid-term: 1,875 pass./peak hour (long-term:
B6 d) 2,750 pass./peak hour)
Roa Legend
ma Headways (peak hour): mid-term: 6 minutes (long-term:
( Zu ) MTS / Transitway
ad 4 minutes)
B8 o
oR National Railway
( As Headways (off-peak hour): mid-term: 12 minutes (long-
0 LRT to Airport
B1 term: 8 minutes)
Bus/ Boulevard Ring Line
2 ay Bus/ CBD Loop Line
B1 ssw
p re
Ex Express Bus (B6/B12)
rn
theline
Figure-eight loop line arrangement of the Express Bus
S ou
er
Innon Dedicated Bus Lanes
Central Area Bus Services
52 AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

5.5.5 Bus Stops 5.6 Transportation Centre

Along the boulevards bus stops are usually situated
behind each second intersection. The short distance
between bus stops of approximately 500 to 750 metres
enhances the attractiveness of public transport within
this busy and prominent area. Bus stops of modern
design create a contemporary and inviting image of
public bus transport.
Normal bus stops on the roadside provide bus service
only. Combined bus and MTS stops as already proposed
CENTRAL SHOPPING MALL
5.6.1 Original Concept
The KTU / Sofretu-Amana-Osot proposal for the
Transportation Centre was comprised of a compact,
AIRPORT LRT STATION
MTS STOP 'MAIN STATION'
central all-mode public transport interchange facility
NATIONAL RAILWAY MAIN STATION
located between the roads B8 and B10 close to the
arterial road NS1. The concept integrated the transit-
way metro (MTS), city and intercity buses, taxis and
the main station of the National Railway. Organized on
CITY BUS TERMINAL

three levels below the road level, the composition of

in the original Master Plan concept are provided at the
this multi-mode public transport node provided optimal
Transportation Centre and at the Interchange Centre. B6 CONSTITUTION AVE
transfer options for passengers between all means of
These dual-mode public transport stops provide optimal
public transport.

NS1
transfer links between the road-based and the rail-bound
transport systems. The National Railway Main Station provided eight tracks
P
with five platforms. The railway station was connected
INTERCITY
BUS TERMINAL
All bus stops should be equipped with facilities of adequate
to the metro and to the buses by an underpass crossing
standard to ensure the comfort of the passengers. A
road NS1. The city and intercity bus terminals provided
bus shelter at every bus stop should be the minimum
approximately 56 bus waiting positions, which were sup-
standard. Shelters also enhance the perceptibility of
B8 B8 B8 ZUMA BOULEVARD

plemented by 34 bus parking spaces. The taxi stands

the bus stops and can be used to generate advertis- ENTRANCE MTS STATION

were situated along the four sides of the central block

ing revenue. Major bus stops, and those at particularly

TRANSPORTATION
between B8 / B10 and NS1 / NS2. The metro station

CENTRE
prominent locations, can additionally be equipped with
for the two overlapping lines was arranged on two
seats, a kiosk, toilets and shade trees or structures.
CENTRAL SQUARE underground levels.
ENTRANCE MTS STATION

B10 B10 5.6.2

B10 Development Challenge
ASO BOULEVARD

On the one hand, a key design challenge is seen in

the development of a less complex - and thereby more
easily realized - structure for the whole Transportation
Centre. On the other hand, the re-location of the Na-
P tional Railway Main Station demanded a completely
new study of the functional design of the previously very
compact Transportation Centre. (Refer to Chapter 5.3
B12 INDEPENDENCE AVE

Location of the National Railway Main Station and to

Chapter 5.4 MTS / Transitway System for information
on the relocation.)
Alignment of the Express Bus at Transitway NS2

AS&P - Albert Speer & Partner GmbH 53

Final Report
5.6.3 Review Proposal
Originally, the Transportation Centre was designed as an
all-mode public transport interchange. With the relocation
of the main railway station to a location outside of the
Transportation Centre one of the key modes has been
removed from the centre. The concept and character of
the centre must therefore be modified. It now represents
a major urban MTS / Transitway station which provides
additional public transport services such as provisions
for buses and taxis as well as amenities.
Nevertheless, a key premise remains that transfer
opportunities shall be provided as far as possible
between all modes of public transport for all available
Functional scheme of the original Transportation Centre (SOFRETU)
54
Review of the Abuja Master Plan - Central Area Urban Design
destinations. In particular, the National Railway station
must still be integrated into the overall concept. Among
the consequences of the review are that some of the
functions, such as bus and taxi services, will have to
be re-located or will be distributed or duplicated among
to two locations.
As result, the modified Transportation Centre will be the
central MTS / Transitway stop of the Central Business
District. As the original functions must be rearranged
its actual site can most likely be contained in the 40
metre wide reservation of the transitway corridor NS2
between the Boulevards B8 and B10. Detailed planning
of the station is currently being performed by CPCS
Transcom International to whom we refer for further
details.
Note: (1) The proposals being made here are based on
the assumption that the originally proposed Central Area
metro loops will not be realised on the long-term planning
horizon. Hence, it is assumed that structural provisions
for the two-level MTS stop will not be made.
(2) It must be noted that, depending on the results of the
required feasibility study for the MTS branch to Nyanya,
additional tracks and platforms may be required at the
Transportation Centre stop and at the proposed new
MTS stop Main Station. (The 40 metre wide reserva-
tion of the transitway corridor is probably not sufficient
for the integration of the Nyanya branch.)
Taxi stands shall be provided close to all MTS stops
and at the National Railway Main Station. Taxi stands
should generally be located alongside the common
roads close to the exits of the stations. Additional taxi
stands should be provided at the city and intercity bus
terminals.
The bus terminals will be situated on the lots between
the MTS stop Transportation Centre and the National
Railway Main Station. Thus, the two rail-bound means
of public transport are linked by the bus terminals the
city and the intercity bus terminals. Both of which are
thus within convenient distance to the National Railway
Main Station and to the Transportation Centre. The
number of available bus positions at the two terminals
is approximately 50 bus stop positions plus 10 reserve
parking spaces.
In addition to the pedestrian route from the Main Station
to the Central Business District (CBD) along road AR 14,
a dedicated pedestrian route between the Main Station
and the core of the Central Area is of major importance.
Since the two bus terminals have to be comfortably
and clearly accessible, a pedestrian link is proposed
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

via these two plots. Starting at the National Railway

Main Station, pedestrians pass under road NS1, then
walk through the city bus terminal. The route passes
under road B6 by crossing the bus only intersection.
Pedestrians are then led over the intercity bus terminal
to arrive at the entrance to the Transportation Centre
stop. Crossing the Boulevard (B8) should preferably be
at ground level. Should traffic volumes be too exces-
sive to provide a safe and convenient above-ground
crossing additional pedestrian underpasses may be TATION
MTS STOP 'MAIN STATION'
NATIONAL RAILWAY MAIN STATION
required at the Boulevard (B8) and at the bus transit
corridor (B6).

CITY BUS TERMINAL

NS1
P INTERCITY
BUS TERMINAL

B8 B8

ENTRANCE MTS STATION

TRANSPORTATION
CENTRE
CENTRAL SQUARE

ENTRANCE MTS STATION

B10 B10

Transportation Centre - review proposal Pedestrian links between T. C. and railway station

AS&P - Albert Speer & Partner GmbH 55

Final Report
5.7 Interchange Centre
5.7.1 Original Concept
The Interchange Centre is the eastern public transporta-
tion hub of the Central Area. The outer MTS / transitway
corridor (NS12) passes under the Central Area parallel
to roads NS11 and NS13 and directly adjoining Eagle
Square. In the original concept for the Central Area
metro loops, the northern and the southern transitway
line were to overlap at the Interchange Centre on two
underground levels. The MTS station would allow pas-
senger transfers between the two separate lines.
Original Interchange Centre - general map
56
Review of the Abuja Master Plan - Central Area Urban Design
As a major public transport hub, the Interchange Centre
aims to inter-connect various means of public transport
such as city buses and taxis with the MTS. The bus lines
in B6 and B12 are to be connected to the Interchange
Centre to provide convenient transfers from the rail-
bound MTS to the express bus service. To connect to
the Interchange Centre the transit reserve in roads B6
and B12 would run north to south along the transitway
and then pass under B8 and B10. Buses would enter
the centre at the -1 level (underground).
5.7.2 Development Challenge
The new location of the National Railway Main Station
and the contemplation not to build the Central Area
metro loops at least for numerous years to come
call for adjustments to the functional and organizatonal
design of the Interchange Centre.
In addition, the contemplations for an MTS branch to
Nyanya should be taken into consideration when plan-
ning the Interchange Centre. One development option
could be to establish this line starting at the Interchange
Centre. A feasibility study for the MTS branch to Nyanya
should clarify the future alignment of this connection.
Options and proposals regarding this MTS link are made
in Chapter 5.4.4 Supplementary MTS Infrastructure
and in the separate project report The Transportation
Context Studies for the Metropolitan Area of Abuja.
Due to the prominent location of the Interchange Centre
between Eagle Square and the National Mall, particular
care must be taken towards properly integrating the
station and its functions into the surrounding urban
area.
5.7.3 Review Proposal
In general, the original proposal for the Interchange
Centre can be largely adopted. Adjustments are required
according to the proposals being made for the MTS /
Transitway system in Chapter 5.4 and for the Central
Area Bus Services in Chapter 5.5.4.
The MTS line of the outer NS12 Transitway corridor
passes under the Central Area and the Boulevards
as a single line on one underground level. By aligning
the grade-separated Express Buses parallel to it on
level -1 below the boulevards a combined MTS / Bus
stop can be established. It would allow optimal transfer
between these two modes of public transport. Pas-
sengers heading to the National Railway Main Station
can quickly and easily change from the metro to the
Express Bus.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

The underground station will be covered to form a public

plaza linking the National Mall to Eagle Square. Station
entrance pavilions are situated at the northern and the
southern edge of the plaza and directly adjoining the
Boulevards. The Boulevard bus line stops are located
at these structures to provide further tranfer options to
the Central Area distributional bus services.

Pedestrian access is accommodated via the National

CITY PARK
Mall. Taxi stands and parking spots are located along the
boulevards. Further parking spaces could be provided
in a new underground public parking garage under the
National Mall.

We refer to the studies of the Abuja Mass Transit System

Project currently being made by CPCS Transcom Inter-
ENTRANCE MTS STATION
national Limited (CPCS) which also covers the planning
of the MTS station Interchange Centre.

INTERCHANGE CENTRE
(MTS & EXPRESS BUS)
NATIONAL MALL CITY PARK
EAGLE SQUARE
A separate feasibility study is additionally required to
examine the integration of additional MTS infrastructure
to establish an MTS branch to Nyanya.
ENTRANCE MTS STATION

ENTRANCE MTS STATION

INTERCHANGE CENTRE
(MTS & EXPRESS BUS)
NATIONAL MALL EAGLE SQUARE

ENTRANCE MTS STATION

Interchange Centre - review proposal

AS&P - Albert Speer & Partner GmbH 57

Final Report
5.8 Road Network of the Central Area
5.8.1 Original Concept
As per the original master plans for the Central Area its
road network is mainly composed of the following:
perimeter Expressways flanking the core,
main thorougfares forming the civic spine, includ-
ing ceremonial lanes and,
tranversal arterials, parkways and minor urban
streets.
The design parameters and calculations for the road
system are based on the population and employment
projections for the Central Area.
5.8.2 Development Challenge
In the course of this Master Plan Review of the Central
Original Central Area traffic system (KTU, 1989)
58
Review of the Abuja Master Plan - Central Area Urban Design
Area, the general development goals have followed the
original master plan proposals. The projected population
lies in the same range as formulated by KTU. Subse-
quently the general composition of the road network
and the road hierarchies can be adopted accordingly.
Furthermore, some of the major components of the
road network have already been built. In light of these
aspects the general design and the hierarchies of the
road network are considered to still be valid.
Nevertheless the Central Area hierarchic road network
has been integrated into the assessment during this
review and has been checked in qualitative as well
as general quantitative terms. Also as a result of the
Reviews new approach to urban design aspects and
the urban environment in the Central Area, a review
of the road cross-sections and subsequent modifica-
tions became necessary to update the traffic concept
accordingly.
5.8.3 Proposed Road Network
As stated above, the general road network was estab-
lished with the original master plan and all axes have
been maintained. In the course of revising the land use
plan for the Central Area some minor road sections
have been cancelled to avoid unnecessary redundancy
and reduce public expenditure. None of these meas-
ures have negative impacts on the main traffic flow in
the Central Area. The proposed road network for the
Central Area is shown in the adjoining figure.
A major characteristic of the network design is the
distribution function of the high capacity expressways
which flank the Central Area. The grade-separated
expressways INEX and ISEX and the predominantly
grade-separated B6 and B12 roads allow drivers to
quickly approach their destinations in the Central Area
before entering the city roads in the core of the Central
Area. With this network configuration traffic is distributed
along the perimeter and adverse impacts and traffic
volumes minimised inside the more sensitive central
urban area.
Regarding traffic volumes and capacities refer to Chapter
5.2.3. Vehicular Traffic Generation.
5.8.4 Proposed Vertical Alignment
As explained in Chapter 3.1 Planned Roads and To-
pography, the vertical alignment of the boulevard roads
B8 and B10 has been adjusted. Instead of the largely
artificial vertical alignment of the original master plans
the revised levels adhere more to the natural topogra-
phy of the site. A crucial advantage of such a vertical
alignment is that access to the existing superblocks and
their plots will be significantly facilitated. New develop-
ments will also not have to establish artificial levels to
attain street height.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

The latter aspect reflects that the ongoing development
of various existing structures that have been built on
the existing ground level inside the Central Area has
necessitated the adaptation of the road grid elevations.
Subsequently the gradients of the roads B08 and B10
and the planned North-South roads have largely been
based on the current urban development situation in the
Central Area. The revised and harmonized road design
matches as far as possible the existing vehicular access
points to the plots and conforms to the exisitng topog-
raphy to avoid unneeded and costly cut and fills.
5.8.5 Proposed Cross-sections
Enhanced tree planting; tially constructed. For these existing roads we propose
On-street, angle parking; applying the modified cross-sections only if redesign
or substantial construction works are necessary in
Three vehicular traffic lanes per direction includ- the future. For the time being their cross-sections will
ing a dedicated bus lane for bus traffic only; and remain unchanged.
Generous medians allowing for sufficient space
The new cross-sections have been applied to the as yet
for pedestrians when waiting for green at
unbuilt AR roads to the west of road NS1 in the Phase
intersections.
2 Central Area. According to their hierarchic level they
North-South Roads: are either 4-lane business streets or 6-lane through-
traffic roads. (See the following figures)
The NS (north-south) and AR roads which are perpen-
dicular to the Boulevard roads have already been par-

Primarily the following reasons made modifications to

the cross-sections of the Boulevard roads B8 and B10
(Zuma Boulevard and Aso Boulevard) necessary:

<
<
The urban design concept of bringing pedestrian

<
<
activity to the main streets instead of providing

<
B6

NS10

NS13
NS9
NS2

NS11

NS12
NS4

NS6

NS7
NS1

NS3

NS5

NS8
<

<
dedicated, off-street pedestrian promenades B8

<
B6 B6

Rd.

<
through the centre of the superblocks;

<
B10 B8 B8

<

<
The proposed establishment of a highly efficient B12

AR2

<

<
AR19

AR18
public bus system and the required routing of

AR17
B10 B10

AR16

<
AR14
AR15

<
special Central Area buses along the Boulevard B12 B12

<
<
roads;

NS9

NS10

NS11
NS2

NS12

NS13
NS4

NS6

< <
NS1

NS3

NS7
NS5

NS8
<
<
The dedicated ceremonial lane reserved only

<
for small user group is no longer plausible in the
overall development framework in the Abuja Cen- Proposed Transport Network

tral Area, and Transitway

Transitway optional loops
The goal of providing an enhanced number of National railway
Expressway
public parking spaces on-street. Arterial Road
Bus reserve / seperate ROW
Dedicated bus lane
According to these prerequisites, the Central Area road
< < <
4-lane street, one-way
6-lane street, two-way
cross-sections have been modified. The following ele- 4-lane street, two-way
2-lane street, two-way
ments have been included: National Railway Main Station
Transportation Centre
Interchange Centre
Boulevard Roads B8 / B10:

Generous width of sidewalks with bike lanes; Proposed transportation network

AS&P - Albert Speer & Partner GmbH 59

Final Report Review of the Abuja Master Plan - Central Area Urban Design

Central
Central
AreaArea
RoadRoad
Cross-sections
Cross-sections
ZumaZuma
& Azo
& Azo
Boulevard
Boulevard
Proposed road cross-sections in the Central Area - Key plan & cross-sections
Boulevard
Boulevard
Section
Section Blvd. Blvd.
Mall Road
Mall Road
Section
Section EagleEagle
SquarS

Boulevard Mall Road Section

Boulevard Section

9.00 9.00
1.00 5.00 1.00 1.00 5.00 1.00 1.652.00 1.652.00
2.00 1.65 2.00 1.65
2.00 2.00 2.00 2.00

4.00 5.00 1.20 1.750.70

4.00 4.855.00 3.50
1.20 1.750.70
3.50 4.85 3.50 0.50
3.50 7.00
3.50 0.50
3.50 3.50
0.50 3.50
7.00 3.50
0.50 3.50 4.85 3.50 3.50
0.701.75 1.20 5.004.85 0.70
4.00
1.75 1.20 5.00 4.00 5.30 0.70 4.85 5.30
3.50 0.70
3.50 4.85 3.50 0.50
3.50 3.65 3.50
2.50 2.50
3.50 0.503.653.650.50 3.50
2.50 2.503.50 3.65 3.50
0.50 3.50 4.85 3.50
0.70 3.50
5.30 4.85
4.00 0.70 5.30 4.00 6.00 3.00 3.50 6.00 3.50 3.00
3.50 3.50 5.0
56.00 56.00 56.00 56.00
Setback Walkway BikeSetback
lane Parking
WalkwayBuslane
Bike lane
MainParking
Carriageway
Buslane Median
Main Carriageway
Main Carriageway
MedianBuslane
Main Parking
CarriagewayBike
Buslane
lane Walkway
Parking Setback
Bike lane Walkway Setback Mall Walkway
Mall Parking Walkway
Buslane Main Carriageway
Parking Buslane Main Walkway
Green Carriageway
Green MainWalkway
Green Carriageway Buslane
Green Main Parking
Carriageway Buslane
Walkway Parking
Setback Walkway Setback Mall Walkway
Mall Parking Buslane
Walkway
Main Carriageway
Parking Buslane
Gre

Boulevard between Rd.ZBoulevard

and NS7: between
2 lanes &Rd.Z
exclusive
and NS7:
bus lane,
2 lanes
angle
& exclusive
parking bus lane, angle parking Section along Mall between
Section
NS7along
and NS11:
Mall between
2 lanes &
NS7
exclusive
and NS11:
bus lane,
2 lanes
angle
& exclusive
parking bus lane, angle parking Modified cross-section between
ModifiedNS11
cross

60 AS&P - Albert Speer & Partner GmbH

 North-South
North-South
Roads
Roads

Business
Business
Streets
Streets Through
Through
Traffic
Traffic
RoadsRoads One-way
One-wa
Th
.50 0.75 5.55
7.00
4.20 4.00 Review of the Abuja Master Plan - Central Area Urban Design4.00 4.50 3.00 3.50 3.50 3.50 2.00
40.00
2.00 3.50 3.50 3.50 3.00 4.50 4.00 Final Report
ageway Parking Walkway Setback Setback Walkway Parking Main Carriageway
Median/ Main Carriageway Parking Walkway Setback 4.00 5.20 6.00 1.80 3.50 3.50 3.50 3.50 1.80 6.00 5.20 4.00
Left-turn
Setback Walkway Connection ramp Main Carriageway Connection ramp Walkway Setback
ed median, 2 lanes, angle parking Through traffic roads as existing or tender planning: AR19, AR16, NS01, NS03, NS05, NS07, NS11, NS13
NS08 & NS09: One-way through traffic roads as existing

Through Traffic Roads

Business Streets

7.00 7.00 7.00 7.00

4.00 4.20 4.00
5.55 0.75
4.20 3.50 3.50
5.55 2.00 3.50
0.75 3.00 3.50
3.50 2.003.50 3.00
0.75 5.55
3.50 3.50 4.20
0.75 4.00
5.55 4.20 4.00 4.00 4.50 4.00
3.00 3.504.50 3.50 3.00 3.503.50 2.00 3.50
2.00 3.50
3.50 2.00
3.50 2.00 3.503.50 3.00 3.50 4.503.50 4.00
3.00 4.50 4.00
40.00 40.00 40.00 40.00
Setback Walkway Setback
Parking Walkway
Main Carriageway
Parking Main Carriageway
Median/ Main Carriageway
Median/ Main Carriageway
Parking WalkwayParking
Setback Walkway Setback Setback Walkway Setback
Parking Walkway
Main Carriageway
Parking Main Carriageway
Median/ Main Carriageway
Median/ Main Carriageway
Parking Walkway Setback
Parking Walkway Setback 4.00 5.20 4.00 6.00 5.20 1.80 3.50 6.00 3.5
Left-turn Left-turn Left-turn Left-turn
Setback Walkway Setback Walkway
Connection ramp Mainra
Connection
AR14, AR15, AR17, AR14,
AR18, AR15,
AR20, AR17,
Road Z:
AR18,
modified
AR20,cross-section:
Road Z: modified
widened
cross-section:
median, 2 lanes,
widened
angle
median,
parking2 lanes, angle parking Through traffic roadsThrough
as existing
traffic
or tender
roads as
planning:
existingAR19,
or tender
AR16,
planning:
NS01, AR19,
NS03, AR16,
NS05, NS01,
NS07, NS11,
NS03, NS13
NS05, NS07, NS11, NS13
NS08 & NS09: One-way
NS08t

ss-sections
oads

ds
Plan One-way Through Traffic Business Street (Existing)

Business Street (Existing)

One-way Through Traffic

FEDERAL REPUBLIC OF NIGERIA

FEDERAL CAPITAL TERRITORY ADMINISTRATION

Key Key
PlanPlan Project No.: 4026 Business
Busines
Str
4.50 4.00
4.00 5.00 3.00 3.00 3.50 3.50 2.00 2.00 3.50 3.50 3.00 3.00 5.00 4.00 Project Title:
Walkway Setback 4.00 5.20 6.00 1.80 3.50 3.50 3.50 3.50 1.80 6.00 5.20 4.00 Setback Walkway Verge Parking Main Median/ Main
40.00
Parking Verge Walkway Setback
REVIEW OF THE ABUJA CENTRAL AREA URBAN D
Setback Walkway Connection ramp Main Carriageway Connection ramp Walkway Setback Carriageway Left-turn Carriageway
S11, NS13 NS04: 2 lanes with parallel parking, as existing or tender planning (possible long-term recorganization: angle parking)
NS08 & NS09: One-way through traffic roads as existing

Plan Topic: Plan Title:

Central Area Road Design Typical Cross-sections

Location in Context (no scale)

4.00 5.00 4.00

3.00 3.00
5.00 3.50 3.00 3.50 3.002

Setback Walkway Setback Walkway Verge

Verge Parking Main ParkiM
Carriageway L
NS04: 2 lanes with parallel
NS04: parking,
2 lanes with
as existing
parallelor
parking,
tender
Date: April, 2008

AS&P - Albert Speer & Partner GmbH

Hedderichstrasse 108-110
60596 Frankfurt am Main, Germany

www.as-p.de mail@as-p.de

AS&P - Albert Speer & Partner GmbH 61

N

Original Scale: Drawing No.: Revi

Boulevard

Section
Plan Eagle Square Road Section Boulevard Bridge
Final Report Review of the Abuja Master Plan - Central Area Urban Design

Eagle Square Boulevard Section

FEDERAL REPUBLIC OF NIGER

Boulevard Bridge
FEDERAL CAPITAL TERRITORY ADMINI

Project No.: 4026

3.50 3.50 3.50 4.85 0.70 5.30 4.00 6.00 3.00 3.50 3.50 3.50 5.00 3.50 3.50 5.00 3.50 3.50 3.50 3.00 6.00 4.00 0.20 5.00 1.750.50 3.50 3.50 3.50 0.70 0.70 3.50 3.50 3.50 0.501.75 5.00 0.20
56.00
Project Title:
n Carriageway Buslane Parking Walkway Setback Mall Walkway Parking Buslane Main Carriageway Green Walkway Green Main Carriageway Buslane Parking Walkway Setback
Walkway Bike
18.65
Buslane Main Carriageway
6.60 18.65
Main Carriageway Buslane Bike Walkway
REVIEW OF THE ABUJA CENTRAL ARE
lane lane
bus lane, angle parking Modified cross-section between NS11 and NS13: 3 lanes and pedestrian ceremonial lane, parallel parking
Boulevard Bridges: split construction, without parking (reduced total width)

Plan Topic: Plan Title:

Central Area Road Design Typical Cro

Central
CentralArea
Central
AreaRoad
Area Cross-sections
Road
Road Cross-sections
Cross-sections Location in Context (no scale)

Internal
InternalSuperblock
Internal
SuperblockAccess
Superblock Streets
Access
Access Streets
Streets

Access
AccessStreet
Access (16m)
Street
Street (16m)
(16m) Access
AccessStreet
Access (14m)
Street
Street (14m)
(14m) Access Street
Access
Access (8m)
Street
Street (8m)
(8m)
Date: April, 2008

AS&P - Albert Speer & Partner GmbH

Hedderichstrasse 108-110
60596 Frankfurt am Main, Germany

www.as-p.de mail@as-p.de

N
Block Access Streets

Original Scale: Drawing No.:

1 : 250 / 1 : 500 4026-CS-TYP-001

Boulevard Bridge
4.30 1.50 2.50 1.50 6.00 2.50 1.50 0.50 6.00 1.50
2.50 3.00
2.50 3.00 2.50
3.00 3.00 0.703.00
3.00 2.50 0.704.30
4.30 2.50 0.70 2.50 2.50 1.50 2.50
6.00 6.00
2.50 1.50 2.50 1.50 0.50 0.50
6.00 6.00
1.50 1.50
16.00 16.00 16.00 14.00 14.00 14.00 8.00 8.00 8.00
Setback Setback
Walk Carriageway
Setback WalkParking
Walk Carriageway Walk Parking
Carriageway
Parking Setback Walk Setback
Walk Setback Setback Setback
Walk Carriageway
Setback
Walk Walk Walk Setback
Carriageway
Carriageway Walk Setback
Walk Setback Setback Setback
Carriageway
Setback Walk Setback
Carriageway
Carriageway Walk Setback
Walk Setback
Parking Parking Parking
Parking Parking Parking
16 m access
16 mstreet:
1690
access angle90
mstreet:
accessparking
angle-90
street: max. parking
angle
parking max.provision
- parking - max.provision
parking parking provision 14 m access
14 mstreet:
14parallel
access mstreet:parking
access on
street:
parallel both sides
parallel
parking onparking on both sides
both sides 8 m access
8 mstreet:
access8no parking,
mstreet:
access walkway
nostreet: on one side
no walkway
parking, parking, walkway on one side
on one side

FEDERAL REPUBLIC OF NIGERIA

FEDERAL CAPITAL TERRITORY ADMINISTRATION

Project No.: 4026

0.20 5.00 1.750.50 3.50 3.50 3.50 0.70 0.70 3.50 3.50 3.50 0.501.75 5.00 0.20
Project Title:
Walkway Bike
18.65
Buslane Main Carriageway
6.60
Main Carriageway Buslane
18.65
Bike Walkway
REVIEW OF THE ABUJA CENTRAL AREA URBAN DESIGN
lane lane
Boulevard Bridges: split construction, without parking (reduced total width)

Plan Topic: Plan Title:

Central Area Road Design Typical Cross-sections, Boulevards

Location in Context (no scale)

62 AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

The new, modified business street cross-sections in

the western part of the Central Area have

Adequate width of sidewalks;

On-street angle parking alternating with shade
tree planting; and B8 B8
Widened planted medians providing sufficient
space for pedestrian crossings.

5.8.6 Proposed Intersections

In a basic / standard version intersections are equipped

with one additional lane each for right-turn and for left-
turn movements, supplementing the standard two or
three straight / through-traffic lanes. Wherever possible
the medians provide a width of at least 2 metres for
pedestrians waiting for their signal when crossing the
street. The original road layout in the master plan only
provided for a one metre wide traffic island.

Each superblock intersection of the boulevard roads

B8 and B10 is signalled by traffic lights and usually
allows all turning movements. Exceptions are found
in the partially grade-separated intersections between
B8 an B10 and the one-way through-traffic roads NS8
and NS9.

Left-turns into the inner superblock access streets

are not allowed between the major intersections. To
compensate for this restriction, u-turn movements are
allowed at the major, signalled intersections.

It should be noted that some intersections will require

turning lane configurations varying from the standard
design, e.g. additional left-turn lanes might be required
more than one of the through-lanes. By utilising the
B10 B10
median, the bus lane and the on-street parking strip,
a maximum of three additional lanes for turning move-
ments may be provided at intersections. If required

Typical superblock road layout

AS&P - Albert Speer & Partner GmbH 63

Final Report
by the demand, intersections can be re-configured by
changing the road markings.
According to the design by SOFRETU the interchanges
between B6 and B 12 and N1 were foreseen as multi-
level interchanges. NS1 was planned to cross B6,
respectively B12, and its integrated bus lanes via a
flyover.
The existing situation is a level junction of NS 1 with the
main carriageway of the B 6 (B12) and the underpass-
ing bus lanes. With the development of the Transitway
and the establishment of the inner city bus system the
current temporary use of the bus lanes for the through-
traffic is no longer possible. The construction of the
originally proposed multi-level interchange with a new
flyover for the NS 1 would only be possible throug a
substantial modification of NS 1 between Wuse and
Garki. Such an extensive change will significantly affect
numerous adjoining plots and will disturb the vista of
the Central Area.
The vertical alignment of the boulevards and the pro-
posal to maintain the existing gradient of the NS 1 in
general makes allowances for the current situation and
the future development with regard to the cost-benefit
calculation.
5.8.7 Engineering Aspects
As the arterial Roads B 6 and B 12 are currently under
construction new engineering aspect proposals shall be
applied only to new roads within the Central Area.
As explained above the typical cross sections of the
North South roads were modified and adopted to the
reflect the new urban design principles of the Central
Area.
The typical cross-sections show the desired general
appearance of the roads. They must be designed in
64
Review of the Abuja Master Plan - Central Area Urban Design
further detail according the real situation on a case by
case basis.
During final design proper consideration has to be given
to the necessary utility services, the required retaining
walls and the traffic demand (cars, pedestrian, parking
etc.) .
In the road network plan some cul-de-sac streets are
foreseen. These are generally roads along the perimeter
of the development area where only a small amount of
traffic is expected.
Modifications of the road design may be applied in these
areas in accordance with the adjoining land uses.
In reflection of the inner city character the design speed
shall be 50 km/h for the main roads; access roads
within the super blocks shall be designed according
to their function and geometry. A grade of up to 12 %
is permitted in these access roads.
The design life for all roads shall be 25 years at
minimum.
Reliable traffic data regarding axle loads and traffic
volume are not available. The structural calculation
of the roads should be checked on the basis of the
aforementioned traffic forecast.
Sidewalks shall be paved with interlocking stones; park-
ing lots as directed by detailed site design.
With the full development of the Central Area the
temporary bidirectional use of a section of NS 8 and
NS 9 must cease and the original one-way-character
established.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

5.8.8 Road Layout Plan Note:

The following figure depicts the road layout plan in re- For exact road levels we refer to the detailed engineering
duced scale. The original plan in scale 1:2,500 (format and roadway design project for the Central Area road
250cm x 90cm) has been submitted separately. network, which is currently being prepared (B8-B10
engineering project).

AS&P - Albert Speer & Partner GmbH 65

Final Report
5.9 Pedestrians and Bicycles
As explained in Chapter 3.4 Traffic Concept / Pedestrian
Areas this review has shifted pedestrian movement to
the normal streets to promote vibrant, urban activity
on the citys main thoroughfares, primarily the B8 and
B10 roads. The road cross-sections and intersection
designs have been adjusted accordingly.
For efficient signalisation and smooth traffic flows at
large, high-capacity intersections it is essential to lead
pedestrians across the intersections in two steps. Pe-
destrians usually have to wait on the median for their
second green signal to cross completely. Therefore,
it has been a major design goal to enlarge the traffic
island at intersections to a width of at least 2 metres
to provide a waiting area for pedestrian. The original
street layouts only provided 1 metre.
Large open public spaces, generous sidewalks, shaded
collonades along the boulevards and the wide pedes-
trian expanse of the National Mall further encourage
pedestrian movement in the Central Area.
Provisions for cyclists have been made along Zuma
and Aso Boulevard (B8 and B10). There, a bike lane
accompanies the walkway, running between the tree
strip along the curb and the pedestrian sidewalk zone.
Various bike paths have been provided in the large
public open space systems to form a comprehensive
network. Cyclists can traverse the Central Area via the
Channel 27 park and the landscaped valley between
NS6 and NS7.
5.10 Parking
5.10.1 Original Concept
The KTU Master Plan relies on public parking lots and
garages to serve the expected demand. In keeping with
66
Review of the Abuja Master Plan - Central Area Urban Design
the characteristic complex architectural solutions of the
original master plan, these garages were also planned
as complex structures. Some were to be suspended
under the multi-storey bridges spanning the Central
Area valley. Others were to occupy the entire ground
and sub-levels of superblocks. On-street parking was
only provided to a reduced amount as parallel parking
only.
5.10.2 Development Challenge
Complex structures like those described above are
costly to construct and to maintain. Large parking ga-
rages spanning entire superblocks require either one
single investor or a significant degree of cooperation
between the various property owners. In both cases
substantial public and private expenditures are required
from the onset to realize the structures and serve the
demand.
Also the locations of the facilities must be reviewed to
ensure that they serve the demand where it arises. The
garages under the valley bridges appeared to be cen-
trally located. Due to their design, however, they were
not as conveniently accessible as would be desired.
Parking must be convenient and attractive in order for
it to find public acceptance.
The parking scheme for the Central Area must also
respond to the new design vision and desired urban
environment propagated in this review. Modifications
are furthermore required since the road network shall
be adjusted to better reflect the existing terrain and
existing building situation.
5.10.3 Review Proposal
Parking facilities are separated into two main catego-
ries public and the private parking:
Private parking
Private parking includes the employee and the visitor /
customer parking generated by each use, commercial,
administration, etc. on a lot. The proposed policy is that
the parking generated by any lot should be provided
on the plot or on any other lot owned or rented by the
developer (off-street). Exceptions may be made for
small-scaled shops which front directly onto the side-
walk. These shop owners should be released from their
responsibility to provide the required visitor / customer
parking spaces off-street. Compensation for the miss-
ing spaces would be provided by the public on-street
parking supply.
In terms of private, off-street parking, the construction
of underground car parking is highly recommended.
The maximum density on a lot can only be achieved
by constructing parking structures, either aboveground
or, preferably, underground garages.
Public parking
The public on-street parking spaces are a base supply
being offered by the community. These parking spaces
are primarily intended for short-term parking, e.g. cus-
tomer and visitor parking. Metering may be used as a
tool to ensure short-term usage and employing such
measures is highly recommended.
Additional car parking is provided in public parking
facilities. The locations of the public off-street parking
facilities are given in the Land Use Plan. Their locations
have been chosen to strategically support the land uses
in their surroundings. For example, each of the special
high rise building lots is served by a directly adjoining
parking facility.
The parking regulations are described in detail in the Chap-
ter Development Controls / Parking Requirements.
AS&P - Albert Speer & Partner GmbH
AS&P - Albert Speer & Partner GmbH architects, planners 33

Abuja Master Plan Review for the Central Area

Review of the Abuja Master Plan - Central Area Urban Design Final Report

Public parking garage / lot

Public parking garages / lots

Parking Facilities Reservations by Land Use Review Proposal

AS&P - Albert Speer & Partner GmbH 67
Final Report Review of the Abuja Master Plan - Central Area Urban Design

68 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

6 Development Control

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

6.2 Previous Development Controls KTU Land Use Plan, 1981

Three Development Control documents had been valid

before the Master Plan Review:

The KTU Development Controls, included in the

Detailed Urban Design document (Final Report,
page 37 ff, 64 ff and 77 ff), which are valid for the
Central Area zones of Phase 1;
The AIM Development Controls, included in the
Site Development and Preliminary Engineering
Design document, which are valid for the Central
Area zones of Phase 2;
The FCDA Development Control Regulations,
specifying standards for the whole Federal Capi-
tal Territory.
6.2.1 Previous Land Use Plans
The KTU Land Use Plan for Phase 1 was supplemented
by separate plans for each Central Area zone, combined
with a description of the zone. The AIM Land Use plan
for Phase 2 was represented by one drawing covering
the whole area.
use plan to date.
AIM Land Use Plan, 1987
Unfortunately, there has never been a comprehensive
document for the overall Central Area. Furthermore, the
land use plan prepared by KTU was partially inconsist-
ent due to changes in the urban design over time.
Further confusion was caused by the consolidation of
the KTU Phase 1 land use plan with the FCT master
plan made by SF Cologne Consultants. The resulting
plan was much too rough and omitted the details of
SF Cologne Land Use Plan, not dated
the KTU planning, yet it has served as the valid land
Other efforts to combine the Phase 1 and 2 land use
plans had been made in 1996 and 2007. However, the
the KTU and AIM plans remained the officially binding
control documents.
6.2.2 Previous Development Control
Regulations
6.2.2.1 KTU design control document
KTU had prepared a set of Development Control Regu-
lations, including:

AS&P - Albert Speer & Partner GmbH 69

Final Report
Grid system
Wall line
Height requirement
Level control
Floor area ratio
Building coverage
Location of cores (ministry zone)
Pedestrian walk-way (for CBD blocks)
Portico
Access and access zone
Penetration requirements
6.2.2.2 AIM Development Control Regulations
AIM based its development regulations on those of
KTU. It explicitly proposed that the general form of
design guidelines for Phase 1 be adopted for Phase 2
development and revised or altered to meet the unique
requirements of some Phase 2 parcels.
6.2.3 Previous Design Control Plans
6.2.3.1 KTU design control plans
KTU provides a complex set of design control plans for
the Ministerial Zone and the Central Business District.
The illustrations aim at an implementation of the archi-
tectural proposals envisioned by KTU and leave little
space for interpretations by the developer.
6.2.3.2 AIM design control plans
The design control plan introduced by AIM is valid
for the whole Phase 2 area and leaves more liberty
of interpretation for the developer. However, there is
a large set of plans providing architectural proposals,
70
Review of the Abuja Master Plan - Central Area Urban Design
and it does not become clear whether the design is 2. Since the SF plan was released, numerous
mandatory or just illustrative. Certificates of Occupancy (CofO) have been is-
sued for uses which were not conform with the
KTU Master Plan. This called for an adoption
6.3 Master Plan Review Proposal
of the reviewed land use plan, provided that the
The FCDA administration is familiar with the existing overall context was not endangered.
system of development control documents for the Cen- 3. The Transportation Zone experienced major
tral Area, although they may be somewhat confusing to changes. With the relocation of the National
the novice. The review proposal made in the following Railway Main Station to the north, the urban
keeps the existing structure of the control documents, pattern had to be rearranged.
but while introducing changes that optimise the content
and enhance their usability. 4. The land use categories employed by KTU, SF
and AIM were not congruent. Furthermore, it
The revised Development Control Regulations consist was necessary to synchronise the categories
of: with those of the Federal Capital Territory.
1. the Development Control Regulations (text), In order to achieve the best possible solution, a com-
containing Land Use and Design Control parison matrix was prepared. In it the differences
Regulations; between all relevant published plans were analysed
and visually juxtaposed. The matrix is presented on
2. the Land Use Plan (size 160cm x 90cm), and
the following page.
3. the Design Control Plan (size 160cm x 90cm).
In the following step, this matrix has been evaluated and
Thus all urban development controls are collected in
discussed with the FCDA. The result is an integrated
one booklet, as to avoid loss of information.
Land Use plan for the whole Central Area of Abuja in
accordance with the FCT nomenclature.
6.3.1 Land Use Review Proposal
It was a challenge to combine the original KTU and AIM
plans into one document. The new Land Use Plan had
to take into consideration various aspects:
1. The original documents prepared by KTU were
partly illegible (especially the land use plans),
so that the original intention had to be deduced
from the descriptions and the development
context. On the other hand, it was impossible
to work on with the SF documents, because
the shortcomings regarding detailed land uses
(especially public uses, utilities and landscap-
ing) had become obvious.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P - Albert Speer & Partner GmbH 71

Final Report
6.3.2 Development Control Regulations
Review Proposal
As with the land use regulations, it was necessary to
merge the various existing design control regulations
into one consistent document. The following issues had
to be considered:
1. A new and more intuitive structure has been
given to the regulations. Where necessary, the
regulations are accompanied by easily compre-
hensible, explanatory drawings.
2. The existing regulations were partly compli-
cated and difficult to comprehend. Similar and
only slightly differing regulations were con-
densed into one simple regulation. Dispensable
regulations have been eliminated.
3. New and efficient regulations had to be found
(e.g. to address the problem of weakly uti-
lised land). Minimum standards have been
introduced.
4. New regulations for the Central Area Boul-
evards had to be incorporated.
5. The design control document has been co-
ordinated with the road and utilities planning to
facilitate the provision of municipal infrastruc-
ture in the Central Area.
6. The intention is to replace the overly detailed
and impossible to implement architectural
proposals of the preceding documents with the
design control document. Therefore, the regula-
tions had to be verified by test designs.
7. The overall urban density had to remain the
same as before the review.
72
Review of the Abuja Master Plan - Central Area Urban Design
6.3.3 Design Control Plan Review Proposal Main library
Reading room
The Design Control Plan is one of the three impor-
tant documents for Development Control (the others Petrol station
are the Land Use Plan and the the Design Control
Security station
Document).
To date very few of these facilities have been provided
In the understanding of the review, the Design Control in the Central Area. Partially this reflects the fact that the
Plan is a site-specific supplement to the Design Control development of the Central Area has lagged overall
Document rather than a detailed architectural proposal.
It was found to be more advantageous to regulate only and many of the originally proposed sites have been
the issues which are absolutely necessary to achieve occupied by other land uses (e.g. sites for preschools).
a good urban form and provide as much liberty to the Wherever possible, however, the originally planned
landowner and developer as possible. public facilities have been generally maintained in this
review. In some cases they had to be shifted to new
6.3.4 Public Facilities locations due to the actual development situation. Care
was always taken to ensure that the new locations
The Central Area fulfils the role of a Sector Centre,
are as close as possible to the original sites and the
respectively District Centre. However, due to its primary
expected users.
function as the core business and administration centre of
the Capital, the general land use mix differs from that of In some instances these standards have been modified
other sectors, districts and neighbourhoods. Residential to reflect contemporary needs. A list of all facilities is
uses and the public facilities generally associated with contained in the appendix to this report.
them are less represented in the Central Area.
In general, the planning standards set out in the original
IPA Abuja Master Plan apply regarding the provision
of public and community facilities at the various levels
of the service centre hierarchy. The following facilities
were provided for in the original master plan:
Fire station
Police station
General post office
Post office
Postal agency
Health centre
Nursery / Kindergarten
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

6.4 Development Control Regulations application

comparison

Component KTU AIM AS&P

Grid System 8m x 8m in TPZ, 8m x 8m No grid as consid-
MZ, CBD ered of little value Portico Yes, CBD blocks Yes Yes, obligatory
MZ: Grid Line regarding smaller along main boul-
starts at property scale development evards, referred to
line which the review as colonnade
CBD: Grid Line 4 strives to facilitate
m setback from Portico owner- Private / Public Private / Public Private / Public
property line ship/use
Wall Line Yes Yes Yes, referred to as Setback owner- Private / Public- Private / Public- Private / Public-
build-to line ship/use semi public semi public semi public
Setbacks MZ: 6m setback all Diverse setbacks MZ: 6m setback all Access MZ: exact location Yes General location
sides according to sides Formal Entrance Vehicular access
CBD: 4m setback design control plan, All other: 4 m Staff Entrance Formal Entrance
all sides no setback on setbacks all sides Car Service &
service roads / Bicycle
Setbacks not
interior courts mandatory over CBD: general
no setbacks for colonnades and for location
basement basements Drop-off
9m front / 6m side Parking
setback in Diplo- Service
matic Zone
Height Yes Yes Yes Penetration Yes Yes Yes
requirement requirements
Level Control Yes Yes Yes (pg. 90)
Floor Area Ratio Yes Yes Yes Subdivision Yes Yes Yes, minimum
Minimum Frontage frontage 30m
Building Cover- Yes Yes Yes
age (Lot Area 8m
Coverage) Minimum lot size
384 m
Airspace No Yes No common property
Location of Yes, in MZ No No of court or feeder
Cores road

AS&P - Albert Speer & Partner GmbH 73

Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH

6.5 Revised Development Control Regulations for the The main conflicts between the built situation and the Development Controls have been:
Central Area of Abuja
Site Layout:

AS&P Albert Speer und Partner GmbH The setback zone of 4m towards the road corridor is supposed to be public in use, even
though private in occupancy.
6.5.1 Introduction
1 Introduction The setback line is a wall line and shall be built up by at least 70%.
On-site parking is supposed to be placed in parking garages, or otherwise inside the court-
6.5.1.1
1.1 Approach
Approach yards in the centre of the urban blocks, and is to be screened by the surrounding buildings.

6.5.1.2 Reasons
Development control isfor thisforRevision
a tool establishing regulatory guidelines for overall urban design. It en- In reality, the reverse of the original stipulations can be frequently observed, whereby the property
sures an orderly arrangement of physical forms and functions as to achieve a better quality of the is fenced and the building is placed in the centre of the lot, surrounded by on-site parking.
environment and to create a harmonious and well organized urban fabric.
6.5.1.3 New Terminology
Site Coverage / FAR:
The Development Control Regulations for the Central Area of Abuja consist of:
the Land Use regulation document and plan and Most of the development in Phase 2 does not match the foreseen site coverage and Floor Area
Ration (FAR) regulations. This is a severe waste of public investment because the infrastructure
the Design Control regulation document and plan.
has a much higher capacity than the actual demand. The revised Development Controls have to
They are to be consulted in conjunction with the Road Control documents and plans and the Utility establish minimum standards for site coverage and FAR, facilitate lot subdivision and also allow for
Control documents and plans. a densification on the already built-up lots.

All of these documents together must be understood as a comprehensive body of regulations.
While the general land use and urban density are provided in the Land Use regulations, details re-
garding site access or utility reservations are contained in the Road or Utility Control documents.
Subsequently, when a development decision is to be made for a site in the Central Area, all
of the above-mentioned documents must be consulted.
Level Control:
Most of the building projects have been realized with no regard for the future street levels, or the
level controls established by AIM. A simple reference to the hook-up points, which are controlled
and provided by the authorities, will replace most regulations of the past.
Subdivision / Grid Required:

The subdivision of lots should play a much more significant role than it does today. Smaller inves-
tors must have the opportunity to develop parcels of land that are adequate to their needs. The re-
1.2 Reasons for this Revision
vised development controls will facilitate subdivision and provide examples for implementation.
The Development Controls for the Central Area of Abuja were established by KTU in 1981 for
The 8x8 metre grid, which is still obligatory today, is largely obsolete; it has already been ignored
Phase 1 and by AIM in 1987 for Phase 2. Several buildings have given a good contribution to the
in most developments.
desired urban pattern, especially in the Phase 1 area.

Most of the other existing buildings only partially observe the stipulations, if at all. Especially in the 1.3 New Terminology
Phase 2 area, where private investment is prevalent, some shortcomings have been repeated over
and over again. This may indicate a lack of control; an overly complex nature of the regulations; or For some subjects, new terms have been introduced:
it may have been caused by over-regulation of the design. Colonnades (formerly called arcades or portico)

Therefore, after an analysis of the constraints, conflicts and challenges it was deemed necessary Build-to line (formerly called wall line)
to adjust the Development Controls and give clear, comprehensive regulations, while still keeping
The goal is to clearly identify the new, revised regulations and avoid confusion with the old defini-
the spirit of the Master Plan.
tions, which often have not even been used correctly.

AMP - Central Area Urban Design - Revised Development Control Regulations 6

74 AS&P - Albert Speer & Partner GmbH

AMP - Central Area Urban Design - Revised Development Control Regulations 5

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.1.4 Study Area 2 Land Use

1.4 Study Area
6.5.2
The area Land
in whichUse
the revised development controls are to be applied is the Central Area of Abuja. 2.1 Permitted Uses
Other areas of the city are not affected and the existing regulations will retain their validity. For this
6.5.2.1 the
review, Per mitted
Central Uses
Area is defined as the area within the INEX and ISEX expressways to the north The Detail Land Uses for the whole Central Area of Abuja are shown in the Land Use Plan. For
and south, Ring Road No. 1 (Nnamdi Azikiwe Expressway) to the west and NS13 (Shehu Shagari each land use, a list of permitted building uses has been established. The goal is to create a har-
Way) to the east. Due to its special status, the Three Arms Zone has not been included in the re- monious urban development and to avoid major disturbances among the building uses.
view boundaries. The boundaries of the Central Area are shown in the respective development
control maps.

The area of applicability of the revised regulations is depicted in the following map. Definition

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

Permitted Uses in the Central Area of Abuja

(See table on following pages).

Gross Floor Area Restriction (GFA restriction)

The GFA restriction is a percentage indicating a maximum (or minimum) share of the building use,
compared to the total lot. It is shown in the right column of the Permitted Uses tables.

It is defined as the sum of all gross floor areas (GFA) of a building use in relation to the total GFA
on a lot.

Auxiliary Buildings

Auxiliary buildings (with uses other than the permitted building use) are permissible, as far as they
serve the main buildings (with a permitted building use) and have no negative impact on the
neighbouring buildings. Examples for auxiliary buildings are:

Parking facilities, storage facilities

Gate houses, generators etc.
Staff quarters
Note: The decision whether a building is an auxiliary building or not lies at the discretion of the
authorities.

AMP - Central Area Urban Design - Revised Development Control Regulations 7 AMP - Central Area Urban Design - Revised Development Control Regulations 8

AS&P - Albert Speer & Partner GmbH 75

Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

A) General Land Use: Commercial

Detail Land Use Permitted building uses GFA Restriction
Detail land use Permitted building uses GFA restriction Mixed Development Flats, apartments, residences
Residential (MXR) Community and juvenile centre
Hotel (H) Hotel, hostel, motel, guest house Min. 60%
Shops, supermarket Library, reading room
Min. 60% combined
Restaurant, snack bar Max. 40% combined Remand home
Amusement Place of worship
Market, Shopping Shopping complex Nursery
Centre, Department Warehouse (None) Administration / office
Store (M) Shops, supermarket
Shops, supermarket
High density Administration / office Hotel, hostel, motel, guest house Max. 40% combined
Commercial (HDC) Warehouse Restaurants, snack bars
Shops, supermarket Non-disturbing amusement
Min. 80% combined
Hotel, hostel, motel, guest house Mixed Development Administration / office
Diplomatic (DPL) Flats, apartments, residences for expatriates
Restaurant, snack bar
Amusement Community and juvenile centre
Min. 60% combined
Flats, apartments Max. 20% Library, reading room
Low Density Administration / office Place of worship
Commercial (LDC) Warehouse Nursery
Shops, supermarket Shops, supermarket
Min. 80% combined
Hotel, hostel, motel, guest house Restaurants, snack bars Max. 40% combined
Restaurant, snack bar Non-disturbing amusement
Amusement
C) General Land Use: Community and Public Institutions
Flats, apartments Max. 20%

Detail Land Use Permitted building uses GFA Restriction

B) General Land Use: Mixed Use Development
Health Centre (HC) Clinic, hospital
Detail Land Use Permitted building uses GFA Restriction Pharmacy, chemists
Mixed Development Administration / office Laboratory (none)
Commercial (MXC) Warehouse Surgery, health centre, medical centre
Shops, supermarket Welfare institution
Hotel, hostel, motel, guest house Min. 60% combined Police Station (PS) Police administration and auxiliary buildings
(none)
related to police station
Restaurant, snack bar
Fire Service (FS) Fire service administration and auxiliary buildings
Amusement, recreational facilities, cinemas, (none)
related to fire service
theatres
Religious Institution Mosque, church, synagogue, temple
Flats, apartments Max. 40% (none)
(RI) Place of worship

AMP - Central Area Urban Design - Revised Development Control Regulations 9 AMP - Central Area Urban Design - Revised Development Control Regulations 10

76 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

Detail Land Use Permitted building uses GFA Restriction F) General Land Use: Public Utilities
Cultural Institution Museum, theatre, cinema
(CU) Library, archive (none)
Detail Land Use Permitted building uses GFA Restriction
Community and juvenile centre
Electric Power Station Transformation station / substation
Governmental FCT government institution (none)
(EPS)
Administration (GA) State government institution Telecommunication / Telephone exchange / sub-exchange site,
Parastatal institution Post (TL) antenna pole (none)
(none)
Municipality Administration
Post office Petrol Filling Station Fuel station
Citizen and tourist information (PFS) Workshop (none)
Governmental State State liaison offices, chancery, embassy Min. 80% Shops (only in connection with fuel station)
Liaison (GSL) Flats, apartments Max. 20%

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

Detail Land Use Permitted building uses GFA Restriction Detail Land Use Permitted building uses GFA Restriction

Nursery / Primary Crche, nursery, kindergarten Organised Open Public parks and gardens
(none) Space Public Park Public stage
School (NPS) Primary school
(OSP)
Open air theatre (none)
Post Primary School Post primary school
(none)
(PPS) Playground
Kiosk, caf, snack bar
E) General Land Use: Transportation Organised Open Public square
Space Public Public stage (none)
Detail Land Use Permitted building uses GFA Restriction Square (OSQ)
Kiosk, caf, snack bar
Roads Road and street rights-of-way and infrastructure
(none) Active Recreation Sports centre (gym, pool, playfields, etc.)
Public transit stops (bus, metro) (AR) Open air theatre
Railway (RLW) Railway rights-of-way and infrastructure (none) (none)
Open air amusement park
Terminals (T) Bus terminal
Zoological garden, botanical garden, arboretum
Rail terminal
Min. 60% combined Undevelopable Land, No aboveground structures allowed
Restaurants, snack bars Flood Area & Steep
Kiosks, shops Ground (UL)
Shopping complex Max. 40%
Public Parking (P) Parking lot, parking garage Min. 80%
Kiosks, shops Max. 20%

AMP - Central Area Urban Design - Revised Development Control Regulations 11 AMP - Central Area Urban Design - Revised Development Control Regulations 12

AS&P - Albert Speer & Partner GmbH 77

Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.2.2 Lot Area Coverage (LAC; Site Coverage)

Permitted LAC per Land Use in the Central Area of Abuja
2.2 Lot Area Coverage (LAC; Site Coverage)
The following table shows the permissible Lot Area Coverage for each land use in the Central
Since open spaces are required on each lot to allow for exposure to light, access, drop-off, set-
Area. The centre column contains the minimum tolerable development, whereas the level of devel-
back, landscaping, etc. only a certain portion of the lot surface may be occupied by a building. In
opment which can at maximum be permitted is shown in the right column.
these revised regulations two LAC stipulations are used: 1) maximum LAC; and 2) minimum man-
datory LAC (minimum tolerable development).
Establishing the maximum lot area coverage is necessary to guarantee the provision of these open
spaces. Likewise, establishing a minimum tolerable LAC is crucial in order to guarantee that the
A) General Land Use: Commercial
desired urban vista and viable densities are achieved.
Detail land use Minimum development Target development
(minimum permissible LAC) (maximum permissible LAC)
Hotel (H) 20% 60%
Definition
Market, Shopping Centre, 20% 60%
The lot area coverage (LAC) is the sum of all built-up areas on a parcel in relation to the total lot Department Store (M)
area of the parcel. High density Commercial (HDC) 20% 60%

The built-up area is the projection of all aboveground building parts at ground level. Low Density Commercial (LDC) 20% 60%

B) General Land Use: Mixed Use Development

Detail land use Minimum development Target development

(minimum permissible LAC) (maximum permissible LAC)
Mixed Development Commercial 20% 60%
(MXC)
Mixed Development Residential 20% 60%
(MXR)
Mixed Development Diplomatic 20% 60%
(DPL)

C) General Land Use: Community and Public Institutions

Detail land use Minimum development Target development

(minimum permissible LAC) (maximum permissible LAC)
Health Centre (HC) 20% 60%
Police Station (PS) n/a 60%
Fire Service (FS) n/a 60%
Religious Institution (RI) 20% 60%
Cultural Institution (CU) 20% 60%
Governmental Administration (GA) 20% 60%
Governmental State Liaison (GSL) 20% 60%

AMP - Central Area Urban Design - Revised Development Control Regulations 13 AMP - Central Area Urban Design - Revised Development Control Regulations 14

78 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
D) General Land Use: Educational
Detail land use
Nursery / Primary School (NPS)
Post Primary School (PPS)
E) General Land Use: Transportation
Detail land use
Roads
Railway (RLW)
Terminals (T)
Public Parking (P)
F) General Land Use: Public Utilities
Detail land use
Electric Power Station (EPS)
Telecommunication / Post (TL)
Petrol Filling Station (PFS)
AMP - Central Area Urban Design - Revised Development Control Regulations
AS&P - Albert Speer & Partner GmbH
Final Report
AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH
G) General Land Use: Open Spaces, Recreation and Undevelopable Land
Minimum development Target development
Detail land use Minimum development Target development
(minimum permissible LAC) (maximum permissible LAC)
(minimum permissible LAC) (maximum permissible LAC)
20% To be permitted at the
Organised Open Space Public n/a 20%
discretion of the authorities
Park (OSP)
20% To be permitted at the
Organised Open Space Public n/a 10%
discretion of the authorities
Square (OSQ)
Active Recreation (AR) n/a 20%
Undevelopable Land, Flood Area & none none
Steep Ground (UL)
Minimum development Target development
(minimum permissible LAC) (maximum permissible LAC)
n/a To be permitted at the
discretion of the authorities
If a minimum LAC has been defined for the corresponding land use, a lower site coverage is not
n/a To be permitted at the
permitted. The minimum LAC depicts the minimum level of development that will be tolerated by
discretion of the authorities
the authorities. This has been done to safeguard the urban vista and in order to enable phased de-
n/a To be permitted at the
velopment of a plot. If a smaller scale development is desired, the lot must be subdivided accord-
discretion of the authorities
ing to the subdivision regulation (see Chapter 3.5).
n/a To be permitted at the
discretion of the authorities
Minimum development Target development
(minimum permissible LAC) (maximum permissible LAC)
n/a To be permitted at the
discretion of the authorities
n/a To be permitted at the
discretion of the authorities
n/a To be permitted at the
discretion of the authorities
15 AMP - Central Area Urban Design - Revised Development Control Regulations 16
79
Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.2.3 Floor Area Ratio (FAR)

2.3 Floor Area Ratio (FAR) Permitted FAR per Land Use in the Central Area of Abuja

The FAR represents the relationship between the floor area of a building and the area of its lot and
is generally used to describe the bulk or mass of building volume. In this context it represents an
index of building mass, with higher FARs representing greater building volume.
Defining a minimum tolerable FAR is crucial in order to guarantee that the desired urban vista and
viable densities are achieved.
The following table shows the permissible Floor Area Ratio in the Central Area. The centre column
contains the minimum tolerable development, whereas the level of development which can at
maximum be permitted is shown in the right column.

A) General Land Use: Commercial

Definition Detail Land Use Minimum development Target development

(minimum permissible FAR) (maximum permissible FAR)
The floor area ratio (FAR) is the ratio of the total gross floor area (GFA) of all buildings on a lot to Hotel (H) 100% 200%
the area of the lot on which the buildings are located.
Market, Shopping Centre, 100% 200%
The gross floor area (GFA) is the sum of the areas of all floors - including staircases and building Department Store (M)
structure, but excluding basement, penthouse, roof, balconies, terraces, open stairs and High density Commercial (HDC) 100% 400% (urban density
portico. exemption: higher FAR
permissible as indicated in
the Design Control Plan)
Low Density Commercial (LDC) 100% 200%

B) General Land Use: Mixed Use Development

Detail Land Use Minimum development Target development

(minimum permissible FAR) (maximum permissible FAR)
Mixed Development Commercial 100% 200%
(MXC)
Mixed Development Residential 100% 200%
(MXR)
Mixed Development Diplomatic 100% 200%
(DPL)

AMP - Central Area Urban Design - Revised Development Control Regulations 17 AMP - Central Area Urban Design - Revised Development Control Regulations 18

80 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

F) General Land Use: Public Utilities

C) General Land Use: Community and Public Institutions
Detail Land Use Minimum development Target development
Detail Land Use Minimum development Target development (minimum permissible FAR) (maximum permissible FAR)
(minimum permissible FAR) (maximum permissible FAR) Electric Power Station (EPS) n/a To be permitted at the
Health Centre (HC) except Hospital 100% 200% discretion of the authorities
and except Clinic Telecommunication / Post (TL) n/a To be permitted at the
Hospital, Clinic 40% 100% discretion of the authorities,
but max. 200%
Police Station (PS) n/a 200%
Petrol Filling Station (PFS) n/a To be permitted at the
Fire Service (FS) n/a 200%
discretion of the authorities
Religious Institution (RI) 40% 200%
Cultural Institution (CU) 100% 200%
Governmental Administration (GA) 100% 400% G) General Land Use: Open Spaces, Recreation and Undevelopable Land
in the state departments zone
(between NS-9 and NS-13 roads) Detail Land Use Minimum development Target development
Governmental Administration (GA) 100% 200% (minimum permissible FAR) (maximum permissible FAR)
outside the state departments zone Organised Open Space Public n/a 20%
Governmental State Liaison (GSL) 100% 400% Park (OSP)
Organised Open Space Public n/a 10%
D) General Land Use: Educational Square (OSQ)
Active Recreation (AR) n/a 30%
Detail Land Use Minimum development Target development Undevelopable Land, Flood Area & No development permitted No development permitted
(minimum permissible FAR) (maximum permissible FAR) Steep Ground (UL)
Nursery / Primary School (NPS) 40% 200%
Post Primary School (PPS) 40% 200%

E) General Land Use: Transportation If a minimum FAR has been defined for the corresponding land use, a smaller building bulk is not
permitted. The minimum FAR depicts the minimum level of development that will be tolerated by
Detail Land Use Minimum development Target development the authorities. This has been done to safeguard the urban vista and in order to enable phased de-
(minimum permissible FAR) (maximum permissible FAR) velopment of a plot. If a smaller scale development is desired, the lot must be subdivided accord-
Roads n/a To be permitted at the ing to the subdivision regulation (see Chapter 3.5).
discretion of the authorities
Railway (RLW) n/a To be permitted at the
discretion of the authorities
Terminals (T) n/a To be permitted at the
discretion of the authorities,
but max. 400%
Public Parking (P) n/a To be permitted at the
discretion of the authorities

AMP - Central Area Urban Design - Revised Development Control Regulations 19 AMP - Central Area Urban Design - Revised Development Control Regulations 20

AS&P - Albert Speer & Partner GmbH 81

 AS&P Albert Speer und Partner GmbH

Final Report Review of the Abuja Master Plan - Central Area Urban Design

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

82 AS&P - Albert Speer & Partner GmbH

AMP - Central Area Urban Design - Revised Development Control Regulations

Review of the Abuja Master Plan - Central Area Urban Design
AS&P Albert Speer und Partner GmbH
6.5.3 Design Control
3 Design Control
6.5.3.1 Setback
3.1 Setback
6.5.3.2 Building
The setback Height
area is an interface between public space and private space. It is the showroom of the
lot to the public; accordingly, it should be designed as a publicly accessible, pedestrian-friendly,
inviting open space.
Definition
The setback is the minimum distance between the lot boundary and the building frontage. Meas-
urements shall be taken from the nearest point of the wall of a building to the lot line in question.
Required Setback in the Central Area of Abuja
The standard setback for all structures in the Central Area of Abuja is 4 metres from the lot bound-
ary, with the following exceptions:
State Department Zone: Between NS-9 and NS-13 roads, the setback to a public right-of-way
(ROW) is 6 metres instead of 4 metres
Diplomatic Zone: The setback to a public right-of-way is 10 metres instead of 4 metres
No setback is required for underground structures
No setback is required for upper floors over colonnades (see Chapter 3.4 Colonnade Line)
No fence or wall is allowed on the lot boundary and in the setback zone. Required public utility in-
frastructure equipment, e.g. power distribution stations, telecommunication boxes, is permitted in
the setback zone. In the rear setback of each plot, a 4m by 4m space for house infrastructure has
to be reserved. Access to this space has to be granted all times.
Where underground structures are intended to be built in the setback of a lot, the design must be
co-ordinated with the Utility Controls as an easement may be in place. Easements may also be
required where retaining walls are required along public streets. Therefore the Road Control Plans
must also be consulted.
AMP - Central Area Urban Design - Revised Development Control Regulations
AS&P - Albert Speer & Partner GmbH
Final Report
AS&P Albert Speer und Partner GmbH
3.2 Building Height
Defining the permissible building height helps to control the urban vista of the Central Area of
Abuja. By indicating areas with higher buildings, a higher urban density for central functions can be
achieved. Furthermore, orientation in the city is facilitated when high rise buildings provide land-
marks in the urban fabric. In order to safeguard the desired urban vista it is also necessary to
stipulate minimum building heights.
Definition
The maximum building height is the vertical distance between the level of the nearest adjoining
main road and the highest point of the buildings roof structure.
The minimum building height is the vertical distance between the level of the nearest adjoining
main road and the eaves of the building.
Permitted Building Height in the Central Area of Abuja
- In a high rise area (as indicated in the Design Control Plan):
Maximum building height = 60m (exception: greater building height permissible in the
Design Control Plan, i.e. skyscraper exemption)
- In all other areas:
Maximum building height = 25.60 m,
this corresponds to 7 floors for commercial buildings and
8 floors for residential buildings; see Chapter 3.3 for floor heights
- On a build-to line (as indicated in the Design Control Plan):
Maximum building height = 25.60 m,
this corresponds to 7 floors for commercial buildings and
8 floors for residential buildings; see Chapter 3.3 for floor heights
Minimum building height = 15.00 m,
this corresponds to 4 floors for commercial buildings and
5 floors for residential buildings; see Chapter 3.3 for floor heights.
22 AMP - Central Area Urban Design - Revised Development Control Regulations 23
83
Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.3.3 FloorSetbacks
Inter Building Height
Regarding the mandatory distance between individual buildings on a lot (Inter Building Setbacks)
the current code for Abuja has been modified to enable denser, more urban development in the 3.3 Floor Height
Central Area.
When determining the height of a floor, the intended use of a building as well as required technical
Therefore the minimum distance between individual buildings on a lot must be equal to half of the equipment must be taken into consideration. Public buildings will have representative areas (e.g. a
average height of the respective buildings; and it may not be less than 8m. It is, however, at the lobby) on the ground floor and should therefore have higher ground floors.
discretion of the authorities to demand a greater inter building setback on a case-by-case basis
towards achieving a viable and attractive urban environment.

Skyscraper Development Definition

Skyscrapers (buildings higher than 60m) must be carefully integrated into the urban system and The height of a floor is the distance between the level of the unfinished floor of the corresponding
their development must be closely coordinated with the authorities. Special attention has to be paid storey and the level of the unfinished floor of the storey above.
to the pedestrian and vehicular access to the lot. The development of adjoining public parking ga-
rages may also be affected by the planned skyscrapers, and coordination measures should be un-
dertaken to ensure sufficient capacities.

Floor Height in the Central Area of Abuja

The floor height should carefully consider the requirements of the building. In buildings with public
or semi-public uses (e.g. commercial) the height of the ground floor must be greater than 4.50m.
Otherwise the standard floor height is determined by the applicable building codes.

It may be necessary to adapt the height of the ground floor when colonnades adjoin the street level
(see Chapter 3.4 Colonnades).

AMP - Central Area Urban Design - Revised Development Control Regulations 24 AMP - Central Area Urban Design - Revised Development Control Regulations 25

84 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.3.4 Build-to Line and Colonnade Line Build-to Lines in the Central Area of Abuja

Build-to lines are indicated in the Design Control Plan. On the corresponding lots, the following
3.4 Build-to Line and Colonnade Line
stipulations must be obeyed:
Along roads B8 and B10 the proposed boulevards continuous street facades are desired in or- The minimum building height on a build-to line is 15 metres.
der to give the Central Area an urban atmosphere and to reinforce the boulevard character. A
At least 70% of the buildings elevation must align with the build-to line in order to create the
build-to line is employed as the instrument for controlling the continuity of the street frontage.
required street elevation. The remaining 30% of the elevation may be recessed by a maxi-
mum of 20 metres from the lot boundary.
To make life in the hot climate of Abuja easier, roofed colonnades for public pedestrian use have
been foreseen along the main pedestrian axes. They will provide shade and rain protection. If a building elevation is recessed from the build-to line, the private space between the public
walkway and the facade must be made available for public use.

Definition Colonnade Lines in the Central Area of Abuja

Build-to lines and colonnade lines depict the requirement to build a building frontage and / or col- The construction of colonnades is obligatory where a colonnade line is indicated in the Design
onnade in a specified place, e.g. along a particular section of the lot boundary. Control Plan. A colonnade line is always a build-to line, i.e. the regulations for build-to lines apply.

On all other lots, the construction of colonnades is optional.

Lot boundary

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

site layout

Lot boundary

Lot boundary
Lot boundary

Lot boundary

site layout
elevation

AMP - Central Area Urban Design - Revised Development Control Regulations 26 AMP - Central Area Urban Design - Revised Development Control Regulations 27

AS&P - Albert Speer & Partner GmbH 85

Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.3.5
Property Lot Subdivision
Bonus
3.5 Lot Subdivision
Over colonnades (and regardless whether obligatory or optional), a buildings upper floors may be
built directly to the lot boundary (no setback required). This means that by building colonnades, the Lot subdivision is intended to facilitate development by smaller investors and to promote more di-
property holder can win additional open space inside and to the rear of the lot area (Property Bo- versity in the urban core. Nevertheless, it must be ensured that the street frontage along roads B8
nus). and B10 is continuous to prevent unsightly gaps and narrow alleys between buildings. Therefore
wall-to-wall construction is mandatory on the side lot boundaries within a defined area.

Definitions

A lot subdivision line depicts a geographical mark along which the subdivision of a lot is allowed.

A wall-to-wall line indicates where two buildings must be erected on a common border.

Lot Subdivision Lines in the Central Area of Abuja

It is highly recommended to only permit superblock subdivision along the proposed lot subdivision
lines, which are indicated in the Design Control Plan. The subdivision lines are arranged such to
ensure that subdivision does not result in inefficient lots. The proposed subdivision pattern also
ensures that access is maintained to each sub-lot. It is left to the discretion of the authorities to
permit a different lot subdivision where such a need arises. If additional public block access streets
are necessary, they have to be retained from the lot area and executed at Government cost.

Core Shopping Frontage

All street facades adjoining a colonnade line are Core Shopping Frontages. They must comply with
the FCDA Development Manual regulation <DC.CML2>, which is attached as Annex 1.

AMP - Central Area Urban Design - Revised Development Control Regulations 28 AMP - Central Area Urban Design - Revised Development Control Regulations 29

86 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.3.6 Vehicular
The subdivision of lots Access
shall be applied such that the construction of parking spaces is facilitated. 3.6 Vehicular Access
The construction of a common parking garage under the subdivided lots is recommended; it is,
however, not mandatory. It is necessary to designate vehicular access points, respectively vehicular access restriction
zones in key areas of the Central Area in order to a) prevent constant disruptions of pedestrian
In the rear setback of each plot, a 4m by 4m space for house infrastructure has to be reserved. movement along the sidewalks; and b) prevent traffic jams on the main roads.

Wall-to-wall lines

In order to a) prevent unsightly alleys and gaps between buildings; and b) enable subdivision Definition
where build-to lines apply, wall-to-wall lines have been indicated in the Design Control Plan instead
of simple lot subdivision lines. Along these lines buildings must be erected wall-to-wall with their lot The stipulations for vehicular access affect all vehicular traffic to a superblock, respectively lot.
neighbours.
Designated block access points indicate the vehicular access to the internal block streets from the
External building walls built on the common border with neighbouring lots must comply with the adjoining public roads. They are shown in the Design Control Plan and/or Road Control Plan.
following stipulations:
Restricted vehicular access zones indicate zones where direct vehicular access is not permitted.
No setback from the adjoining build-to line
They are shown in the Design Control Plan and/or Road Control Plan.
Construction entirely on ones own property, and ready for wall-to-wall-construction
Sidewalls must be fire walls (fire proof structure, no openings) General Vehicular Access Regulation

Structural stability independent from the neighbouring building. Lot access is allowed from the access streets only. Within the access streets, the exact location of
the lot access is flexible and is to be determined according to the requirements of the lot devel-
oper.

If the access streets have been omitted due to a superblock development, the block access points
must be used for accessing the superblock.

Superblock Development

In case a private land holder holds an entire superblock, he is responsible for the construction of
the internal block access streets as required. The internal street layout may be changed; however,
the access points to the superblock may not be altered and the developer must take vehicular ac-
cess aspects into due consideration (see next Chapter).

The design of a superblock must be co-ordinated with the Utility Controls, as an easement may be
in place. Public utility infrastructure equipment, e.g. power distribution stations or telecommunica-
tion boxes, have to be accessible at all times.

AMP - Central Area Urban Design - Revised Development Control Regulations 30 AMP - Central Area Urban Design - Revised Development Control Regulations 31

AS&P - Albert Speer & Partner GmbH 87

Final Report Review of the Abuja Master Plan - Central Area Urban Design

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.3.7 Parking Requirements

3.7 Parking Requirements

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

Definition

The objective of the following document is to formulate specific parking regulations for the Central
Area of Abuja. For the Central Area of Abuja these specific regulations will supplement, and at
times replace, the existing parking regulations and standards included in the current Abuja FCT
Development Control Manual (published 2007).

Parking Requirements in the Central Area of Abuja

A base supply of public parking spaces will be offered publicly on-street. These parking spaces are
primarily intended for short-term parking, e.g. customer and visitor parking. It is at the discretion of
the authorities whether these parking facilities will be provided free of charge or whether parking
fees will be claimed. The enforcement of the parking regulations is the task of the relevant authori-
ties. Additional car parking is provided in public parking facilities.

The parking spaces required to serve the use of a plot shall be provided by the lot owner on his
property, i.e. off-street. In terms of private, off-street parking, the construction of underground car
parking is highly recommended. The maximum density on a lot can only be achieved by construct-
ing parking structures, either aboveground or, preferably, underground garages.

Car Parking Regulations for the Central Area of Abuja

The numbers of required off-street parking spaces for the specific building uses within the Central
Area are shown in the following table. International best practices were consulted in their determi-
nation. The values have been adapted when reasonable to the specific situation of the Central
Area of Abuja. The table reflects an urban development situation in the Central Area, in which a
public transit system has not yet been well established.
Drop-off Zone

Along of the main roads, no drop-off zone is allowed. Visitors being dropped off by car must enter
the block access streets.

For each building lot, one drop-off space per 1,000 m! lot area may be reserved in the adjoining
block access street.

AMP - Central Area Urban Design - Revised Development Control Regulations 32 AMP - Central Area Urban Design - Revised Development Control Regulations 33

88 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

Parking Requirements Table

Parking Requirements Table (continued)

Category Detail building use Parking requirement

Category Detail building use Parking requirement

Residential Flats, apartments, residences 1 per 70m! GFA, min.

Educational Crche, nursery, kindergarten 1 per classroom /
buildings 1 per dwelling unit
buildings Primary school group room

Post primary school 1 per 50 m!

Commercial Hotel, hostel, motel, guest house 1 per 2 guest rooms administrative space
buildings Shop, supermarket 1 bus parking space
Restaurant, snack bar per 3 classrooms
Amusement 1 per 50m2 GFA
Shopping complex Utility buildings Transformation station / substation
Warehouse Telephone exchange / sub-exchange site, 1 per 75 m! GFA
antenna pole administrative space
Administration / office 1 per 75m2 GFA
Administration
Fuel station
Community Clinic, hospital 1 per 200 m! GFA
1 per 100m2 GFA Workshop
buildings Surgery, health centre, medical centre
Shops (only in relation with fuel station) 1 per 50 m! GFA
Pharmacy, chemists
Laboratory 1 per 50m2 GFA
Open spaces Public parks and gardens 1 per 2,000 m!
Welfare institution
Playground surface area
Police administration and auxiliary buildings
related to police station Public square
1 per 75 m! GFA 1 per 250 m! surface
Fire service administration and auxiliary buildings Sports centre (gym, pool, playfields, etc.)
area
related to fire service Open air amusement park
Mosque, church, synagogue, temple 1 per 10 m! GFA Zoological garden, botanical garden, arboretum
Place of worship assembly space Public stage 1 per 20 seats
Theatre, cinema 1 per 5 seats Open air theatre

Museum
1 per 20m2 GFA
Library, archive assembly space
Community and juvenile centre
FCT government institution
State government institution
Parastatal institution 1 per 75m2 GFA
Municipality
State liaison offices, chancery, embassy
Post office
1 per 50m2 GFA
Citizen and tourist information

AMP - Central Area Urban Design - Revised Development Control Regulations 34 AMP - Central Area Urban Design - Revised Development Control Regulations 35

AS&P - Albert Speer & Partner GmbH 89

Final Report
AS&P Albert Speer und Partner GmbH
6.5.3.8 Level Control
6.5.3.9 Utility Connection
Deviation from the Standards
The preceding table provides standard values. It is at the discretion of the authorities to permit a
6.5.3.10 Occupancy
developer to deviate fromTreatments
the standards if he submits a traffic experts opinion/study in which an
appropriate mode share (public transit/private vehicles) has been taken into consideration. This
procedure can also be employed to determine the required number of parking spaces for custom-
ers and employees. It is the right of the authority to either accept or reject the developers calcula-
tions.
Parking Requirement Release
It is at the discretion of the authorities to release a lot owner from his responsibility to fulfil the off-
street parking requirements in full. The authorities may release him from a certain percentage of
his required spaces in return for a fee. Compensation for the missing spaces would be provided in
the public parking facilities in the Central Area. A legal framework (if not already in place) must be
employed to ensure the proper provision, fee schedule, operation and regulation of the public park-
ing facilities. Before the authorities decide to permit the release from parking obligations in the
Central Area it is recommended to complete a separate supply and demand study of the parking
situation.
Promotion of Public Transport
Depending on public policy, a reduction of the required parking spaces by 25 % could be applied
for a certain area (e.g. the CBD) when a capable public transit system has been installed and the
FCDA decides to promote its use by limiting parking opportunities in the Central Area. However,
until the public transit system has been established, the values listed in the table above shall be
applied.
It is, however, not permissible to reduce the required number of parking spaces for the following
land uses:
Residential uses
Health facilities
Hospitals
Parking Space Dimensions
In general, parking spaces for single vehicles in the Central Area shall be 2.5m x 5.0m in dimen-
sion.
One out of 80, but at least one, parking spaces must be suitable for persons with disabilities.
Parking spaces for disabled persons shall be 3.5m x 5.0m in dimension.
The dimensions of angle parking spaces depend on their angle. They are to be 2.5m in width
and their length shall be decided case-by-case based on the applied angle.
Parking spaces parallel to the streets shall be 3.0m x 6.0m in dimension.
AMP - Central Area Urban Design - Revised Development Control Regulations 36
90
Review of the Abuja Master Plan - Central Area Urban Design
AS&P Albert Speer und Partner GmbH
Deviations to the norm are permissible at the discretion of the authorities and may be necessary
due to restricted street spaces.
Parking Lot Design
Regarding private, off-street parking areas the authorities should encourage the minimisation of
sealed surface areas to facilitate rainwater drainage and to reduce effects of solar radiation on the
microclimate of the Central Area. Furthermore the authorities should encourage the planting trees
in the parking areas to provide shade.
3.8 Level Control
Required Ground Floor level
The ground floor level of new structures must take the levels of the surrounding streets, whether
already built up or planned, into consideration. The street levels have been provided in the Road
Control section and must always be verified by the FCDA Planning and Development Control De-
partments and Engineering.
3.9 Utility Connection
Points where lots can be connected to public utility systems are to be established in the Engineer-
ing Design.
Easements may be employed on private lots in the interest of the public domain and are indicated
in the Utility Control Plans and/or Road Control Plans.
Where easements or public utilities affect an area of the lot its development must be approved by
and coordinated with the FCDA Planning Department and Engineering Department.
3.10 Occupancy Treatments
Wherever a street or pedestrian walkway is proposed in the Design Control Plan, the designated
areas belong to the government. Construction and maintenance of the street or walkway should be
undertaken by the authorities.
Provision of space for setbacks and colonnades is a mandatory requirement for the property
holder. Paving and maintenance will be undertaken by the property holder.
When constructing the colonnade the land owner shall use the same or similar paving materials as
have been/ will be used in the adjoining pedestrian walkway. This is necessary to create visual
harmony and to maintain a common surface.
Maintenance of colonnades and courts used by the public will be borne by the labour force of pub-
lic agencies.
AMP - Central Area Urban Design - Revised Development Control Regulations 37
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH

6.5.3.11 Implementation
3.11 Implementation

Application for Building Permit

Before detailed design commences, an outline design with a site plan of the proposed develop-
ment shall be submitted to the FCDA Development Control Department for review and approval.
Upon receipt of this approval, a detailed design must be submitted as application for the final build-
ing permit.

Period of Validity for Building Permit

Any building permit is valid for 6 months from the date of delivery. If construction has not com-
menced after 6 months time have elapsed, the FCDA can demand that a new application for build-
ing permit must be submitted for approval, which complies with the newest laws and regulations
applicable for the Central Area of Abuja. (The erection of construction fences, walls or ancillary
structures cannot be considered as commencement of construction.)

If no substantial progress is made for a further period of 6 months, the authorities have the right to
revoke the building permit.

AMP - Central Area Urban Design - Revised Development Control Regulations 38

AS&P - Albert Speer & Partner GmbH 91

 AS&P Albert Speer und Partner GmbH

Final Report Review of the Abuja Master Plan - Central Area Urban Design

6.5.3.12 Design Control Plan

(reduced to scale 1:20,000)

92 AS&P - Albert Speer & Partner GmbH

AMP - Central Area Urban Design - Revised Development Control Regulations

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P Albert Speer und Partner GmbH AS&P Albert Speer und Partner GmbH

6.5.4 Other Control Documents

4 Other Control Documents Annex 1: Core Shopping Frontages
6.5.5 Cancelled Regulations
Road Control Documents
(Excerpt from the Abuja Development Control Manual, 2007)

DC.CML2
Annex 1: of
The layout Core Shopping
the public Frontages
street network has been established in the Road Control documents. Any
private development has to comply with the final road layout.
In determining planning applications in the defined core shopping frontages, the Department will
not permit changes of uses of shops at ground floor level to other uses that would not enhance the
If a lot is not yet connected to the public road network, the developer will have to provide for a
character, viability and vitality of the centre. In particular, proposals will be expected to satisfy all of
temporary access road. However, this road must allow for a connection to the planned hook-up
the following criteria:
point later on.
I. the proposed use is a food and drink outlet or a bank or building society or a use that will
compliment the retail function of core shopping frontage;

Utility Control Documents II. the proposed use will not create or add to a concentration of a particular type of retail use
within an area of core frontage where the cumulative effects could undermine the retail
The layout, corridors, easements and types of utilities shall be defined in the Utility Control docu-
function or cause parking traffic problems, or other adverse effects on local residential
ments. Any private development has to comply with the final layout depicted in these plans and
amenity;
documents.
III. the proposed non-retail use is not located next to two or more average unit non retail use or
If a lot is not yet connected to the public utility network, the developer will have to provide for a
with planning permission for a non-retail use and (b) the property itself, together with any
temporary utility connection. However, this connection must allow for a later integration into the
adjacent existing or Permitting non-retail uses, should create a continues length of frontage
foreseen utility system.
in non-retail use exceeding two average widths;

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

To facilitate the application of the Development Control Regulations, some stipulations have been
cancelled without substitution. These are as follows:
1. Regulations concerning the building grid are regarded as outdated and unnecessary.
2. The location of the building cores should be left to the architects/developers.
3. The pedestrian walkways, once projected as separate urban layers, have been replaced by
attractive sidewalk spaces along the roads.
V. The proportion of units in the core frontage retail use is significantly higher than that outside
the core frontage;
VI. The proposed use would not have an adverse effect on the character and environment or
the amenity of occupiers in the vicinity and parking and traffic conditions; and
VII. The proposal includes a shop style fascia, with an appropriate window display and ground
flow level.

21 February 2008

AS&P - Albert Speer & Partner GmbH

AMP - Central Area Urban Design - Revised Development Control Regulations 40 AMP - Central Area Urban Design - Revised Development Control Regulations 41

AS&P - Albert Speer & Partner GmbH 93

Final Report Review of the Abuja Master Plan - Central Area Urban Design

Lot subdivision

Glossary A lot subdivision line depicts a geographical mark along which the subdivision of a lot is allowed.

A wall-to-wall line indicates where two buildings must be erected on a common border.

Permitted uses Right-of-way (ROW)

The list of permitted uses determines which building uses are allowed in a Detail Land Use. Other
purposes may be permitted only at the discretion of the authorities.
Lot area coverage (LAC; site coverage)
The lot area coverage (LAC) is the sum of all built-up areas on a parcel in relation to the total lot
area of the parcel.
The built-up area is the projection of all aboveground building parts at ground level.
Floor area ratio (FAR)
Land reserve for public infrastructure corridors, e.g. roadways.
Vehicular access
The stipulations for vehicular access affect all vehicular traffic to a superblock, respectively lot.
Designated block access points indicate the vehicular access to the internal block streets from the
adjoining public roads. They are shown in the Design Control Plan and/or Road Control Plan.
Restricted vehicular access zones indicate zones where direct vehicular access is not permitted.
They are shown in the Design Control Plan and/or Road Control Plan.

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

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

Setback

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

Building height

The maximum building height is the distance between the lowest level of the adjoining main road
and the highest point of the buildings roof structure.

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

Floor height

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

Build-to line and colonnade line

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

94 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

6.6 Revised Land Use Plan

The following figure depicts the revised land use plan AS&P Albert Speer und Partner GmbH

in reduced scale. The original plan in scale 1:5,000

(format 160cm x 90cm) can be found in the separate
study Revised Development Control Regulations
for the Central Area Of Abuja.

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

AS&P - Albert Speer & Partner GmbH 95

AMP - Central Area Urban Design - Revised Development Control Regulations
Final Report Review of the Abuja Master Plan - Central Area Urban Design

6.7 Revised Design Control Plan

The following figure depicts the revised land use plan AS&P Albert Speer und Partner GmbH

in reduced scale. The original plan in scale 1:5,000

(format 160cm x 90cm) can be found in the separate
study Revised Development Control Regulations
for the Central Area Of Abuja.

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

(reduced scale)

96 AS&P - Albert Speer & Partner GmbH

AMP - Central Area Urban Design - Revised Development Control Regulations
Review of the Abuja Master Plan - Central Area Urban Design Final Report

7 Test designs for selected

superblocks
In the following chapter ten sites in the Central Area have
been studied in somewhat more detail to illustrate the
urban design proposal made in the preceding chapters
of the review.

The designs reflect the urban design philosophy of the

Master Plan Review. They also illustrate the possible
building masses and potential site layouts which would
result from the application of the revised Development
Control Regulations. As such test designs, they verify
the applicability and viability of the proposals.

Each test design sheet contains the general input pa-

rameters resulting from the actual situation on site as
well as the stipulations of the Development Controls:

Block number (to identify the site)

Block size
Location in the Central Area map
Main development control data as per the Land
Use Plan, Design Control Plan and Development
Control Regulations, e.g.:
Land use,
GFA,
FAR,
Permissible building height,
Mandatory colonnades,
Site access points,
etc.
In some instances, buildings already exist on the sites.
In these cases the test designs illustrate schematically
how the new development could be integrated into the
existing structures.

AS&P - Albert Speer & Partner GmbH 97

 01 RLW
TP

CB
Final Report Review of the Abuja Master Plan - Central Area Urban Design

M 02
TP
7.1 Health and Administration by City LOCATION IN THE CENTRAL AREA 150m
FAR 1200%
Park West
08
BZ
OSP
UL DPL
Block number BZ 11
Block size 36,800 m2 B6
07 OSP 03

Z
TP
EPS

RD
BZ

AR19
F B6 B6 B6

AR18

AR17
1 TL

AR16

NS12
AR15

NS11
AR14
B8
0

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
L
C

MAIN DEVELOPMENT CONTROL DATA B10 DP B8 B8 B8

HDC
06

Z
15
DPL

0
1

RD
RLW

AR2

AR19
B10 Z
01
OSP
B10 B10
0

BZ

AR17
B

AR16
B12

NS12
AR15

NS11
AR14
Land use and lot surface area: L

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
HDC
DP
DPL

OSP FS B12 B12 B12

UL DPL
OSP Organised Open Space - 20,500 m2
05
HDC H
A DPL

L 01 Public Park BZ 14
GA Governmental D 12,300 m P
BZ
2 HDC
01 RI

DPL 04
Administration DPL PS
HDC
HC Health Centre 4,000 m2 B Z LDC
HC MXR

Maximum permitted GFA / FAR per land use:

H
OSP
13 MXR
P 22
03 Z
PFS

B Z DEVELOPMENT CONTROL PLANS

DPL B MXR MXR BZ MXC
OSP Organised Open Space - GFA 10% / OSP
B MXR
BZ 0

Public Park
DPL FAR 10%
12
MXC
MXR MXR
GA Governmental
Administration
GFA 60% /
FAR 200%
BZ MXR 21 M
BZ
OSP MXC
EPS
2

MXR
HC Health Centre GFA 60% /
FAR 200% 11 NPS MXC MXC

BZ
H P 2 0 HC GA
MXC

BZ
10 BZ MXC
BZ

HDC
19
OSP
HC
GA
4 A
MXC
B Z L 0 P
09

DP
OSP
TL CU
1 8
1 HC B Z OSP TL NPS

BZ 0 C
OSP P
0 4
17 B
MXC
Z 3
MXR
P L
BDesign Control Plan (excerpt) Land Use Plan (excerpt)L 0 D
DP
MXR
BZ

MXR
MXR
98 AS&P - Albert Speer & Partner
MXR
GmbH R
16

H
PFS LDC
3A
MXR
LDC
L 0 MXR
DP D OSP TL
PS
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

BUS STOP

IV V

HEALTH CENTRE

CITY PARK WEST

VII IV

LEGEND
V Existing or planned buildings

Proposed buildings
HEALTH CENTRE
V
Number of floors
CHANNEL 27 Vehicular block access

IV VII Vehicular lot access

Colonnades

scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 99

 CB
PPS

04 C BD MXR
MXR

C BD MXR
14MXR
AR0 D
1 B
B D MXR
C
ReviewC
Final Report MXR
of the Abuja Master Plan - Central Area Urban Design
MXR

15MXR
11 EPS B D
7.2 Mixed Development block in the LOCATION IN THE CENTRAL AREA
B D C MXR

Business Zone C UL
C T MXR
01 MXR

TP 16 CB

TP
B D MXR
Block number: BZ 15 C HD

01
T
Block size: 33,800 m2 B6
21

Z
RD
D

AR19

A
17
B6 B6 B6

AR18
B

AR17
HDC

AR16

NS12
AR15

NS11
AR14
B8

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
B RLW
D C
01 B
B8 B8 T B8
MAIN DEVELOPMENT CONTROL DATA B10
C HDC

Z
TP

0
RD
AR2
22B10

AR19
B10 B10 OSQ HDC

AR17

AR16
B12

CB

NS12
AR15

NS11
AR14
Land use and lot surface area:

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
B D
B12 B12 B12
C

D
HDC
MXC Mixed Development 25,200 m2
Commercial

41
T
2
TL Telecommunication and 8,600 m 2

M 02 23 P
BD
TP C
M
Post D
150m
C B H
MXC
Maximum permitted GFA / FAR per land use: FAR 1200% HDC
28
OSP
HDC T
08

CB
MXC Mixed Development GFA 60% / UL DEVELOPMENT
DPL CONTROL PLANS P
B D
BZ
GA
Commercial FAR 200% RI
C

D
HDC MX
TL Telecommunication and as permitted OSP

42
EPS T
Post by authorities HDC MXC

07
TL
03 HDC
29MXC OSQ

1F BZ TPHDC HDC
B D
L 0 DPL
C
DP
OSP MXC

06 34HDC
HDC
15
HDC MXC

CB
1E
105m
0
OSP
Z MXC
D
BZHDC
FS
L DPL B HDC
FAR 800%
B

D
DPL MXC C CU
MXC

43
Z 05 RI
P HDC
04
TL LDC

14 35
P
B PS
MXR HDC TP
MXC
RI OSP

BZ
HC MXC

04PFS OSP
LDC
MXR
MXC
C BD
B Z H P
MXC HDC H

22
MXR
DPL
13 MXR MXC
CB

TP
MXR
B Z Z
BMXC MXC
HDC
MXR MXR

05
Design Control Plan (excerpt) Land Use Plan (excerpt) HDC

EPS OSP
12
MXR
MXC MXC
HDC 40
100 B Z MXR
21 AS&P - Albert Speer & Partner GmbH B D
NPS MXC MXC B HDC
C
BZ 04HDC
11 HC
GA
MXC P L DPL
B Z H P
HDC D HDC

20 MXC
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

V IV

VII

IV V V V IV

LEGEND

Existing or planned buildings

Proposed buildings
V
Number of floors

Vehicular block access

VI VII IV Vehicular lot access

Colonnades

scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 101

 06
B D OSP
UL C
Final Report Review of the Abuja Master Plan - Central AreaGA
Urban Design
01 08 MXR

BD BD
CU

00
MXR

7.3 Northern skyscraper block LOCATION IN THE CENTRAL AREA

UL 02 C PS C
BD BD
MXR
MXR
C C FS
09
NPS

03
PPS
D CB
M
Block number: TP 02 D B MXR

Block size: 35,500 m2 04 C B C MXR

D MXR
4MXR
B6B 1
C AR
10

Z
D

RD

AR19
MXR B6
B6 B

AR18
D

AR17
CMXR

AR16

NS12
AR15

NS11
B8

NS4

NS9
NS3

NS8
NS5
NS2

NS7
MAIN DEVELOPMENT CONTROL DATA C B MXR
B8 B8 MXR
B10

Z
15MXR

0
RD
Land use and lot surface area:

AR2

AR19
B10 B10 B10
11

AR17
D

AR16
B12

NS12
AR15

NS11
AR14
EPS

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
H Hotel 12,000 m2 B MXR

HDC High Density Commercial 6,700 m2 C

UL
C BTD B12 B12 CMXR B12

RI Religious Institution 01
4,000 m2
MXR 20
D
P Public Parking TP12,800 m2 16 B

TP
D MXR C
Maximum permitted GFA / FAR per land use: C B T
HDC

01
H Hotel GFA 60% / 21 HDC
D

A
FAR 200% DEVELOPMENT CONTROL PLANS
RLW
B 17 C B H
HDC High Density Commercial GFA 60% / D T
FAR 1,200% 01 C B HDC

RI Religious Institution GFA 60% / TP OSQ

22
HDC

CB
FAR 200% D
P Public Parking as permitted C B HDC

D
by authorities
27 MXC
T

41
M 02 M 23
P
B D
TP B D H
C
MXC
OSP
150m
FAR 1200% C HDC
HDC
28 T
08

CB
UL DPL P
B D GA

BZ
RI
HDC C MXC

D
OSP
EPS T

42
HDC MXC

07
TL
03 HDC
29 MXC OSQ

1F BZ TP
HDC
HDC
BD CB
L 0 DPL
C MXC
DP Design Control Plan (excerpt) Land Use Plan (excerpt)
6 34 HDC
HDC HDC MXC
15

CB
E 0 105m
1 BZ D
OSP MXC
102 AS&P - Albert Speer & Partner GmbH
BZ
FS FAR 800%
DPL HDC HDC B

D
DPL MXC C MXC

43
CU

05 P HDC
04
TL LDC

BZ
RI P
4 35
MXC P
HC
PS
MXR 1 HDC TP MXC RI OSP
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

XII VII

NS1
ACCESS TO UPPER FLOOR
V HOTEL
PARKING GARAGE

P
II LEGEND

Existing or planned buildings

150 m Proposed buildings
V
Number of floors
CHURCH SKYSCRAPER
Vehicular block access
BUS STOP

Vehicular lot access

Colonnades

scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 103

 AR1 B D MXR

C BD MXR C
MXR

19 HDC
MXR
5
1MXR
MXR
D
11 B
Final Report BD C
BD
EPS Review of the Abuja Master Plan - Central
C MXR Area Urban Design HDC
C UL
C 20
T MXR
01 MXR
D
TP 16 B HDC

TP
7.4 Hotel block on steep site LOCATION IN THE CENTRAL AREA D C HDC

C B MXR
HDC

01
21
T
HDC
CB
Block number: TP 04
BD

A
Block size: 36,700 m2 B RLW 17 C
HDC
MX
BD
HDC
01 CB6
T
26

Z
HDC
TP

RD
D

AR19
22
B6 B6 B6

AR18
B

AR17
OSQ MXC

AR16
HDC

NS12
AR15

NS11
AR14
B8

CB

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
MAIN DEVELOPMENT CONTROL DATA D C
B10
B8
C B B8 B8
MXC

D
HDC

Z
0
RD
Land use and lot surface area:

AR2
27B10

AR19
T B10

41

AR17
MXC

AR16
B12

NS12
AR15

NS11
02

NS4

NS9
NS3

NS8
NS5
NS2

NS7
H Hotel 18,100 m2 23 P
B D MXC
M TP
M B12
C B12
BD
MXC
LDC Low Density Commercial 1,800 m2
H
RI Religious Institution 3,300 m2 150m
FAR 1200% C HDC
MXC
3
OSP Organised Open Space - 7,500 m2
28
OSP

08
HDC T MXC
BD

CB
PublicUL
Park DPL P
D C
CU Cultural Institution BZ 1,900 m 2 RI
C B GA
HDC

D
HDC MXC
MXC Mixed Development 1,800
OSPm2
3

42
EPS T
Commercial
03
DEVELOPMENT CONTROL PLANS HDC MXC
3HDC
7 29MXC
TL
0 HDC OSQ
B D
BZ permitted GFADPL/ FAR per land use:
Maximum TP HDC
HDC
B D C HD

H Hotel GFA 60% /

C MXC
HDC

06 FAR 200%
15
HDC
34HDC HDC

CB
HDC MXC
105m
Z LDC Low Density Commercial GFA 60% / MXC
D
B BZ
FS FAR 800%
HDC B

D
HDC HDC
DPL FAR 200% MXC C MXC

38

43
CU
RI Religious Institution GFA 60% /
04
TL LDC
RI
P
FAR 200%
HDC
P
B D
4 - 35
MXC P
PS
OSP Organised Open
Z
1Space
MXR GFA 10% HDC
/ TP RI OSP C MXR
BD
MXC
B
Public Park FAR 10% MXC MXR
C
39
MXR
CU Cultural Institution P GFA 60% /
H
MXC
MXR
3 FAR 200%
22 MXC
HDC
B D
1MXC MXR

TP
Z Mixed Development GFA 60% / C
MXR
MXR
B Commercial
MXR FAR 200% MXCBZ MXC
HDC
MXR

05
HDC GA

1 2 MXR
MXC MXC
HDC 40
Z NPS 1 B D
MXC2
MXR
MXC B HDC
C M
BZ Design Control Plan (excerpt) 04HDC Land Use Plan (excerpt)

PL
GA
HC MXC DPL
104 D
HDC
HDC
AS&P - Albert Speer & Partner GmbH
EPS

2 0 MXC

BZOSP GA
HDC
HDC

HC
C
9OSP P A HDC
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

IV IV VI

II

IV
MOSQUE CULTURE
IV

SLOPE DOWN

RAMP DOWN TO HOTEL PLOT

XVI

LEGEND

SLOPE DOWN
HOTEL
Existing or planned buildings
RETAINING WALL

Proposed buildings
V
Number of floors

Vehicular block access

Vehicular lot access

Colonnades
RETAINING WALL

scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 105

 0
Z

M
UL
MGA

Z
06

M
Z
Final Report Review of the Abuja Master Plan - Central Area Urban Design
03

10
CZ RI

AR
7.5 CBD Block next to NNPC LOCATION IN THE CENTRAL AREA

M
05

Z
B D MXR

12
Block number: CBD 20 C
un
Block size: 35,000 m2 c
bli gro

04
MXR Pu der g

06B6
U n rkin
Pa
CZ

Z
OSP

BD

RD

AR19
B6 B6 B6

AR18

AR17
EPS

AR16

NS12
AR15

NS11
AR14
B8 MXR

NS4
C

NS9
NS3

NS8
NS5
NS2

NS7
NS1
32
CU
MAIN DEVELOPMENT CONTROL DATA OSP
B8 B8 B8
B10
12 Z
UL

Z
HDC
M

0
MXR
08

RD
Land use and lot surface area: nd
01

AR2

AR19
D
B10
B B10 B10
c
bli gro
u

AR17
GA Pu der g

AR16
B12

NS12
AR15

NS11
AR14
D

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
MXC Mixed Development
B D 35,000 m2 B MXR
MXR
C OSP U n rkin
HDC
Pa
0 2 Commercial C CU
C B12 B12 B12

05
MXR HDC
BD u nd
UL PS c
bli gro
13MXR CZ
MXR
C Maximum permitted GFA / FAR per land use: MXR Pu der g

09 MXR U n rkin HDC

03 Mixed DevelopmentBD BD
FS Pa H
NPS
MXC GFA 60% /
BD
PPS CMXR 18MXC
04 C
Commercial C FAR 200%
MXR 18 Z
D MXR
D OSP M
MXR DEVELOPMENT 14
MXR CONTROL PLANS
MXR
C B
10
MXC

D
AR
C BD MXR

06
MXR
C B MXR HDC
MXC

MXR
5 MXR 19HDC CZ MXC

11 D
1MXR
C BD
B 24
BD
EPS OSP
C MXR HDC
Z
C T MXR
20 HDC
C BD MXC M
HDC
BD
MXR
16 C
HDC
MXC
BD
HDC

C MXR
HDC 25 07
CZ
MXC
01

21 BD
T
HDC MXC
C H
BD
A

MXC
RLW 17 C
HDC
MXC 0
BD
HDC
3HDC OSP
26
T
C HDC MXC
B D
OSQ 22 HDC B D MXC C
CB

C HDC
BD
MXC

C MXC 1
D

Design
HDC Control Plan (excerpt) Land Use Plan (excerpt) HDC
3HDC
27 D
41

T
106 D
MXC
B
AS&P - Albert Speer & Partner GmbH
C HDC
M 23 P
C B MXC
HDC 36 MX
BD
MXC
150m
C H
MXC 2 HDC C BD OSP
FAR 1200%
HDC 3HDC MXR
HDC 28 T MXC D
C
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

BUS STOP

UNDERPASS TO NNPC
V VII V

V V

CENTRAL CITY PARK

VII

VII V V V

LEGEND
V
Existing or planned buildings

UNDERPASS TO BLOCK CBD 26

VII Proposed buildings
V
Number of floors
V
Vehicular block access

Vehicular lot access

Colonnades

BUS STOP
scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 107

 25
01 M
Z GSL

CZ Final Report
UL
Review of the Abuja Master Plan - Central Area Urban Design

28
Z GA
M
7.6 Administration by the City Park LOCATION IN THE CENTRAL AREA
26 GSL

East Z
M GA
CU
29 GSL
Z
Block number: MZ 12 M
Block size: 41,100 m2 B6
01
Z GA

Z
M GA

RD

AR19
B6 B6 B6

AR18

AR17

AR16

NS12
AR15

NS11
AR14
B8

NS4
NS3

NS8
NS5
NS2

NS7
NS1
B8 B8 B8 GA
B10
MAIN DEVELOPMENT CONTROL DATA
30

Z
0B103
UL

0
RD
AR2

AR19
Z Z B10 B10 GA

AR17
GSL

AR16
B12

NS12
AR15
M

NS11
AR14
Land use and lot surface area:

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
M B12 B12 B12
GA Governmental 24,400 m2
07

M
PS
Administration GA
Z

Z
OSP Organised Open Space - 16,700 m2 M HC
02 OSP

04
Public Park
C Z
Maximum permitted GFA / FAR per land use: GA
09
EPS
GA
GA Governmental GFA 60% / UL
DEVELOPMENT CONTROL PLANS Z
M
OSP
Administration FAR 200% M
Z
GA
OSP Organised Open Space - GFA 10% /
06

M
Public Park FAR 10% GA

Z
GA
GA
03

10
CZ
RI

AR 31 GA
Z OSP
M
M
nd

05 b lic grou c
bli gro
u
r
Pu de GA Pu der g
Z

13
g
U n rkin U n rkin
BD
MXR Pa Pa
12

C Z
c un
d M c un
d
MXR bli gro bli rgro

04
Pu der g GA u
P d e g

06
U n rkin U n rkin
OSP Pa Pa

BD CZ MXR
EPS
15
C CU
Z
OSP
32 M
OSP

12 MXR
M
Z HDC

08
d d

19
un un
BD
c c
A bli gro bli gro
Pu der g Pu der g

16
MXR Design Control Plan (excerpt) Land Use Plan (excerpt)
BD C Z
MXR
OSP UnHDC
rk
in U n rkin
Pa Pa
MXR Z M GA

05
HDC
108 d M
AS&P - Albert Speer & Partner GmbH
d
c un c un
bli rgro bli rgro
13 CZ
MXR MXR u u
P de g P de g
MXR U n rkin HDC U n rkin

21
MXR
BD
NPS Pa H Pa OSQ G

18
PPS OSP
C MXR Z GA
8 MXC GA
M
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

UNDERPASS TO BLOCK MZ 06
V V
NS9

CITY PARK EAST

V V

LEGEND

Existing or planned buildings

Proposed buildings
V
Number of floors

V Vehicular block access

Vehicular lot access

SLOPE DOWN
Colonnades
BUS STOP

scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 109

 0
CZ
Final Report Review of the Abuja Master Plan - Central Area Urban Design

7.7 National Railway Main Station and LOCATION IN THE CENTRAL AREA
City Bus Terminal

Block numbers: TP 01 A (south); 05

D
TP 01 B B6
CB

Z
Block size: 16,000 m2

RD

AR19
B6 B6

AR18

AR17

AR16

NS12
AR15

NS11
AR14
26,300 m2 B8
06

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
B8 B8 B8 D
B10
CB

Z
OSP

0
RD
AR2

AR19
UL
B10 B10 B10

AR17

AR16
B12

NS12
AR15

NS11
AR14
08

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
MAIN DEVELOPMENT CONTROL DATA 01
GA
MX

BD BDCU C
B12 B12 B12 MXR

Land use and lot surface area: 00 02 C C

PS
MXR

BD BD
UL
MXR

T Terminal 29,900 m 2 C C
09
FS
MXR
NPS 13
03 B D
BD
PPS
MXR
of which is Railway 13,900 m 2 C
04 C BD C MXR
MXR
Station
C BD MXR
14 MXR

10
AR
of which is City Bus 16,000 m2 D
DEVELOPMENT CONTROL PLANS
CB
MXR
Terminal
C BD MXR
MXR

OSQ Organised Open Space - 12,400 m2 MXR

19
Public Square 15 D
11 CB
MXR

Maximum permitted GFA / FAR per land use: UL D

EPS
C BD MXR

CB
T
C MXR

T Terminal as permitted 01 MXR 20

16 BD
HD
TP

TP
by authorities D MXR C
CB
HDC
OSQ Organised Open Space - GFA 20% / T

01
Public Square FAR 20% 21
D

A
17
HDC

CB
RLW
HDC
B
BD
T
01 C
HDC
26
TP OSQ
22
HDC
BD
CB
C
C BD HDC

D 27
T

02 41
P
23 D MXC

CB
M
M TP D H
CB
MXC
150m HDC
OSP
FAR 1200%
Design Control Plan
UL (excerpt) Land Use Plan (excerpt)HDC
28
T MX
DPL
08
P
CB
B D RI GA
C
BZ
HDC MXC
110 C GmbH
AS&P - Albert Speer & Partner
D
OSP
EPS T
MXC
33
HDC
42
TL
03
HDC OSQ
07 29 D
TP CB
HDC MXC

RLW 0 1F BZ DPL HDC

C BD MXC
HDC

PL
OSP
HDC HDC MXC
C
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal

PEDESTRIAN BRIDGE TO PLATFORMS

II

NATIONAL RAILWAY

METRO STOP
AIRPORT LRT

CITY BUS TERMINAL

I
TERMINAL
LEGEND
TAXI
III Existing or planned buildings

Proposed buildings

FOOTPATH CONNECTION
VI
V
Number of floors

Vehicular block access

Vehicular lot access

BUS STOP

MAIN STATION ADMINISTRATION

Colonnades

EXPRESS BUS

EXPRESS BUS
PLAZA

UNDERGROUND METRO
BUS ENTRY
BUS EXIT
scale 1:1,250

0m 50 m 100 m

AS&P - Albert Speer & Partner GmbH 111

 03
CZ

M
05

Z
D
Final Report -B
Review of the Abuja Master PlanC Central Area Urban Design
OSP

06 04
B D OSP CZ
7.8 Transportation Centre and LOCATION IN THE CENTRAL AREA UL C MXR
adjoining CBD blocks GA
12
08
MXR
01
OSP
MXR D
CB
CU
D D MXR
00 02UL CB PS CB
05
MXR MXR
Block numbers: CBD 42;BD
BD
d
MXR c un
bli gro
13 CZ
FS MXR
C
CBD 23 C NPS Pu der g
B6
09
n
U rki n
PPS
D

Z
03 MXR Pa
Block size: 22,100 m2;
BD CB

RD

AR19
B6 MXR
MXR B6 B6

AR18
D

AR17
04

AR16
C 18

NS12
AR15

NS11
AR14
34,000 m2 B B8

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
MXR
D C MXR MXR
D
CB B10
AR B8
14 B8
MXR
B8
C B
10

Z
MXR D

0
RD
CB

AR2

AR19
HDC
BD
MXR
B10 MXR B10 B10

AR17

AR16
B12

NS12
AR15

NS11
AR14
C

NS4

NS9
NS3

NS8
NS5
NS2

NS7
NS1
MAIN DEVELOPMENT CONTROL DATA MXR
19 HDC
C
B12
15 MXR B12
BD
B12
Land use and lot surface area: 11
EPS
D MXR
C HDC
UL
D T CB 24
CB
MXR
HDC
T C
Terminal (Transportation 7,300 m D
20
2 MXR

Centre) 0 1
D
HDC
CB
16
MXC
TP CB
HDC
TP
GA Governmental 7,400 m 2
D MXR
HDC
Administration CB T
25
01
MXC
BD
HDC
OSP Organised Open Space - 7,400 m 2
DEVELOPMENT CONTROL PLANS 21 HDC C
D
A
17
RLW MXC
Public Square
CB
HDC
B2 D T
MXC Mixed Development 01 m
34,000
CB
HDC
26
MXC
D
Commercial TP CB
OSQ MXC
BD
HDC
22 MXC
CB

C
Maximum permitted GFA / FAR per land use:
C BD HDC MXC

31
D

T HD
27
MXC
T Terminal (Railway) as permitted BD
41

02
P MXC
by authorities M
23 B D MXC C HDC
M P
T / D H C
GA Governmental GFA 60%
CB
MXC

32
150m HDC
Administration FAR 200%
OSP FAR 1200%
HDC
28
HDC T MXC
BD
UL DPL P HDC
-8
CB

OSP Organised Open Space 0 GFA 20% /

BD C
GA
RI
BZ
HDC MXC HDC
Public Square FAR 20% OSP C
D

EPS T HDC
MXC Mixed Development GFA 60% /
33
MXC
42

HDC

03
TL HDC OSQ HDC
07
Commercial FAR 200% 29 BD HDC
TP
HDC MXC

0 1F BZ DPL HDC
C BD MXC
C HDC 37
PL D
CB
HDC HDC MXR
34
HDC MXC
6 15
CB

FS0
OSP 105m MXC HDC
DPL Z D
B BZ
HDC HDC FAR 800% HDC
CB
DPL
D

MXC MXC MXR

38
CU
43

Design Control Plan (excerpt) TL Land Use Plan (excerpt)

05
P LDC

04
HDC
Z
RI P P D
CB
MXC
B HC
PS
112
14 MXR HDC
TP MXC 35 RI OSP
AS&P - Albert Speer & Partner GmbH
MXR
LDC
BZ MXC BD MXR
MXR
OSP MXR C
39
H P
PFS MXC H
HDC
MXR
22 D
13
MXR MXC MXR
CB
TP

MXR
B Z MXR
BZ MXC
MXC
HDC
MXR
MXR MXR
05

HDC GA
Review of the Abuja Master Plan - Central Area Urban Design Final Report

Layout Proposal
B8
BUS STOP

VII IV II V VII VII V

METRO ENTRANCE
TAXI

V
VII VII
TAXI

IV V

UNDERGROUND EXPRESS BUS

VII

UNDERGROUND METRO
VII V VII
TAXI

PLAZA LEGEND
V Existing or planned buildings
TAXI

VII
Proposed buildings

II V
Number of floors
METRO ENTRANCE V Vehicular block access

Vehicular lot access

BUS STOP Colonnades
scale 1:1,250

0m 50 m 100 m
B10
AS&P - Albert Speer & Partner GmbH 113
Final Report Review of the Abuja Master Plan - Central Area Urban Design

114 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design
8 Utility Engineering
The original concept of Central Area Urban Design of
Abuja, the new Capital City by Kenzo Tange & Urtec,
May 1981, proposes the provision of a Technical Gallery
in order to compromise the main infrastructure arteries for
water supply, electricity and telecommunication, etc.
Due to the meanwhile performed master designs for
water supply (C. Lotti - 1982) and power supply (AEG
1991) and the current situation of the development
in the area, the concept of a Technical Gallery is not
longer realistic as a general provision.
The main infrastructure arteries are aligned on separated
routes according to the master designs of the services
and under consideration of the updated technical regu-
lations and guidelines.
During a detailed engineering the alignments have to
be coordinated by the authorities in order to fulfil the
provision of adequate service of each plot in the Central
Area and optimized use of the available space in the
underground.
The landscaping features have to be considered.
AS&P - Albert Speer & Partner GmbH
8.1 Water Supply
8.1.1 General
The review of the Abuja Master Plan for the Central
Area includes an analysis of the water network in order
to guarantee a sufficient and reliable water supply after
its realisation.
The original Master Plan developed in 1979 provides
general guidance and regulations for the planning area.
Supply and storage system has been located along
the north and east perimeter of the City, where the
existing highlands provide natural settings for storage
and treatment facilities permitting gravity flow into the
distribution network.
According to the 1979 Master Plan, the water source for
covering the demand within the Abuja central area shall
be the reservoir of the Lower Usuma Dam. The review
and sizing of the water source, storage and treatment,
however, is not covered by this document. The water
supply scheme discussed in here therefore starts with
the precondition that potable water in sufficient quality
and quantity will be available.
8.1.2 Original Master Plan - Guidance and
principal figures (C. Lotti Design)
Taking advantage of the difference of altitude provided
by nature, the Central City can be supplied with pota-
ble water by means of gravity. This recommendation
was translated into action based on detailed designs
prepared by C. Lotti & Associati, Rome, for the Central
City and may be translated for the review of the Abuja
Master Plan for the Central Area as well.
The following key design figures were originally intro-
duced then:
Final Report
Specific water demand of 265 litres per capita
and average day in the year 2000
Maximum day demand is equal to 2.0 times the
average.
Peak hour demand is equal to 1.5 times the maxi-
mum day
Minimum water pressure required at any location
within
Government areas is 21 m
Sector centres is 12 m
Industrial areas is 12 m
Residential areas is 23 m
Hydrant coverage is 0.7 / hectare
8.1.3 Key design figures proposed for the
planning area
For the City of Abuja in place a reliable figure of the
specific water demand or of its range today unfortu-
nately cannot be substantiated by records since the
latter simply are not available. In 1979 when the Master
Plan for the Capital City was presented, the authors
and experts worldwide started from the assumption
that the specific water demand of urban population
will steadily rise up to a certain but unknown level. The
expected peak of this figure for Central Abuja then
was determined to 265 litres per capita and average
day in the year of 2000. Nevertheless, in 1980 C. Lotti
& Associati, Rome based their design on an average
day demand of 210 litres per capita. As stated in the
beginning, none of both figures in Abuja can be veri-
fied or disproved today. Current water demand figures
from comparable cities show a stagnation or even a
drop on water consumption rates. For Central Abuja
an average day demand between 200 and 220 litres
per capita may therefore most likely describe todays
115
Final Report
as well as the future situation and thus may confirm C.
Lottis design base of 1980.
The review of Abuja Central Area Master Plan includes
a modified concept for the land use there. The Detail
Land Uses for the whole Central Area of Abuja are
shown in the Land Use Plan. For each land use, a list
of permitted building uses and related Gross Floor Area
(GFA) has been established and is shown in the Land
Use Chart. This chart is the basic instrument for all water
consumption calculations within the Central Area. The
key figures are summarised in the table below.
8.1.4 Water Supply Network
The Abuja central area is almost completely supplied
by one underground water storage tank, located about
3 km east/ south-east of the central area. The tank
itself is placed 535 meter above sea level (msl) with a
maximum water level of 539 msl. The network supplied
from this storage tank is called Loop 4 and consists
of existing pipelines in the range of DN 100 up to DN
1200 mm serving not only the Central Area but also the
urbanisation zones of Garki and Asokoro north of the
OSEX. Just a small portion of the considered Central
Area, located north/ northeast of road B 6, is supplied
by a different water tank within the so called Loop 3.
Nevertheless, this area could be physically connected
to the water main at road B 6 (Loop 4) if necessary
Scenario Development GFA (m)
Mid Term 50% 6,241,000
Long Term 75% 9,070,000
Maximum 100% 11,900,000
Land Use Chart, key figures
116
Review of the Abuja Master Plan - Central Area Urban Design
In addition to the existing pipeline network supplied Thus, a detailed hydraulic calculation is highly rec-
by the Loop 4 there are design concepts in order to ommended in order to gain reliable pressure data of
extend and complete the network of the central area (C. the water network within the Loop 4 supply area. By
Lotti & Associati, Rome 1980). These proposed main performing this calculation the existing network should
pipelines have been integrated in the water network be examined in detailed focusing trunk lines and its
and are shown on the layout drawing. intersections.
Verification and checks on the existing water network
revealed that one major trunk pipeline (DN 1000), con-
necting the water tank trunk line with the three arm zone
to the north at the circle road, has not been constructed.
Meanwhile the proposed alignment for this trunk pipe-
line is within a fully developed urbanization (Asokoro
Northeast) and thus a subsequent construction of the
pipe seems no longer feasible.
Since a main connection to the north side of the Loop
4 is mandatory an alternative alignment along the road
NS 13 between B 12 and B 6 should be considered
within a detailed design.
The reorganization and resizing of the land use within
the Central Area will consequently lead to different
water flow behaviours within the supply area. Anyhow,
by reassessing the water network in the light of the
master plan review no major difficulties are expected
conveying potable water into and within the Central
Area of Abuja.
Approx. users Average daily water
demand
295,000 26,000 m/d
430,000 38,000 m/d
560,000 50,000 m/d
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

8.1.5 Water Supply Plan

AS&P - Albert Speer & Partner GmbH 117

Final Report
8.2 Stormwater Drainage and Foul
Sewer System
Stormwater drainage and foul sewer systems are integral
components of the infrastructure system. As they are
generally integrated into the road network, their exact
alignments and specific design details must be deter-
mined in conjunction with the comprehensive road and
utility engineering design works for the Central Area.
118
Review of the Abuja Master Plan - Central Area Urban Design
8.3 Electrical Infrastructure high-pressure sodium lamps. The average illumination
level shall be about 10 to 15 lux.
8.3.1 Power Supply
The cables for street and walkway lighting shall be
The electrical power supply for Abuja Central Area drawn into the closed conduit network.
is based on the designs of AIM, Elektrowatt and the
Redesign of AEG in 1993.
Four 132/33 kV Stations will be fed from the designed
330/132 kV Main Stations North and Garki by 132
kV cables and overhead lines.
From the four 132/33 kV Stations, each equipped with a
number of 60 MVA 132/33 kV transformers, the electrical
power will be distributed by cables in a closed conduit
network to 33/11 kV Stations placed in the load centres
or direct to consumers with a consumption load of 5
MVA or more.
33/11 kV Stations with a number of 15 MVA transformers
supply underground 11/0,4 kV packaged Substations
via a cable duct network or consumers with a load of
250 kVA to 5 MVA directly. Consumers with a load less
than 250 kVA shall be supplied via cable ducts from this
packaged Substations direct by low voltage cables.
8.3.2 Street Lighting
The street lighting shall be powered either directly from
the packaged substations or from street lighting kiosks
and will be controlled by photocells with contactors.
Decorative street lighting lanterns with 250 W or 400
W high pressure sodium lamps mounted on 10 m high
galvanized steel poles are designed for the illumination
of the main traffic lanes. The average illumination level
for the traffic lanes shall be about 25 lux.
The walkways shall be illuminated also with decorative
lanterns installed on top of 4 m high-galvanized steel
poles. They shall be equipped with 125 W or 250 W
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

8.3.3 Electrical Infrastructure Plan

ELECTRICAL INFRASTRUCTURE: 33/11 kV Station 132 /33 kV Station

AS&P - Albert Speer & Partner GmbH 119

Final Report
8.4 Communication system
8.4.1 General
The main issue of communication system is the fast
growing sector of telecommunication.
State of the Art is the use of fibre optic cables for the
transmission of voice and data. Nevertheless copper
cables are still in use and will be replaced according
to the demands.
Because of the existence of several operators for tel-
ecommunication a general guideline can only be gener-
ated as a proposal for the main routes and should be
performed in a detailed design under consideration of
national and international standards.
According to the Master Plan of the Central Area the
major roads B 6 and B 12 are the key traffic routes,
while the roads B 8 and B 10 are the main routes for
supply and disposal for the Central Area.
Following this idea the services for all plots between B 6
and B 12 origin in general in the aforementioned roads
respectively in the access roads parallel to them.
The Review of the Master Plan confirms these basic
rules.
Consequently the existing telecommunication cables
along B 6 and B 12 should be relocated in to the new
trunk routes along B 8 and B 10.
A detailed engineering design under consideration of all
requirements by private telecommunication operators
and public demands and interests is necessary.
The detailed engineering shall foresee the alignment
of duct routes for:
120
Review of the Abuja Master Plan - Central Area Urban Design
Trunk lines - high capacity transmission to other
city exchanges and connection to the national
network
Distribution lines - as main distribution along B 08
and B 10 and connection to the existing telecom-
munication routes including transverse loops
along the NS Roads/ Access roads as sub-distri-
bution for servicing the super plots
In order to match future demands it is recommended that
additional ducts shall be placed on the same routes as
spare ducts for additional services (e.g. traffic control,
extended data transmission, video on demand, etc.).
Furthermore it is recommended to incorporate in the
detailed engineering additional ducts in order to provide
spare ducts to allow the relocation of temporary solu-
tions regarding the current developments.
In the light of the Boulevard character and the importance
of the Central Area of Abuja the usage of overhead lines
should be limited to temporary exceptions granted by
the authorities.
The general duct system shall provide conduits and
necessary manholes for telecommunication, traffic lights
and the street lighting along the Boulevards.
Due to the limited space and the public interest the right
of exclusive use of a duct system by a single operator
should be limited by the authority.
The following sketch shows the plots, which are provided
by the Land Use Plan for telecommunication.
AS&P - Albert Speer & Partner GmbH
Review of the Abuja Master Plan - Central Area Urban Design Final Report

8.4.2 Telecommunication System Plan

TELECOMMUNICATION SYSTEM: Telecommunication Facilities

AS&P - Albert Speer & Partner GmbH 121

Final Report Review of the Abuja Master Plan - Central Area Urban Design

122 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

9 Conclusion
The Master Plan must be understood as the main
guideline document for the Central Areas development.
It provides the general vision and development goals
which define the urban form of the capital city. They
should be employed to lead and inspire subsequent
planners. As this review illustrates, societies grow and
change and thus the vision and goals must be critically
reviewed from time to time in the future to ensure that
the city fulfils its purpose. The reviews are also important
as monitoring tools to determine whether the goals and
vision are being achieved, and if not, why.

Regarding the ongoing development of the Central

Area, the character of the Master Plan as a guideline
entails that further detailed design work and feasibility
studies are required in key areas, e.g. comprehensive
road and utility engineering designs, detailed public
transport strategies, landscaping designs for key public
open spaces, etc. We strongly recommend adopting
the integrated planning approach practised during this
review in all further works. Only then can optimal and horizontally between the relevant parties. Vertically, The original master plans attempted to solve many of
viable results be achieved. strategies, policies and plans must be coordinated be- the detailed issues within complex and complicated
tween the national government and its institutions, the documents containing detailed architectural and tech-
Urban development and design are integral elements
agencies at the state level, regional bodies and finally nical solutions and precise implementation schedules.
of comprehensive planning solutions and must be
municipal authorities. Horizontal coordination should As time has shown the development of a complex city
handled within the greater context of multi-disciplinary
occur between the various departments at each respec- organism cannot be programmed such and adaptation
planning. Purely sectoral, technical solutions are rarely
tive level to achieve an optimal, balanced result. is often required. We trust that this Review has illus-
the best course of action despite their logical appeal.
trated those fields where modifications and a revised
Likewise, purely aesthetically driven solutions are equally Urban development projects in Abuja should be organised
planning philosophy are justified while also reinforcing
unsustainable. Successful urban development must such that representatives of each government stake-
the strong and beautiful vision for the Nigerian capital
occur through comprehensive planning which takes holder Urban and Regional Planning, Transportation,
contained in the original master plans.
various sectors and diverse factors into thorough and Engineering, Development Control, etc. are involved.
proper consideration. Only then can optimal results in Their involvement could take the form of advisory or
numerous development areas be achieved. technical committees. Interdisciplinary working groups
would, however, be even more preferable and advanta-
Coordination is the key to such a planning approach.
geous. This would ensure that individual development
Development strategies, policies, instruments, budgets
projects in the various fields are harmonized and invest-
and projects must be coordinated both vertically and
ments put to optimal use.

AS&P - Albert Speer & Partner GmbH 123

Final Report Review of the Abuja Master Plan - Central Area Urban Design

124 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

10 Appendix

AS&P - Albert Speer & Partner GmbH 125

Final Report Review of the Abuja Master Plan - Central Area Urban Design

10.1 Urban Design Plan

126 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P - Albert Speer & Partner GmbH 127

 FS Fire Service
GA CU Cultural Institution
OSQ
RI Religious Institution
T
GA Governmental Administration
d
c un
bli gro
Pu der g
U n rkin
OSP
GSL Governmental Administration - State
Final Report Review of the Abuja Master Plan - Central Area Urban Design
P a
GA Liaison Office
nd
ic rou
rg
de ng
ar
ki Educational
GA

GA
NPS Nursery / Primary School
10.2 Land Use Plan
GA GA
LEGEND PPS Post Primary School
GA

Commercial Transportation
GA
GA
OSP GA
PFS
H Hotel Road, Street
UL M Market, Shopping Centre, Department Store RLW Railway
GA
GA HDC High Density Commercial T Terminal
GSL LDC Low Density Commercial P Public Parking
GA
OSP
GA
EPS Mixed Use Development Public Utilities
Mixed Development Commercial
GA MXC TL Telecommunication and Post
(Commercial, up to 40% Residential)
GSL
Mixed Development Residential EPS Electric Power Station
MXR
(Residential, up to 40% Commercial)
PFS Petrol Filling Station
Mixed Development Diplomatic
DPL
(Diplomatic Administration and Residential)
Open Spaces, Recreation and Undevelopable
Community and Public Institutions Land

HC Health Centre OSQ Organised Open Space - Public Square

PS Police Station OSP Organised Open Space - Public Park
FS Fire Service AR Active Recreation
CU Cultural Institution UL Undevelopable Land
GA RI Religious Institution
underground metro / railway right-of-way
GA Governmental Administration
boundary of planning area
GSL Governmental Administration - State
Liaison Office
Educational
GA FEDERAL REPUBLIC OF NIGERIA
FEDERAL CAPITAL TERRITORY ADMINISTRATION
NPS Nursery / Primary School

GA
PPS Post Primary School Project Title:
Revised Development Control Regulations for the
Transportation Central Area Of Abuja

Road, Street
Plan Title:
RLW Railway Land Use Plan

T Terminal Location in Context (no scale)

P Public Parking
128 AS&P - Albert Speer & Partner GmbH
Public Utilities

TL Telecommunication and Post

EPS Electric Power Station
Review of the Abuja Master Plan - Central Area Urban Design Final Report

LEGEND
LAND USE PLAN FOR THE CENTRAL AREA OF ABUJA Commercial

H Ho

GSL
M Ma
UL
HDC Hig

GA
LDC Lo
GSL

GA
Mixed Use D
CU GSL
Mi
MXC
(C
GA
GA Mi
MXR
(R
GA
UL Mi
DPL
GSL
GA
(D
Community
PS GA
GA
HC
OSP
HC He
GA
EPS
GA
PS Po
UL GA
OSP
GA FS Fir
GA CU Cu
GA
OSQ
GA
RI
RI Re
AR GA T
GA Go
OSP d
c ro un
bli

MXR
GA Pu derg g
Un rkin
OSP
GSL Go
Pa
GA Lia
d
c ro un
MXR bli
Pu derg g
OSP
GA
Un rkin
Pa
Educational
GA
EPS
MXR CU
GA
OSP OSP NPS Nu
UL
MXR HDC
d
un
GA
MXR
bli
c ro
Pu derg g GA
PPS Po
OSP HDC Un rkin GA
MXR Pa
CU GA
MXR HDC
UL PS
MXR MXR bli
c roun
d Transportat
Pu derg g
MXR HDC Un rkin GA
FS MXR H Pa OSQ GA
NPS
PPS
MXR
GA GA
OSP GA
PFS
Ro
MXR MXC
MXR OSP
MXR MXR
MXR UL RLW Ra
MXC
AR GA
MXR GA
MXR
HDC
MXC GA T Te
MXR
MXR
MXR
HDC
MXC
CU GSL P Pu
MXR GA
EPS OSP HDC OSP
MXR HDC GA
UL T MXR MXC
EPS Public Utilit
HDC HDC
MXR
HDC
HDC MXC HDC GA TL Te
MXR
HDC MXC
HDC GSL
T
HDC MXC
H
EPS Ele
MXC RI
HDC
RLW
HDC MXC
OSP
PFS Pe
T
HDC MXC HDC

OSQ HDC MXC

MXC HDC MXR Open Space
HDC MXC HDC Land
T MXC HDC
HDC
M
P MXC
MXR
MXR OSQ Or
MXC HDC
H
HDC
MXC HDC
MXR
OSP MXR OSP Or
OSP HDC
HDC T MXC
UL DPL P
GA
HDC
MXR
AR Ac
RI HDC MXR
HDC MXC MXR
OSP
EPS
HDC MXC
T HDC UL
UL Un
TL MXR
HDC OSQ HDC EPS
MXR
HDC MXC HDC GA
HDC
RLW OSP
DPL
MXC
HDC
MXR
MXR
un
HDC HDC MXC HDC MXR

UL DPL
OSP FS
MXC HDC MXR bo
HDC HDC HDC
DPL MXC MXC MXR
CU NPS
P TL LDC PPS MXR
HDC
RI P P
MXC
DPL PS OSP MXR
HC MXR HDC MXC RI
LDC
MXC MXR
MXR GA FEDERAL RE
OSP MXR MXR
PFS
H P
MXC H
FEDERAL CAPIT
HDC
MXR
DPL MXR MXC MXR
OSP MXR
MXR MXC MXR
DPL MXC HDC
MXR MXR GA Project Title:
HDC GA
OSP
MXR
MXC MXC MXR Revised Developm
EPS HDC
NPS
MXR
MXC MXC HDC MXR Central Area Of A
HDC
GA
HC MXC DPL
H P HDC EPS
HDC Plan Title:
MXC
HDC Land Use Plan
HDC
OSP GA
HC
MXC HDC
OSP P Location in Context (no
DPL
TL CU
HDC UL
DPL
OSP TL NPS
HC OSP P
MXC MXR
DPL
MXR
MXR
MXR RI
MXR EPS
H
PFS LDC
MXR H
LDC FS
MXR
OSP PS
TL
P DPL
PFS HC
DPL
EPS

DPL
UL
OSP

DPL
DPL
OSP
UL

Development Control
Department
DPL
DPL
F.C.T. Abuja
DPL

OSP UL
Date:
UL 21 February 2008

Original Scale:
1:5,000

AS&P - Albert Speer & Partner GmbH 129

 subdivision line
01 wall-to-wall line
Z
M
Building height / urban density

high rise area (max. height 60m)

07 Final Report Review 150m
of the Abuja Master Plan
skyscraper - Central
height Area Urban Design
exemption
Z
M FAR 800% urban density exemption

09 Traffic / vehicular access

M
Z 10.3 Design Control Plan
LEGEND public road right-of-way
traffic calming
Build-to line / colonnade line transitway / railway right-of-way
31
Z
M c
bli gro
un
d
build-to line
Pu der g
13 designated vehicular access point to
n
U rk i n
Pa
Z colonnade line the inner block access streets
c rou nd M
rg
de ng
ar
ki
Lot subdivision designated vehicular access point to
15 the block on level -1
Z
M lot boundary line potential vehicular access point
19 subdivision line (pending road design)
16 M
Z
Z no vehicular access permitted
M wall-to-wall line

21 Building height / urban density

Z
M
34 built-up areas
Z high rise area (max. height 60m)
22 M
Z skyscraper height exemption green and open spaces
M 150m

35 urban density exemption

Z FAR 800%
M
24
Z MZ 28 block number
M Traffic / vehicular access
boundary of planning area
public road right-of-way
traffic calming
36
Z transitway / railway right-of-way
M Note:

designated vehicular access point to
the inner block access streets
designated vehicular access point to
the block on level -1
potential vehicular access point
(pending road design)
no vehicular access permitted
08
CZ
For further urban control stipulations (i.e.
concerning setbacks, LAC, FAR, etc.), please
refer to the revised Development Control
Document.
For allowed uses, please refer to the revised Land
Use Plan and the revised Development Control
Document.

built-up areas
green and open spaces
FEDERAL REPUBLIC OF NIGERIA
130 AS&P
FEDERAL - Albert
CAPITAL Speer &ADMINISTRATION
TERRITORY Partner GmbH
MZ 28 block number
Project Title:
boundary of planning area
09 Revised Development Control Regulations for the
CZ Central Area Of Abuja
Review of the Abuja Master Plan - Central Area Urban Design Final Report

LEGEND
DESIGN CONTROL PLAN FOR THE CENTRAL AREA OF ABUJA
Build-to line

bu
25
01 M
Z
co
CZ
28 Lot subdivis
Z
M
26
Z lot
M
29 su
Z
M
01 wa
Z
M
Building hei
30 03
Z Z
M M hig
07 sk

M
150m
Z

Z
M
02 urb

04
FAR 800%

CZ
09 Traffic / veh
Z

M
M

Z
pu

06

M
Z
tra
03

10
CZ tra
31
Z
M

M
d
un
05
c ro
bli
Pu derg g

Z
D Un rkin
Pa 13 de
CB

12
Z the
c ro un
d M
bli

04
Pu derg g

06
Un rkin
Pa
de
D CZ 15 the
CB Z
32 M
12 M
Z po
08
d

01 19
un
D bli
c ro
(pe
CB
Pu derg g
D D Un rkin
16 Z
CB CB
Pa
00 02 Z M
05 M no
BD D d
un

CB
c ro

13 CZ
bli
C Pu derg g

09 D
Un rkin

21
03
Pa

D BD CB 18 Z
04 CB
C 18 Z M
D D M 34
CB 14 CB Z bu
10 D 22 M
D CB 06 Z gre
CB M
19 CZ 35
15 D Z
11 D CB 24
M
D CB 24 Z
C CB 20 D M MZ 28 blo
01 D CB
TP 16 CB bo

TP
C BD 25 07
CZ

01
21 D
D CB 36

A
B 17 CB Z
01
D 30 M Note:
CB 26 D
TP 22 D CB
CB

CB
D For further u
CB 31

D
concerning s
27 D

41
02 23 BD CB refer to the re
M 36
TP D C D Document.
150m
FAR 1200% CB 32 CB
28 D
08 CB

CB
D For allowed u
BZ CB Use Plan and

D
33

42
Document.
07 03 29 D 08
F BZ TP D CB 37 CZ
L0
1 CB D
01 C

DP CB
06 15 34

CB
E 105m

L0
1 BZ BZ
FAR 800% D
CB

D
DP
DPL

38

43
05 04 D
01 A BZ 14 35 CB
DPL D TP
01 BZ D FEDERAL RE
DPL 04 CB
BZ 39 FEDERAL CAPIT
22 D
13 CB

TP
03 BZ BZ
BZ Project Title:

05
01 B 40 09 Revised Developm
BZ 0

DPL 12 D CZ
BZ 21 B CB
Central Area Of A
BZ 04
2

11 L
BZ DP Plan Title:
20 Design Control Pl
BZ
10 BZ
BZ

Location in Context (no

19 A
BZ L 04
09

DP
18
1 BZ
BZ 0 4C
17 B L0
BZ L 03 DP
DP
BZ
16

3 A
L0
DP 3 D
B L0
02 DP
DPL
C
02 A L0
3
DPL DP
Development Control
E
02 C 02 Department

DPL DPL F.C.T. Abuja

02 D
DPL
Date:
21 February 2008

Original Scale:
1:5,000

AS&P - Albert Speer & Partner GmbH 131

Final Report Review of the Abuja Master Plan - Central Area Urban Design

Central Area Road Cross-sections

Zuma & Azo Boulevard
10.4 Road Sections
Boulevard Section Blvd. Mall Road Section Eagle Square Road Section

9.00
1.00 5.00 1.00 1.652.00 2.00 1.65
2.00 2.00

4.00 5.00 1.20 1.750.70 4.85 3.50 3.50 3.50 0.50 7.00 0.50 3.50 3.50 3.50 4.85 0.701.75 1.20 5.00 4.00 5.30 0.70 4.85 3.50 3.50 3.50 0.50 3.65 2.50 2.50 3.65 0.50 3.50 3.50 3.50 4.85 0.70 5.30 4.00 6.00 3.00 3.50 3.50 3.50 5.00 3.50 3.50 5.00 3.50 3.50 3.50 3.00 6.00 4.00
56.00 56.00 56.00
Setback Walkway Bike lane Parking Buslane Main Carriageway Median Main Carriageway Buslane Parking Bike lane Walkway Setback Mall Walkway Parking Buslane Main Carriageway Green Walkway Green Main Carriageway Buslane Parking Walkway Setback Mall Walkway Parking Buslane Main Carriageway Green Walkway Green Main Carriageway Buslane Parking Walkway Setback

Boulevard between Rd.Z and NS7: 2 lanes & exclusive bus lane, angle parking Section along Mall between NS7 and NS11: 2 lanes & exclusive bus lane, angle parking Modified cross-section between NS11 and NS13: 3 lanes and pedestrian ceremonial lane, parallel parking

Key Plan Boulevard Bridge

FEDERAL REPUBLIC OF NIGERIA

FEDERAL CAPITAL TERRITORY ADMINISTRATION

Project No.: 4026

0.20 5.00 1.750.50 3.50 3.50 3.50 0.70 0.70 3.50 3.50 3.50 0.501.75 5.00 0.20
Project Title:
Walkway Bike
18.65
Buslane Main Carriageway
6.60
Main Carriageway Buslane
18.65
Bike Walkway
REVIEW OF THE ABUJA CENTRAL AREA URBAN DESIGN
lane lane
Boulevard Bridges: split construction, without parking (reduced total width)

Plan Topic: Plan Title:

Central Area Road Design Typical Cross-sections, Boulevards

Location in Context (no scale)

Date: April, 2008

AS&P - Albert Speer & Partner GmbH

Hedderichstrasse 108-110
60596 Frankfurt am Main, Germany

www.as-p.de mail@as-p.de

Original Scale: Drawing No.: Revision:

1 : 250 / 1 : 500 4026-CS-TYP-001 0

132 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report
Central Area Road Cross-sections
North-South Roads

Business Streets Through Traffic Roads One-way Through Traffic

7.00 7.00
4.00 4.20 5.55 0.75 3.50 3.50 2.00 3.00 3.50 3.50 0.75 5.55 4.20 4.00 4.00 4.50 3.00 3.50 3.50 3.50 2.00 2.00 3.50 3.50 3.50 3.00 4.50 4.00
40.00 40.00
Setback Walkway Parking Main Carriageway
Median/ Main Carriageway Parking Walkway Setback Setback Walkway Parking Main Carriageway Median/ Main Carriageway Parking Walkway Setback 4.00 5.20 6.00 1.80 3.50 3.50 3.50 3.50 1.80 6.00 5.20 4.00
Left-turn Left-turn
Setback Walkway Connection ramp Main Carriageway Connection ramp Walkway Setback
AR14, AR15, AR17, AR18, AR20, Road Z: modified cross-section: widened median, 2 lanes, angle parking Through traffic roads as existing or tender planning: AR19, AR16, NS01, NS03, NS05, NS07, NS11, NS13
NS08 & NS09: One-way through traffic roads as existing

Key Plan Business Street (Existing)

FEDERAL REPUBLIC OF NIGERIA

FEDERAL CAPITAL TERRITORY ADMINISTRATION

Project No.: 4026

4.00 5.00 3.00 3.00 3.50 3.50 2.00 2.00 3.50 3.50 3.00 3.00 5.00 4.00 Project Title:

Setback Walkway Verge Parking Main Median/

40.00
Main Parking Verge Walkway Setback
REVIEW OF THE ABUJA CENTRAL AREA URBAN DESIGN
Carriageway Left-turn Carriageway
NS04: 2 lanes with parallel parking, as existing or tender planning (possible long-term recorganization: angle parking)

Plan Topic: Plan Title:

Central Area Road Design Typical Cross-sections, N-S Roads

Location in Context (no scale)

Date: April, 2008

AS&P - Albert Speer & Partner GmbH

Hedderichstrasse 108-110
60596 Frankfurt am Main, Germany

www.as-p.de mail@as-p.de

Original Scale: Drawing No.: Revision:

1 : 250 / 1 : 500 4026-CS-TYP-002 0

AS&P - Albert Speer & Partner GmbH 133

Final Report Review of the Abuja Master Plan - Central Area Urban Design

10.5 Road Layout Plan

134 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

For exact road levels we refer to the detailed engi-

neering and roadway design project for the Central
Area road network, which is currently being prepared
(B8-B10 engineering project).

AS&P - Albert Speer & Partner GmbH 135

Final Report Review of the Abuja Master Plan - Central Area Urban Design

10.6 Water Supply Plan

136 AS&P - Albert Speer & Partner GmbH

Review of the Abuja Master Plan - Central Area Urban Design Final Report

AS&P - Albert Speer & Partner GmbH 137

Final Report Review of the Abuja Master Plan - Central Area Urban Design

10.7 Urban Design Plan and Final

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

138 AS&P - Albert Speer & Partner GmbH