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2020 Ikorodu MasterPlan

The document is a draft final report for the Ikorodu Sub-Region Master Plan from 2016-2036 in Lagos State, Nigeria. It acknowledges contributions to developing the plan and recognizes stakeholders involved in meetings and consultations. The plan was prepared to guide development in the sub-region over 20 years by setting land use zoning, promoting sustainable coastal tourism and green infrastructure, and improving housing, transport, and environmental protection using a multi-nuclei planning concept. It aims to restrict haphazard growth while integrating new neighborhoods and preserving cultural heritage to drive economic prosperity.

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Obinna Obiefule
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50% found this document useful (2 votes)
4K views532 pages

2020 Ikorodu MasterPlan

The document is a draft final report for the Ikorodu Sub-Region Master Plan from 2016-2036 in Lagos State, Nigeria. It acknowledges contributions to developing the plan and recognizes stakeholders involved in meetings and consultations. The plan was prepared to guide development in the sub-region over 20 years by setting land use zoning, promoting sustainable coastal tourism and green infrastructure, and improving housing, transport, and environmental protection using a multi-nuclei planning concept. It aims to restrict haphazard growth while integrating new neighborhoods and preserving cultural heritage to drive economic prosperity.

Uploaded by

Obinna Obiefule
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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Ikorodu - Draft Final Report (2016 - 2036) 1


Preface
Ikorodu Sub-Region is a conurbation of built up settlements with large expanse of wetlands and rainforests zones located on the north-eastern
boundary of Lagos State. In the early 1980s, it was largely agrarian and characterized by a few communities. However, as a present major
gateway corridor from the metropolis to adjoining state and the regional road, it has experienced rapid urbanization and population influx
over the decades accompanied by challenges such as traffic congestion, inadequate infrastructure, encroachment on agricultural land uses, land
management conflicts, environmental degradation, sea level rise and flooding. To address these challenges and harness the intrinsic potentials
in the Sub-Region, this master plan was prepared to guide physical development and socio-economic growth of the Sub-Region for the next
twenty (20) years.

The delineated coverage area for the master plan is 48,058.25 Hectares and constitutes parts of three LCDAs (Ikosi-Ejinrin, Agboyi-Ketu and
Ikosi-Isheri) in addition to Ikorodu LGA, Ikorodu North, Ikorodu West, Imota, Igbogbo-Baiyeku and Ijede LCDAs. The Sub-Region’s historical
background, urbanisation trends, existing land uses, social and physical infrastructure, hydrologic and hydrogeologic attributes, housing stock,
natural and ecological resources, cultural and tourism potentials as well as traffic and transportation challenges were assessed. Findings have
been validated to ascertain the reliability of the collected data and was used as the basis for proposals and interventions for the next 20 years.

The master plan therefore leverage on the use of the Multi-Nuclei/Polycentric planning concept to set out proposals that compliments the
decentralization of major activity centres via land use zoning, sustainable coastal tourism industry, green infrastructure, housing and urban
regeneration, seamless inter-modal integrated transport system, and environmental protection. It also focused on efficient infrastructure
upgrades, identification of improvement areas, cultural heritage preservation and provisions for specialized commercial/industrial districts
within the Sub-Region with policies and strategies for its implementation. Therefore, the Ikorodu Sub-Region Master Plan (2016 – 2036)
addressed the following issues:

a. Provision of a clear picture of the future regarding development of the Sub-Region to allow for organisation of space across all land uses.
b. Restriction of haphazard and unplanned growth, therefore allowing for predictability to the public; the state and local government as well
as constituent, departments and agencies; and potential developers.
c. Allowance for a broad range of detailed information and provision of an excellent foundation upon which to base land development
decisions or future entitlements in the Sub-Region.
d. Integration of new neighbourhoods into existing communities and natural environments.

Achieving the above will serve as a catalyst to drive economic prosperity while effectively adopting the tools of technology in policy formulation,
decision making and plan implementations, conserving the fragile coastal environment and habitat, and preserving the cultural heritage of the
Sub-Region.

I therefore, implore the cooperation of relevant stakeholders with regards to all physical development regulations and management measures
required for effective implementation, monitoring, and compliance with the Ikorodu Sub-Region master plan.

TPL (Dr.) Idris Salako FNITP


Honourable Commissioner,
Ministry of Physical Planning and Urban Development.

Ikorodu - Draft Final Report (2016 - 2036) iii


ACKNOWLEDGEMENT
We acknowledge the tireless and dedicated contributions of the Executive Governor of Lagos State, His Excellency, Mr. • Lagos Water Corporation (LWC)
Babajide Sanwo-Olu and his administration to achieving the vision of making Lagos Africa’s Model Megacity through an
• Lagos State Ministry of Local Government and Community Affairs
integrated institutional approach to physical development across the state.
• Lagos State Ministry of Youth and Social Development
• Lagos State Ministry of Economic Planning and Budget
We thank the Lagos State Executive Council members and management team of Lagos State Ministry of Physical Planning
and Urban Development for the opportunity given to an indigenous urban planning consulting firm – Cityscape Planning • Lagos State Environmental Protection Agency (LASEPA)
Services Ltd – to develop the Ikorodu Sub-Region Master Plan (2016 – 2036) project. The master plan envisions an integrated
• Lagos State Ministry of Tourism, Arts and Culture
development policy tool that will provide holistic strategies geared towards enhancing safe, livable, economically viable and
environmentally sustainable physical development for Ikorodu Sub-Region in the next twenty (20) years. • Lagos State Polytechnic, Ikorodu.
• New Towns Development Authority
We wish to specifically acknowledge with thanks the Honourable Commissioner, Ministry of Physical Planning and Urban • Lagos State Office of the Surveyor General.
Development, TPL (Dr.) Idris Okanla Salako FNITP and the Permanent Secretary, Arc. Dipe foluso for their time and support
towards the project.
We equally appreciate professionals and experts from the following Federal MDAs for their involvement during our various
meetings and providing useful information at this stage of the project.
Our gratitude goes to the erstwhile Honourable Commissioners, TPL. Wasiu A. Anifowoshe FNITP and Prince Rotimi Ogunleye, • Nigerian Institute of Oceanography and Marine Research
Permanent Secretary, Mrs. Boladale A. Dapo-Thomas and Director, Regional and Master Plan Department, TPL. Funmi Osifuye
FNITP now the General Manager, Lagos State Physical Planning Permit Authority for their commitment and guidance on the • National Population Commission
project. • Nigerian Gas Company
• Nigerian Ports Authority
We gratefully recognise the various contributions of the Director, Regional and Master Plan Department, Tpl. (Mrs.) Ayo • Pipelines and Products Marketing Company Limited
Elegbede and Past Directors of the Department, TPL. (Mrs.) P.I. Adenuga and Prince Ogunlewe Adebisi FNITP, for their
commitments and support on the project. • Ogun-Oshun River Basin Development Authority
• Transmission Company of Nigeria

Our profound gratitude also goes to the Project Officers, Tpl. Akeem Akorah, Tpl. Hakeem Animashaun, Tpl. (Mrs.) F.A Ojo,
Tpl. (Mrs.) L. A. Oyegoke, Tpl. Azeez Olaniyi for their involvement at various stages of meetings and consultations on the We gratefully recognise the unflinching support of the Honourable members of the Lagos State House of Assembly representing
project. Ikorodu Constituency I and II, all Sole Administrators and Council Managers of the Ikorodu Sub-Region constituting LCDAs,
traditional rulers, community leaders, community development associations and all community members for their support and
contributions during consultations and data validation workshops.
Also, it is of note to mention the support of the Permanent Secretaries, Directors and staff of the following MDAs during the
project:
• Lagos State Ministry of Physical Planning and Urban Development (MPPUD) The lists of relevant stakeholders cannot be completed without the professional bodies, private institutions/organisations and
individuals who gave their time, invaluable insights and contributions during public consultations/fora and various technical
• Lagos State Ministry of Agriculture sessions during the project.
• Lagos State Agricultural Land Holdings Authority
• Lagos State Traffic Management Authority (LASTMA) We hereby sincerely thank all others who may not have been mentioned as a group or as an individual. While special thanks
• Lagos State Wastewater Management Office (LSWMO) go to the entire project team Ikorodu Sub-Region Master Plan (2016 – 2036) for their dedication, commitment, expertise and
wealth of experience demonstrated during the project.
• Lagos Independent Electoral Commission (LASIEC)
• Lagos State Ministry of Transportation (MOT)
• Lagos State Ministry of Works and Infrastructure
• Lagos State Metropolitan Area Transport Authority (LAMATA)
• Lagos State Development and Property Corporation (LSDPC)
• Lagos State Waterways Authority (LASWA)
• Lagos Waste Management Authority (LAWMA)

Ikorodu - Draft Final Report (2016 - 2036) v


Executive Summar y
Ikorodu Sub-Region as one of the fastest growing centres in Lagos
State is no doubt experiencing rapid development which requires
urgent government intervention. The Sub-Region has grown rapidly
over the last two (2) decades without much consideration for
spatial and socio-economic development planning and thus lacking
in adequate infrastructures essential for living in an aesthetically
pleasing environment.

Therefore, with the view to putting in check the potential haphazard


development within the area, Cityscape Planning Services Limited
was commissioned by Lagos State Government through the
Ministry of Physical Planning and Urban Development (MPP&UD)
to prepare a master plan that will guide physical development and
socio-economic growth of the Sub-Region for the next twenty (20)
years.

Ikorodu Sub-Region Master Plan (2016 – 2036) is envisioned as a Stage One I Inception Stage Two I Baseline Stage Three I Plan Proposal
tool that will provide a comprehensive development policy for
the Sub-Region over the next twenty (20) years. The master plan
focuses on ensuring a sustainable inclusive environment enhanced
by a growing vibrant economy through active mobility across
the Sub-Region. It will brand the Sub-Regions’ waterfront to an
encompassed the active participation of all stakeholders towards determination of overall strategy for urban development of the Sub-Region.
aesthetic and viable commercial, recreational and residential uses
This included an inclusive bottom-top approach to bring extensive benefits to the progression of the plan and encourage the involvement and
besides becoming an industrial core for Lagos State.
acceptance of local residents, groups, businesses, developers and agencies. The need for communities to understand the planning process and
the progress of the master plan is also a major factor for adopting this approach.
The master plan seeks to guarantee a vibrant and healthy Sub-Region
that continues to enrich the state’s economic, social, and cultural
heritage for generations to come. The document lays out a short Ikorodu Sub-Region
and medium term plan that provides opportunities for immediate
Ikorodu Sub-Region at present functions as a major gateway corridor to the metropolis and the state with an estimated population of about
private and public investment opportunities, along with the long
1.8 million. The Sub-Region as delineated for the master plan is made of parts of three LCDAs (Ikosi-Ejinrin, Agboyi-Ketu and Ikosi-Isheri) in
term plan for strategies, policies and developments that will shape
addition to Ikorodu, Ikorodu North, Ikorodu West, Imota, Igbogbo-Baiyeku and Ijede LCDAs. In the last three decades, Ikorodu Sub-Region is
Ikorodu Sub-Region for the next 20 years.
acknowledged as one of the fastest growing regions of Lagos State. This is made evident by remarkable growth in physical development, socio-
economic transformation and population influx due to urban sprawl from the Lagos Metropolis and Ogun State. In the early 1980’s the region
To achieve the comprehensive planning of the project area, a was characterised by few towns and communities known for agricultural facilities besides major institutional developments like the Lighter
three-dimensional inclusive planning process was adopted which Terminal at Ebute-Ikorodu and Voice of Nigeria at Ibeshe.

vi Ikorodu - Draft Final Report (2016 - 2036)


However, the Sub-Region has experienced speedy transition from • Coordination of rural development to decentralise urban • Perennial Flooding.
a group of satellite towns of agriculture land use region to a growth and check food insecurity,
• Shanties and filthy Waterfronts.
cluster of urbanised communities with vast industrial development
• Promotion of Ikorodu’s natural advantage by the develop-
in Odogunyan, Parafa and Ibeshe communities while major • Poor interconnectivity across the Sub-Region.
ment of the water front potential and strengthening of the
agricultural resource developments are located across the Sub-
multi-modal transport modes. • Lack of Traffic and Transportation Management.
Region especially in Agbowa, Imota, Gberigbe, Ikorodu, Itamaga
and Odogunyan. There is also the need for (re)development and regeneration via • Poor Tourism & Cultural Heritage Preservation
infrastructure upgrade and effective land use management.
• Poor Water Transport Facilities.
Consequently, the Sub-Region is bedeviled with the following
• Inadequate Provision of Market Facilities.
myriad of challenges:
Stakeholders Engagement • Poor Land Administration and Management Policies.
• Extensive land encroachments especially on government ac-
quired land holdings which has resulted in fragmented land An inclusive bottom-up approach was adopted for the master • Inadequate Health Care Facilities.
parceling, uncontrolled urban growth and slum formation. plan process to bring extensive benefits to the progression of the
plan and encourage the involvement and acceptance of local re- • Lack of Parks and Garage.
• Geographic and topographical constraints as well as uncoor- sidents, groups, businesses, developers and a number of agencies.
• Inadequate Sport and Recreation Facilities.
dinated dredging activities especially in the lagoon area, cou- The need for communities to understand the planning process and
pled with unsustainable environmental practices have resulted the progress of the master plan is also a major factor for adopting • Inadequate Health Facilities.
in loss of biodiversity and increased vulnerability to flooding this approach.
and land erosion in some areas. • Infrastructure deficit such as public water supply, drainage,
To this end, public consultative fora were held across the Sub-Re- power and waste management.
• Declining rural population and uncoordinated urban growth gion. This approach was aimed at giving a sense of ownership to
have also resulted in declining agricultural activities and atten- • Inadequate Open Spaces and Playgrounds.
communities and encouraged the local people to take control of
dant food security vulnerabilities. their neighbourhoods which consequently increases the chances Data validation workshops were also held to establish that the
of a successful outcome as decisions would be influenced by the collected data from the field activities were accurate, reliable and
• Safety and security constraints, increased violence and linger-
outcome of the consultations. can be used for short, medium and long-term projection/trend
ing inter-border disputes also portend a threat to the develop-
ment of the Sub-Region if not addressed significantly. analysis, and synthesise design concepts for the master plan.
Numerous public engagement programmes involving various in-
terest groups such as Local Government Authorities (LGA)/Local
The observed challenges provided a good insight into roots of Council Development Authorities (LCDAs), Non-Governmental
developmental constraints within the Sub-Region over the years. Organisations (NGOs), Community Based Organisations (CBOs), Ikorodu Sub-Region Master Plan Framework
Bearing in mind the strengths, weaknesses, and threats to the Trade Unions, Professionals, Academics and Researchers, Human
The established framework for the master plan aims to ensure
development of the Ikorodu Sub-Region, the major opportunities Solidarity Groups, Indigenous People, Parliamentarians, Private
that the development of the Sub-Region creates an attractive and
for sustainable development in the short and medium term lie in Sector, Private Foundations, Financial Institutions, Youths and Wo-
well-integrated expansion within its existing context. Based on the
a diversified economic development. Special focus was placed on men have been done.
analysis of the baseline information of the Sub-Region and drawn
the following. Key issues identified during field surveys and stakeholder consul- inferences from various stakeholder consultations, key issues con-
tations include: sidered for the Ikorodu Sub-Region Master Plan (2016 – 2036)
• Rejevenation of the industrial and agricultural sectors in order
development framework includes:
to provide jobs, • Haphazard Developments.

Ikorodu - Draft Final Report (2016 - 2036) vii


Executive Summar y
• On-going population influx into the Sub-Region;
• Traditional and cultural heritages;
• The Spatial pattern of the Sub-Region;
• Existing land use distribution and land use determinants;
• Socio-economic characteristics of the Sub-Region;
• Identified opportunity areas and growth corridors; and
• Road connectivity and circulation issues across the Sub-Region.

The evaluation of various proposals/planning scenarios were used by the project team to
propose a sustainable, resilient and inclusive plan of Ikorodu Sub-Region for the next twen-
ty (20) years. The Final Draft Master Plan was arrived at through the evaluation of several
options with the aid of checklist of criteria. This guided the emergence of the multi-nuclei/
polycentric concept as the best option used for the Ikorodu Sub-Regional master plan.

Highlights of the land use plan include the decentralisation of activities centres supported
with seamless inter-modal transport system, and an equitable spread of land uses to serve as
growth centres/economic drivers. The land use concept is hinged on the provision of major
centres which are the commercial, social, cultural and transportation hubs of various loca-
tions across the Sub-Region. These locations naturally command high property values, and
are provided with efficient accessibility as they are advantageous locations which naturally
attract high human and vehicular traffic.

The land use plan formed the future scenarios used for the housing need, traffic analysis,
socio-economic implications and the required infrastructure provision for the Sub-Region.

viii Ikorodu - Draft Final Report (2016 - 2036)


Housing Provision
The need for housing that satisfies the qualitative and quantitative needs of the populace cannot be overemphasized as it is one of the
major basic survival needs of man. The housing goal for Ikorodu Sub-Region master plan “is to provide sustainable and inclusive housing,
which is safe, convenient, affordable in an aesthetically pleasing environment to accommodate the present deficit and the projected
population”. Ikorodu Sub-Region is a dynamic area with an average population growth rate of 7% per annum; it grew from 946,208 in
2006 to 1,752,403 in 2016, i.e. 85% within one decade. The Sub-Region has attracted people from all the geopolitical zone of Nigeria
and outside the Country, making it an evolving cosmopolitan city. At present, about 39% of Ikorodu Sub-Region is under residential use
which are mostly unplanned.

Making use of data on existing housing distribution stock and household characteristics, the land use plan further proposes to increase
the density of residential developments in areas with less land availability. The plan identifies three classes of residential densities that will
inform the general structure of the residential development. These include high, medium, and low densities.

The master plan also recommends that detailed studies should be carried out to determine the most appropriate regeneration strategies
suitable for the identified slum/unplanned areas which include Ikorodu Core, Agboyi I&II, Ajegunle, Majidun, Imota and Agbowa core
areas amongst others to increase the provision of housing across the Sub-Region, provision for mass housing as well as partnerships for
housing finance.

Transportation Infrastructure
The transport infrastructure goal is to provide a mobility that is adequate to the needs of the Sub-Region which is forecasted to see an
increase in population of nearly four times in the next twenty years. In the Sub-Region, road and waterways are the major modes of
transportation, although the road network takes precedence. Presently, the aforementioned roads which bears the brunt of road travel
of the Sub-Region, suffers deficiency which ranges from bad carriageway condition, lack of parking garages at major activity centers and
Bus-stops, poor drainage condition, poor level of service at major intersections, inadequate road furniture, threat to green mobility.
Highlights of the proposal for the road infrastructure include the densification, restructuring and hierarchizing of the road and street
network.

2016 2036
247.3Km Arterial Roads
52.2km Arterial Roads
299.9Km Major Collector Roads
183.7km Collector Roads
422.6Km Minor Collector Roads
3,554.8km Local Roads
3,471.1Km Local Roads

Proposed Land Use Plan for Ikorodu Sub-Region, 2036


Existing Road Infrastructure, 2016 Proposed Road Infrastructure, 2036

Ikorodu - Draft Final Report (2016 - 2036) ix


Executive Summar y
Environmental Management and Assessment
The environmental management component of the master plan is conscious of Highlights of the master plan's proposal for the infrastructure are summarised
the natural and cultural resources of the Sub-Region. Therefore, the master plan below.
intends to graft upon these assets, people-oriented measures that would improve
local economic capacity without degrading environmental quality and eroding
much cherished social values of the Sub-Region. Stormwater Drainage • Resizing of all 15 drainage channels and tributaries.
Management
• Conservation of wetlands to protect indigenous species
of plants and animals.
The goal is to provide a green wedge for the protection and conservation of
biodiversity, cultural and heritage resources that is recreational/tourist activities • Proposed 29.3km levee wall from the mouth of Ogun
conscious, ensure food security within the context of flood risk planning and River to Owode via Itowolo Bridge.
environmental management. The master plan is expected to thrive on desired Water Supply Management • Rehabilitation of Ikorodu Mini Water Works I and II to
sustainable environmental principles for terrestrial ecosystem, aquatic ecosystems, achieve a total capacity of 22,500m3/hr.
water quality, air quality, productive agricultural resources, valuable heritage • Expansion of Ota Ikosi to yield additional 126,000m3/
resources, social infrastructures, grey infrastructure, conscious green urban day.
planning, and industrial estates.
• Improved trunk main and tertiary distribution network.

Socio-Economic Development Framework Waste Management • Integrated Solid Waste Management System (ISWM)
Socio-economic development plays a key role in the realization of Ikorodu Sub- consisting of five (5) zonal Transfer Loading Stations
Region’s vision for the future. The framework is targeted at maximizing the Sub- (TLS) combined with Material Recovery Facilities
(MRFs) to manage the projected solid wastes of
Region’s existing assets which includes large waterfront, unutilized greenfield,
5,957,499.26 Kg/day.
industrial hubs and regional location. Ikorodu Sub-Region has assets that can be
used to support industry, power generation, commerce, water, and rail transport • Activated sludge wastewater treatment system.
and above all seek new opportunities to enhance port activities for Lagos State. • Integration of existing septic tanks into a sewer
network.
Power Supply • Upgrading of all existing power infrastructure in the
Therefore, the primary socio-economic development goal among other issues Management Sub-Region.
of the master plan is job creation through enhanced informal sector economy
in addition to the small and medium scale enterprises growth. Priority sectors • 3 units of 2500MW Embedded Gas power plants at
132KV voltage levels to work independently or with
includes industry, construction, cultural tourism, trade and commerce, informal
the main grid.
economy, agriculture, and natural resource extraction.

Physical Infrastructure
To achieve a sustainable development and functional socio-economic status for
Ikorodu Sub-Region, basic physical infrastructure in addition to transportation is
essential. They include Storm water Drainage, Waste, Water Supply, Power Supply
and Telecommunication.

The Sub-Region as an economy made up of an array of commercial and industrial


activities requires extensive and efficient physical infrastructure as many of its
assets are presently aground by strategic physical infrastructure capacity constraints
which will continue to impede the Sub-Region’s economic productivity, future
growth and development potentials.

x Ikorodu - Draft Final Report (2016 - 2036)


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Ikorodu - Draft Final Report (2016 - 2036) xi


List of Abbreviations
• A - Catchment Area • Cu - Unit Conversion Coefficient
• AD - Alpha Emitters • DART - Dar Rapid Transit
• AE - Beta Emitters • DC - Distribution Centers
• AES - Advanced Encryption Standard • DCZ - Development Constraint Zones
• AID - Automatic Incident Detection • DHL - International shipping, courier and packaging service
• AIDS - Acquired Immune Deficiency Syndrome • DPH - Dwellings Per Hectare
• AM - Ante Meridian • DU Factor Density Factor
• AMI - Automated Metering Infrastructure • E-Banking - Electronic Banking
• As - Arsenic • E-Commerce - Electronic Commerce
• AVG - Average • E-Government - Electronic Government
• B - Boron • EIA - Environmental Impact Assessment
• B/STOP - Bus Stop • E-Learning - Electronic Learning
• BMS - Building Management System • ELV - Extra Low Voltage
• BRT - Bus Rapid Transit • EMF - Environmental Management Framework
• BS - British Standard • EMS - Expedited Mail Services
• BTS - Base Transfer Station • EPS - Expanded Polystyrene
• C - Runoff Coefficient • E-Services - Electronic Services
• C6H5OH - Phenol • e.t.c. - Et Cetera meaning ‘the rest’
• CA - Community Affairs • ETP - Education, training and publicity
• CAD - Computer-Aided Design • FAT - Fiber Access Terminal
• CBD - Central Business District • FDT - Fiber Distribution Frame/Terminal
• CCTV - Closed Circuit Television • FFS - Free Flow Speed
• Cd - Cadmium • FHWA US DoT Federal Highway Administration, United States Department of Transportation
• CDA - Community Development Association • FMH&UD Federal Ministry of Housing and Urban Development
• CDM - Clean Development Mechanisms • FRCN - Federal Radio Corporation of Nigeria
• CHOIS - Cooperative Home Ownership Scheme • FTTH - Fiber To The Home
• Cl - Chloride • G/KM - Grams Per Kilometer
• CLI - Cleaner Lagos Initiative • GDP - Gross Domestic Product
• CMS - Christian Missionary Society, a popular bus stop on the Island • GDP - Gross Domestic Product
• Cn - Cyanide • GENCO - Generation Company
• CNG - Compressed Natural Gas • GHG - Greenhouse Gases
• CO - Central Office • GIS - Geographical Information System
• CO2 - Carbon dioxide • GRA - Government Reserved Area
• CODEC - Coder/Decoder • GSM - Global System for Mobile Communications
• COMP - Compound • GW - Giga Watt
• CPE - Subscriber Premise Equipment • H - High Density
• Cr - Chromium • Ha - Hectares
• Cu - Copper • HC Bus - Heavy Combination Bus

xii Ikorodu - Draft Final Report (2016 - 2036)


• HDI - Human Development Index • KG/M2 - Kilogram Per Meter Squared
• HDPE – High Density Polyethylene • KM - Kilometer
• HDTV - High Definition Television • KM/H - Kilometer Per Hour
• Hg - Mercury • KM2 - Kilometer Squared
• HGV - Heavy Goods Vehicle • KV - Kilo Volt
• HHW – Household Hazardous Waste • L - Low Density
• HIV - Human Immune Deficiency virus • L/DAY - Litre Per Day
• HOMS - Home Owners Mortgage Scheme • LA – Local Area
• HPPT - High Performance Public Transport System • LAD – Local Area Depth
• HQ - Head Quarters • LAG - Lagos
• HRS - Hours • LAGBUS – Lagos Bus Rapid Transit System
• HSI - High Speed Internet • LAMATA - Lagos Metropolitan Area Transport Authority
• HT – Helios Towers • LAN - Local Area Network
• HVAC – Heating, Ventilation and Air conditioning • LAP – Local Area Plan
• I - Rainfall Intensity corresponding to the time of concentration of the catchment • LASEMA - Lagos State Emergency Management Agency
• IAPH - International Association of Ports and Harbors • LASEPA - Lagos State Environmental Protection Agency
• ICT – Information and Communication Technology • LASG – Lagos State Government
• IDF – Intensity-Duration-Frequency • LASPARK - Lagos State Parks and Gardens Authority
• IEC – International Electrotechnical Commission • LASPOTECH - Lagos State Polytechnic
• i.e. – id est meaning ‘That is’ • LASWA - Lagos State Waterways Authority
• IGR - Internally Generated Revenue • LAWMA - Lagos Waste Management Authority
• IHS – A company that specializes in building towers • LBIC - Lagos State Building Investment Company
• IKEDC – Ikeja Electric Distribution Company • LCDA – Local Council Development Area
• IKMP – Ikorodu Master Plan • LED - Light Emitting Diode
• INC - Incorporation • LFG - Land Fill Gas
• INH - Inhabitants • LG - Local Government
• INH/KM2 – Inhabitants per square kilometer • LGA – Local Government Area
• IP - Internet Protocol • LGV - Light Goods Vehicle
• IPP – Independent Power Producer • LHP – Large Hydropower
• IPPUC – Institute for Research and Urban Planning for Curitiba • LOS - Level Of Service
• IPTV - Internet Protocol Television • LPO – Local Policy Officers
• IS - Injection Substation • LRT - Light Rail Transit
• ISP – Internet Service Provider • LSDP – Lagos State Development Strategy
• ISWM - Integrated Solid Waste Management • LSDPC - Lagos State Development Property Corporation
• ITE – Institute of Transportation Engineers • LSEB - Lagos State Electricity Board
• ITP - Integrated Transport Plan • LSWMO - Lagos Waste Management Office
• ITS - Intelligent Transport System • LTD - Limited
• KG/DAY - Kilogram Per Day • LWC - Liquid Water Content

Ikorodu - Draft Final Report (2016 - 2036) xiii


List of Abbreviations
• M - Medium Density • NIL - None
• m - Meters • NO - Number
• M/S - Meter Per Second • NURS - Nursery
• M/W - Meter Per Watt •
o
C - Degree Celcius
• M3 - Cubic Meters • OCC - Old Corrugated Containers
• M3/DAY - Cubic Meter Per Day • ODAS - Outdoor Distributed Antenna System
• M3/HR - Cubic Meter Per Hour • ODF - Optical Distribution Frames
• M3/SEC - Cubic Meter Per Seconds • OLT - Optical Line Terminal
• MAX - Maximum • OORBDA - Ogun-Osun River Basin Development Authority
• MBH - An Energy Solutions Company • OPP - Opposite
• MBPS - Megabytes Per Second • P - Organophosphorus Compounds
• MDA - Ministries, Departments and Agencies • PAHCMS - Prime Assets Housing Cooperatives & Multipurpose Society
• METRO - Metropolitan Transit Authority of Harris County, Texas • PAX - Passengers
• MG/L - Milligram Per Litre • Pb - Lead
• MGD - Millions of Gallons Per day • PED - Pedestrian
• MIN - Minutes • pH - Potential of Hydrogen
• MLG - Ministry of Local Government • PHC - Primary Health Centres
• MM - Millimeter • PHCN - Power Holding Company of Nigeria
• MM -
2
Millimeter Squared • PHF - Peak Hour Factor
• MMφ - Muscularis macrophages • PIANC - Permanent International Association of Navigation Congresses
• MPEG4 - A file format for storing time-based media content • PLC - Public Limited Company
• MRF - Material Recovery Facility • PM - Post Meridian
• MSME - Micro, Small and Medium Enterprises Development • PoE - Power Over Ethernet
• MSPP - Modular Septage Pre-Treatment Plants • POP - Point of Presence
• MSW - Municipal Solid Waste • PPH - People Per Hectare
• MTN - Mobile Telephone Network • PPHPD - Passengers Per Hour Per Direction
• MUTCD - Manual on Uniform Traffic Control Devices • PPP - Public-Private Partnership
• MVA - Mega Volt-ampere • PPT - Pro-Poor Tourism
• MW - Mega Watt • PRI - Primary
• N - Nitrogen • PRS - Producer Responsibility Schemes
• N/A - Not Available • PSP - Private Sector Par­ticipants
• NAPEP - National Poverty Eradication Programme • PTR - Pointer Record
• NBS - National Bureau of Statistics • PTZ - Pan-tilt-zoom Camera
• NEGRIS - Power Solutions Company • Q - Discharge
• NEMP - National Environmental Management Plan • QO - Energy load center
• NESREA - National Environmental Standards Regulatory and Enforcements Agency • QTY - Quantity
• NGO - Non-governmental Organization • RAP - Resettlement Action Plan
• Ni - Nickel • RD - Road

xiv Ikorodu - Draft Final Report (2016 - 2036)


• REDD - Reducing Emissions from Deforestation and forest Degradation • VAS - Vehicle Actuated Signs
• RF - Radio Frequency • VMP - Variable Message Panels
• ROW - Right of Way • VMS - Variable Message Signs
• RTP - Real-time Transport Protocol • VoD - Video On Demand
• S - Sulphides • VoIP - Voice over IP
• S/N - Serial Number • VON - Voice of Nigeria
• SCADA - Supervisory Control and Data Acquisition • VPL - Virtual Path Link
• SDG - Sustainable Development Goal • VPN - Virtual Private Network
• Se - Selenium • VS - Versus
• SEMP - Strategic Environmental Management Plan/Program • W - Watt
• SHP - Small Hydropower • W/OUT - Without
• SITP - Sistema Integrado de Transporte Público (Integrated Public Transport System) • WAEC - West Africa Examination Council
• SO4 - Sulphates • WASH - Water Sanitation and Hygiene
• SPTN - Strategic Public Transport Network • WHO - World Health Organization
• SQ.M - Square meter • WIFI - Wireless Fidelity
• SSS - Sewage and Sanitation System • WTP - Water Treatment Plants
• STMP - Strategic Transport Master Plan • WWW - World wide web
• SUMATRA - Surface and Marine Transport Regulatory Author­ity • XLPE - Cross-linked Polyethylene
• SW - Short wave • Zn - Zinc
• SWAP - Secure Wireless Access Point
• SWOT - Strengths Weaknesses Opportunities and Threats
• T/DAY - Tonne Per Day
• TAZ - Transportation Analysis Zone
• TBS - Tafawa Balewa Square
• TCN - Transmission Company of Nigeria
• TEI - Thermal Engineering International
• TLS - Transfer Loading Station
• TOD - Transit Oriented Development
• TV - Television
• UDP - User Datagram Protocol
• UK - United Kingdom
• UN - nited Nations
• UNICEF - United Nations Children’s Emergency Funds
• US - United States
• USA - United States of America
• USD - United States Dollar
• UTM - Universal Traverse Mercator
• V/C - Volume-to-capacity

Ikorodu - Draft Final Report (2016 - 2036) xv


Contents
Preface 3.3 Consolidation on the Urbanisation Trend and Land Use Assets 52
Acknowledgement 3.3.1 Existing Land Use Assets 52
Executive Summary 3.4 Land Use Planning Determinants 59
Lists of Acronyms and Abbreviations 3.5 Reclassification of the Sub-Region's Settlement Pattern 60
Contents 3.5.1 The Ikorodu Metropolitan Area 60
List of Figures 3.5.2 The Rural-Urban Fringe Area 60
List of Tables 3.6 Land Use Planning Concept 62
List of Plates 3.6.1 Planning Criteria & Hierachy of Land Uses 63
3.7 General Land Use Structure 65
1.0 INTRODUCTION 5 3.7.1 Residential Land Use 67
1.1 Strategic Overview of the Sub-Region 7 3.7.2 Commercial Land Use 70
1.1.1 Sub-Region Boundary 7 3.7.3 Industrial Land Use 70
1.1.2 The People 9 3.7.4 Institutional & Utility Land Use 70
1.1.3 Population Structure 9 3.7.5 Mixed Use 70
1.1.4 Economic Setting and Livelihood 9 3.7.6 Recreational Land Use 70
1.1.5 Existing Urban Character 11 3.7.7 Agriculture & Forestry 71
1.2 Master Plan Visioning 12 3.7.8 Wetlands and Conservation Areas 71
1.3 Objectives of the Master plan 14 3.7.9 Waterbody 71
1.4 Purpose of the Master plan report 14 3.7.10 Circulation 71
1.4.1 Report structure 14 3.8 Land Use Structure of LGA/LCDAs 72
1.5 Summary of Challenges Identified in Baseline 14 3.8.1 Ikosi Isheri LCDA 76
3.8.2 Agboyi Ketu LCDA 86
2.0 THE MASTER PLAN PROCESS 21 3.8.3 Ikorodu West LCDA 96
2.1 Overview 21 3.8.4 Igbogbo Baiyeku LCDA 106
2.2 Ikorodu Sub-Region Opportunities and Constraints 22 3.8.5 Ikorodu LGA 116
2.2.1 Synthesis of Opportunities and Constraints 22 3.8.6 Ijede LCDA 130
2.3 Master Plan Development Framework 24 3.8.7 Ikorodu North LCDA 140
2.3.1 Master Plan Components Goals & Strategic Objectives 24 3.8.8 Imota LCDA 150
2.4 Ikorodu Sub-Region Values 33 3.8.9 Ikosi Ejinrin LCDA 160
2.4.1 Sub-Region Character and Quality of Life 36
2.4.2 Environmental Protection 36 4.0
HOUSING PROVISION FRAMEWORK 171
2.4.3 Infrastructure & Facilities 36 4.1 Demographic & Housing Profile 171
4.1.1 Federal Government Schemes 171
3.0 LAND USE AND SETTLEMENT DEVELOPMENT FRAMEWORK 41 4.1.2 Lagos State Government Efforts in Housing Provision in the Sub-Region 171
3.1 Land use Planning Critical Factors 41 4.1.3 Private Sector Housing Development 171
3.2 Existing Land Use Scenario 42 4.2 Estimating Housing Stock 172
3.2.1 Identified Challenges 43 4.3 Housing Sector Issues & Challenges 172
3.2.2 Land Use Opportunities 51 4.3.1 Housing Deficit 172

xvi Ikorodu - Draft Final Report (2016 - 2036)


4.3.2 Projected Housing Needs 173 5.11 Mobility & Connectivity Strategies 240
4.4 Land Use Implication for Housing in Ikorodu Sub-Region 173 5.11.1 Road Network 240
4.4.1 Proposed Housing Pattern and Density Strategy 173 5.11.2 Arterials 243
4.4.2 Housing Typology 177 5.11.3 Densification of Road Network 244
4.5 Mass Housing Strategy 179 5.12
Public Transport 260
4.5.1 Housing Affordability 179 5.12.1 Hierarchy and Technologies 260
4.5.2 Construction & Renovation Technology 179 5.12.2 The Light Rail Line and the BRT Lines 261
4.5.3 Housing Finance/Partnerships 179 5.12.3 Complementary Measures Necessary to Improve the 272
5.0 TRANSPORTATION INFRASTRUCTURE FRAMEWORK 183 Performance of LRT & BRT
5.1 Overview 183 5.12.4 A High Performance Public Transport System for Ikorodu 273
5.1.1 The Project Process 184 Sub-Region
5.1.2 The Stakeholders Involvement 185 5.13 Soft Mobility and Road Safety 275
5.1.3 Findings from the Baseline Studies 186 5.13.1 Pedestrian Strategy 275
5.2 Baseline Scenario 188 5.13.2 Bicycle Strategy 276
5.2.1 Wider Access and Connectivity 188 5.13.3 A Safer Network for All 277
5.2.2 Road Transport 190 5.13.4 Ikorodu Bicycle Network 278
5.2.3 Public Transportation 194 5.14
Freight Transport 279
5.2.4 Mobility Issues 199 5.14.1 Current Freight Network 279
5.2.5 Opportunities 199 5.14.2 Objectives & Strategies 280
5.3 Ikorodu Tomorrow Evolutionary (Institutional) Scenario 200 5.14.3 Recommendation Actions 281
5.3.1 Existing Transportation Proposals for the Sub-Region 201 5.15
Parking & Access Strategy 284
5.4 SWOT Analysis 203 5.16 Water Transport & Coastal Area Development 286
5.5 Transport Vision 204 5.16.1 Connection with public transport 288
5.6 Pillars of Change 206 5.17
Implementation Strategy (2017-2036) 289
5.7 Mobility Goals 209 5.18
Policy Recommendation 295
5.8 Mobility Strategies 209 5.18.1 Road Safety 295
5.9 Inspiring case studies from around the world 210 5.18.2 Transport Data Management System 303
5.9.1 Curitiba 213 5.18.3 Access & Parking Regulations 304
5.9.2 Bogota 217 5.18.4 Public Transport Organization Policy 305
5.9.3 Dar es Salam 221
5.9.4 Johannesburg 225 6.0 ENVIRONMENTAL MANAGEMENT FRAMEWORK 309
5.9.5 Houston 229 6.1 Environmental Issues from Baseline Studies 309
5.10
Estimate of Future Demand 232 6.1.1 Sensitivity Analysis of the Baseline Information 309
5.10.1 Methodology 234 6.1.2 Development Constraint Zones 310
5.10.2 Trip Generation Rates & Factors 235 6.1.3 Desired State Per Environmental Feature 312
5.10.3 Attraction & Production| Person per District 237 6.2 Environmental Emergency Preparedness and Response 312
5.10.4 Modal Split 238 6.2.1 Ecological Resource Management Plan 312
5.10.5 Attraction & Production| Vehicular Trips per District 239 6.3 Agriculture Resource Management Plan 313

Ikorodu - Draft Final Report (2016 - 2036) xvii


Contents
6.3.1 300 Hectares Oke-Eri Paddy Rice Farm Estate 314 8.4.2 Library 342
6.3.2 200 Hactares Iganke Leafy Vegetable Estate 314 8.4.3 Community Centre 342
6.3.3 200 Hactares Ibelefun Fruit Vegetable Farm Estate 314 8.4.4 Cemeteries 343
6.3.4 50 Hectares Ago Hausa Landscape Nursery Estate 314 8.4.5 Culture, Tourism and Recreation 343
6.3.5 50 Hectares Imota Dairy Farm 316
6.3.6 Ori-Okuta Integrated Green House Farm Settlement 316 9.0 PHYSICAL INFRASTRUCTURE FRAMEWORK 349
6.3.7 Small Scale Urban Farming 316 9.1 Storm Water Drainage Management 350
6.4 Sustainable Development Key Performance Indicators (KPIs) 317 9.1.1 Identification of Storm Water Management Deficiencies from 350
6.5 Strategic Environmental Assessment Plan (SEMP) 318 Baseline Stage
6.5.1 Very High Development Constraint Zone 318 9.1.2 Recommended Storm Water Drainage Management Strengies 352
6.5.2 High Development Constraint Zone 318 for Ikorodu Sub-Region
6.5.3 Fair Development Constraint Zone 319 9.1.3 Wetland Protection and Eco-Tourism 383
6.5.4 Low Development Constraint Zone 319 9.1.4 Identification of sustainable Inland Navigation Network from 385
Existing Channels
7.0 SOCIO-ECONOMIC DEVELOPMENT FRAMEWORK 323 9.1.5 Identification of Navigable Channels in Ikorodu Sub-Region 385
7.1 Identification of Economic Issues from the Baseline Stage 324 9.1.6 Operation and Maintenance Policies for the Drainage System 387
7.2 Mobility and Accessibility as Economic Drivers for the Sub-Region 325 of Ikorodu Sub-Region
7.3 Ikorodu Sub-Region’s Potentials as a Strong Retail Core 326 9.2 Water Supply 388
7.3.1 Invigorating Economic Activities in Less Developed 326 9.2.1 Baseline Information on Ikorodu Sub-Region Water Supply 388
Communities 9.2.2 Proposed Water Supply Systems 395
7.3.2 Strengthening the Indigenous Economic Sectors 327 9.2.3 Recommendation 396
7.3.3 Strengthening the Existing Commercial Centers 327 9.2.4 Proposed Trunk Main and Tertiary Distribution Network in 396
7.3.4 Trade, Commerce and Logistics 327 the Sub-Region
7.4 Informal Economic Sector 328 9.2.5 Impact of Road Construction on Distribution Network 406
7.5 Agriculture 330 9.3 Waste Management 407
7.6 Industrial Sector 330 9.3.1 Existing Solid Waste Management System in Ikorodu 407
7.6.1 Industrial and Commercial Incubators 330 Sub-Region
9.3.2 Projected Solid Waste Generation Rates for Ikorodu 412
8.0
SOCIAL INFRASTRUCTURE FRAMEWORK 335 Sub-Region
8.1 Education 335 9.3.3 Waste water Management 426
8.2 Health Care 339 9.4 Power Supply 433
8.2.1 Health Care Policies in Compliance with the Sustainable 339 9.4.1 Proposed power supply strategies for Ikorodu Sub-Region 437
Development Goals (SDGS) 9.4.2 Other Sources of Power supply 444
8.2.2 Projected Need and Potentials for Healthcare in Ikorodu 340 9.5 Telecommunication 448
Sub-Region 9.5.1 Radio Stations in Ikorodu Sub-Region 453
8.3 Safety and Security 341 9.5.2 Telecommunication Services to be provided 453
8.4 Community Facilities 342 9.5.3 Surveillance/ Security including CCTV 454
8.4.1 Post Office 342 9.5.4 FTTH Infrastructure 465

xviii Ikorodu - Draft Final Report (2016 - 2036)


10.0
MAKING IT HAPPEN 471
10.1
Phasing 471
10.1.1 Phase One (2016 - 2021) 472
10.1.2 Phase Two (2021 - 2031) 474
10.1.3 Phase Three (2021 - 2036) 474
10.2
Recommendation 487
10.3
Public Participation 495
10.4
Planning Development Guidelines 496

Ikorodu - Draft Final Report (2016 - 2036) xix


List of Figures
Figure 1.1 Lagos State boundary showing the Ikorodu Sub-Region Project Area 5 Figure 3.31 Proposed Land use Plan for Igbogbo Baiyeku LCDA 109
Figure 1.2 Project Boundary with the LCDAs 7 Figure 3.32 Proposed Road Network Plan for Igbogbo Baiyeku LCDA 111
Figure 1.3 Ikorodu Sub-Region linkages to the Metropolis 8 Figure 3.33 Location Map for Ikorodu LGA 115
Figure 3.34 Existing Developments within Ikorodu LGA 117
Figure 2.1 Master Plan Process 21 Figure 3.35 Proposed Land use Plan for Ikorodu LGA 119
Figure 3.36 Proposed Road Network Plan for Ikorodu LGA 121
Figure 3.1 Map showing the LCDAs within Ikorodu Sub-Region 41 Figure 3.37 Location Map for Ijede LCDA 129
Figure 3.2 Existing Settlement Pattern within Ikorodu Sub-Region 42 Figure 3.38 Existing Developments within Ijede LCDA 131
Figure 3.3 Acquisitions and Excisions across Ikorodu Sub-Region 44 Figure 3.39 Proposed Land use Plan for Ijede LCDA 133
Figure 3.4 Encroachment on Acquisition Areas across Ikorodu Sub-Region 45 Figure 3.40 Proposed Road Network Plan for Ijede LCDA 135
Figure 3.5 Predominant Informal Activities at different Locations across the 47 Figure 3.41 Location Map for Ikorodu North LCDA 139
Sub-Region Figure 3.42 Existing Developments within Ikorodu North LCDA 141
Figure 3.6 Identified Challenges and Opportunities in Ikorodu Sub-Region 50 Figure 3.43 Proposed Land use Plan for Ikorodu North LCDA 143
Figure 3.7 Existing Major Land Use Assets 51 Figure 3.44 Proposed Road Network Plan for Ikorodu North LCDA 145
Figure 3.8 Map showing planned projects around Ikorodu Sub-Region 58 Figure 3.45 Location Map for Imota LCDA 149
Figure 3.9 Proposed Settlement Pattern of Ikorodu Sub-Region 61 Figure 3.46 Existing Developments within Imota LCDA 151
Figure 3.10 Preferred Option - Multi-Nuclei/Polycentric Concept 62 Figure 3.47 Proposed Land use Plan for Imota LCDA 153
Figure 3.11 Hierarchy of Activity Hubs 64 Figure 3.48 Proposed Road Network Plan for Imota LCDA 155
Figure 3.12 Proposed Land Use Plan for Ikorodu Sub-Region 66 Figure 3.49 Location Map for Ikosi Ejirin LCDA 159
Figure 3.13 Maps showing the expansion of existing Settlements and New 67 Figure 3.50 Existing Developments within Ikosi Ejirin LCDA 161
Development Areas Figure 3.51 Proposed Land use Plan for Ikosi Ejirin LCDA 163
Figure 3.14 Map of Identified Blighted Areas recommended for Rejuvenation 68 Figure 3.52 Proposed Road Network Plan for Ikosi Ejirin LCDA 165
Figure 3.15 Proposed Residential Density Map for Ikorodu Sub-Region 69
Figure 3.16 Location of the LCDAs within Ikorodu Sub-Region 72 Figure 4.1 Density Map 176
Figure 3.17 Location Map for Ikosi-Isheri LCDA 75
Figure 3.18 Existing Developments within Ikosi-Isheri LCDA 77 Figure 5.1 Chart showing the existing vehicle composition 186
Figure 3.19 Proposed Land use Plan for Ikosi-Isheri LCDA 79 Figure 5.2 Regional Connectivity to the Sub-Region 188
Figure 3.20 Proposed Road Network Plan for Ikosi-Isheri LCDA 81 Figure 5.3 Existing Road Network 191
Figure 3.21 Location Map for Agboyi-Ketu LCDA 85 Figure 5.4 Existing Roadway and Intersection Level of service 193
Figure 3.22 Existing Developments within Agboyi-Ketu LCDA 87 Figure 5.5 Existing public transport network 195
Figure 3.23 Proposed Land use Plan for Agboyi-Ketu LCDA 89 Figure 5.6 Jetties location 196
Figure 3.24 Proposed Road Network Plan for Agboyi-Ketu LCDA 91 Figure 5.7 LASWA Inland Waterways Routes in operation within the State 198
Figure 3.25 Location Map for Ikorodu West LCDA 95 Figure 5.8 Curitiba Public transport network 213
Figure 3.26 Existing Developments within Ikorodu-West LCDA 97 Figure 5.9 BRT Network Map 214
Figure 3.27 Proposed Land use Plan for Ikorodu West LCDA 99 Figure 5.10(a) Bogotà Public transport network 217
Figure 3.28 Proposed Road Network Plan for Ikorodu West LCDA 101 Figure 5.10(b)
Bogotá BRT map 218
Figure 3.29 Location Map for Igbogbo-Baiyeku LCDA 105 Figure 5.11 Dar es salaam transport network coverage 221
Figure 3.30 Existing Developments within Igbogbo-Baiyeku LCDA 107 Figure 5.12 Fully implemented BRT network 222

xx Ikorodu - Draft Final Report (2016 - 2036)


Figure 5.13 Johannesburg Public transport network coverage (Metropolitan area) 225 Figure 5.46 Phase 1 Road Network 290
Figure 5.14 Public transport and transit oriented development map 226 Figure 5.47 Phase 1&2 Road Network 291
Figure 5.15 Johannesburg Spatial Development Framework, 2040 226 Figure 5.48 Road Network Plan for Ikorodu Sub-Region (2016 - 2036) 292
Figure 5.16 Houston Public Transport Network Coverage 229 Figure 5.49 Phase 1 Transit Network 293
Figure 5.17 Previous Frequent Bus Network 230 Figure 5.50 Phase 2 Transit Network 294
Figure 5.18 Reimaged Frequent Bus Network 230
Figure 5.19 Land Use Attractors 232 Figure 6.1 Development Constraints Map 311
Figure 5.20 Ikorodu districts 234 Figure 6.2 Agricultural Proposal for Ikorodu Sub-Region 315
Figure 5.21 Trip Generation - Persons Trips - AM Peak Hours 237
Figure 5.22 Trip Generation - Persons Trips - PM Peak Hours 237 Figure 7.1 Major Transport proposals for the Ikorodu Sub-Region 325
Figure 5.23 Showing the projected 2030 Modal Split 238 Figure 7.2 Major Agricultural and Informal Activities Area 329
Figure 5.24 Trip Generation - Private Cars - AM Peak Hours 239 Figure 7.3 Major Industrial and Commercial Proposals 331
Figure 5.25 Trip Generation - Private Cars - PM Peak Hours 239
Figure 5.26 ROW for Extra-Urban Arterial with Public Transport enhanced 244 Figure 8.1 Recommended Increase in Primary Schools 336
Figure 5.27 ROW for Extra-Urban Arterial with no provision for Public Transport 244 Figure 8.2 Recommended Increase in Secondary Schools 338
Figure 5.28 ROW for Urban Arterial with Public Transport enhanced 245 Figure 8.3 Recommended Increase in Health Facilities 340
Figure 5.29 ROW for Urban Arterial with Public Transport enhanced 245
Figure 5.30 ROW for Major Collector with Public Transport lane 246 Figure 9.1 Existing Drainage System of Ikorodu Sub-Region 351
Figure 5.31 ROW for Minor Collector with Shared Lanes 246 Figure 9.2 Hydrologic model for Ikorodu Sub-Rregion based on the proposed 352
Figure 5.32 ROW for Minor Local Street with Shared Space, 30km/h 247 land use design
Figure 5.33 ROW for Major Local Street with Curbside variations 247 Figure 9.3 The Designed Storm water drainage system and watershed for the 353
Figure 5.34 Current roads and street network 248 Ikorodu Sub-Region
Figure 5.35 Proposed Road Network Plan for Ikorodu Sub-Region 251 Figure 9.4 Resized Odo-Afa channel and its Tributaries 356
Figure 5.36(a)
Isochronic map 252 Figure 9.5 Resized System 105 channel and its Tributaries 357
Figure 5.36(b)
Isochronic map 252 Figure 9.6 Resized Ofin Channel and its Tributaries 359
Figure 5.36(c)
Isochronic map 254 Figure 9.7 Resized System 107 and its Tributaries 360
Figure 5.37 Junction Typologies 259 Figure 9.8 Resized System 108 channel and its Tributaries 361
Figure 5.38 Proposed BRT Lines 265 Figure 9.9 Resized System 110 and its Tributaries 362
Figure 5.39 Proposed Bus Lines 266 Figure 9.10 Resized System 111 channel and its Tributaries 363
Figure 5.40 Proposed Points of Interchange 267 Figure 9.11 Resized System 130 and its Tributaries 364
Figure 5.41(a)
Isochronic map 268 Figure 9.12 Resized System 114 channel and its Tributaries 365
Figure 5.41(b)
Isochronic map 269 Figure 9.13 Resized System 138 channel and its Tributaries 367
Figure 5.41(c)
Isochronic map 270 Figure 9.14 Resized System 133 and its Tributaries 368
Figure 5.41(d)
Isochronic map 271 Figure 9.15 Resized System 103 channel and its Tributaries 369
Figure 5.42 Proposed Bike Network 278 Figure 9.16 Resized Odogunyan-Parafa Channel and its Tributaries 370
Figure 5.43 Proposed Freight Route 282 Figure 9.17 Resized System 104 channel and its Tributaries 371
Figure 5.44 Proposed Access Strategy 285 Figure 9.18 Resized System 131 and its Tributaries 372
Figure 5.45 Proposed Jetties Location 288 Figure 9.19 Resized System 132 channel and its Tributaries 373

Ikorodu - Draft Final Report (2016 - 2036) xxi


List of Figures
Figure 9.20 Ogun River Tributaries, Distributaries and Catchment 374 Figure 9.57 Proposed Main Schematic for Fibre Network 466
Figure 9.21 Proposed aerial view of Ogun River with Levee walls (orange colour) 382
within Ikorodu Sub-Region Figure 10.1 Proposed Land Use Phase 1 (2016 – 2021) 473
Figure 9.22 Protected Wetlands in Ikorodu Sub-Region 384 Figure 10.2 Proposed Land Use Phase 2 (2021 – 2031) 475
Figure 9.23 Projected Water Demand Supply for Ikorodu Sub-Region 395 Figure 10.3 Proposed Land Use Phase 3 (2031 – 2036) 476
Figure 9.24 Schematics Drawings for Distribution Networks for Igbogbo-Baiyeku 397 Figure 10.4 Map showing Settlement Pattern for Ikorodu Sub-Region 496
LCDA Figure 10.5 Proposed Zoning Plan (2031 – 2036) 497
Figure 9.25 Schematics Drawings for Distribution Networks for Ikorodu North 398
LCDA
Figure 9.26 Schematics Drawings for Distribution Networks for Ijede LCDA 399
Figure 9.27 Schematics Drawings for Distribution Networks for Imota LCDA 400
Figure 9.28 Schematics Drawings for Distribution Networks for Ikorodu LGA 401
Figure 9.29 Schematics Drawings for Distribution Networks for Ikorodu West LCDA 402
Figure 9.30 Schematics Drawings for Distribution Networks for Ikosi Ejirin LCDA 403
Figure 9.31 Schematics Drawings for Distribution Networks for Ikosi Isheri LCDA 404
Figure 9.32 Schematics Drawings for Distribution Networks for Agboyi Ketu LCDA 405
Figure 9.35 Distribution of Solid waste generated across the sub-region (Year 2016) 411
Figure 9.36 Projected solid waste generated across the sub region (2036) 413
Figure 9.37 The Cleaner Lagos Initiative Organogram 414
Figure 9.38 Zero Waste Management Policy 415
Figure 9.39 Proposed Solid Waste Management Plan for Ikorodu Sub-Region 416
Figure 9.40 Wastewater generation across the sub-region (Year 2016) 429
Figure 9.41 Proposed 132KVA Embedded Power Plants in Ikorodu Sub – Region 439
Figure 9.42 Three Proposed Embedded 132kv Power Plants in Ikorodu Sub-Region 440
Figure 9.43 Projected Electricity Demand/Supply in Ikorodu Sub-Region 441
Figure 9.44 Proposed Injection Substation in Ikorodu Sub-Region 443
Figure 9.45 Distribution of GSM Tower across the Sub-Region 448
Figure 9.46 Typical Wireless IP Cameras and Transmitters 454
Figure 9.47 Proposed Main CCTV Schematic Diagram For Ikorodu Sub-Region 455
Figure 9.48 Proposed CCTV Schematic Diagram for Igbogbo Baiyeku LCDA 456
Figure 9.49 Proposed CCTV Schematic Diagram for Ikorodu North LCDA 457
Figure 9.50 Proposed CCTV Schematic Diagram for Ijede LCDA 458
Figure 9.51 Proposed CCTV Schematic Diagram for Imota LCDA 459
Figure 9.52 Proposed CCTV Schematic Diagram for Ikorodu LGA 460
Figure 9.53 Proposed CCTV Schematic Diagram for Ikorodu-West LCDA 461
Figure 9.54 Proposed CCTV Schematic Diagram for Ikosi-Ejinrin LCDA 462
Figure 9.55 Proposed CCTV Schematic Diagram for Ikosi-Isheri LCDA 463
Figure 9.56 Proposed CCTV Schematic Diagram for Agboyi Ketu LCDA 464

xxii Ikorodu - Draft Final Report (2016 - 2036)


List of Plates
Plate 1.1 Cross-Section of Participants at Master plan Stakeholders Consultations 12 Plate 3.22(b) Cross - Section of the ROW 125
and Visioning Exercise Plate 3.23(a) Artistic Rendering of the Tourism - Aquaculture Corridor 126
Plate 3.23(b) Cross - Section of the ROW 127
Plate 2.1 The People of Ikorodu Sub-Region 33 Plate 3.24(a) Artistic Rendering of the Mixed Use Corridor 136
Plate 3.24(b) Cross - Section of the ROW 136
Plate 3.1 Informal trading activities at different locations across Ikorodu 46 Plate 3.25(a) Artistic Rendering of the Residential/recreational Park Corridor 137
Sub-Region Plate 3.25(b) Cross - Section of the ROW 137
Plate 3.2 Waterlogged Low-Lying Communities 48 Plate 3.26(a) Artistic Rendering of the Industrial Streetscape 146
Plate 3.3 Lagos State Housing Scheme, Igbogbo 53 Plate 3.26(b) Cross - Section of the ROW 146
Plate 3.4 Commercial Centres within the Sub-Region 53 Plate 3.27(a) Artistic Rendering of the Maya CBD Corridor 147
Plate 3.5 Ikorodu Sub-Region Waterfront 54 Plate 3.27(b) Cross - Section of the ROW 147
Plate 3.6 Agbowa Plank Market 54 Plate 3.28(a) Artistic Rendering of the Linear Park/Mixed Use Corridor 156
Plate 3.7 Tertiary Institutions within the Sub-Region 55 Plate 3.28(b) Cross - Section of a typical Mixed-Use Building 156
Plate 3.8 Owode-Onirin Iron-scrap Market 56 Plate 3.29(a) Artistic Rendering of the Residential/recreational Park Corridor 157
Plate 3.9 Egbin Thermal Station 56 Plate 3.29(b) Cross - Section of the ROW 157
Plate 3.10 Lucky Fibre Industries, Parafa 57 Plate 3.30(a) Artistic Rendering of the Agric/Recreational Corridor 166
Plate 3.11 Ikorodu Lighter Terminal, Ipakodo 57 Plate 3.30(b) Cross - Section of the ROW 166
Plate 3.12(a) Artistic Rendering of the Ogun Forest Reserve and Residential Corridor 82 Plate 3.31(a) Artistic Rendering of the Agbowa Plank Market Corridor 167
Plate 3.12(b) Cross - Section of the ROW 82 Plate 3.31(b) Cross - Section of the ROW 167
Plate 3.13(a) Artistic Rendering of the Ogun Forest Reserve and Mixed Use Corridor 83
Plate 3.13(b) Cross - Section of the ROW 83 Plate 5.1 Origin - Destination Survey 184
Plate 3.14(a) Artistic Rendering of the Tourism - Aquaculture Corridor 92 Plate 5.2 Installation of Traffic Count Equipment 184
Plate 3.14(b) Cross - Section of the ROW 92 Plate 5.3 Community Consultation 185
Plate 3.15(a) Artistic Rendering of the Mixed Use Corridor 93 Plate 5.4 Data Validation Exercise 185
Plate 3.15(b) Cross - Section of the ROW 93 Plate 5.5(a) Interactive sessions with transport professionals 185
Plate 3.16(a) Artistic Rendering of the Isawo Mixed-Use Corridor 102 Plate 5.5(b) Interactive sessions with transport professionals 185
Plate 3.16(b) Cross - Section of the ROW 102 Plate 5.6 Pedestrians walking on Carriageway of Ayangburen Road, Ikorodu 186
Plate 3.17(a) Artistic Rendering of the Industrial/Residential Corridor 103 Plate 5.7 Unregulated on-street parking at Owutu, Agric 186
Plate 3.17(b) Cross - Section of the ROW 103 Plate 5.8 Traffic Congestion at Ikorodu Roundabout 187
Plate 3.18(a) Artistic Rendering of the Entertainment City 112 Plate 5.9 Typical jetty within the Sub-Region 187
Plate 3.18(b) Cross - Section of the ROW 12 Plate 5.10 Typical Motor Park at Igbogbo 187
Plate 3.19(a) Artistic Rendering of the Mixed development/Residential Corridor 113 Plate 5.11 Lagos-Ikorodu Road 188
Plate 3.19(b) Cross - Section of the ROW 113 Plate 5.12 Ikorodu-Sagamu Road 188
Plate 3.20(a) Artistic Rendering of the Tourism - Aquaculture Corridor 122 Plate 5.13 Ikorodu-Itoikin Road 188
Plate 3.20(b) Cross - Section of the ROW 123 Plate 5.14 A deserted jetty at Agbowa Ikosi 188
Plate 3.21(a) Artistic Rendering of the Transit Hub/Mixed Use Corridor 124 Plate 5.15 Surface defect on Ikorodu - Sagamu Road 190
Plate 3.21(b) Cross - Section of the ROW 124 Plate 5.16 Surface defect on Solebo Igbogbo Road 190
Plate 3.22(a) Artistic Rendering of the Residential Corridor 125 Plate 5.17 BRT Buses on Lagos Ikorodu Road 194

Ikorodu - Draft Final Report (2016 - 2036) xxiii


List of Plates
Plate 5.18 Tricycles on Ikorodu-Sagamu Road 194
Plate 5.19 Space occupied by people that travel 204
Plate 5.20 Road safety or lack thereof 204
Plate 5.21 Curitiba Trinary Road System 214
Plate 5.22 Curitiba BRT Green Line 214
Plate 5.23 Bogotá BRT dedicated lane 218
Plate 5.24 Bogotá BRT central station during rush hours 218
Plate 5.25 BRT Station 222
Plate 5.26 BRT Terminal 222
Plate 5.27 Lagos Ikorodu Road - Arterial Road 242
Plate 5.28 Obafemi Awolowo Road - Collector Road 242
Plate 5.29 Eluku - Local Road 242

Plate 9.1 Odo-Abike-Dabiri detention pond 358


Plate 9.2 Artificial Lake at Agbowa; enriched with ecological biodiversity 366
around its bank.
Plate 9.3 Aerial view of flooding in Owode-Elede as a result of the effect 380
of the opening of Oyan dam
Plate 9.4(a) A fluvial flooding along the reach of Ogun River at Owode-Elede 381
during Oyan Dam Opening
Plate 9.4(b) Cross-section of the proposed Levee walls along the reach of 381
Ogun River at Owode-Elede during Oyan Dam Opening
Plate 9.5 Non-forested wetland of Odogunyan-Parafa Channel at Parafa 383
Plate 9.6 Ikorodu II Mini-waterworks, Ota Ona 388
Plate 9.7 New Ikorodu I Mini-waterworks, Lagos Road 388
Plate 9.8 Ota-Ikosi Regional Water Supply Scheme, Agbowa- Ikosi 388
Plate 9.9 Skip truck 407
Plate 9.10 Mammoth Compactor Truck 407
Plate 9.11 Compactor Truck 407
Plate 9.12 Medical Waste Collection Buses 407

xxiv Ikorodu - Draft Final Report (2016 - 2036)


List of Tables
Table 1.1 Characteristics of Ikorodu Sub-Region 6 Table 5.5 Bus Ridership for Ikorodu Sub – Region 194
Table 1.2 Summary of Challenges 15 Table 5.6 Daily BRT Ridership for Ikorodu Sub - Region 196
Table 5.7 Waterways 2015 Year to Date Passengers Ridership for Ikorodu 197
Table 2.1 SWOT Analysis Chart for Ikorodu Sub-Region 23 Sub-Region
Table 2.2 Land Use Objectives and Strategies 25 Table 5.8 Mobility Strategy 206
Table 2.3 Housing Objectives and Strategies 25 Table 5.9 Proposed Land Use Quantities 232
Table 2.4 Environmental Management Objectives and Strategies 27 Table 5.10 Landuse parameters 235
Table 2.5 Socio-economic Development Objectives & Strategies 28 Table 5.11 Trip generation and attraction rates for residents 236
Table 2.6 Storm Water Drainage Management Objectives and Strategies 29 Table 5.12 Trip generation and attraction rates for employees 236
Table 2.7 Water Supply Objectives and Strategies 29 Table 5.13 Trip generation and attraction rates for visitors 236
Table 2.8 Waste Management Objectives and Strategies 29 Table 5.14 Estimated Person Trips 237
Table 2.9 Power Supply Objectives and Strategies 30 Table 5.15 Estimated Vehicle Trips 239
Table 2.10 Telecommunication Objectives and Strategies 30 Table 5.16 Collector Road Specification 246
Table 2.11 Social Infrastructure Objectives and Strategies 31 Table 5.17 Existing and proposed road network comparison 248
Table 2.12 Transport Infrastructure Objectives & Strategies 32 Table 5.18 Hierarchy of roads and streets 250
Table 5.19 Vehicle Speed 251
Table 3.1 Coverage area of Acquisitions & Excisions in the Sub-Region 43 Table 5.20 Type of Intersection 258
Table 3.2 Details of Acquisition and Encroachment Areas across Ikorodu 45 Table 5.21 Vehicle Average Occupancy 260
Sub-Region Table 5.22 Vehicle Average Space Occupation 260
Table 3.3 Ikorodu Sub-Region Settlement Pattern Reclassification 60 Table 5.23 Vehicles average space occupation 261
Table 3.4 Hierarchy of Distribution of Services and Facilities 63 Table 5.24 Vehicle Speed 268
Table 3.5 Proposed Ikorodu Sub-Region Land Use Structure 65 Table 5.25 Ferry Boat 2036 Passengers Ridership Projection 286
Table 3.6 Identified Blighted Areas with Ikorodu Sub-Region 68
Table 6.1 Soil and Crop Compatibility Spatial Distribution 313
Table 4.1 Number of Residential Buildings per LCDA within Ikorodu 171 Table 6.2 Proposed Leafy Vegetables Crops at Iganke Vegetable Farm 314
Sub-Region Settlement
Table 4.2 Number of Residential Buildings per LCDA within Ikorodu 172 Table 6.3 Fruit Vegetables Commercially Produced in Ikorodu 314
Sub-Region Table 6.4 Urban Trees in LASPARK Streetscape and Parks 314
Table 4.3 Housing Deficit Analysis (2016) 172 Table 6.5 Expectations from the Proposed Fish Farm 316
Table 4.4 Housing Stock Projection across LCDAs 173 Table 6.6 Sustainable Development Key Performance Indicators 317
Table 4.5 Residential Density Strategy across the Ikorodu Sub-region. 174
Table 7.1 Comparative Advantage of Ikorodu Sub-Region by LGA/LCDAs 323
Table 5.1 Major Road Network Characteristics 190
Table 5.2 Length of Road Networks 190 Table 8.1 Proposed Primary Schools in Ikorodu Sub-Region 335
Table 5.3 Existing Key Roadway Segment Traffic Operations Conditions 192 Table 8.2 Proposed Secondary Schools in Ikorodu Sub-Region 337
Analysis Table 8.3 Medical Facilities in the Sub-Region 339
Table 5.4 Existing Key Intersection Traffic Operations Conditions Analysis 192 Table 8.4 Proposed Fire Service Stations for the Sub-Region 341
using the average 13-hr traffic volume AM peak hour demand Table 8.5 Proposed Police Stations for Ikorodu Sub-Region 342
Ikorodu - Draft Final Report (2016 - 2036) xxv
List of Tables
Table 8.6 Culture and Tourism Indicators for Ikorodu Sub-Region 345 Table 9.29 Projected generation rates (2036) 410
Table 9.30 Projected solid waste volumes across the sub-region (2036) 410
Table 9.1 Primary Channels and their tributaries 350 Table 9.31 Actionable Policies and Strategies for Ikorodu Sub-Region 418
Table 9.2 Drainage catchments of the primary channels in Ikorodu Sub-Region 350 Table 9.32 Residential Waste Stream Analysis for 2016 419
Table 9.3 Flood prone areas due to storm water, drainage Management 352 Table 9.33 Residential Waste Stream Analysis for 2036 419
Deficiencies Table 9.34 Industrial and Commercial Waste Stream Analysis for 2016 420
Table 9.4 Hydrological Characteristics of Sub-Catchments in Ikorodu 354 Table 9.35 Commercial and industrial Waste Stream Analysis for 2036 420
Sub-Region Master Plan Table 9.36 Project Evaluation Matrix – Transfer Loading Station (TLS)/Material 421
Table 9.5 Hydraulic Characteristics of some Designed Primary Earth Channels 355 Recovery Facility (MRF)
in Ikorodu Sub-Region Table 9.37 Zonal Coverage of TLS/MRFs 422
Table 9.6 Hydraulic properties of the designed primary channels in Ikorodu 375 Table 9.38 Project Evaluation Matrix - Remediation of Ewu-Elepe Dump Site 423
Sub-Region Table 9.39 Summary of components of the solid waste stream in Ikorodu 424
Table 9.7 General Classifications and characteristics of Boat 385 Sub-region (2016 & 2036)
Table 9.8 Summary of LWC Schemes Existing Condition 389 Table 9.40 Electricity Generation Potential in the Region (2036) 424
Table 9.9 MLG&CA Scheme Types 390 Table 9.41 Space analysis of Ewu-Elepe site for siting the Pyrolysis Plant 425
Table 9.10 Existing MLG&CA Schemes in Ikorodu LGA 390 Table 9.42 Project Evaluation Matrix – Pyrolysis Plant at Ewu-Elepe 425
Table 9.11 Existing MLG&CA Schemes in Ikorodu North LCDA 390 Table 9.43 Goals and Objectives of the 5-Year Strategic and Investment Plan 426
Table 9.12 Existing MLG&CA Schemes in Ikorodu West LCDA 390 Table 9.44 Waste Water Management Deficiencies identified at the Baseline 427
Table 9.13 Existing MLG&CA Schemes in Ijede LCDA 390 Stage
Table 9.14 Existing MLG&CA Schemes in Igbogbo-Baiyeku LCDA 390 Table 9.45 Wastewater flow rates 428
Table 9.15 Existing MLG&CA Schemes in IMOTA LCDA 391 Table 9.46 Projected Wastewater flow in LGA/LCDAs 428
Table 9.16 Existing MLG&CA Schemes in Agbonyi/Ketu LCDA 391 Table 9.47 Wastewater zones and their parameters 430
Table 9.17 MLG&CA Existing Water Supply Schemes and Installed Capacities 391 Table 9.48 Evaluation Matrix of Wastewater Treatment Plants for Ikorodu 430
Table 9.18 Raw Water Quality Analysis of Boreholes in Ikorodu Sub-Region 392 Sub-Region
Table 9.19 Sub-region Total Water Demand, 2016 393 Table 9.49 Standards for the disposal of industrial effluents 431
Table 9.20 Ikorodu Sub-Region Water Demand Estimate for the Period 393 Table 9.50 Generation Plants within Ikorodu Sub-Region 433
2016 – 2036 Table 9.51 Transmission Sub-Station within Ikorodu Sub-Region 433
Table 9.21 Ikorodu Sub-Region Water Demand, Production And Gap 394 Table 9.52 Distribution / Injection Stations in Ikorodu Sub-Region 434
(Short, Medium And Long Terms) Table 9.53 Solar and Storage System Installed in Ikorodu Sub-Region 435
Table 9.22 Proposed Land Area Requirements for Reservoir and Pumps for 395 Table 9.54 Rural Electrification Scheme in the Sub-Region 435
the Sub-Region Table 9.55 Summary of Power Supply Objectives, Strategies and Actionable 436
Table 9.23 Summary of Water Scheme Proposed for the Sub-Region 396 Policies
Table 9.24 Distribution Network for Ikorodu Sub-Region 406 Table 9.56 Ikorodu Sub-Region Load Demand with Reference Growth Rate 437
Table 9.25 Type of trucks used to transport wastes 407 (7%)
Table 9.26 Solid waste management deficiencies 408 Table 9.57 Ikorodu Sub-Region Load Demand with High Growth Rate (10%) 437
Table 9.27 Adopted Waste Generation Rates for Ikorodu Sub-Region (2016) 410 Table 9.58 Installed Capacities and Power Demand of the Existing Substations 438
Table 9.28 Solid waste generation data across the sub-region (Year 2016) 410 in the Sub-Region

xxvi Ikorodu - Draft Final Report (2016 - 2036)


Table 9.59 Energy Matrix Calculation for Ikorodu Sub-Region 438
Table 9.60 Required Land Area for Proposed Power Plants in Ikorodu 441
Sub-Region
Table 9.61 Existing and Recommended Injection / Transmission Sub Stations in 442
Ikorodu Sub-Region
Table 9.62 Land Size Required for Proposed Transmission Substations in 442
Ikorodu Sub-Region
Table 9.63 33kv Network Cable from Igbogbo Transmission Station to 444
Injection Substation
Table 9.64 33kv Network Cable from Ikorodu North Transmission Station to 445
Injection Substation
Table 9.65 33kv Network Cable from Ijede Transmission Station to Injection 445
Substation
Table 9.66 33kv Network Cable from Ikorodu Transmission Station to 445
Injection Substation
Table 9.67 33kv Network Cable from Ikorodu West Transmission Station to 445
Injection Sub-station
Table 9.68 33kv Network Cable from Ikosi-Ejinrin to Transmission Station to 446
Injection Sub-station
Table 9.69 33kv Network Cable from Imota to Transmission Station to 446
Injection Sub-station
Table 9.70 33kv Network Cable from Agboyi-Ketu to Transmission Station to 446
Injection Sub-station
Table 9.71 33kv Network Cable from Ikosi-Isheri to Transmission Station to 446
Injection Sub-station
Table 9.72 Tower Locations and Addresses in the Sub-Region with their 449
Operators
Table 9.73 Radio Stations in Ikorodu Sub-Region 453
Table 9.74 CCTV Assumptions and Planning Parameters for Ikorodu 454
Sub-Region
Table 9.75 Bandwidth Estimation Assumption & Planning Parameter 465

Table 10.1 Phasing 477


Table 10.2 Summary of Recommendations and Coordinating MDAs 490
Table 10.3 Approval Order 498

Ikorodu - Draft Final Report (2016 - 2036) xxvii


1
1.0 INTRODUCTION
1.1 Strategic Overview of the Sub-Region
1.1.1
Sub-Region Boundary
1.1.2
The People
1.1.3
Population Structure
1.1.4 Economic Setting and Livelihood
1.2 Master Plan Visioning
1.3 Objectives of the Master plan
1.4 Purpose of the Master plan report
1.4.1
Report structure
1.5 Summary of challenges identified in Baseline

Chapter One

Ikorodu - Draft Final Report (2016 - 2036) 3


Ikorodu Garage
1.0 Introduction

Ikorodu Sub-Region is 48,058.25 hectares in size and situated in the north-eastern boundary of Lagos 543921.86mE and 589192.24mE, and Northing coordinates 721729.38mN and 738830.36mN (Figure
Metropolis which is in the wetland and rainforest ecological zones of Nigeria’s coastal zone, between 1.1). The natural elements that influenced the project boundary delineation as observed on the east and
Ogun River in the west and River Aye on the east bounding Itoikin town. The Sub-Region lies spatially west parts of the sub-region are River Aye and Ogun River respectively. Lagos Lagoon constitutes the
between longitude 3023’E and 3048’E, latitude 6031’N and 6041’N of the Equator, while in the Universal southern boundary while it shares common boundary with Ogun State in the north.
Traverse Mercator (UTM) system it is in zone 31 with its spatial extents between Easting coordinates

LEGEND

Figure 1.1 Lagos State boundary showing the Ikorodu Sub-Region Project Area
Source: Lagos State Government, 2016
Ikorodu - Draft Final Report (2016 - 2036) 5
The Sub-Region is a beautiful environment with greenfield and blue spaces
Table 1.1 Characteristics of Ikorodu Sub-Region
outlined with many of the cultural amenities one would expect from a
conurbation of towns and traditional settlements. It is made up of several
distinct communities and neighbourhoods, each with its own peculiarity, Component Overview
flavour, resident based and pride as most communities consider their
settlements as home rather than the sub-region. Ikorodu Sub-Region is Land area 48,058.25 Ha
growing rapidly as the population will exceed Six (6) million inhabitants
Total area of Acquisition 17,472.52 Ha
by 2036 and this is expected to put more pressure on the available
infrastructure in the Sub-Region. Extent of encroachment on Acquisition 639.79 Ha

Total area of Excision 1,072.37 Ha


It is currently experiencing its most intense period of development, not
only in major towns and adjoining settlements, but as well as the rural Extent of Land Use Development 22,545.89 Ha
settlements and fringes. The urbanisation trends of the Sub-Region is
Extent of Agricultural land and Forest 5,579.21 Ha
evident from the increase in activity areas, population influx, remarkable
growth in physical development and socio-economic transformation due Extent of Conservational/Marshland/Water Catchment 11,514.00 Ha
to urban sprawl from the Lagos Metropolis and Ogun State. Therefore,
the need to develop a strategic policy document that will guide physical Extent of Forest Reserves 1,538.51 Ha
development and socio-economic growth of the Sub-Region for the next
twenty (20) years led the Lagos State Government through the Ministry Population Estimate (2016) 1,752,403
of Physical Planning and Urban Development to commission the Ikorodu
Topography Not more than 64m
Sub-Region Master Plan (2016-2036) to Cityscape Planning Service Ltd.
Main accessibility
• From Lagos Metropolitan area and the State administrative capital Lagos-Ikorodu Road,
The baseline studies identified five (5) major components for Ikorodu Sub- (Ikeja)
Region such as land use and urban development; transportation planning; • From Sagamu, Ogun State Ikorodu-Sagamu Road
• From Epe and Ijebu-Ode, Ogun State Ikorodu-Itoikin Road
physical infrastructure (drainage, water, power, telecommunication and
waste); socio-economic infrastructure and environmental resources
management. Thus, the master plan is a comprehensive compilation Modes of transportation Land and water
of proposals for the various identified components, phasing plans and Key economic drivers Industries, Educational Institutions, Agriculture and Informal
implementation strategy for the next twenty (20) years. Sector Activities.

Physical development drivers Land availability, Proximity to Waterfront and Coastal areas, Tour-
The goal of the master plan is to harness the special characteristics and
ism resources
environmental sustainability of the Sub-Region to pursue sustainable
future developments for economic development and growth of Lagos
Some dominant Traditional Settlements Ikorodu, Igbogbo, Imota, Baiyeku, Agbowa, Agboyi, Baiyeku,
as an investment destination for Africa. This will foster the integration Ebute-Iga, Egbin, Ibeshe, Ijede, Ofin, Oreta
of existing developments with proposed required redevelopment in
addition to making provisions for future developments that will support Source: IKMP Field Survey, 2016
a livable, inclusive, resilient and economically viable Sub-Region while
retaining its traditional and cultural heritages. A brief outline of the Sub-
Region characteristics is highlighted in Table 1.1.

6 Ikorodu - Draft Final Report (2016 - 2036)


1.1 Strategic Overview of the Sub-Region

Ikorodu sub-region has experienced rapid transition in the


last two decades in which it transformed from a satellite
town of agriculture land use region to a cluster of urbanised
communities with vast industrial development. It has
evolved into a prosperous region made evident by the
influx of people from other parts of Lagos metropolis due
to the availability of affordable accommodation with
supporting net worth jobs in manufacturing, agriculture,
waste management, informal sector and government
institutions. The Sub-Region is also known to
accommodate the largest and biggest industrial estate
in the State, besides the wide range of small scale and
cottage industries.
The relative closeness of the Sub-Region to Lagos Metrop-
olis makes it one of the fastest growing sub-regions with-
in the state as many residents’ living in the Sub-Region
commute to the metropolis for either work or purchase
of higher order goods and services daily.

1.1.1 Sub-Region Boundary


The natural elements that influenced the project
boundary delineation as observed on the east and west
parts of the Sub-Region are River Aye and Ogun River
respectively. Lagos Lagoon constitutes the southern
boundary while it shares common boundary with Ogun
State in the north. However, the Ogun River and River
Aye situated in low-lying wetlands serve as natural fron-
tiers which gives Ikorodu sub-region its spatial distinctive-
ness. The southern, south-western and south-eastern parts
of the sub-region are made up of the low lands and a
large expanse of waterfront, while the western, eastern
and northern parts are of higher lands characterised by
unique geographical potential of various physical devel- LEGEND
opments, infrastructure and agricultural resources.
The project boundary includes all the extents of Ikorodu
Local Government Area (LGA) and its constituting five
Local Council Development Areas (LCDAs), namely
Ikorodu North, Ikorodu West, Imota, Igbogbo-Baiyeku
and Ijede, it further extends to parts of Ikosi-Ejirin LCDA Figure 1.2: Project Boundary with the LCDAs
Source: Lagos State Government, 2016
to the east, Agboyi-Ketu and Ikosi-Isheri LCDAs to the
west (Figure 1.2). It covers an approximate area of 48,058
hectares making it the fourth (4th) largest master plan in
land area apart from Badagry, Epe and Lekki master plans
in the state.

Ikorodu - Draft Final Report (2016 - 2036) 7


Ikorodu Sub-Region enjoys a prominent posi-
tion at the north-eastern end of Metropolitan
Lagos as it serves as one of the city’s regional
transportation nexus with access to Ogijo and
Sagamu at its northern end, Epe and Ijebu-
Ode at its eastern end. It also provides linkages
to areas within coastal proximity via the Lagos
Lagoon.

Ikorodu Sub-Region relative closeness to the


Lagos Metropolis makes it the fastest growing
suburb in the Greater Lagos Megacity region. In
effect, the considerable linkages of the sub-re-
gion to the Metropolis (Figure 1.3) has con-
tributed to numerous residents’ commuting to
work, school, business and purchase of higher
order goods and services across the State.

These linkages include:


• Access to the metropolis via Lagos -
Ikorodu Road.
• Access to Sagamu via Ikorodu - Sagamu
Road.
• Access to Epe and Ijebu-Ode via Ikorodu
– Itoikin Road.
• Access to Apapa Port and Lekki via coastal
route and Third Mainland Bridge through
Ikorodu Road.
• Access to Local and International Airport
(Murtala Muhammed Airport, Ikeja).

Figure 1.3: Ikorodu Sub-Region linkages to the Metropolis


Source: IKMP, 2016

8 Ikorodu - Draft Final Report (2016 - 2036)


1.1.2 The People
Apart from Ajegunle and Odo-Ogun community that are of Awori Furthermore, the Sub-Region is also an industrial hub in Lagos state
sub group of Yoruba nation, people of Ikorodu Sub-Region are pre- with industries such as Rice Processing Factory at Imota, African
dominantly of Ijebu origin. In the last 80 years, the Sub-Region has Steel industry, AKS Steel industry, PZ Cussons, and wood process-
become a typical Yoruba settlement accommodating other tribes ing factories at Odogunyan, Dangote Pasta Industry at Ipakodo,
and each involves in few culturally adopted occupations. For in- Nichemtex Textile at Ibeshe, Lucky Fibre at Parafa and the Egbin
stance, stable means of livelihood is still predominant agriculture Thermal Power Station at Egbin all contributing to the economic
and artisanal fishing in the numerous creeks and lagoon forma- base of the State, in addition to providing employment for many
tion, the Ijaws, Ilajes and Agayin from Togo within the sub-region residents of the sub-region. However, the poor state of the Nige-
are involved in fishing. There are traders within the city, towns rian economy has impacted the Ikorodu industrial hub negatively.
and villages that are Igbos and other tribes as majority of the Hau- There are many cases of change of land use within the industrial
sas are engaged in kolanut and food stuff trades. The people of hub to residential and/or religious use, while many industrial es-
Ikorodu are traditionally oriented with strong hold to their brand tates have been abandoned.
of Yoruba culture, heritage and belief system.
The agro-allied industries identified across the sub-region are con-
centrated in the informal sector economy such as saw-mills, fish
1.1.3 Population Structure processing and crop processing cottage factories being prominent.
Population congregation across the sub-region is found most- Strong concentration of commercial enterprises within and around
ly in the high lands of Ikorodu, Igbogbo, Odogunyan, Agbede, the residential areas were also observed especially around the core
Owutu, Imota, Agbowa. The low lands are large expanse of wet areas and traditional settlements. The informal trade economy,
land in the west by Majidun, Ogolonto, Ajegunle, Agboyi, Isheri, typified by the ubiquitous home-based enterprises, street kiosks
Owode-Elede and in the east by Isiu, Agunfoye, Agbowa-Ikosi and corner markets are also prominent economic activities ob-
accommodating considerable population compared with villages served with artisans’ shops littering home frontages and roadsides.
and farm settlements such as Iganke, Ago-Hausa, Ikosi etc across These contribute to the haphazard uncoordinated pattern of de-
the sub-region. Population trends and estimates of the sub-region velopment across the Sub-Region.
play vital roles in determining the needs of all the people living
within a territory. The population of the sub-region has grown
significantly since 2006 from 946,208 to 1,752,403 in 2016.

1.1.4 Economic Setting & Livelihood


Major economic activities in the sub-region are fishing, farming,
hunting and trading. Fishing is predominant among Ijede, Ibeshe,
Offin, Oreta, Baiyeku, Egbin, Agbowa-Ikosi, Agboyi, Ajegunle,
Owode-Elede and Majidun communities while farming activities
predominates in Imota, Gberigbe, Agbowa and Agura. Trading
activities core areas within the Sub-Region are Ikorodu, Igbog-
bo, Owode-Onirin, Ebute-Ipakodo, Itamaga and Owutu. Apart
from agriculture and petty trading, the sub-region has a significant
industrial presence as many factories operate from Odogunyan,
Itamaga, Parafa and Ibeshe. Although financial and hospitality in-
dustries (banks, hotels and restaurants) are also visible all over the
sub-region, trading has been the major occupation of the people
in the last fifty (50) years, especially within Ikorodu Township,
which is the core commercial activity area for the Sub-Region.

Ikorodu - Draft Final Report (2016 - 2036) 9


IKORODU AT A GLANCE

Eluku Festival, 2016

Agboyi Primary School

Imota Traditional Market

Ijede

PZ, Cussons Lagos-Ikorodu Rd, Irawo LASPOTECH Ikorodu Town Hall

10 Ikorodu - Draft Final Report (2016 - 2036)


1.1.5 Existing urban character
The rapid organic development of the Sub-Region left huge infra- most of which are still pristine. These open spaces exist in various Land Use Conversion
structural gaps in the development of the plan area. The existing forms such as forest, wetlands, riparian corridors, cemeteries, pocket
urban character of Ikorodu Sub-Region was revealed by surveys car- The spontaneous growth of the Sub-Region has led to the
parks, school playfields, gardens and green road medians across the
ried out on the Sub-Region, surrounding and context from different dislocation of certain land uses which hitherto occupied certain spa-
LCDAs. However, only very few are formal, hence the pristine open
perspectives and scales. The focus is on its physical development, tial area within the plan area. In some cases, prior industrial areas
spaces will have to be formalized into various categories to serve the
the analyses of the existing urban fabric and geometry, neighbour- have become huge residential neighbourhoods which now pose
recreational need of the people.
hood relationships, infrastructure and relationship of current with health consequences for the people.
expected physical, social and economic development. The major
challenges are: Social Infrastructure
Waterfront Development
The Sub-Region’s social infrastructure is generally inadequate. Most
Housing residents had to travel long distances to access social services. The The Sub-Region's blue space inherent potential is a huge socio-
capacities of existing ones have been overstretched and the private economic resource not just for the plan area but the entire state.
There are quite a number of decent housing schemes in the sub-re- owned institutions are not affordable to majority of the people. The master plan presents an opportunity to develop entertainment
gion such as Lagoon View Estate and Suru-Ibeshe Gardens at Ibeshe, hubs, parks, water transport concourse and commercial cynosures
Fair Haven Homes at Agbowa and Lagos HOMS Millennium Estate along the lagoon waterfronts.
at Igbogbo. However, these schemes have become grossly inade- Transportation
quate for the teeming population of young families trooping into
The Sub-Region is unarguably endowed with various modes of trans-
the urban areas, hence the need to expand the existing schemes in Commercial
portation; water, road and possibilities for rail. Above all, the road
the Sub-Region, commissioning of new government schemes and
modal system is the most patronized and accessible. However, the Existing scenarios around commercial activity hubs in the Sub-
policies to encourage real estate developers in supporting housing
road system is grossly unplanned except for a few. Congestion and Region indicates a need to expand its spatial extent. Most adjoining
provision. In the unplanned residential areas, some old dilapidat-
pollution are major transport challenges in the Sub-Region and this residential properties are being converted into office and retail use.
ed buildings which do not add to the aesthetics and vitality of the
has negative urban productivity effect on the movement of labour, In most towns centres, horizontal development have been confined
streetscapes will have to give way for contemporary architectural
consumers and freight between multiple origins and destinations. by adjoining residential development.
designs that will meet the desire of accommodation seekers.
This is as a result of narrow and poor conditions of the roadways
and non-development of other potential modes of transport in the
Development Corridors SubRegion. Slums
The high streets and waterfronts are major development corridors Narrow roadways and several years of under-utilization of the Right The delay in planning of pre-existing settlements coupled with the
that could become a springboard for the economic development of Of Way (ROW) has also affected the streetscape quality. These in- desire of new migrants to experience urban life gave rise to slums
the Sub-Region. Currently, the high streets of Sagamu, Ikorodu, Isa- hibit the promotion of compact, walkable communities and neigh- developments within the Sub-Region, most especially around the
wo, Igbogbo, Baiyeku, Oreta, Obafemi Awolowo, Ijede and Oriwu bourhoods where local people can continue to enjoy access to core areas and waterfronts. It is further exacerbated by the residen-
roads are constrained by building height orders. This restricts prop- established streetscape furnishings by the utilization of ROW in pref- tial strategies of the poorest to access the resources of the city; to
erty developers from taking advantage of the rapid development of erence to car-dependent development. reduce the costs of mobility, they settle as much as possible in the
retail and commercial activities along these corridors leading to the vicinity of the commercial activity centres in the Sub-Region.
sprawl of low to mid-rise commercial buildings along high streets
Tourism
throughout the Sub-Region. On the other hand, the Sub-Region’s
waterfronts are grossly under-utilized, which are supposed to be the The Sub-Region has huge tourism potentials which are yet to be har- With a limited supply of available lands within the slum settlements,
most priced land in the Sub-Region but are currently occupied by nessed. Tourism resources in the plan area include the Lagos lagoon this hardened into a bad pattern for housing; overcrowding of the
squatters and some other parts of the waterfronts are badly degrad- waterfronts, cultural festivals and its unique landscape (open space). land, absence of play areas for children, lack of natural lighting,
ed. These resources can be developed into viable tourism products and ventilation and cramped interior accommodation. The existence of
destinations that could turn around the fortunes of the local com- those slums degrades the aesthetic value of the public realm.
munities.
Open Space
The Sub-Region has one of the largest open space in Lagos State,

Ikorodu - Draft Final Report (2016 - 2036) 11


1.2 Master Plan Visioning

The Ikorodu Sub-Region Master Plan


(2016 – 2036) sets out scenarios and
strategies for an inclusive and resilient
sub-region development with short,
medium and long term interventions
besides various investment options
for the next twenty (20) years.

The overall objective of Ikorodu


Sub-Region master plan (2016 –
2036) is to realize a sustainable and
commonly agreed-upon strategy,
with all relevant stakeholders, for
an optimum provision towards the
sub-region’s future development and
a framework for its implementation.

The Ikorodu Sub-Region master


plan (2016 – 2036) will identify
investment options and interven-
tion strategies for short, medium and
long term plans for the sub-region
that will envision a “Contemporary
Eco-City” development which will
utilise the sub-region’s undeveloped
greenfields, waterways and lagoon
front potential to make it a viable
investment destination in Lagos State.

Plate 1.1: Cross-Section of Participants at Master plan Stakeholders Consultations and Visioning Exercise.

12 Ikorodu - Draft Final Report (2016 - 2036)


VISION FOR IKORODU SUB-REGION

“To develop a sustainable and inclusive master plan that will enhance the

potential of Ikorodu Sub-Region by utilising the undeveloped greenfield,

waterways and lagoon-front potentials to drive economic growth, improve the quality of life and make

the sub-region a viable investment destination in Lagos State for the next twenty (20) years.”

Ikorodu - Draft Final Report (2016 - 2036) 13


1.3 Objectives Of The Master Plan

The core objective of the master plan is to review existing peculiar • To guide short, medium and long term physical development, based on
characteristics of the Sub-Region which cut across land availability, water- the social and economic needs of the Sub-Region; and
front resources, industrial and socio-economic development to develop • To ensure adequate allocation of land for residential, commercial,
proposals and concepts for sustainable and inclusive urban development industrial, infrastructure and public facilities to create sustainable and
strategies that will improve the physical, socio-economic and environmental high-quality, eco-friendly working and living environments.
conditions of the Sub-Region. To achieve this, it became imperative to define
priorities of each stakeholder regarding land use development, community
structure and characteristics while focusing on the development of a master 1.4.1 Report Structure
plan that is inclusive, readily adaptable to existing conditions and yet sus- In addition to the introductory chapter which gives an overview of
tainable to accommodate future developments. Ikorodu Sub-Region, its people, population and socio-economic structure, the
context as discussed in this report covers the following:
The Ikorodu Sub-Region Master plan has achieved the set objectives and
will serve as an official and advisory policy document for physical and
socio-economic development of the Sub-Region for the next twen- Chapter 2 – The Master Plan Process
ty (20) years. It will also serve as a major tool for engaging all rele-
Chapter 3 – Land Use and Settlement Development Framework
vant stakeholders’ and strengthening a consensus on the future de-
velopment pattern of the Sub-Region through the following process. Chapter 4 – Housing Framework
Chapter 5 – Transport Infrastructure Framework
a. Establish a Strategic Framework: This is the key output of the
baseline stage as it contains a statement of aims and objectives based on the Chapter 6 – Environmental Management Framework
analysis of the baseline data. It also incorporates early ideas about how to Chapter 7 – Socio-economic Development Framework
deliver the proposed developments.
Chapter 8 – Social Infrastructure Framework
b. Develop a Spatial Master Plan: The broad vision is into a three-di-
mensional proposal. It consists of plans, visuals and written documentation. Chapter 9 – Physical Infrastructure Framework
c. Outline an Implementation Plan: The strategy is on how to turn Chapter 10 – Making It Happen (Phasing and Implementation Strategy)
the vision and plans into reality. This includes the phasing, implementation
and governance strategies. Chapter 11 – Conclusion

1.4 Purpose Of The Master Plan Report


1.5 Summary Of Challenges Identified In Baseline
The report provides a comprehensive detail of proposed plans, strategies
and policy framework for Ikorodu Sub-Region over the next twenty (20)
years. Based on the baseline findings and drawn inferences from evaluations, Although details of the identified key issues have been documented in the
recommendations in the form of strategic proposals and interventions as baseline report, Table 1.2 gives a summary of the issues that constituted
well as future development frameworks are elaborated in this report. current challenges to the realisation of sustainable development of Ikorodu
Sub-Region.

Therefore, the master plan will serve as part of the policy framework doc-
uments for the growth of the sub-region. Primary objectives of the report
include:

• To provide an implementation framework which forms the basis for pol-


icy making and planning decisions;

14 Ikorodu - Draft Final Report (2016 - 2036)


Table 1.2: Summary of Challenges

S/N Aspects Key Issues S/N Aspects Key Issues

1 Ecology 3.2 Farm Estates Encroach- Massive encroachment at Ofin, Odogunyan, Gberigbe and
ment Imota farm settlements

1.1 Land Dereservation of Lower Ogun Forest Reserve for housing


conversion estate 3.3 Irrigation Option Agriculture is still rain fed. No irrigation

1.2 Protected Natural No legal framework to protect wetland around Orugbo as 3.4 Aquaculture Despite years of aquaculture demonstration wild harvesting
Environment protected area from rivers, creeks and overfishing in Lagos Lagoon is ongo-
ing

1.3 Sand Mining Sand mining at Majidun and Aye River at Itoikin
3.5 Livestock Strictly free range in rural areas. Organised private sector
poultry enterprises is on the increase.
1.4 Loss of Wetlands Acquisition of flood prone wetlands for housing

3.5 Poor land use planning Uncontrolled urban sprawl on arable lands.
1.5 Loss of biodiversity Loss of biodiversity due to agriculture, sand mining and
sprawling informal settlements within fragile wetlands
3.6 Forestry Wood harvesting for fuel and charcoal production

2 Hydrology
4.0 Land Use Development

2.1 Water Quality Surface water quality impacted negatively.


4.1 Built Up Areas Ikorodu West, North, Central LCDA and Igbogbo Baiyeku are
heavily built up. Core indigenous areas follow Yoruba
2.2 Ecological State of Overfishing in Lagos lagoon and the four rivers-Aye, Ogun, compact living system
Water bodies Owuru and Bere. Fairly high turbidity

4.2 Land Fragmentation Land fragmentation induced by traditional land tenure system
2.3 Pollution Deposition of solid waste on river courses. Water colour of and transfer of ownership may negatively affect development
Lagos Lagoon and the rivers brownish due to defoliation within the sub-region.

2.4 FADAMA Farming Draining of wetlands for dry season farming on the increase 4.3 Streetscapes On street parking, street trading and informal activities, silted
open drainage channels, no walkways, lack of street trees and
dearth of public open spaces in the above LCDAs.
2.5 Water resource man- Non-adherence to water resources management
agement
4.4 Urban Sprawl Parafa, Maya, Ijede, Igbogbo, Isiu, Owode, Isheri and all
rural areas manifest uncontrollable urban sprawl eating arable
3.0 Agricultural and Soil Potential
landscapes. Development is ahead of planning in the sub
region.
3.1 Agriculture Practice Rural areas (such as Imota, Iganke, Agbowa) peasant farming
on slash and burn basis
4.5 Flooded Districts Poor development control apparatus responsible for
residential areas in flood plains including Ajegunle, Owode,
Isheri, Majidun, Ofin. Annual flooding is the major disaster in
the sub region.

Ikorodu - Draft Final Report (2016 - 2036) 15


S/N Aspects Key Issues S/N Aspects Key Issues

4.6 Inadequate Engineer- Population upsurge, densification of indigenous core areas of 7 Physical Infrastructure
ing Services major towns and new sprawling developments place pressure
on engineering systems conceived 50 years ago. Great chal-
lenges faced with potable water, sanitation, power and social 7.1 Storm water The sub region lacks functional storm water management
infrastructure. management programme. This aggravates the tidal, fluvial and pluvial
flooding at the southern stretch of the sub region especially
Agboyi Ketu and Isheri LCDAs
4.7 Regional Planning No sign of productive and ordered regional planning

7.2 Portable Water High population growth rate results to increase in demand.
4.8 Public transportation Poor integration between development and the public trans- Demand Demand exceeds supply
network portation networks

7.3 Sewer and waste water Consideration had never been given in public waste water
4.9 Recreation Dearth of public parks and open spaces for both urban and treatment treatment in the sub region. In Industrial estates of Odo-
rural recreation gunyan evidences of failed treatment manifest in untreated
water discharged in local streams

5 Socio-Economic Characteristics
7.4 Power - Electricity Limited power distribution and production. 90 % reliance
on hydrocarbon generators compounds automobile gaseous
5.1 Informal Economy Over 80% of the sub-region thrives on informal economy. emission observed in Ikorodu West, North and Igbogbo-Bai-
The Sub-Region is highly burdened by large informal and yeku LCDAs. Consideration for clean energy is missing in the
semi-formal settlements together with a continuing high ur- sub-region.
banization rate.
Source: IKMP Field Survey, 2016
5.2 Formal Economy Odogunyan industrial estate, Egbin Energy hub, Dangote
Port and Imota/Agbowa Agro-allied centres show negligible
impact on the people of the sub region

6 Cultural Heritage Resources

6.1 Heritage resources All communities in the Sub-Region are very rich in heritage
resources but the resources are not packaged for economic
benefits. Planning ignorance as to the importance and value
of these heritage sites did not encourage protection through
legislation.

6.2 Festivals Each community has annual festival calendar but the Lagos
State Ministry of Tourism is yet to document these festivals

6.3 Lagos State Tourism Tourism is a big driving force for development in Lagos State.
This has not been extended to the Sub-Region

16 Ikorodu - Draft Final Report (2016 - 2036)


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Ikorodu - Draft Final Report (2016 - 2036) 17


2
2.0 THE MASTER PLAN PROCESS
2.1 Overview
2.2 Ikorodu Sub-Region Opportunities and Constraints
2.3 Master Plan Development Framework
2.3.1 Master Plan Components Goals & Strategic Objectives
2.4 Ikorodu Sub-Region Values
2.4.1 Sub-Region Character and Quality of Life
2.4.2 Environmental Protection
2.4.3 Infrastructure & Facilities

Chapter Two

Ikorodu - Draft Final Report (2016 - 2036) 19


Policy Focus Goup Discussion at Protea, Ikeja.
2.0 The Master Plan Proces

2.1 Overview

The Ikorodu Sub-Region master plan (2016


– 2036) adopted a three-dimensional inclu-
sive planning process which encompassed
the active participation of all stakeholders
towards determination of overall strategy
for urban development of the Sub-Region.

This included an inclusive bottom-top


approach to bring extensive benefits to
the progression of the plan and encourage
the involvement and acceptance of local
residents, groups, businesses, developers and
agencies. The need for communities to un-
derstand the planning process and the prog-
ress of the master plan is also a major factor
for adopting this approach. Stage One I Inception Stage Two I Baseline Stage Three I Plan Proposal

The Inception Report described the The Baseline Report provided a compre- The strategic proposals, interven-
Figure 2.1 shows the various stages of the planning process towards identify- hensive assessment of the existing situa- tions as well as future development
plan preparation process. ing the prevailing challenge and tion of the Sub-Region, highlighting the strategies is elaborated in the final
knowledge gaps for the Sub-Re- summary of findings of the present con- report to serve as policy document
gion. The report also set out prevail- ditions, scenarios and trends as a founda- for the growth of the Sub-Region.
ing challenges and knowledge gaps tion for the future planning of the Sub-Re-
for the Sub-Region. gion.

Figure 2.1 Master Plan Process

Ikorodu - Draft Final Report (2016 - 2036) 21


The Ikorodu Sub-Region master plan is a comprehensive • Coordinating activities of different services in the Sub-Region for 2.2.1 Synthesis of Opportunities and Constraints
development guide of the future layout for the Sub-Region. It better provision for local people and better use of resources. A detailed analysis of the Sub-Region’s major opportunities and con-
sets out proposals for buildings, spaces, and movement for the straints to establish a development framework and strategies for the
• Redefining familiar places, open the sub-region, its potential and
improvement of the Sub-Region besides serving as a blueprint master plan revealed the following:
offering new insights into the type of place.
for the future and long term development of the Sub-Region. It
further attempts to match the proposed plans and strategies with • Building consensus about the future of the sub-region and identifying • The continuous influx of people due to rapid urbanisation of the
an implementation strategy. The master plan is expected amongst priorities for action through active stakeholder engagement. Sub-Region put the greatest strength of Ikorodu Sub-Region to be
other things to achieve the following: its population, with a large cohort of working age men and wom-
• Improving land value, attracting private sector investment and en and enviable social heritage status, extensive arable land for
a. Provide a clear picture of the future regarding the development identifying public and private aspirations and roles. agriculture as well as an established economic base in the industri-
of the sub-region and allow for organisation of space across the al- agricultural sector.
region. • Bringing out the best of the sub-region’s landscape, topography
and ecology for future development. • Vast expanse of waterfront and blue space amenable to aquacul-
b. Restrict haphazard and unplanned growth, therefore allowing ture, tourism and waterfront development gives it a comparative
for predictability to the public; the state and local government edge as the Lagos Island waterfronts.
as well as constituent, departments and agencies; and potential
developers. 2.2 Ikorodu Sub-Region Opportunities & Constraints
c. Allow for a broad range of detailed information, and provide On the other hand, identified weaknesses bedeviling the Sub-Region
an excellent foundation upon which to base land development Assessments of the Sub-Region using SWOT analysis were based on include:
decisions or future entitlements in the sub-region. development rates, economic base, important statistics, development
measures and locational status. The experts examined the Ikorodu • Urban deterioration and extensive slums, coupled with poor so-
d. Integration of new neighbourhoods into existing communities Sub-Region’s data and facts on environment, socio-cultural context, cial infrastructure and pervasive informality.
and the natural environment. governance and the economic situations. The conclusions drawn from • Security concerns are also rife across many localities.
the SWOT analysis formed the framework for the planning proposals.
• Although the sub-region is optimally located as a gateway to the
The master plan has fully taken into consideration the above as the Lagos metropolis via the waterways, and the rest of Nigeria via
plan concurrently addresses near term pragmatic initiatives while The observed weakness and threats to sustainable development of the Sagamu link road and Lagos-Ikorodu Road, poor interconnec-
maintaining a long term strategic and aspirational vision. That is, the Sub-Region provide a good insight into roots of developmental tivity of settlements within the sub-region is an impediment to the
the master plan is constraints over the years. These include massive State Government land use structure and socio-economic activities.
land acquisition and land banking by speculative developers, thereby • Massive land acquisition and land banking within the sub-region
• Actionable & pragmatic: Based on interdisciplinary pushing the cost of buildable residential land areas beyond the reach of
research and observed evidence. has resulted in uncoordinated land development and unsustain-
the poor. Consequently, the poor then migrated to the fragile wetlands able land use practices.
contributing to massive urban blight, informal slums observed in the
• Strategic & possible: Based on evaluations, projections, sub-region and loss of biodiversity in the fragile mangrove swamp • Non-development of extensive land allocations in special installa-
and cross-sectional stakeholder engagements. tions such as the Egbin thermal station and the military barracks
forest. Therefore, the SWOT Analysis provides a first time knowledge
on developmental constraints in the Sub-Region. has also resulted in massive land encroachments and uncoordinat-
• Aspirational & realistic: Prepared based on ed developments.
recognition of potential of the Sub-Region, consolidation of
multifaceted data, adoption of international best practices and • Poor development and utilisation of the waterfront areas has neg-
dynamic governance plans. Thus, the master plan is aimed at mitigating weaknesses and threats and atively affected the otherwise picturesque imagery of the sub-re-
enhancing the strengths and opportunities. Findings from the baseline gion which is typified with massive shanty/slum developments.
studies and series of interactions with community representatives,
business and governance stakeholders as well as other professional • Some cultural practices and often conflicting local/political gover-
The benefits of the Ikorodu Sub-Region master plan approach nance mechanisms has also resulted in negative consequences for
stakeholders were utilised in the SWOT analysis. Variables for assessment
include: the Ikorodu Sub-Region in terms of socio-cultural integration and
includes demographic, socio-economic, environmental, ecological, as
• Shaping places, making them unique and respond to the social, well as cultural, locational and peculiarities that place Ikorodu Sub- development.
economic and cultural dynamics of the development. Region in a position of comparative advantage (Table 2.1).

22 Ikorodu - Draft Final Report (2016 - 2036)


Table 2.1: SWOT Analysis Chart for Ikorodu Sub-Region

Strengths Weaknesses

• Population • Urban Blight and slum areas.


• Large expanse of virgin land • Infrastructure deficit
• Locational proximity and accessibility • Poor social infrastructure
• Established industrial – agricultural economic base • Pervasive informality in transport and economic activities
• Specialised markets • Poor water front development
• Large Waterfront/ Blue space • Poor connectivity and pedestrian infrastructure
• Established hierarchy of settlements and services • Unsustainable land use practices
• Rich cultural heritage • Poor imageability
• Extensive special installations
• Safety and security
• Governance
• Massive Land acquisition/ Land Banking
• Traditional/Cultural practices

Opportunities Threats

• Industrial development • Land acquisition and extensive encroachments


• Agricultural development • Uncoordinated informal activities
• Waterfront development • Loss of biodiversity
• Rural development • Inter–border development issues
• Linkages to Lagos and adjoining states • Safety and security
• Water transport development • Unoccupied housing units
• Educational destination • Fragmentation of land parcels
• Governance • Uncontrolled urban growth, slums and blighted area
• Diversified economic development • Uncoordinated dredging and unsustainable environmental practices
• Regeneration (redevelopment) • Food insecurity
• Governance

Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 23


However, the major threats to development of Ikorodu Sub-Region • On-going population influx into the sub-region; • Social infrastructure; and
that need to be addressed holistically by the master plan include:
• Traditional and cultural heritages; • Transport Infrastructure.
• Extensive land encroachments especially on government ac-
• Spatial pattern of the sub-region;
quired land holdings which has resulted in fragmented land par-
2.3.1.1 Land Use & Settlement Development
celing, uncontrolled urban growth and slum formation. • Existing land use distribution and land use determinants;
The goal of the land use plan is to create a direction for future
• Geographic and topographical constraints as well as uncoordi- • Socio-economic characteristics of the sub-region; development of a sustainable and resilient eco-settlements
nated dredging activities especially in the lagoon area, coupled amenable to state-of-the-art smart city features in an orderly,
with unsustainable environmental practices have resulted in loss • Identified opportunity areas and growth corridors; and
efficient and coherent system that will enhance the transformation
of biodiversity and increased vulnerability to flooding and land • Road connectivity and circulation issues across the sub-region of the Ikorodu sub-region and improve the quality of life of the
erosion in some areas. people.
Therefore, to enhance the strengths and opportunities
• Declining rural population and uncoordinated urban growth inherent in Ikorodu Sub-Region and mitigate the identified threats and
have also resulted in declining agricultural activities and atten- weaknesses, the development planning framework embraces the
dant food security vulnerabilities. To achieve the goal, the identified objectives and the
following key strategies:
strategies listed in Table 2.2 presents the overview of specific spatial
• Safety and security constraints, increased violence and lingering • Regeneration and (re)development of settlement. land use planning critical factors considered and adopted.
inter-border disputes also portend a threat to the development
of the sub-region if not addressed significantly. • Establishment of industrial and economic development incuba-
tors.
Therefore, bearing in mind the strengths, weaknesses and threats to
the development of the Ikorodu Sub-Region, the major opportuni- • Environmental protection and preservation.
ties for sustainable development in the short and medium term lie • Waterfront development and blue space management.
in a diversified economic development. Special focus is placed on
the following. • Planning, land administration and governance.

• Industrial and agricultural sectors in order to provide jobs, • Improved connectivity and circulation across the sub-region.

• Coordinated rural development to decentralise urban growth • Physical and social infrastructure upgrading.
and check food insecurity,
• Cultural heritage preservation
• Promotion of Ikorodu’s natural advantage by the development
of the water front potential and strengthening of the multi-mod-
2.3.1 Master Plan Components: Goals & Strategic Objectives
al transport modes.
Significant in the master planning process stages is the identification
There is also the need for (re)development and regeneration via of goals and objectives for different components of the master plan.
infrastructure upgrade and effective land use management. These goals and objectives serve as the basis for development alter-
natives and analysis criteria for the selection of the preffered plan.
They reflect inputs from the stakeholders’ consultation programmes
2.3 Master Plan Development Framework and the project team as identified for the components of the master
plan are outlined below.
The development framework describes the guiding principles
and strategic planning framework adopted for the develop- • Land use and settlement development;
ment of a sustainable inclusive, resilient and prosperous future for • Housing;
Ikorodu Sub-Region for the next two decades. The established
framework aims to ensure that the development of the sub- • Socio-economic development;
region creates an attractive and well-integrated expansion within its
• Environmental management;
existing context. Key issues considered for the Ikorodu Sub-Re-
gion Master Plan (2016 – 2036) development framework include: • Physical infrastructure;

24 Ikorodu - Draft Final Report (2016 - 2036)


Table 2.2: Land Use Objectives and Strategies

Objectives Strategies Objectives Strategies


To ensure an equitable and • Spatial spread of all categories of land use. To promote best use of ac- • Promote re-zoning of land use.
balanced spatial distribution • Decentralisation of major land uses. quired lands and sustainable • Guide against urban sprawl.
of land use in all parts of • Disperse industrial and commercial land use. land governance with re- • Create safe, healthy and sustainable life styles.
Ikorodu Sub-Region. • Promote land availability for the vulnerable groups. spect to excise villages, reg- • Guide against encroachment on acquired lands.
• Redistribution and redirection of population pattern. ularisation, revocation and • Protect natural environment.
• Promotion of public participation and transparency in the land use process. resettlements. • Protect cultural and heritage landscape.
• Promote land pulling to reduce the effect of land fragmentation.
To promote orderly, condu- • Provide hierarchy of urban centres. To promote rural develop- • To promote agriculture and development of cottage industries in rural areas.
cive and efficient use of land • Promote formal planning of all areas. ment. • To enhance rural urban interface.
in the sub-region. • Reconcile land uses. • To promote the development of intensive agricultural practices.
• Guide direction of physical development. • To sustain and encourage agricultural farm settlements.
• Rehabilitation of existing built-up areas through regeneration. • To promote rural economy.
• Minimize the need for slum clearance.
• Provide synergy and seamless flow between existing land uses and proposed land Source: IKMP, 2018
uses.
• Proper integration and co-ordination of infrastructure with other land uses.
• Promote efficient inter-modal transport system.

To create a land use system • Provide specialised good and service centres. 2.3.1.2 Housing
and an environment that • Promote mixed land use. The need for housing that satisfies the qualitative and quantitative needs of the populace is immense as it is
will enhance social and eco- • Provide industrial incubators. one of the major basic survival needs of man. Therefore, housing goal for Ikorodu sub-region master plan
nomic transformation of • Spatial spread of employment generation land uses. “is to provide sustainable and inclusive housing which is safe, convenient, affordable in an aesthetically
the sub-region. • Provide investors friendly land uses. pleasing environment which will accommodate the present deficit and the projected population".
• Promote food security.

To promote green growth • Promote green infrastructure and eco development. Table 2.3: Housing Objectives and Strategies
and the application of smart • Promote the deployment of Information Communication Technology (ICT) in-
technology in the land use frastructure. Objectives Strategies
system of the sub-region. • Promote densification.
• Provide various categories of parks and conservation areas. To ensure the supply of not less • To ensure the delivery of a minimum of 45,000 housing units each year in the
• Protect existing forest reserves. than 900,000 housing units Sub-Region
across the Ikorodu Sub-Region • To supply variety of accommodation types, tenure and density for various
through mass housing schemes LCDA’s in the sub-region
To make adequate provi- • Adequate promotion of flexibility of land use.
and provision of land for pri- • To develop new mixed use and density residential schemes for private housing
sions for flexible and resil- • Promote in-filling where possible.
vate residential schemes. development
ient land use system that will • Promote mixed land use.
• To facilitate public-private partnership (PPP) arrangements for rental housing
be responsive to change. • Accommodate future land use types.
(e.g. the LASG Rent-to-Own) in the sub-region
• Provide adequate resilience measures in land use planning standards.
• To align housing delivery with the Lagos State housing policy and SDG targets
• Preserve and treatment of wetland and flood plains.
• To collaborate with major companies and organisations on the development
of cooperative housing schemes
To provide harmonious hi- • Provide hierarchy of land uses.
erarchy of settlements, fa- • Promote equitable distribution of land uses.
cilities and activities such • Promote seamless reconciliation of land use types and hierarchy.
as commercial, health, ed- • Promote location of land uses in the best suitable locations.
ucation, other public and •
institutional land uses in
appropriate locations at ap-
propriate scales.

Ikorodu - Draft Final Report (2016 - 2036) 25


Objectives Strategies Objectives Strategies
To encourage urban regene- • To promote urban regeneration of the core areas and to infill with mixed low- To promote affordable hou- • To promote the use of local building materials for housing
ration through investment in rise buildings sing through cost reduction by • To encourage government investment in housing materials production
rehabilitation and redevelop- • To minimise vacant and abandoned housing in residential neighbourhoods cost effective design and con- and marketing
ment of the present housing across the sub-region struction • To promote waivers in approval fees as incentives for residential de-
stock in the Ikorodu sub-region • To support the reuse of vacant spaces and abandoned structures adaptively
velopment
into affordable housing
• To provide incentives and loan facilities for homeowners to maintain and im- To promote and economically • To promote more opportunities for work related spaces through mixed
prove the existing housing units as well as replace dilapidated ones. sustainable city with balance development
• To support educational workshops and training for CDAs on building up- in housing and workplace lo- • To promote investment in Transit-Oriented-Development Housing
grade, maintenance, rehabilitation and renovation cation
• To collaborate with the existing Lagos State urban renewal agencies in improv- To promote adequate funding • To encourage private investors in real estate development funding
ing the city core (Real estate approach). and a feasible financial structu- through financial incentives
• Rental Housing re for housing development • To generate appropriate financial models and housing market index for
the sub-region
To review existing land regi- • To support flexibility in the building permit regulations and planning approval • To promote cooperative housing initiatives for housing funding
stration and regularisation pro- processes that will decrease cost of housing development • To encourage re-investment of property tax and land use charges in
cesses in the Sub-Region to en- • To regularly monitor and evaluate the development permit process at the funding housing projects
sure secure registration of titles LPOs, Districts and State levels so as to remove all possible barriers to the
and smooth developments development of housing without compromise on health, safety and environ- Development of spatial hou- • To develop a GIS database on housing stock (public and private), prices,
permit process by developers ment. sing database for the Ikorodu mortgages, tenures, quality, household and demographic characteristics, etc.
• To review existing building regulations in the sub-region, especially those re- Sub-Region on the housing
lating to agricultural zones and building height restrictions stock etc. • To monitor access to high-quality housing and affordable housing
• To adopt appropriate planning standards for housing development that may • To strengthen the knowledge base for policy implementation and evaluation
be peculiar to the needs and aspiration of the Ikorodu sub-region
To promote the efficient use of • To conserve forest and water resources by reducing sprawl through
environmental resources while compact city development
reducing environmental im- • To promote green buildings and healthy homes initiatives through the
pact efficient use of energy in homes
• To promote the increasing use of renewable energy
• To promote recycling in residential neighbourhood through re-use, re-
duce and recycling of waste
• To promote public awareness and educational campaign on the effi-
cient use of energy, climate change and sustainable development
• To prevent intensive housing development in flood prone areas and
reduce impact of development on natural storm water drainages

To provide adequate infra- • To provide adequate and safer road networks to and from all residen-
structure and services to exi- tial neighbourhoods
sting and new residential com- • To ensure existing and new neighbourhoods have sufficient access to
munities electricity, water, waste and storm water facilities.
• To ensure provision and maintenance of public parks and open spaces
• Collaborate with private ISP for the provision of accessible broadband
internet in residential neighbourhoods

26 Ikorodu - Draft Final Report (2016 - 2036)


2.3.1.3 Environmental Management Objectives Strategies
The environmental management component of the Sub-Region is conscious of the natural and
Entrench strategic environmental management • Generously invest in urban vegetation as carbon sink
cultural resources and intends to graft upon these assets, people-oriented measures that would improve local
plan with inbuilt capacity to address urban devel- to mop up pollutants.
economic capacity without degrading environmental quality and eroding much cherished social values. opmental anomalies • Establish a framework for Ikorodu Sub Region ap-
The goal is to provide a green wedge for the protection and conservation of biodiversity, cultural and proval process that is inclined towards individual
heritage resources that is recreational/tourist activities conscious, ensure food security within the context home landscaping
• Explore geo-engineering schemes as a remediation
of flood risk planning and environmental management. It, therefore, encompasses five sub-sections as de-
tool for global warming induced temperature espe-
tailed in Table 2.4. cially ‘white roof’ option.
• Introduce Zero Surface Landscape Option to improve
water quality and quantity.
Table 2.4: Environmental Management Objectives and Strategies • Sub Regional Lagos State Environmental Protection
Agency office.
Objectives Strategies
Agriculture & Food Security In Ikorodu Sub Region
Green Infrastructure & Sub-Regional Ecosystem
• Explore natural landscapes conservation as green Provide enabling environment for sustainable pri- • Promote cultivation of paddy rice; leafy and fruit
Restore, conserve, protect and manage Ikorodu Sub
wedges, creating corridors as boundaries between vate sector driven intensive and integrated climate vegetables; contemporary poultry and piggery in
Region sand barrier-lagoon aquatic and terrestrial
towns to contain urban sprawl in the sub-region. smart agricultural practices to address food security new private sector driven agricultural estates in the
ecosystems as urban natural life sustaining system
• Constitute fresh water swamp forest and mangrove demand of the rapidly growing Sub-Region. sub-region.
and productive canvass for sustainable livelihood.
swamp forest as protected areas. • Promote small scale secondary food value chain de-
• Restore degraded wetland patches to minimize fur- velopment in the sub-region.
ther fragmentation through massive afforestation us- • Promote landscape ornamental nursery estates.
ing indigenous species. • Support farm estates with compact housing facilities.
• Accommodate compatible but sustainable productive • Promote mandatory private sector driven agriculture
landscape activities in protected natural areas. waste management system.
• Community advocacy for the importance of wetlands
towards efficient functioning of urban systems.
Source: IKMP, 2018

Environmental Emergency Preparedness And Response


Adopt proactive flood risk planning and man- • Establish framework for flood risk management Par-
agement towards ecologically resilient sub-region ticipatory approach.
where the safety of lives and properties are given • Delineate ‘local flood districts’ towards local flood
priority and public infrastructure capacity is con- risk plan production
scious of climatic anomalies. • Explore ‘soft’ engineering through natural ecosystem
enrichment planting
• Adopt collaborative non-structural measures to re-
duce vulnerability exposure including flood insurance.
• Consider framework for Sustainable Drainage Systems
in Ikorodu Sub Region urban storm water manage-
ment.
• Explore flood exposure modification

Ikorodu - Draft Final Report (2016 - 2036) 27


2.3.1.4 Socio-economic Development
Objectives Strategies
The goal of the master plan for socio-economic development of the Sub-Region is to advance strategies
for economic (re)development of Ikorodu Sub-Region that will enhance the economic productivity of Support agriculture • Foster successful (re)development of vacant and underutilised commercial, agricultur-
citizens and consequently, improve the quality of life while projecting the entire sub-region as a veritable and agri-business as al and industrial land/assets throughout the sub-region.
priority economic • Facilitate the provision of social and physical services that respond to the economic
industrial-economic hub, serving Lagos state and beyond. The identified potential economic development
and entrepreneurial potential of the sub-region
of the sub-region focuses primarily on industry, construction, cultural and ecological tourism, trade and
action areas • Facilitate the establishment of MSMEs within the agricultural subsector.
commerce, informal economy sector, agriculture and natural resource extractions. Therefore, the goal is • Establish cottage industries around food processing subsectors.
anchored on the following approaches:
• Identify investment options and intervention strategies for short, medium and long-term plans for the Foster an environ- • Identifying viable economic sectors for partnerships and encourage investments into
Sub-Region that is sustainable, resilient and livable, which will enhance socio-economic growth and ment for sustained the industrial and manufacturing hub
development. public-private part- • Establish framework for economic development partnerships, for available public
• Utilise the Sub-Region’s undeveloped greenfield, waterways and lagoon front potential to make it nerships in develop- funds to be utilized for social infrastructure and other public needs
viable for economic prosperity without losing its ecological features. ment activities. • Develop framework for cooperation between LCDA/LGAs in the sub-region for com-
• Harness the resources, characteristics and environmental sustainability of the Sub-Region for physical parative advantage and to foster greater recognition of the sub-region as an econom-
and socio-economic growth and development. ic/industrial hub
• Establish a viable investment destination in Lagos State.
Identified objectives and strategies for socio-economic development of the Sub-Region is shown in Table Source: IKMP, 2018
2.5.
Each of the identified objectives is further discussed in line with the Lagos State Development
Table 2.5: Socio-economic Development Objectives & Strategies Strategy (LSDP) 2012 – 2025. The strategy recommended for the LSDP is based on development of each
LGA/LCDAs based on their comparative advantage as identified in the economic base of the Sub-Region
Objectives Strategies (Socio-Economic Development Framework Chapter).

Strengthen Ikorodu • Establish mixed use development within the commercial areas to encourage the
Sub-Region’s poten- 24hour city/ smart city context 2.3.1.5 Physical Infrastructure
tial as the economic • Identify areas of comparative advantage of each LCDA/LGA regarding economic and
and industrial hub for agricultural potentials. Major physical infrastructure considered for the Sub-Region comprises drainage, water supply, power
Lagos and its environs • Upgrade existing industrial estates, and establish medium industry hubs in currently supply, waste management and telecommunication. The goals and objectives for each is as discussed in the
unserved areas, leveraging on the comparative economic advantage of the LCDA. succeeding sections:
• Expand industrial/manufacturing opportunities through development of new industri-
al centres and estates
• Innovative design and re-design of core commercial areas for multi storey parking, in- Storm Water Drainage Management
creased pedestrian activities and specialized commercial activities and support services
The stormwater drainage management goal is to holistically manage storm water runoff to minimize
Promote Ikorodu’s • Retain, expand and attract businesses that provide jobs with family supporting wages the impacts of flooding by providing sustainable and eco-friendly hydraulic infrastructure improvement
potential as a strong and sustain investment. for collection and conveyance of storm water in Ikorodu Sub-Region. Strategic objectives for this goal is
retail core • Establishing various scales of commercial land uses to meet the needs and aspirations highlighted in Table 2.6.
of the residents
• Regeneration and revitalization of older commercial and industrial areas to support
new and expanded business activity
• Enhance the economic development potential of the informal sector through iden-
tifying informal hubs and formalizing them by structural upgrading and recognition.
Facilitate the construction of a main market in each LCDA, and smaller local markets
in major settlements to establish a hierarchy of accessible commercial services.
• Establish pedestrian-only zones in core Informal hubs to facilitate a pro-poor econom-
ic development structure.

28 Ikorodu - Draft Final Report (2016 - 2036)


Waste Management
Table 2.6: Storm Water Drainage Management Objectives and Strategies The waste management component addressed the solid and waste water management activities in Ikoro-
Objectives Strategies du Sub-Region. The goal of solid waste management is to achieve zero waste disposal through a holistic
and efficient collection, transportation and resource recovery system that will safeguard public health and
• To alleviate drainage and • Hydraulic sizing of existing storm water primary channels while ensuring that prevent environmental degradation in the sub-region.
flooding problems for the the existing ecosystem remains unhampered to preserve flood conveyance
sub-region. capacity and alleviate drainage problems for residents in this sub-region. Also, the waste water management goal is to develop an integrated waste management system covering
• To identify sustainable In- • Provision of new primary channels alignments to cater for new developments residential, industrial and commercial land-use for sewage, wastewater and sanitary sewerage systems and
land waterway navigation within the sub-region. eventually replace existing waste disposal methods of septic tanks and soak away pits, open defecation
network from existing • Identification of new recreation facilities from some of the existing water bod- and disposal of untreated industrial wastes in open drains and river channels with conventional waste
primary channels within ies to promote ecosystem biodiversity and aesthetically pleasing scenery for water systems. Table 2.8 shows the identified objectives and strategies for solid and waste water manage-
Ikorodu sub region. tourism. ment for the sub-region.
• To protect wetland. • Encouragement of efficient management of storm water through the holis-
tic development of appropriate guidelines that will prevent future drainage Table 2.8: Waste Management Objectives and Strategies
problems and provide environmentally sound land use planning in accordance
with the proposed objectives of the urban design for Ikorodu Sub-Region.
• Provision of estimates for the drainage improvement of the storm water drain- Waste Component Objective Strategy
age infrastructures within the sub-region.
• Preliminary proposition for the problem of Ogun River overflow affecting Solid Waste • To develop an Integrated Solid Waste • Develop policies and legislation to
areas like Owode-Elede, Ajegunle and Isheri-North. Management Plan that will optimize re- reduce waste, such as Municipal Sol-
sources and infrastructure required for id Waste (MSW) charging and Pro-
overall solid waste management towards ducer Responsibility Schemes (PRS)
achievement of zero waste in the sub-re- that is in tandem with the new Lagos
gion. Environmental Law 2011 to drive be-
Water Supply • To curb uncontrolled dumping in illegal havioural change in the sub-region.
The goal of water supply is to develop a sustainable system that will ensure adequate quality and quantity open dumps and inside open drains and • Provide a comprehensive waste
lagoon. management plan that will include
of water requirements for the Sub-Region. Table 2.7 shows the identified objectives and strategies
• To encourage resource recovery facilities a robust, regular and reliable waste
through public private partnership ar- collection and environmentally
Table 2.7: Water Supply Objectives and Strategies rangements friendly disposal systems across the
sub-region.
Objectives Strategies • Create large scale waste to wealth
programs across the sub-region
• To provide necessary infrastructure to produce • Upgrade and improve the existing water supply facili-
through the development of facil-
sufficient quality water for all activities in the ties in the sub-region.
ities for waste sorting, waste recy-
Sub-Region. • Ensure completion of all outstanding water projects in
cling and reuse, waste conversion
• To ensure the use of resilient distribution network the sub-region.
and energy recovery.
of pipeline and storage facilities for water supply. • Increase the level of water distribution networks in the
• Generate proposals for government
(Including total elimination of losses). sub-region.
to fill missing gaps in Ikorodu’s
• To guarantee the supply of wholesome potable • Reduce proliferation of wells and boreholes in the
waste-related infrastructure, such as
water in the sub-region. sub-region.
transfer loading/material recovery
• To certify appropriate mitigation of negative en- • Create enabling environment for Public Private Part-
stations and waste-to-energy plants.
vironmental impacts due to the water supply sys- nership (PPP) on the water sector.
• Propose measures by which govern-
tem. • Improve service reliability and financial viability of
ment can eradicate illegal dumpsites
• To ensure the use of green technology where water utilities.
and dumping in open spaces, rivers,
achievable in the water supply system.
streams and coastal courses across
• To ensure the use of water supply structures that
the sub-region, especially in the ru-
will enhance environmental aesthetics.
ral areas.
• To propose sustainable and efficient water supply
• Closure and remediation of Ewu-El-
funding system appropriate to the sub-region.
epe dumpsite and implementation
of LFG gas collection systems for use
Source: IKMP, 2018 in a waste to energy plant.

Ikorodu - Draft Final Report (2016 - 2036) 29


Objectives Strategies
Waste Component Objective Strategy
• To ensure the provision of adequate power gen- • State Government Support for power plant sorting in
Waste Water • To develop of an Integrated Waste Man- • Prepare action plans aimed at eration, transmission and distribution facilities for the sub-region
agement Plan that will optimize resourc- achieving a cleaner, aesthetic, health- meeting the needs of the sub-region. • Promote embedded Electrical Power Generation
es and develop required infrastructure ier, odour-free and liveable environ- Companies in major load centres to support / back-up
for overall management of waste water ment that will promote the ameni- the power supply from the National Grid or work in
in the sub-region. ty and recreational values of water isolation from on-grid supplies by regularly organising
• To maximize waste collection and treat- bodies, such as lagoons and streams workshop between the communities ODAS and Elec-
ment before disposal, waste recycling, in the sub-region. trical Power Services Companies
reuse and energy recovery. • Develop models and systems that
will improve the collection and • To promote energy efficiency and conservation in • Encourage the use of energy efficient appliances in
treatment of liquid waste in the the sub-region homes / offices
sub-region. • Facilitate the reduction of energy consumption through
• Upgrade existing septic tanks system promotion of energy efficient equipment and fittings
into a sewer network connected to in the sub-region.
standard waste treatment plants. • Introduce smart meters that are not measuring con-
• Generate strategies to enforce laws sumption alone but capable of adjusting rate higher to
prohibiting open defecation and demand by consumers.
waste disposal into rivers and la-
goons across the sub-region.
• Develop in the short to medium Source: IKMP, 2018
terms, an efficient septic liquor man-
agement system through enhanced
access to professional collection ser- Telecommunication
vices, treatment and disposal.
• Create public enlightenment cam- The goal for the telecommunication section is to promote the provision of sustainable and equitable
paign strategies that will raise telecommunication facilities that will enhance the accomplishment of the smart-settlement development
awareness against open defecation goal of the Sub-Region. The required objectives and strategies are as shown in Table 2.10.
and the harmful effects of discharg-
ing untreated liquid waste into the
environment. Table 2.10: Telecommunication Objectives and Strategies

Objectives Strategies
Source: IKMP, 2018
• To improve the provision of efficient broadband • Comply with applicable policies, codes and standards
service facilities that would enhance effective in- for telecommunication in sub-region.
Power Supply ternet solutions. • Promote the provision of effective and sustainable
• To promote affordable telecommunication facili- telecommunication infrastructure of the 21st century.
The goal for power supply is to ensure accessibility to clean, adequate, efficient and sustainable power ties by the various socio-economic groups through • Reduce and aid security threats by introducing CCTV
supply in Ikorodu Sub-Region. Identified objective and strategies are highlighted in Table 2.9. deployment of Fiber to the Home (FTTH) in the surveillance system all over the LCDA in the sub-re-
sub-region. gion.
• To provide adequate telecommunication infra- • Promote the upgrading and improvement of ageing
Table 2.9: Power Supply Objectives and Strategies
structure that will meet the need of the sub-re- Telecommunication stations and distribution network
gion. to high efficient modern smart systems
Objectives Strategies
• To promote smart micro-grid specially to some • Environment of private consumer to deploy establish Source: IKMP, 2018
critical facilities and in remote locations using al- their own solar system.
ternative power supply sources.

30 Ikorodu - Draft Final Report (2016 - 2036)


2.3.1.6 Social Infrastructure Component Goal & Objectives
Subsector Objective Strategy
The social infrastructure broad goal is to promote a sustainable, affordable, and accessible community
Safety & • Maintain accessi- • Promote safety-oriented environmental design in development
public health, social services, public safety and education facilities in the sub-region. Table 2.11 highlights
Security ble and culturally projects.
the identified objectives for education, health, Safety & Security etc. compatible security, • Establish locational contexts for inclusive emergency services and
safety, disaster pre- crime prevention strategy that can be integrated into community
Table 2.11: Social Infrastructure Objectives and Strategies paredness and emer- development tasks.
gency response ser- • Identify the areas of priority locational need for police posts, fire,
vices for all Ikorodu ambulance and emergency management services, and phasing out-
Subsector Objective Strategy sub region residents. line for deployment of such service locations across the sub-region
• Maintain effective to bridge identified gaps
Education • Promote qualitative, • Upgrading of existing educational facilities in the sub-region to meet pro-active public • Project requirements for planning for police posts, fire, ambulance
accessible and af- minimum standards of safety and functionality safety strategies. and emergency management facilities by making available relevant
fordable public edu- • Project locational and capacity needs for primary, junior and senior • Provide sufficient land use information and up-to-date demographic, socioeconomic,
cation in the Sub-Re- secondary schools in the sub-region facilities for fire ser- and transportation data.
gion • Prioritize underserved areas in provision of new facilities and Project vices, ambulanc- • Establish framework for effective coordination of public-private
• Provide of adequate requirements for planning for major educational facilities by making es and emergency partnerships in the development of effective prevention-oriented
space for education- available to stakeholder’s relevant land use information and up-to- management in the public safety strategy, to strengthen the capacity of these agencies
al facilities in the date demographic, socioeconomic, and transportation data. sub-region. in utilizing technology and local intelligence to identify, apprehend
Sub-Region. • Prioritize the provision of educational facilities to growth areas, • Promote maximum and effectively prosecute criminals, as well as prevent crime and
• Maintain safety of early child learning (pre-school) and special education facilities for and adequate securi- potentially hazardous local situations.
educational facilities children with disabilities, as well as adult education and vocational ty of lives and prop-
in the Sub-Region. training centres erties in the sub-re-
gion.
Healthcare • Provision of qualita- • Upgrade existing medical facilities to meet minimum standards of • Upgrade and main-
tive, accessible and safety and functionality tain existing secu-
affordable health • Project locational and capacity needs for general health services and rity facilities in the
care services to all specialized care at all levels sub-region.
residents of Ikorodu • Prioritise underserved areas in provision of new facilities and Project • Maintain the attain-
Sub-Rregion. requirements for planning for major medical and related health-care ment of the United
• Provision of stan- facilities by making available to health care providers’ relevant land Nations recommen-
dard health care fa- use information and up-to-date demographic, socioeconomic, and dation of 222 po-
cilities. transportation data. liceman per 100,000
• Availability of acces- citizens in the sub-re-
sible and affordable gion.
health care facilities
in the Sub-Region. Sports & • To provide varieties • Establish standards for hierarchy of public urban open spaces.
• Identification of ar- Recreation and various levels • Allocate of land for recreation in the upland and waterways fore-
eas of priority and Development of safe, inclusive, ac- shores for recreational facilities.
appropriate loca- cessible, quality and • Promote provision of ample areas for picnic oriented ‘day trips’
tions for various adequate public rec- along the waterfronts.
levels of health care reational areas and • Provide land for public cemeteries.
facilities. open space system • Provide ample land area for integrated sports complex accessible to
• Provision of in appropriate lo- all age groups
24-hours emergency cations to meet the
medical facilities. needs of all age and
user groups in the
sub-region.

Ikorodu - Draft Final Report (2016 - 2036) 31


2.3.1.7 Transport Infrastructure Component Goal and Objectives
Subsector Objective Strategy
The transport infrastructure goal is to provide a mobility that is adequate to the needs of the Sub-Region
Culture, • To conceive the • Build sustainable ecotourism industry around protected lagoon and which is forecasted to see an increase in population of nearly four times in the next twenty years.
Tourism & sub-region as sus- fresh water swamp resources for the sub-region.
Recreation tainable, inclusive • Provide enabling environment for private sector driven eco-lodges Table 2.12: Transport Infrastructure Objectives & Strategies
and economically and youth secular camp lodges.
viable Lagoon Eco- • Accommodate private sector driven agritourism facilities in various
tourism Destination farm estates. Objectives Strategies
underpinned by bio- • Establish a framework for enabling environment towards inclusive • Contribute to a dense and compact urban settle- • 90% of the population is served by public transporta-
diversity resources participation of all in the annual festival calendar on LGA/LCDAs ment that implies excessive commute distances tion requiring no more than 15 minutes’ walk (about
and historic land- basis in the sub-region. and travel time. 1 km distance);
scapes protection, • Explore community participation in the choice of heritage resources • Promote use of the least impacting modes of • Double the capacity of public transport system to 14
conservation and and festival ceremonial routes and destination “places”. transport, which include walking, bicycle and million passenger trips per day – this goal is higher
sustainable manage- • Explore small scale museum for display of intangible resources and mass transport and determine a balanced mode than the one set in the masterplan, but consistent with
ment. artefacts share between cars and other modes. the growth of population;
• To develop commu- • Consider support services for the redefinition of memorabilia enter- • Reduce pollution caused by transportation as • Reduce the average travel time by all modes by half
nity-based heritage prises districts and high streets as eco-friendly commercial hub much as possible. (car or public transport);
and cultural tourism • Explore conference facilities as in commercial centres for business • Guarantee increased accessibility to all destina- • Increase extension of the public transport network to
products as vibrant discourse tions across the sub-region. 5000 km;
supporting services • Introduce complimentary hierarchy of hospitality industries in the • Limit the impact on the use of the land in terms • Reduce the rate of accidents by half;
for the sub-region as sub-region. of space allocation, severance and negative visual • Reduce noise pollution in urban areas and polluting
ecotourism destina- • Promote the development of medium scale urban waterfront impact caused by the transport infrastructures. emissions from transportation by 70% and 10% re-
tion. amusement parks • Promote “active mobility” not only as a low im- spectively.
• To entrench urban • Integrate these leisure services with urban parks, plazas and other pact and low cost means of transport, but also to • Redefine the modal split of public transport of 75%
tourism essences in planned green infrastructures. avoid a deterioration of the quality of life caused by bus and 25% by rail.
symbolic CBDs, high • Promote tourism support services including comfortable transporta- by the “invasion” of motorised transport.
streets and regen- tion and security system
erated action areas • Conceptualise CBDs and high streets as eco-friendly commercial hub
commercial hubs. • Develop a framework of incentives for private sector sports entre- Source: IKMP, 2018
• To establish econom- preneurs.
ically viable Sports • Introduce public standard athletics and football stadium
Tourism Complexes • Support sport services enterprises including, eateries, accommoda-
to address the stake- tion and memorabilia industry
holders’ desire for • Encourage mandatory private sector driven waste management.
private sector leisure • Establish standards for hierarchy of urban open spaces for the sub
industries. region
• To provide safe, in- • Explore the principle of “Neighbourhood School Park” through re-
clusive, accessible, habilitation of public primary and secondary schools play fields for
quality public rec- community use.
reational areas and • Ensure provision of non-motorized transport routes within the
open spaces system Ikorodu Sub Region primary storm water drainage systems to con-
to meet the needs nect recreation and leisure corridors.
of all ages and user
groups bearing in
appropriate spatial
distribution.

Source: IKMP, 2018

32 Ikorodu - Draft Final Report (2016 - 2036)


2.4 Ikorodu Sub-Region Values

Ikorodu Sub-Region values stems from a unique set • Population growth and structure. The average growth rate across the sub-region is 6.14% compared to the flat growth rate of 3.2% for Lagos State. The
of settlement typologies, history, natural resourc- population structure has 50.91% of its population as the active employment age group (20 – 59 years old), 44.73% as the school age population (0 – 19
es, the people and their cultural/traditional diversi- years old) and the remaining 3.36% caters for the elderly (60 years old and above).
ties. As a unique and diverse Sub-Region in terms of
environmental resources, culture, tradition and
population structure a wide variety of defining
elements such as different neighborhoods, urban
centres, regional commercial centers, open spaces,
and vast waterfront defines its character.

The values of the Sub-Region were celebrated during


the various sstakeholder’s engagement done at various
stages of the project. The stakeholders’ engagement
process was adopted to encourage a broad involve-
ment of key decision makers, stakeholders, profes-
sionals, representatives of non-governmental organi-
zations, citizens, etc. to provide an all-encompassing
plan that integrates the interests, views and opinions
to achieve a broad social consensus and clear public
support for the master plan strategies and policies.

The core values of the Sub-Region acknowledged


during the public engagements and baseline studies
are documented as follows.

Plate 2.1: The People of Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 33


• Water transport potential within the Sub-Region and the Lagos Megacity.

Bayeku Waterfront Agboyi Jetty Ofin-Oreta Waterfront

• Vast cultural tourism and eco-tourism potentials across the Sub-Region

Origin Zoo, Ebute Ipakodo Origin Zoo, Ebute Ipakodo


Eluku Festival, 2016

34 Ikorodu - Draft Final Report (2016 - 2036)


• High socio-economic development potential

Kaniyi Igbogbo Market Lumbering Activity in Ijede Owode Onirin Metal Market

• Potential for small scale industry and organised informal economy hubs

Imota Rice Mill Furniture Workshop, Ajegunle Odogunyan Fish Farm Estate

Ikorodu - Draft Final Report (2016 - 2036) 35


2.4.1 Character & Quality Of Life • Planning for traditional models of street layouts, tree plantings, resource base in the form of public lands and preserved areas
The Sub-Regional character and quality of life of Ikorodu Sub-Region and setbacks should guide new residential developments. Typi- within new development. The master plans’ long-time goal is
are the critical focus for the master plan process which is targeted at cal planned unit developments, with meandering streets, wide to preserve 25% of the sub-region’s land as open space. Open
maintaining and enhancing the future developments. These include: collector roads, cul-de-sacs, and arbitrary house placement, are spaces are considered to have inherent values including ecologi-
self-isolating and costly in terms of infrastructure and should be cal functions and recreation. They should not be regarded as left
• Maintain a “sense of place” and quality that is distinctive to this discouraged as being less compatible with the established pat- over land unsuited for development.
sub-region and evidenced through its several gateways. Main- terns of the sub-region. • Linkages between all open spaces and the green infrastructure
tain the scenic and historic gateways and enhance those that are • Historic sites, landscapes, and structures are integral to the char- with the right of public access is a high priority. The vision is
less attractive. acter and ambiance of the Ikorodu sub-region communities and to have a continuous green infrastructure system that meanders
• Maintain a mix and balance of uses that crosscut socio-economic are retained and enhanced wherever possible. through the Sub-Region with access from across the Sub-Region.
lines. The opportunity for people to work and live within the • Site improvements should be built to human scale with reason-
same community is the basis of this diversity. able limitations on size, bulk, and site disturbance, while the
• New development must be compatible with neighbouring uses neighborhoods should offer some visual diversity. 2.4.3 Infrastructure & Facilities
and must minimize and buffer its impact on adjacent uses. Where • Technological advances are recognized and encouraged where The growth and development of Ikorodu Sub-Region in the last two
new or expanding uses impinge on residential areas, extra mea- they enhance the quality of life and do not present unacceptable decades was without much consideration for the spatial and so-
sures are commonly required to mitigate its impact and maintain impacts. Making technology and communication systems more cio-economic development of the Sub-Region. Thus, the inadequate
the residential quality of life. accessible to the sub-region especially social infrastructural facil- infrastructures essential for living in an aesthetically pleasing envi-
• Setting development back from roads and limiting clearing, site ities such as schools and health facilities is an important goal of ronment forms part of the identified constraints of the Sub-Region.
disturbance, road widths, and the extent of impervious cover the master plan. Examples of the integration of technology in- Major physical infrastructure with significant land use requirements
retains the scenic character of the sub-region. clude the placement of satellite dishes, television cable systems, in the Sub-Region comprise transportation, water supply, waste
• The master Plan adopted concepts that give priority to changes and fiber optic vaults. management, drainage/stormwater management, power supply
in land use, roadway improvements, open space preservation, and telecommunication infrastructure are major components of the
traffic volumes and movement, greenways and improved water master plan. The identified objectives and strategies for infrastruc-
2.4.2 Environmental Protection
and air quality. ture were targeted as supporting the growth of the Sub-Region with
• The viability of the master Plan land use proposals is dependent Ikorodu Sub-Region natural environment can be categorised as a
adequate public facilities and infrastructure including extensions of
on its mixed-use character and the compatibility of uses. Mixed- coastal upland area relatively higher in elevation and better drained.
utility systems to direct growth and encourage appropriate alterna-
use facilities must be functional, attractive, and a combination The upland part of the Sub-Region is drained southward to the la-
tive development patterns.
of compatible uses. The criteria include adherence to established goons by numerous creeks, rivers and rivulets including Ogun River
urban design guidelines and minimizing impacts pertaining to and its many tributaries. Therefore, like Lagos littoral communities,
parking, traffic, noise, illumination, smoke and odours, etc. it faces increasing cases of ocean surge which has made many low
• The variety of housing is continually expanding to include dif- lying littoral communities in the Sub-Region highly vulnerable to
ferent unit types, and sizes, so that they are affordable to many rise in water levels. Thus, a sustainable planning and environmental
ages and income levels. Access to community services (transpor- protection frameworks that is conscious of the natural resources,
tation), public facilities (schools), and open spaces (parks and vegetation, geomorphology, sand replenishment, shore stability and
green infrastructure) is a valued attribute. Innovative develop- proactive adaptive and mitigation measures to checkmate both tidal
ment patterns such as clustered development is used in appropri- and fluvial flooding associated with recent climatic anomalies is a
ate locations to preserve a portion of the landscape in a natural focus of the master plan.
state and provide alternative types and assemblages of living • The preservation and protection of the natural environment
units. must be an integral part of all plans and designs for improve-
• Existing neighborhoods should be maintained wherever possible ments and changes in land use. Examples include the wetland
by encouraging renovation and reuse of older buildings and de- areas within the Sub-Region, focus on and protection of the
veloping new uses for those areas that are underutilized. aquatic elements of the sub-region.
• New housing development should be organized and designed • The aesthetic quality of the natural landscape of the Lagoon
to create and sustain attractive and safe neighborhoods. Critical fronts, the creeks and the Ogun and Aye Rivers and the land-
parameters are the relationships buildings have to each other, scape of forested wetlands and swamps across the Sub-Region
parking and major roadways and open spaces. Positive organis- should be preserved, enhanced and made an integral part of the
ing features include open spaces, gathering places, shared facili- green infrastructure.
ties, and recreation areas. • Open spaces are intentionally retained as part of the community

36 Ikorodu - Draft Final Report (2016 - 2036)


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Ikorodu - Draft Final Report (2016 - 2036) 37


3
3.0 LAND USE AND SETTLEMENT DEVELOPMENT FRAMEWORK
3.1 Land use Planning Critical Factors 3.8 Land Use Structure of LGA/LCDAs
3.2 Existing Land Use Scenario 3.8.1 Ikosi Isheri LCDA
3.2.1 Identified Challenges 3.8.2 Agboyi Ketu LCDA
3.2.2 Land Use Opportunities 3.8.3 Ikorodu West LCDA
3.3 Consolidation on the Urbanisation Trend and Land Use Assets 3.8.4 Igbogbo Baiyeku LCDA
3.3.1 Existing Land Use Assets 3.8.5 Ikorodu LGA
3.4 Land Use Planning Determinants 3.8.6 Ijede LCDA
3.5 Reclassification of the Sub-Region's Settlement Pattern 3.8.7 Ikorodu North LCDA
3.5.1 The Ikorodu Metropolitan Area 3.8.8 Imota LCDA
3.5.2 The Rural-Urban Fringe Area 3.8.9 Ikosi Ejinrin LCDA
3.5.3 Riverine and Waterfront Area
3.6 Land Use Planning Concept
3.6.1 Planning Criteria & Hierachy of Land Uses
3.7 General Land Use Structure

Chapter Three
3.7.1 Residential Land Use
3.7.2 Commercial Land Use
3.7.3 Industrial Land Use
3.7.4 Institutional & Utility Land Use
3.7.5 Mixed Use
3.7.6 Recreational Land Use
3.7.7 Agriculture & Forestry
3.7.8 Wetlands and Conservation Areas
3.7.9 Waterbody
3.7.10 Circulation

Ikorodu - Draft Final Report (2016 - 2036) 39


Ikorodu Garage
3.0 Land Use & Settlement Development Framework

This section of the Ikorodu Sub-Region master plan presents a com- Sub-Regional Governance Framework Based on LGA/LCDA
prehensive insight on the land use and settlement component of
The master plan recognised the established statutory delineation of analysis and proposal has been substantially influenced by the political
the master plan. It provides information on the baseline studies
the spatial pattern of the Ikorodu Sub-Region which is the structure of structure in this case, the Local Government Area/Local Community
upon which the Ikorodu Sub-Region master plan was prepared.
governance at the local government level. This has very deep Development Areas i.e. the existing nine LGA/LCDAs making up the
It also addressed the land use issues arising from the baseline
historical underpinning affecting land administration generally in Ikorodu Sub-Region.
report with major highlights on the challenges, opportunities,
Lagos State and Nigeria in general. Therefore, the basis of land use
assets, land use determinants and the sub-region potentials. It
justified the proposal consolidation on the existing urbanisation
trends in the sub-region upon which the master plan structured the
settlement pattern into the Ikorodu metropolitan area, the rural
settlements, the riverine and waterfront settlements besides the
settlement typologies presentation.
In line with the master plan process discussed in the preceding
chapter, the master plan was arrived at through the evaluation
of several options with the aid of checklist of criteria which
guided the emergence of the multi-nuclei/polycentric concept as the
best option used for the Ikorodu Sub-Regional master plan. Further
in-depth reports on the analysis of land use by LGA/LCDAs and
land use types across the Sub-Region were discussed. Special plan-
ning areas were identified for the sub-region based on the pos-
sibility of future development pressures and/or the potential for
significant redevelopment opportunity for some areas across the
sub-region.
The evaluation of various proposals/planning scenarios were
used by the project team to propose a sustainable, resilient and
inclusive plan of Ikorodu Sub-Region for the next twenty (20)
years. The land use plan formed the future scenarios used for
the traffic analysis, socio-economic implications and the required
infrastructure provision for the Sub-Region. The master plan will
be used to determine the future trend of land values in the sub-re-
gion and recommended time lines presented with funding sources,
implementation agencies and individuals. Key performance indica-
tors are presented to be used to measure the success of the master
plan.

3.1 Land Use Planning Critical Factors


LEGEND
Critical factors taken into cognisance in the preparation of the
master plan include:
• Sub-regional governance framework based on LGA/LCDA;
• Existing land use structure and determinants;
• Existing settlement pattern; Figure 3.1: Map showing the LCDAs within Ikorodu Sub-Region
• Opportunity areas and growth corridors; and Source: IKMP Field Survey, 2016
• Ease of implementation and phasing.

Ikorodu - Draft Final Report (2016 - 2036) 41


3.2 Existing Land Use Scenario
Land Use Distribution Based on Existing Land Use Deter- The settlement pattern in Ikorodu Sub-region is majorly defined Based on the existing land use and settlements pattern of the area
minants by the natural geographical elements, low-lying nature of the sub- which was supported with analysis of the socio-economic, infra-
region, nearness to the Lagos Lagoon and the major rivers structure, environmental factors among others and a detailed pre-
The existing land use distribution and the determinants and their tributaries. The water bodies and wetlands naturally sentation on the adopted concept for the master plan which is the
also influenced the Ikorodu Sub-Region master plan espe- delineate various settlements into isolated district which man- multi-nuclei/polycentric concept. Other details include land use
cially the level of urbanisation, infrastructure, institution- ifest in poor connectivity and isolation of residential districts challenges, opportunities, determinants and major existing land
al land use, commercial area locations and industrial hubs. while the uplands are more significantly densely built-up. These use assets in the sub-region followed by the analysis of the land use
factors among others influenced the settlement structure into four pattern across the sub-region. While the land use issues identified
patterns with peculiar characteristics namely: urban, fringe, rural and from the baseline report are classified into challenges and oppor-
Existing Settlement Pattern waterfront settlements. tunities as illustrated in Figure 3.2.
The settlement pattern in the Sub-Region classified
into urban areas, urban fringes, rural settlements and
waterfront settlements also influenced the struc-
ture of the Ikorodu Sub-Region master plan. This has
further been re-classified into three categories namely:
Ikorodu Metropolitan Area, Rural-Urban Fringe and the
Riverine/Waterfront areas. This is because the existing
urban fringes has been merged to form part of the larg-
er urban conurbation of future Ikorodu metropolis.

Opportunity Areas and Growth Corridors


The master plan is focused on creating an urban and rural form
that will support job creation with adequate housing provision
options with proximity to public transport corridors. These
include creation of Central Business Districts (CBDs), mixed ac-
tivity areas and transit corridors focused at rejuvenating the
sub-region that is linked by an integrated transport system and
infrastructure development. These areas are characterised by new
housing stocks, improved socio-economic development through
employment generation besides promoting inclusive growth
with increased opportunities for the sub-region’s population.

Ease of Implementation and Phasing


The Ikorodu Sub-Region master plan took into consideration the
ease of implementation and phasing various components. This
has been done through the creation of investment opportunities
LEGEND
that will be attractive and amenable to the private sector partic-
ipation, collaboration with government agencies, international
development organisations, exclusive government inter-
vention and creation of enabling environment by the
government. Figure 3.2: Exsting Settlement Pattern within Ikorodu Sub-Region
Source: IKMP Field Survey, 2016

42 Ikorodu - Draft Final Report (2016 - 2036)


Urban Areas: Ikorodu Township is the primate settlements and it 3.2.1 Identified Challenges
is fast engulfing the urban areas of Odogunyan, Ojokoro, Isawo,
Ita-Oluwo in the north of Ikorodu town, Ipakodo, Owutu to the As of date, Ikorodu Sub-Region is one of the fastest growing region acquisition (Figure 3.3).
west, Ibeshe and Igbogbo to the south. To the east are Agunfoye, in Lagos State with regards to its spatial expansion, urban sprawl,
Furthermore, it is imperative to note that few parcels of land with
Oke-Eleta, Gberigbe, Madigan, Mowo, Ibopa, Adamo and Isiu, population influx as well as increase in economic activities. Some
the Sub-Region have been excised for the communities to engender
while Imota and Agbowa are to the far east urban areas. Other of the major factors that have influenced the haphazard growth
development within their precinct. These excised lands cover a total
urban areas are Ajegunle, Owode Elede, Owode-Onirin, Odo- of Ikorodu Sub-Region over the years as identified in the baseline
area of 1,072.37 hectares which accounts for 2.23% of the Sub-
Ogun and Agboyi. stage are described as follows.
Region (Figure 3.3).
Table 3.1 further gives a breakdown of the coverage of the
Urban Fringe: The fringes are clusters of adjoining urban settle- Massive Land Acquisition & Land Banking various excisions, acquisition and allocations across all the nine
ments detached from the main urban areas with peculiar char- LCDAs within the Ikorodu Sub-Region.
acteristics. In many cases, their continuous spread is constrained By the Land Use Act of March 29, 1978 which vested all land in
by swampy water catchment and wetlands from the main urban the territory of each state on the Governor (except land vested in It is imperative to note that the sporadic urbanisation in Ikorodu
areas. In the eastern region of the Sub-Region, they include Ajebo, the federal Government or its agencies), various acquisitions for Sub-Region in the last three decades as discussed extensively in the
Gbokuta while to the south are Osorun, Ilemeren, Orupodi, Oko anticipatory developmental project were done. However, over Stage Two report and the non-utilisation of the acquired land by
Iro, Oshodi, Olumo, Agura, Alaru, Oko-Odo and Oko Ito and to the years lots of the acquired parcels of land have neither been the government has led inadvertently to massive encroachment on
the north are Otta, Lasi, Oliwo and Koboyejo. developed nor possession taken by the government. the areas within acquisition. This can be attributed to increase in
demand for land to cater for housing need of the ever-growing
Out of the total coverage area for the Ikorodu Sub-Region which population. Unfortunately, this scenario went unabated, thereby
Rural Settlement: Rural settlements in the Ikorodu Sub-Region is 48,058.25hectares, the total coverage area for various acqui- leading to sprawling uncontrolled development as planning guide-
are predominately in the eastern and northern regions. They in- sitions/allocation is 17,472.52hectares accounting for 36.36% of lines cannot be prepared for areas within acquisitions/allocations
clude Ago Hausa, Oke Odo, Orugbo, Ilebefun, Iganke, Oke Eri, the project area. This invariably implies that over one-third (1/3) across the Sub-Region.
Otta and Agbele. of the entire Ikorodu Sub-Region coverage are within government

Riverine and Waterfront Settlements: This is a very promi- Table 3.1: Coverage area of Acquisitions & Excisions in the Sub-Region.
nent feature in the sub-region of which the Lagos Lagoon is Coverage of Acquisitions Coverage of Excisions
the most pronounced. Other areas in the western part are Total
S/N LCDA
Coverage Ha % Ha %
Oruba, Tasan and Agboyi. Aiyetoro, Laba, Ipanni, Ojagemo,
Idirogba, Oriyanrin and Ikosi all abutting the Lagos Lagoon are
towards the western part. Others are Odo-Ogun, Ilemeren, 1 Ikorodu 5,867.21 907.22 15.46 52.65 0.90
Orupodi, Oreta, Ajebo, Araromi, Ijede, Egbin, Laba, Ipakan and
2 Ikosi Isheri 1,393.37 574.08 41.20 36.81 2.64
Ikosi.
3 Agboyi Ketu 2,127.60 1,954.61 91.87 14.15 0.67
4 Ikosi Ejinrin 7,689.25 1,132.16 14.72 66.12 0.86
5 Ikorodu West 4,977.57 776.66 15.60 205.87 4.14
6 Ikorodu North 7,173.58 4,505.76 62.81 177.76 2.48
7 Igbogbo Baiyeku 7,265.91 1,970.46 27.12 282.99 3.89
8 Ijede 2,446.55 1,021.94 41.77 59.44 2.43
9 Imota 9,117.21 4,629.62 50.78 176.58 1.94
Source: IKMP Field Survey, 2016

Ikorodu - Draft Final Report (2016 - 2036) 43


LEGEND

Figure 3.3: Acquisitions and Excisions across Ikorodu Sub-Region


Source: IKMP Field Survey, 2016

44 Ikorodu - Draft Final Report (2016 - 2036)


Ikorodu - Draft Final Report (2016 - 2036) 45
From our survey and as presented in Table 3.2, 5,309.56Ha
accounting for 30.39% of the total area within acquisition/allocation
across the sub-region has been encroached upon. The uncontrolled
development and unabated encroachment on the government
acquired land are at varying levels across all the LCDAs in the sub-
region.
Ikorodu North LCDA with 41.86% (1885.91Ha) has the highest
level of encroachment on acquired lands/ allocation within the
LCDA while Ikosi-Isheri with 0.9% (76.25Ha) has the lowest. This is
evident in the sporadic level of urbanisation to cater for the housing
needs of people within the LCDA. Coverage area of encroachment
on acquisitions/allocations in the other LCDAs are 407.76Ha for
Ikorodu LGA, 475.06Ha for Agboyi-Ketu, 111.45Ha for Ikosi-Ejinrin,
334.42 for Ikorodu West, 947.07Ha for Igbogbo-Baiyeku, 177.19 for
Ijede and 894.45Ha for Imota which accounts for 44.95%, 24.30%,
9.84%, 43.06%, 48.06%, 17.34%, and 19.32% respectively.

Table 3.2: Details of Acquisition and Encroachment Areas


across Ikorodu Sub-Region

Coverage of
Total Encroached
S/N LCDA Acquisitions
Area (Ha) %
(Ha)
1. Ikorodu 907.22 407.76 44.95
2. Ikosi Isheri 574.08 76.25 13.28
3. Agboyi Ketu 1,954.61 475.06 24.30
4. Ikosi Ejinrin 1,132.16 111.45 9.84
5. Ikorodu West 776.66 334.42 43.06
6. Ikorodu North 4,505.76 1,885.91 41.86
7. Igbogbo Baiyeku 1,970.46 947.07 48.06
LEGEND
8. Ijede 1,021.94 177.19 17.34
9. Imota 4,629.62 894.45 19.32
Total 17,472.52 5,309.56 30.39

Figure 3.4: Encroachment on Acquisition Areas across Ikorodu Sub-Region.


Source: IKMP Field Survey, 2016

46 Ikorodu - Draft Final Report (2016 - 2036)


Sporadic Distribution of Informal Activities
Another major factor that has influenced the haphazard growth
of Ikorodu Sub – Region is the sporadic distribution of informal
activities. Within the sub-region, informal economic activities are
ubiquitous. They range from largely unorganised home-based
enterprises located within residential buildings, to clusters
of street side kiosks, kee-klamp stalls, trade-points and more
organized markets specializing in furniture (Agboyi- Ketu), metal
works (Owode-Onirin) and farm produce at local markets across
the Sub-Region (Figure 3.5).

Across the Sub-Region, many of the informal economic activities


are in contravention of existing urban planning and traffic regu-
lations. A large proportion of the informal activities are located
along road setbacks, with many kiosks and trading points located
along the road shoulders and pedestrian walkways, thus, putting
Ayangburen Road
themselves and pedestrians at risk of road accidents (Plate 3.1).

Many of the stalls, kiosks and trade points are also located along
drainage paths, thus posing an environmental flooding risk. A few
informal enterprises are also located in open spaces that should
serve as recreational areas and community parks. Other environ-
mental challenges caused by these informal economic clusters in-
clude noise pollution, traffic gridlocks, poor waste management
and chaotic environmental aesthetic.

Ita Elewa Ayangburen Road

Plate 3.1:Informal trading activities at different locations across Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 47


A. Owode Elede/ Owode Onirin Corridor
B. Ajegunle /Itowolo Corridor
C. Majidun/Ogolonto Corridor
D. Ikorodu/ Agric/ Ebute Ipakodo Corridor
E. Igbogbo Baiyeku Corridor
F. Agura Gberigbe Corridor
G. Orugbo/Itoikin Corridor
H. Imota Corridor
I. Maya/ Adamo Corridor
J. Odogunyan Corridor
LEGEND

Figure 3.5: Predominant Informal Activities at different Locations across the Sub-Region.
Source: IKMP Field Survey, 2016

48 Ikorodu - Draft Final Report (2016 - 2036)


Perennial Flooding
One of the major causes of flooding within the Sub-Region is
the overflow of the Ogun River during water release from the
Oyan dam (an event which takes place at least every three-four
years). Consequently, communities around the Ogun River and
its tributaries especially in the western and southern parts of the
Sub-Region are affected by this upsurge.

Other challenges are due to the presence of highly impermeable


clayey soil formation noticeable in Imota, Odogunyan and Itele
among other areas. These soil formation causes low infiltration
of rainwater and high overland flow which leads to flooding
when compounded with the non-availability of well-planned
and articulated drainage system.

Itowolo Ajegunle
Plate 3.2 shows the effects of flooding in some communities with-
in the project area with flooded streets that impede vehicular and
pedestrian movement as well as access to residences. In some
areas, access within streets and private residences is by the use of
canoes or temporary wooden bridges constructed by residents.
Many houses were also submerged in water which forced some
residents to vacate their abodes.

Owode-Elede
Plate 3.2: Waterlogged Low-Lying Communities

Ikorodu - Draft Final Report (2016 - 2036) 49


A summary of the identified challenges as documented in the Stage 2 report include the following.

Massive land acquisition/land banking. Aging infrastructure.

Slum & blighted areas. Sub-standard jetties.

Poor inter community linkages. Inadequate public motor park and public parking spaces.

Unplanned & illegal development. Sub-standard and spatial congestion of social infrastructure

Congested developments. (primary school, secondary school and health facilities).

Fragmentation of land use. Lack of appreciable formal recreational facilities.

Sporadic distribution of informal activities Threat to food security/encroachment and conversion of agri-

cultural land into other uses.


Encroachment into acquired lands & forest reserves.

Isolated rural communities.


Encroachment into waterfront and wetlands.

Inter-border development issues


General unsightly environmental condition.

Poor road capacity and condition.


Weak soil capacity.

Perennial flooding.

Poor urban imageability.

Encroachment into right-of-way.

50 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.6: Identified Challenges and Opportunties in Ikorodu Sub-Region


Source: IKMP Field Survey, 2016

Ikorodu - Draft Final Report (2016 - 2036) 51


3.2.2 Land Use Opportunities
Identified land use opportunities include:

Availability of large expanse of land for development. Opportunities for jetty development.

Creation of new housing neighbourhoods. Conservation and bio-diversity protection opportunities.

Existing hierarchy of urban centres, services and facilities. Established fishing industry.

Extensive and attractive waterfronts.


Proposed Fourth Mainland Bridge.

Regeneration opportunities.
Land availability for agricultural land use.

Nearness to Lagos metropolis.


Potential for strong gateway landmarks.

Established industrial hubs.


Rural development opportunities.

Emerging Education hubs.

Active mixed land use areas.

Increasing land values.

Emerging specialized markets.

Existing special installations (Army Barrack, Egbin Thermal Station,

Lagos Polytechnic, Caleb University & Voice of Nigeria).

Established Cultural Identity.

52 Ikorodu - Draft Final Report (2016 - 2036)


3.3 Consolidation of the Urbanisation Trend & Land
Use Assets
Based on the identified challenges and opportunities, the master
plan considered the need to consolidate and enhance the trend of
urbanisation and existing land use assets. These factors are some of
the fundamentals that influenced the creation of new land uses in
the Sub-Region. Based on this, the plan took into consideration the
factors identified in the baseline report as influencers of urbanisation
in the Sub-Region with minimal negative effect on the reversal or
change in the trend of development and land use types. The factors
which influenced the urbanisation of the Sub-Region are discussed as
follows.

3.3.1 Existing Land Use Assets


The Ikorodu Sub-Region based on the baseline report has potential
opportunities which the master plan has utilised to enrich the bene-
fits to be derived from the master plan. These opportunities include
well established traditional core areas, planned areas, commercial
centres, extensive water fronts, specialised areas which include the
Military Barracks, Agbowa Sawmill, The Lagos State Polytechnic, Ca-
leb University, Owode Onirin Iron Scrap Market, Industrial Estates,
Egbin Thermal Station, agricultural land, forest reserve, cultural
landscape and main arterial roads linking other parts of Lagos State
and Nigeria. These facilities are indicators that will make the region
attractive to investment and which will subsequently lead to social,
economic, physical and general development of the Sub-Region.

3.3.1.1 Core Areas LEGEND

The Ikorodu Sub-Region is rich with established traditional core areas


which spread across the Sub-Region from the main Ikorodu Town-
ship where various traditional quarters exist. They are also at Imota,
Agbowa, Ijede, Igbogbo, Ibeshe and Baiyeku. Though these areas
are currently generally blighted, however they are major assets that Figure 3.7: Existing Major Land Use Assets.
the master plan has utilised to make the Sub-Region more attractive Source: IKMP Field Survey, 2018
to investment especially for tourism and housing provision.

3.3.1.2 Cultural & Landscape


Ikorodu Sub-Region is endowed with rich cultural identity and land-
scape. With Ikorodu Sub-Region priding an array of deep rooted cul-
tural and traditional religious beliefs, measures to incorporate these
beliefs include cultural planning along with economic, infrastructur-
al, environmental and social planning which is very imperative for
the masterplan preparation.

Ikorodu - Draft Final Report (2016 - 2036) 53


3.3.1.3 Planned Settlements 3.3.1.4 Existing Commercial Centres
Many areas in the Sub-Region are formally planned even though most of them are without any formal There are many established and very active commercial centres and corridors in the Ikorodu Sub-Region
physical planning. The planned areas are both in private and government residential estates and in such as Ikorodu Roundabout, Itamaga commercial hub, Gberigbe, Obafemi Awolowo Way and Agura
facilities such as the Lagos State Polytechnic, Caleb University, Egbin Thermal Station and the Army Bar- Road. These economic hubs are generally strengthened in the master plan with many of them expanded
rack and many private and government owned residential estates. Details of the estates are presented and enhanced due to the expected increase in population and economic activities. New areas are also
in the housing section of this report. These planned settlements are assets to the master plan as they proposed to decentralise economic activities and bring them nearer to the people.
are indicators of good practices which could serve as a guide for the new areas for various categories
of land uses in the master plan.

Ikorodu Central Market

Obada Market, Imota


Plate 3.3: Lagos State Housing Scheme, Igbogbo. Plate 3.4: Commercial Centres within the Sub-Region

54 Ikorodu - Draft Final Report (2016 - 2036)


3.3.1.5 Extensive Waterfronts 3.3.1.6 Agbowa Plank Market/Sawmill
Ikorodu Sub-Region is endowed with varieties of water bodies with the extensive Lagos Lagoon forming The Agbowa Plank Market/Sawmill is located at the eastern part of the Sub-Region within Ikosi-Ejinrin
all the southern boundary of the sub-region. Major rivers also existing in the sub-region include Ogun LCDA along the Lagos Lagoon. The location is strategic for ease of transportation of timber logs from
River in the western border, the Owuru River, Beere River and the Aye River in the eastern boundary. other parts of Nigeria especially from Ogun, Ondo and Edo States through the Lagos Lagoon to the
These rivers are with many tributaries, streams, inlets and islet. Also, appreciable usable underground sawmill complex. Also, it is necessary to state that the need to move the existing sawmill from Makoko
water bodies are available in the sub-region. Thus, they provide extensive waterfront that can be utilised also along the Lagos Lagoon in Lagos metropolis necessitated the establishment of the Agbowa Sawmill
for various economic and welfare facilities which include provision of jetties, lighter terminal, access to by the Lagos State Government. This facility has tremendous potential to turn around the prospects and
log transport to Agbowa Sawmill, fish processing industry, green infrastructure recreational facilities, en- the landscape profile of the southern part of Ikosi-Ejirin LCDA from the primary and informal low-level
tertainment centre, tourism zone, aquaculture zone, conservation zone, intermodal transport hub, high economic activities zone to a major growth axis in the Sub-Region and Lagos State in general.
quality mixed use and residential areas.

Plate 3.5: Ikorodu Sub-Region Waterfront Plate 3.6: Agbowa Plank Market

Ikorodu - Draft Final Report (2016 - 2036) 55


3.3.1.7 Education Hubs
The two major tertiary educational institutions in the Sub-Region coincidentally are located laterally
in the northern axis of the Sub-Region. Spatially separated by the various categories of residential land
uses, the two educational institutions occupy the second largest land area of 477.15 hectares with the
Lagos State Polytechnic occupying 380.26 hectares and Caleb University occupying 96.89 hectares.
Both are also located along the Itoikin Road at about 10 kilometres distance apart. The Lagos State
Polytechnic is a non-residential institution while the Caleb University provides accommodation for
her students. At present, the residential areas around the Lagos State Polytechnic are engulfed with
students’ population which has put pressure on cost of accommodation and increase in commercial
activities and social life of the surrounding. This trend will continue though it could be milder around
the Caleb University due to the on-campus students’ accommodation policy of the university.
However, there will be increase in accommodation demand by staff and other people providing vari-
ous supports services to the university daily activities especially commercial activities. Also, around both
locations, educational support activities such as business centres, printing services and training centres
are emerging around these locations. Therefore, the two educational facilities are assets to the region as
they are contributing significantly to the socio-economic and physical development of the Sub-Region.

3.3.1.8 Main Arterial Roads & Waterfront Access


The major arterial roads in the Sub-Region are the Lagos Road, Sagamu Road and Itoikin Road. These
roads are the major links to other parts of Lagos State and Nigeria from the Ikorodu Sub-Region with
the Lagos Road linking the Lagos metropolis through Kosofe LCDA adjoining area, the Sagamu Road
linking Ogun State through Ogijo and the Itoikin Road linking the Epe area and Ogun State. The plan
also recognised the proposed Fourth Mainland Bridge. The southern boundary of the Sub-Region is the
vast expansive Lagos Lagoon which links Ikorodu Sub-Region with many parts of Lagos metropolis such
as Ebute Metta, Ikoyi, Victoria Island, Lekki and Epe areas. In addition to these circulation facilities, the
master plan also recognised the existing Ikorodu Lighter Terminal and various jetties along the water
bodies. These linkages are enhanced by the master plan with the provision of new roads and bridges to
improve intra connectivity, social and economic activities within the Ikorodu Sub-Region.

3.3.1.9 174 Nigerian Army Battalion Barrack


The 174 Nigerian Army Battalion Barrack is located in the northern part of the Sub-Region in Ikorodu
North LCDA along Sagamu Road. This is a specialised land use occupying 208.80 hectares of land, di-
rectly opposite the Ikorodu Industrial Estate. This land use is an asset to the Sub-Region as it is always
available to provide security back-up to the Nigerian Police if the need arises within and beyond the Plate 3.7: Tertiary Insitutions within the Sub-Region
Sub-Region.

3.3.1.10 New Mile 12 Market, Imota


The new Mile 12 Market under construction at Imota is a major land use asset with the capacity to
create multiplier effects on the social, economic and physical environment of Imota, Ikorodu North,
and Ikosi-Ejirin LCDA and the immediate adjoining areas and other wider part of the sub-region and
beyond especially the Odogbolu LGA in Ogun State.

56 Ikorodu - Draft Final Report (2016 - 2036)


3.3.1.11 Owode Onirin Iron Scrap Market 3.3.1.12 Egbin Thermal Station
The Owode Onirin Iron Scrap Market is located along Ikorodu Road in Agboyi-Ketu LCDA. This is a The Egbin Thermal Station occupying 603.94 hectares land area is the single largest land use area apart
major iron scrap economic activities hub servicing the whole of metropolitan Lagos and other states of from the residential areas in Ikorodu Sub-Region. It is located in Ijede LCDA along the Lagos Lagoon. The
the federation. It provides employment to a large number of people and plays a major role in the main- power station is a Federal Government acquired land even though it is currently operated by a private
tenance of motor vehicles in the state. Therefore, it is a critical sector to the economic and social life of establishment. The area occupied by the power plant is exclusively untouched by the master plan, due
the people. The Ikorodu master plan recognises the critical role of this major land use and it has further to the enormous benefits of the power plant to the development of Nigeria.
enhanced its role through its relocation to a more suitable place in the Agboyi-Ketu LCDA. The present
location is proposed for a train station which runs laterally through the Sub-Region.

Plate 3.8: Owode-Onirin Iron-scrap Market Plate 3.9: Egbin Thermal Station

Ikorodu - Draft Final Report (2016 - 2036) 57


3.3.1.13 Industrial Estates
There are many industrial estates/locations in Ikorodu Sub-Region. The most pronounced are the Ikoro-
du Industrial Estate along Sagamu Road in Ikorodu North LCDA, Ipakodo Industrial Area and Ibeshe
Industrial Area. These industrial areas are critical to the economy of the Sub-Region and they are all
enhanced and retained in their present locations, while additional industrial incubators areas were pro-
posed in appropriate locations across the Sub-Region in the master plan.

3.3.1.14 Ikorodu Lighter Terminal, Ipakodo


The Ikorodu Lighter Terminal is located in the southern part of Ikorodu West LCDA at Ipakodo along
the Lagos Lagoon. The basic facilities have been completed which include the terminal operation facili-
ties, shopping complex and car parking facilities. However during the baseline studies, it was observed
that the complex is not operational even though the terminal has been completed for more than two
decades. This facility can be linked to existing industrial areas within the Sub-Region at Ipakodo where
Dangote Industry, Ikorodu Industrial Estate along Ikorodu-Sagamu road and the industrial area at
Ibeshe.

Plate 3.10: Lucky Fibre Industries, Parafa


3.3.1.15 Agriculture & Forest Reserve
The areas acquired by government for agricultural purposes are generally retained for such activities
while some of the areas currently under agriculture use by various families are now earmarked for oth-
er uses especially commercial and residential uses.
Part of the Ogun Forest Reserve in Ikosi-Isheri and Ikorodu West LCDAs has been earmarked for other
uses while a large portion is still retained as forest reserve. This is due to the reality of the forces of
urbanisation, thus the need to anticipate the likely illegal encroachment which will lead to slum forma-
tion in the area if deliberate planning is not done to utilise the land for a more urban reality compli-
ance development. The state park in the eastern region in Ikosi-Ejirin LCDA is also largely retained with
complimentary conservation zone and agricultural land use.

3.3.1.16 Planned Projects around the Sub-Region


Ikorodu Sub-Region will benefit from the array of on-going and proposed projects for the adjoining
areas. This includes the proposed rail line from the Epe Division, the on-going projects within the Lekki
Peninsular i.e. Lekki Free Trade Zone, which is located at the south-eastern part of the Sub-Region. The
eight lane Itoikin Road will also be of added advantage to the Sub-Region. The effects of these projects
on the Sub-Region once completed have been exploited in the Ikorodu Sub-Region master plan (Figure
3.8 refers). Plate 3.11: Ikorodu Lighter Terminal, Ipakodo

58 Ikorodu - Draft Final Report (2016 - 2036)


3.4 Land Use Planning Determinants
The major factors considered in the planning of the Sub-Region which are in line with land use determinants identified in the baseline studies are outlined below. These factors were used to evaluate
the alternative planning concepts developed for the Sub-Region.

1 2 3
Social, economic and cultural factors Land use structure & site development Technical infrastructure
• Inter-modal transport synergy.
• Capacity to absorb population influx. potentials • Public transport infrastructure.
• Structure of social class composition and mix. • Need for equitable distribution of land use • Power supply.
• Economic activities and mix. categories. • Water supply.
• Employment opportunities. • Need for efficiency of land use and spatial pat- • Drainage facilities and efficiency.
• Investment opportunities. tern. • Solid waste management.
• Industrial development. • Land use capacity to adapt to flexibility and • Telecommunication.
• Social and public facilities. change. • Infrastructure upgrading.
• Historical, cultural and heritage enhancement. • Nature of Land tenure.
• Tourism and recreation potential. • Ease of expansion.
• Resettlement. • Green development potentials.
• Property and land values. • Capacity for regeneration in built-up areas.
• Land use amenability to flexibility and density
control.
• Intensity of development.
• Intra and inter spatial linkage.
• Agriculture and food security.
• Rural development.
• Resiliency capacity.

4 5 6
Environmental factors Regional impact of the plan Governance and administration
• Smart cities feature capacity.
• Need for conservation. • Linkages with adjoining regions within
• Security and safety.
• Biodiversity protection. Lagos State.
• Stakeholders participation
• Open space system and green infrastructure. • Linkages with other adjoining states.
• Pro-poor consideration.
• Development and soil capability. • Linkages with wider regions in Nigeria
• Ease of implementation.
• Climate change proof and adaptation. and beyond.
• Internally generated revenue potential.
• Landscaping and aesthetics.
• Planning laws, regulations and
• Urban form.
standards.
• Visual qualities.
• Erosion and flooding
• Environmental management.

Ikorodu - Draft Final Report (2016 - 2036) 59


3.5 Reclassification of the Sub-Region’s Settlement Pattern
As described extensively in the baseline report, the natural and trigger development impulses in various directions across Table 3.3: Ikorodu Sub-Region Settlement Pattern Reclassification
geographic elements, the low-lying nature and the nearness the Sub-Region, thus over the planning period a contiguous-
to the Lagos Lagoon influenced the settlement pattern of ly built-up Ikorodu metropolitan which emerged will enhance Types Name of Settlement
the Sub-Region. Also, the major rivers which include Ogun the socio-economic development and sustainability of the
Ikorodu Metropolitan Area Ikorodu, Odogunyan, Isawo, Ita-Oluwo,
River, River Aye, Beere River, Owuru River and Ona River with Sub-Region. This will attract more investments and potentials-
Oliwa, Itamaga, Ewu-Elepe, Isheri, Agboyi,
their various tributaries, streams and islets largely influenced for more income generation, thereby increasing the financial Oruba, Agegunle, Odogun, Majidun, Idi-
the morphology of the spatial structure of the Sub-Region. capacity of the government to provide more basic facilities Iroke, Jokoro, Owutu, Ologede, Ipakode,
Despite the influence of these features, the location of major that will result into improvement in the quality of life of the Ibeshe, Tasan, Lasi, Agbowa, Imota, Igbog-
land uses such as the commercial centres, institutional areas, people. bo, Osorun, Olumo, Oshodi, Ijede
industrial areas, recreational areas and commercial Urban - Rural Settlements Imota, Agboa, Iganke, Oke eri, Otta, Ago
corridors has substantially changed the land use pattern through Hausa, Orugbo.
decentralisation of activities and human population distribu- A very prominent feature of the Ikorodu Sub-Region is the enor-
mous varieties of water bodies ranging from the large expanse Source: IKMP, 2018
tion within the Sub-Region. Therefore, the master plan has
reclassified the land use settlement pattern into the following of the Lagos Lagoon which runs through the entire stretch of
categories: 62.92 kilometres along the southern boundary through which
the Sub-Region directly overlooks the scenic beauty of the
• The Ikorodu metropolitan area; Ikoyi and Lekki axis of the Lagos metropolis. The entire Lagos
• Rural fringe area; and Lagoon waterfronts except for the portion in the eastern part
• Riverine and waterfront settlements. in Imota and Ikosi-Ejinrin LCDA fall within this category. Based
on the peculiar nature and the potential of this zone to signifi-
3.5.1 The Ikorodu Metropolitan Area cantly contribute to the prospects of the Sub-Region, varieties
of land uses were proposed along the Lagos Lagoon.
The existing settlement pattern showed significant individual
spatial identities of many communities as stated in the baseline
report. However, the creation of efficient and major transport As a result, the delimitation of the Ikorodu metropolitan area
infrastructure has facilitated the creation of contiguous devel- has been extended as shown in Figure 3.9.
opment and seamless merger of hitherto isolated urban areas
which has merged to form a major metropolitan area with the 3.5.2 The Urban-Rural Fringe Areas
Ikorodu township and roundabout location forming the Cen-
The Urban - Rural fringe areas are mainly located in the eastern
tral Business Districts from which other land use role, hierarchy
parts of the Sub-Region. This followed the general outcome
types and sizes of land use were determined.
of the baseline studies which showed that rural areas in the
Other major land uses which influenced the spatial pattern of Sub-Region are located in the east extending northward and
the Ikorodu Sub-Region master plan are: southward. These areas include Otta, Oke-Eri, Iganke, Ago
Hausa, all in Ikosi-Ejinrin LCDA in the north-eastern part, while
• The Fourth and Fifth Axial Roads. also to the east-southern part at Orugbo and Imofa are agricul-
• Inter-modal transport network system. ture zone, conservation zone and state park. However, with
• The proposed Rail Line. the reality of the urbanization trend in the Sub-Region, the
• The proposed Main Stadium. built-up areas within this zone are retained with appreciable
• Decentralization of Industrial Areas. land areas allowed for future expansion while their farm and
• Multiple Main Commercial Districts. agricultural lands are retained for agriculture land use, hence
• Decentralization of Main Institutional Areas. the reclassification as rural-urban fringe.
• The proposed Central Rail line and Train Station/Other Sta-
tions.
• Enhanced inter-connectivity within the Sub-Region.

With these facilities, it is envisaged that they will stimulate

60 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.9: Proposed Settlement Pattern of Ikorodu Sub-Region.


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 61


3.6 Land Use Planning Concept

Based on grounded land use theories, concepts and the factors iden-
tified as determinants of land use within the Ikorodu Sub-Region, the
Multi-Nuclei/Polycentric Concept was deemed appropriate for the
development of the land use plan for the Sub-Region. The Multi-Nu-
clei/Polycentric Concept is hinged on the provision of major centres
to serve as growth poles that will stimulate socio-economic develop-
ment across the Sub-Region.
Several land use concept options cutting across minimal to maxi-
mum physical intervention were considered and tested after which
the preferred option which presents a balanced land utilization strat-
egy for the Sub-Region was selected. The preferred option utilised
the established Ikorodu township commercial hub as the main Cen-
tral Business District (CBD) to provide highest hierarchy of services
in the Sub-Region while six (6) other lower order major commercial
centres are proposed to be in the following areas as shown in Figure
3.10.

• Apa tuntun in Agboyi-Ketu LCDA.


• Igbogbo in Igbogbo-Baiyeku LCDA.
• Gberigbe between Ijede and Imota LCDA.
• Agbowa in Ikosi-Ejinrin LCDA.
• Maya Adamo in Ikorodu North LCDA.
• Agbede between Ikorodu West And Ikorodu East LCDA.

In addition to the proposed commercial hubs, established institu-


tional areas such as the Lagos State Polytechnic, 174 Army Battalion
Barrack along Ikorodu – Sagamu Road and Egbin Thermal Station
with growth pole capacities are recognised as strategic central loca-
tions for the transmission of growth impulses within and beyond the
LEGEND
Sub-Region. Also, the major industrial areas which include the Ikoro-
du Industrial Estate, Ibeshe Industrial Cluster and Agbowa Plank
Market/Sawmill are industrial locations with capacities to induce
growth in the immediate surroundings and beyond.
Other key considerations of the preferred concept option were:
• Create new development corridors.
• Accommodate more population capacity. Figure 3.10: Preferred Option - Multi-Nuclei/Polycentric Concept
• Improve interconnectivity across the Sub-Region. Source: IKMP, 2018
• Provide more opportunity for investment.
• Provide more employment opportunities.
• Provide more compact development.
• Economic efficiency of infrastructure provision.
• Unlock values of land.
• Engender better social interaction.
• Provide readily accessible facilities.
• Support social cohesion and cultural development.
• Promote tourism.
62 Ikorodu - Draft Final Report (2016 - 2036)
3.6.1 Planning Criteria & Hierarchy Of Land Uses
The hierarchy of land uses were determined based on the impor- serve a distance/range of 1 – 3 kilometres made up of population centres, library, leisure centre, medium market and medium parks.
tance, scale, range/distance and population threshold required for between 500,000 – 1,000,000 people. The major urban facilities
the land uses to be sustainable and yet provide convenience and are highlighted in Table 3.4.
3.6.1.4 Local/Neighbourhood Centres
equitable access to the inhabitants and visitors to the sub-region.
This is the lowest level of service centres proposed at local and
Therefore, the master plan has identified the following four (4) lev- 3.6.1.3 District Facilities neighbourhood levels. These services will be provided across all
els and scale of access to facilities and basic services.
In order to provide more basic facilities and services nearer to the neighbourhoods in the sub-region. Such facilities include primary
i. Metropolitan level. people, the master plan made provisions for secondary hierarchy of schools, health centres, fire stations, post office, parks and garden,
services such as secondary school, small hospitals, major health small shopping centres and bus stops among others.
ii. Major Urban level.
iii. District level. Table 3.4: Hierarchy of Distribution of Services and Facilities
iv. Local/Neighbourhood level.
Centre/Scale Distance Range Population Threshold Facilities
3.6.1.1 Metropolitan Level
• Ikorodu Central Business District
The metropolitan level is the highest order of land uses proposed • Ikorodu Stadium
to serve the catchment area of 3 kilometres radius and population • Central Transport Hub
threshold/range of 3 million people. Facilities under this category • Cultural Centre
are the Ikorodu Central Business District (CBD) at the present Ikoro- • Major Library
du Roundabout intersection of the Lagos Road, Sagamu Road and • Specialist/Large General Hospital
Ayangburen Road which is shared by Ikorodu and Ikorodu West Metropolitan 3 kilometres 1 million • Police Headquarters
LCDA in terms of physical location. Ikorodu Central Business Dis- • Fire Station
trict, being the highest business district, is expected to naturally serve • Museum
people beyond the range of 3 kilometre as it is expected to provide • State Park
• Large Scale Specialised Activities (Agbowa Plank Sawmill, Entertain-
specialised goods and services than the other proposed commercial
ment Centre)
districts.
• Major Commercial Centre
• General Hospital
Other metropolitan scale land uses proposed are the Central Train • Major Police Station
Stations linked to the proposed Fourth Mainland Bridge Road and Major 1 – 3 kilometres 0.5 – 1 million
• Large Post Office
rail line, a central stadium which is located along Itoikin Road, • Library
sharing boundary with the Lagos State Polytechnic. The proposed • Major transport Hub
entertainment hub abutting the Lagos Lagoon in Aiyetoro on the • Secondary School
south-eastern part of Igbogbo-Baiyeku LCDA is another metro- • Small Hospital
politan facility. The State Park in Ikosi-Ejinrin LCDA in the eastern • Police Station
part of the Sub-Region, Agbowa Sawmill and new Mile 12/Imota • Major Health Centre
District 0.5 – 1 kilometres 250,000 – 500,000 thousand
Regional Market in Imota LCDA also fall into this category. • Major Post Office
Education hubs which include the Lagos State Polytechnic and Caleb • Community Centre
• Medium Market
University are other services at the metropolitan scale. Details of
• Medium Park
facilities provided at the metropolitan level and their service thresh-
old are highlighted in Table 3.4 • Primary School
• Health Centre
Local/ Neighbour- • Fire Station
< 0.5 kilometres 2,500 – 250,000 thousand
hood • Post Office
3.6.1.2 Major Centres • Parks and Garden
The master plan proposed land uses which are to serve the Sub- • Small Shopping Centre
Region at urban levels as major centres which are provided to Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 63


LEGEND

Figure 3.11: Hierarchy of Activity Hubs


Source: IKMP, 2018

64 Ikorodu - Draft Final Report (2016 - 2036)


3.7 General Land Use Structure of the Proposed Plan

Following the selection of the preferred land use concept option, the preferred option was further The broad land use plan has been designed to accommodate as much as possible the existing predominant
contextualised into a broad land use plan which will drive the overall land utilization strategy for land uses within the Ikorodu Sub-Region while also increasing the intensity of development within the
the Ikorodu Sub-Region. Similar to the baseline land use categorisation, the proposed land use plan Sub-Region to accommodate the projected population of about 7million people. Also, the distribution of
comprises of thirteen (13) land use categories which include residential, commercial, industrial, in- the uses especially the undeveloped areas was largely influenced by the anticipated use of the various ac-
stitutional, mixed use, agricultural, forest reserve, conservation, wetlands recreational, utility, water quisition, allocations and excisions identified across the Sub-Region.
bodies and circulation. Table 3.5 gives a summary of the land use analysis.
Figure 3.12 illustrates the proposed land use distribution across the Sub-Region.

Table 3.5: Proposed Ikorodu Sub-Region Land Use Structure

Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 65


LEGEND

Figure 3.12: Proposed Land Use Plan for Ikorodu Sub-Region


Source: IKMP, 2018

66 Ikorodu - Draft Final Report (2016 - 2036)


3.7.1 Residential Land Use
As shown in Figure 3.11 and Table 3.6, the land use plan is designed to increase the level of urbanisa- At present, the residential land use covers a total land area of 18,634.19 hectares which represents
tion in the Ikorodu Sub-Region as more land areas have been earmarked for various urban land use 38.77% of the entire Ikorodu Sub-Region. However, 55% of the Sub-Region, which is about 26,394.54
which include increase in residential, recreation, circulation, institutional and commercial areas. It has hectares, is proposed to be urbanized in order to accommodate the projected long term population.
enhanced the capacity of the area to contribute to the Lagos State Gross Domestic Product (GDP) and The master plan proposes the efficient use of underutilized lands for future expansion of the existing
Internally Generated Revenue (IGR) which will subsequently lead to improvement in the quality of settlements especially around the eastern, southern and south-western parts of the Sub-Region as shown
life of the people as government will have more funds to support infrastructure development of the in Figure 3.13.
area. Specific land uses with emphasis on the distribution pattern are discussed in succeeding sections.

LEGEND LEGEND

(a): Existing Residential Land Use (2018) (b): Proposed Residential Land Use (2036)

Figure 3.13: Maps showing the expanison of existing Settlements and New Development Areas
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 67


Furthermore, some core areas and communities within the Sub-
Region characterised with high density residential areas, slums
and squatter settlements with poor layouts are recommended to
be rejuvenated through urban regeneration schemes. They are as
presented in Table 3.6 and Figure 3.14.

Table 3.6: Identified Blighted Areas with Ikorodu Sub-Region

Coverage
S/N Community LGA/LCDA
(Ha)
1. Agboyi 44.011
Agboyi Ketu
2. Ajegunle 63.297
3. Itowolo 29.946
4. Majidun - Ilaje 65.626
Ikorodu West
5. Agric/Isawo 7.743
6. Ogolonto 39.154
7. Mowo - Nla 11.264
Ikorodu
8. Ikorodu Core 57.553
9. Ibeshe Core 13.680
10. Ofin Core 7.104
Igbogbo-Baiyeku
11. Oreta Core 17.430
12. Baiyeku Town 23.486
13. Ebute-Iga Core 12.206 Ikorodu West
14. Ijede Core 45.897
Ijede
15. Agura 13.782
16. Isiu 28.027 Ikorodu North
17. Imota Town 67.666 Imota
18. Agbowa Core 1.854 LEGEND
Agbowa
19. Ikosi 8.766
Source: IKMP, 2016

Figure 3.14: Map of Identified Blighted Areas recommended for Rejuvenation


Source: IKMP, 2018

68 Ikorodu - Draft Final Report (2016 - 2036)


It is imperative to note that the
areas delineated for residential
use are not expected to be solely
developed for such purposes. For any
urban area to be vibrant and function-
al, the residential communities need to
be supported by a level of infrastruc-
ture and range of ancillary develop-
ments such as public institutions, utilities,
commercial and mixed developments,
open spaces. The allocated ratio for the
ancillary development shall depend on
the density distribution across the Sub-
Region.

The master plan identified three


classes of residential densities that
will inform the general structure of
the residential development. These
include high, medium and low
densities. The residential density distribu-
tion plan in Figure 3.15 shows the three
broad types of densities adopted for the
Ikorodu Sub-region Master Plan.

High density residential area occupies a


total of 17,757.13 hectares which is
67.28% of the total area occupied by
residential area. This is followed by
medium density residential area
covering 5,076.33 hectares (19.23%)
and low density residential area 3,559.08
hectares (13.48%).
LEGEND

The residential densities are measured


by dwellings per hectares (dph) and it is
estimated that each household contains
an average of four to six people. The
density strategy for the Sub-Region is Figure 3.15: Proposed Residential Density Map for Ikorodu Sub-Region
further discussed in Chapter Four. Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 69


3.7.2 Commercial Land Use
The master plan laid high premium on the reorganisation of the These commercial centres spread spatially to cover all parts of the land area of the Ikorodu Sub-Region. Such utilities include physical
commercial land use component of the Sub-Region especially Sub-Region to drive the commerce within and beyond the sub- infrastructure i.e. water supply infrastructure such a water works,
considering the huge land area of 48,058.25 hectares and the region especially those created close to the Ogun State border at boreholes, water reservoirs, water reticulation lines, electricity in-
population of over 6 million by the year 2036. The broad Agbede, Maya-Adamo and Agbowa. frastructure such as transmission stations, high tension power line
commercial plan addressed the strategic distribution of central alignment, gas pipelines and waste treatment plants. More details
Also, the master plan consolidated on the existing trend of
business districts and major commercial developments across the on the provisions for utility in the master plan are presented in the
commercial activities in the Sub-Region by creating mixed use
Sub-Region. infrastructure chapter.
corridors which are mainly along existing major arterial and collec-
tor roads in the sub-region with many of them directly linked or The key public facilities plan is illustrated in Figure 3.13. Also, the
originating from the main CBD or the major commercial centres. master plan provisions for public facilities and utility are further
The plan proposed the expansion of existing commercial discussed in the social and physical infrastructure chapters (Chapters
clusters and creation of new central business districts with adequate 8 & 9).
infrastructures so as to improve the socio-economic status of the 3.7.3 Industrial Land Use
Ikorodu Sub-Region. A total land area of 749.65 hectares has been
allocated for commercial use covering 1.56% of the Sub-Region. Industrial land use in the Sub-Region covers 1,855.52 hectares of
land representing 3.86% of the total land area. The master plan 3.7.5 Mixed Use
Figure 3.13 shows the distribution of commercial land uses
proposed pocket of industrial parks and incubator centres to com- Based on the trend of commercial corridors development, the Ikoro-
across the Sub-Region.
plements the existing industrial estates across the Sub-Region. This is du Sub-Region master plan proposed to consolidate the mixed use
aimed at providing ideal spaces for informal sector activities across developments within the urban centres, along the major transport
the Sub-Region thereby increasing labor/employment both in the and waterfront corridors.
Two hierarchies of commercial centres are proposed to cater for
short and long term. The industrial plan is illustrated in Figure 3.15.
the variety of commercial needs within the Ikorodu Sub-Region. Therefore, formal mixed land use areas to provide a wide range of
The highest hierarchy is the Ikorodu Central Business District (CBD) complementary developments are proposed around these locations
located at the intersection of Lagos Road, Sagamu Road and Ayang- where appropriate. This will engender the development of a “make,
buren Road. This commercial hub covers a land area of 115.89 hect- In addition to the existing Ikorodu Industrial Estate at Odogunyan,
live and play”. The total land area earmarked for mixed land use is
ares with mixed use corridors originating from the CBD along Lagos the pockets of industrial developments at Ibeshe, Igbogbo-Baiyeku,
1,424.41 hectares which represents 2.96% of the entire Sub-Region.
Road, Sagamu Road and Ayangburen Road. It is estimated that the Parafa, Imota and the new Agbowa Plank Market, the master plan
The mixed land use plan is illustrated in Figure 3.13.
CBD will serve the whole Sub-Region and beyond but actively pro- proposed the following industrial uses for future developments.
viding commercial function to a radius of 3 kilometres. • Industrial park along Sagamu Road for small scale and cottage
industrial establishments. 3.7.6 Recreational Land Use
• Industrial incubator along the Fourth Mainland Bridge Road in
The setting of Ikorodu Sub-Region is characterized by various
Six other major commercial centres which are of lower hierarchy the north.
natural features such as the Lagos Lagoon, rivers and tributaries,
than the Ikorodu CBD are proposed across the Sub-Region to service • Relocation of Owode Onirin Industrial Park to Agboyi Ketu.
creeks, inlets, stream which has created several swamp/wetlands
the inhabitants around them at a catchment radius of between 1 - 3 • Brick Industry at Oreta Baiyeku.
across the Sub-Region. These wetlands have been mostly earmarked
kilometres. These major commercial centres are located at: • Fishing Industry at Ilemeren.
for recreational uses such as recreational parks and entertainment
• Agbowa Industrial Estate
• Apa-Tuntun commercial centre in Agboyi-Ketu LCDA (79.80 zones to harness their tourism opportunities.
• Industrial parks within Igbogbo, Oloja, Selebo and Ibelefun.
hectares),
The Ikorodu Sub-Region master plan made provisions for consid-
• Igbogbo commercial centre in Igbogbo-Baiyeku LCDA (196.41
erable recreational land use across the sub-region. The total land
hectares), 3.7.4 Institutional & Utility Land Use area earmarked for recreational land use is 3,498.65 hectares which
• Gberigbe commercial centre located in between Ijede LCDA,
The master plan focused on consolidation the existing institutional represents 7.28% of the Sub-Region land area.
Imota LCDA and Ikorodu LGA (131.62 hectares),
developments and also proposes new facilities to service the required
• Agbowa commercial centre at Agbowa in Ikosi-Ejinrin LCDA
catchment area. Therefore, the total land coverage for institutional
(83.33 hectares),
land use has been increased from 1,818.30 hectares to 2,126.58 hect-
• Maya-Adamo commercial centre at the northern part of Ikorodu
ares, which is about 4.43% of the Sub-Region.
North LCDA along the boundary of Lagos State and Ogun State
occupying a land area of 79.13 hectares, Also, the land use provision for major utilities in the Sub-Region
• Agbede commercial centre at Ikorodu West LCDA occupying a is a total of 602.93 hectares which represent 1.26% of the total
land area of 83.63 hectares.

70 Ikorodu - Draft Final Report (2016 - 2036)


3.7.7 Agriculture and Forestry 3.7.10 Circulation
The master plan proposed to re-zone part of the agriculture lands The master plan proposed to improve the existing road system
that has been encraoched upon for future expansion to the east. and its capacity to guarantee mobility and accessibility to the Sub-
Hence the agricultural land coverage within the Sub-Region has been Region that will see its population grow almost four fold in the next
reduced from 5,579.21 hectares to 2,744.06 hectares which is about 20 years. The proposal include the densification, restructuring and
5.4% of the total land area. hierarchizing of the road and street network utilizing the following
strategies.

Similarly, part of the forest reserve area which is witnessing


encroachment from surrounding communities has been re-zoned • Improving the characteristics of the main streets where they are
for residential use and mixed developments to prevent the prolif- insufficient, and extending the streets to connect all main streets
eration of slums. The remaining land area for the forest reserve has in a city-wide grid;
been cordoned off with a road to discourage illegal encroachment • Improving and extending some local streets so that together with
and urban sprawling from neighbouring settlements. Details on the existing “intermediate level” streets, they form a connected
the agricultural proposals in the master plan is presented under the grid;
Environmental Management Chapter. • Hierarchizing intersections by:
- disconnecting streets of very different hierarchical level and
detouring them to the nearest street of adequate level.
3.7.8 Wetland & Conservation Areas - improving the characteristics of the street of lower hierarchi-
cal level so that it can be re-classified to a higher level.
Considerable land areas are earmarked as wetlands and conserva-
tion areas to preserve the Sub-Region’s ecosystem especially around
the waterbodies. These cover a total land area of 2,695.46 hectares A total land area of 4,013.68 hectares representing 8.35% of
(5.61%) of land. the Sub-Region is devoted to circulation to ensure the seamless
movement in and around Ikorodu Sub-Region.

3.7.9 Waterbody
The major water bodies in the sub-region are the Lagos Lagoon,
River Ogun, River Aye, Owuru River and Bere River. These water
bodies define the boundaries in the south, west and eastern edges.
Also, there are other minor rivers, streams, creeks and islets. Area
occupied by water bodies which exclude the Lagos Lagoon is 428.22
hectares i.e. 0.89%.

Ikorodu - Draft Final Report (2016 - 2036) 71


3.8 Land Use Structure of LGA/LCDAs

This section of the report discusses the detailed action plans for each of the nine Local Council
Development Areas (LCDAs) across the Ikorodu Sub-Region.
• Ikosi - Isheri
• Agboyi - Ketu
• Ikorodu West
• Igbogbo - Baiyeku
• Ikorodu
• Ikorodu North
• Imota
• Ijede
• Ikosi - Ejirin
It details the proposed land use structur and transport network improvements which will stimu-
late growth and improve the quality of life across the Sub-Region. Furthermore, an urban design
strategy framework was developed to guide public realm improvements in Ikorodu Subregion
with respect to the nine (9) precincts (LCDAs) in the plan area.
This strategy was developed through careful analysis and it is built on significant input from
stakeholders and the public. It builds on the vision of the Subregion’s Master Plan, as well as
the direction articulated in a number of policies enumerated in the land use and transportation
section of the report.
Considerable thought was given to how the plan area will develop in the future taking into cog-
nizance the Sub-Region’s past evolution, current residential, commercial and cultural mix, as well
as future opportunities for creative infill in housing, open space and infrastructure.

Figure 3.16: Location of the LCDAs within Ikorodu Sub-Region


Source: IKMP, 2018

72 Ikorodu - Draft Final Report (2016 - 2036)


Ikorodu - Draft Final Report (2016 - 2036) 73
Ikosi Isheri LCDA

74 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.17: Location Map for Ikosi-Isheri LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 75


3.8.1 Ikosi-Isheri

3.8.1.1 Overview
Ikosi-Isheri LCDA is located in the north-western part of the sub-region
bordered by Ogun State in the north, Ikorodu West LCDA in the east, in
the west and south by Kosofe LCDA and Agboyi Ketu LCDA respectively.
It occupies a land area of 1,393.37 hectares which is 2.89% of the entire
Sub-Region. Major communities within Ikosi-Isheri LCDA include Ikosi-Ish-
eri, parts of Owode Elede, Owode Onirin and Ajegunle.
The northern part of Ikosi-Isheri LCDA is occupied by Isheri North, a rel-
atively well laid out residential area, which consists of LSDPC Estate and
private neighbourhoods. Isheri North Scheme abuts a vast undeveloped
areas that flows into the large expansive Ogun Forest Reserve which ex-
tends to the northern boundary of Lagos State in this axis.
Ikorodu Road forms the southern boundary of Ogun Forest
Reserve with intermittent development clusters of residential
areas sandwiched by tributaries of River Ogun, a massive church, the Christ
Followers Church and the industrial premises of Median Nigeria Limited.
Ikosi-Isheri LCDA is currently witnessing a growth of 3.36% p.a with a
population of 151,233 (2016). This was established from a rigorous demo-
graphic and population evaluation detailed in the Stage 2 report. It is pro-
jected that the future population of the LCDA by 2036 will be 296,137.

Key Facts

Ikosi-Isheri LCDA
Coverage 1,393.37Ha
Existing Population (2016) 151,233
Future Population (2036) 296,137
Growth Rate 3.36% p.a

Ikosi Isheri

76 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.18: Existing Developments within Ikosi-Isheri LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 77


3.8.1.2 Proposed Land Use Distribution
The master plan utilized the undeveloped areas and a part of the Ogun Forest Reserve under ac-
quisition for the spatial expansion required for the anticipated population growth of the Ikosi-Isheri
LCDA. Therefore, it proposed the extension of Ikosi-Isheri residential scheme towards Ogun Forest
Reserve and Ogun River in the eastern and southern parts of the region respectively.

In anticipation of commercial activities towards the exit of the Fourth Mainland Bridge along the
northern boundary of Ikosi-Isheri LCDA, a mixed land use is proposed beside the inter-state trans-
port hub and a cemetery to serve the need of the western region of the Sub-Region in general. Also,
another mixed land use zone is proposed in the southern region beside the proposed institutional
areas and marine coast security area. Tourism, recreational, park and hospitality areas are earmarked
along Ikorodu Road to provide the additional recreational need of Ikosi-Isheri LCDA.

The major land use proposals within the Ikosi-Isheri Local Council Development Areas include:

• Extension of Ikosi-Isheri Residential Scheme


• Mixed Development, Ikosi-Isheri
• Cemetery, Ikosi-Isheri
• Institutional uses, Ikosi-Isheri
• Marine/Coast Security, Itowolo
• Idera Residential Scheme, Idera
• Tourism, Recreation and Hospitality Zone, Ikosi-Isheri
• Ogun Forest Reserve

LEGEND

78 Ikorodu - Draft Final Report (2016 - 2036)


2

Figure 3.19: Proposed Land use Plan for Ikosi-Isheri LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 79


3.8.1.3 Road Network
The plan proposes to improve the existing road system by upgrading some of the existing local roads
to minor and major collector roads to improve the interconnectivity within the LCDA. A segment of
the proposed Fourth Mainland Bridge also passes through the northern boundary of the Ikosi-Isheri
LCDA.

The major road proposals within the Ikosi-Isheri Local Council Development Areas are presented in
Figure 3.20. Some of these include:

• A section of the Fourth Mainland Bridge


• New Major Collector roads
• Upgrade of some local roads to Minor Collector roads
- Araromi Avenue
- Monirat Odukojo Street/ Adedeji Onifade Street
- Rufai Oloyede Street
- Afolabi Street
- Old Oge Road
- Onikosi Drive/Araromi Avenue
- Internal roads within Ikosi-Isheri Scheme

LEGEND

80 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.20 Proposed Road Network Plan for Ikosi-Isheri LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 81


3.8.1.4 Urban Strategy

The Ogun Forest Reserve is a conservation area that covers a large


1
tract of bushveld, forest, swamps that are pristine. It remains one
the few forest reserves of fauna and flora left in Nigeria. In order to
preserve the zone, the corridor has been cordoned off with a ring
road to deter poachers and future encroachment.

The forest reserve is surrounded by residential communities and


mixed development hubs which is separated by a 30m ROW
major collector road. The streetscape elements will include streetlamps,
receptacle bin, street bench, bicycle racks, wall murals, intersection
art, street trees etc.

Plate 3.12(a): Artistic Rendering of the Ogun Forest Reserve and Residential Corridor

Plate 3.12(b): Cross - Section of the ROW.

82 Ikorodu - Draft Final Report (2016 - 2036)


2

Plate 3.13(a): Artistic Rendering of the Ogun Forest Reserve and Mixed Use Corridor

Plate 3.13(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 83


Agboyi Ketu LCDA

84 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.21: Location Map for Agboyi-Ketu LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 85


3.8.2 Agboyi-Ketu

3.8.2.1 Overview
Agboyi-Ketu LCDA is in the south-western region of the
Ikorodu Sub-Region. It is bounded in the west by Kosofe LCDA, in the
south by the Lagos Lagoon, while it is bounded in the east and north,
by Ikorodu West and Ikosi Isheri LCDAs respectively. Major communities
within Ikosi-Isheri LCDA include Owode-Elede, Owode-Onirin, Irawo,
Ajegunle, Agboyi I and II, Odo-Ogun.
Over 70% of Agboyi-Ketu LCDA is characterised by several
tributaries radiating from the River Ogun which has formed a massive
swampy area within the LCDA. This swampy formation is one of the
major factors limiting the development of Agboyi-Ketu as the developed
hinterland at the north-western end of the LCDA is totally severed off
from this large expanse of wetland.
Also, the high capacity corridor of Lagos-Ikorodu Road has
attracted several industrial and commercial developments which include
Omnik Limited and Ragolis Waters Limited. The most pronounced is the
Owode-Onirin Iron Scrap Market; a massive commercial area encased
with residential neighbourhoods which sprawls towards the south to the
swamp and towards the west to Ajegunle neighbourhood also encased
by the swamp in the southern boundary. The roads within this area are
largely unpaved and they radiate towards the south, terminating at the
edge of swamp.
Furthermore, there are isolated communities around the south-western
boundary of the LCDA which are only accessible via water (Agboyi creek)
from the Agboyi Jetty. These communities which include Agboyi I and II
are characterised with low quality housing and inadequate infrastructure.
The communities require urgent urban renewal intervention.

Key Facts

Agboyi-Ketu LCDA
Coverage 2,127.60
Existing Population (2016) 171,375
Future Population (2036) 335,577
Growth Rate 3.36% p.a

Agboyi Ketu Jetty

86 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.22: Existing Developments within Agboyi-Ketu LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 87


3.8.2.2 Proposed Land Use Distribution
The master plan proposes the utilization of wetlands for developments to engender the growth of Agboyi-Ketu LCDA
and Ikorodu Sub-Region at large. This is based on the rationale that if the status quo of the area is still maintained, de-
velopment from Agboyi, Irawo and Ajejunle will spread illegally and engulf the area which is the case in many lagoon
waterfront areas in Lagos State. This will eventually lead to forced eviction to redevelop the axis.
The plan for the area includes the relocation of the current Owode-Onirin market along Ikorodu Road in the north-
west to the west central location. This is with the view to providing more land for the activities of the Owode-Onirin
Iron Scrap Market and to eliminating the environmental and traffic congestion impact of the market along Ikorodu
Road. Also, an alternate exit road is proposed at the southern part of the proposed Owode-Onirin Market to facilitate
traffic into the area and to link the sub-region southern part. The current Owode-Onirin Market is earmarked for a
proposed train station which is a more efficient use of land linking the Sub-Region to Lagos metropolis.
A major recreational water park area is proposed to serve as water catchment and recreation needs of the area and
beyond. This is a vast land mass from the Ikorodu Road spreading southwards to the western part of the middle and
with extensive wetland opening directly into the Lagos Lagoon. An aquaculture zone is also located adjacent the rec-
reational park to form a contiguous belt with the proposed water park and wetland zone. In addition, a district park
is proposed to serve the north-western part of Agboyi-Ketu LCDA.
Furthermore, a low-density New Town Development is proposed at the southern part of the LCDA which together
with the existing residential areas will accommodate the projected population for the LCDA. A central business district
and major institutional area are also proposed at the southern area to service the emerging and existing residential
communities. The existing industrial locations along Ikorodu Road which include a nylon factory and a scrap fabrica-
tion factory are retained.
The master plan, however, recommends that a comprehensive study should be carried out which will take into consid-
eration the impact of the proposed development up-stream of River Ogun within the Sub-Region and beyond in Ogun
State. The master plan also recommends that urban regeneration studies should be carried out and quick intervention
programmes be put in place to rejuvenate the Agboyi I & II and Ajegunle communities.

The major land use proposals within the Agboyi-Ketu Local Council Development Areas include:
• Agboyi Urban Regeneration LEGEND
• Ajegunle Park, Ajegunle
• Conversion of existing Owode-Onirin Industrial Park to Train Station
• Relocation of Owode-Onirin Industrial Park
• Agboyi New Town Residential Area, Agboyi
• Agboyi Institutional Use Zones
• Agboyi Aquaculture Zone
• Ajegunle Water Park
• Owode-Onirin Recreational Park
• Odo-Ogun C.B.D. Apa-tuntun

88 Ikorodu - Draft Final Report (2016 - 2036)


2

Figure 3.23: Proposed Land use Plan for Agboyi-Ketu LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 89


3.8.2.3 Road Network
New transport infrastructures proposed within the LCDA include the upgrade of existing local roads
to collector roads, the construction of new arterial and collector roads to open up the new areas.
This will help to improve intra-neighbourhood and inter-region connectivity and circulation.
Also, a section of the proposed rail line which runs along the alignment of Ikorodu Road transverses
the northern boundary of the LCDA .
Figure 3.24 presents the transport proposals for Agboyi-Ketu LCDA.

• Proposed Agboyi Link Bridge


• Proposed Agboyi - Ibeshe Road (Road A01)
• New Major & Minor Collector roads
• Upgrade of Irawo Road to Major Collector road
• Upgrade of some local roads to Minor Collector roads
- Owode Elede Lane
- Ade Adenaike Street/ Association Way/ Ojomo Amaka Street
- Ibadan Street/ Kayode Fadayomi Street/ Oterubi Ogidan Street
- Sumola Bako Street/ Ifelodun Road

LEGEND

90 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.24 Proposed Road Network Plan for Agboyi-Ketu LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 91


3.8.2.4 Urban Strategy

Aqua-culture and tourism are two major activities that can trans-
1
form the fortunes of the LCDA and the Sub-Region at large. These
two activities can provide employment for thousands of residents.
The aquaculture farm shall become a major source of shrimps, fish-
es, crabs and other aquatic food resources for the residents. On the
whole, the farm will ensure aquatic food security for the residents of
the subregion and even beyond.

The proposed arterial corridor also includes a tourism destination


which will become a major place to be for residents and visitors. This
parcel of land for tourism shall only be approved for tourism related
developments such as golfing and entertainment hub.

Plate 3.14(a): Artistic Rendering of the Tourism - Aquaculture Corridor

Plate 3.14(b): Cross - Section of the ROW.

92 Ikorodu - Draft Final Report (2016 - 2036)


2 The train station is proposed along the busiest road in the Sub-Region
– Lagos-Ikorodu Road. The proposed site currently serves as a metal-
lurgical industry and regional steel market, which shall be relocated
to a more suitable location for such activities. The proposed rail sta-
tion shall also serve as a multi-modal hub which will be linked with
the existing state-wide BRT transit network.
The proposed railway ROW runs parallel to Ikorodu road
connecting major centres within the Sub-Region and beyond. It will
feature Transit Oriented Developments such as Park and Ride, Kiss
and Ride and Multi-level parking.

Plate 3.15(a): Artistic Rendering of the Mixed Use Corridor

Plate 3.15(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 93


Ikorodu West LCDA

94 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.25: Location Map for Ikorodu West LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 95


3.8.3 Ikorodu West

3.8.3.1 Overview
The Ikorodu West LCDA is in the north-eastern part of the Sub-
Region bordered in the north and substantial part of the western side by
Ogun State while the south-western part of the LCDA is bounded by both
Ikosi-Isheri and Agboyi-Ketu LCDAs. The southern part of the LCDA is bor-
dered by the Lagos Lagoon while Ikorodu North LCDA, Ikorodu LGA and
Igbogbo-Baiyeku LCDA form the boundary at the eastern part.
Ikorodu West LCDA is a highly urbanized area. The LCDA
which is located in the northwestern side of the Sub-Region is a
continuously built up area from the commercial hub of
Lagos Road-Sagamu Road-Ayangburen Road intersection which
radiates towards the northern region of Ikorodu West LCDA with
major urban districts including Ipakodo at the south where
Ikorodu Lighter Terminal and Dangote Flour Industry are located framed
by the Lagos Lagoon.
Other major urban districts in the Ikorodu West LCDA are
Ogolonto, Owutu, Ojokoro and Isawo with the later located
toward the extreme north close to the Lagos State boundary with Ogun
State. These settlements are also intermittently delineated by major
streams, swamps, deep gorges and valleys. Generally, the settlement pat-
tern in this region is the combination of linear and clustered patterns while
areas along the swamps, gorges and valleys are characterised with scat-
tered developments.

Key Facts

Ikorodu West LCDA


Coverage 4,977.57Ha
Existing Population (2016) 282,026
Future Population (2036) 1,143,672
Growth Rate 7.00% p.a

Ebute Iga Recreationa Park

96 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.26: Existing Developments within Ikorodu-West LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 97


3.8.3.2 Proposed Land Use Distribution

The master plan proposed to utilize parts of the Ogun Forest Reserve and wetlands at the western and south-west-
ern region of the Ikorodu West LCDA for development. Three new residential areas which include the Ogun
Forest Reserve Residential Zone, Itowolo-Majidun Residential Scheme and Majidun-Awori Village Excision are
proposed within these areas. These residential schemes in addition with the existing residential communities will
accommodate the growing population in the region.
Major employment zones are proposed at strategic locations to drive the economy of the LCDA and Ikorodu
Sub-Region at large. The master plan proposes to upgrade the existing commercial hub, which partly falls within
the south-western region of the Ikorodu West LCDA, into a Central Business District (CBD) of a metropolitan
scale. In addition to this, a commercial area is also proposed at the northern region of the LCDA. This commer-
cial area falls within the proposed Agbede CBD. The master plan also retained the active mixed used corridors
along Lagos-Ikorodu Road, Isawo Road and Ikorodu-Sagamu Road. This is complemented by mixed develop-
ment zones at the southern and western part of the LCDA.
Further to this, an industrial incubator centre is proposed around the central area of the LCDA with direct access
to the proposed Fourth Mainland Bridge. This area is proposed to accommodate the informal activities and
support services that will accelerate the development of emerging, high potential start-up companies. Existing
industrial facilities within the region such as Owutu Mechanic Village and Dangote Industry are retained at their
present locations.
Major recreational parks are proposed to be located towards Isawo in the northern part and at Ologede in
the south around the network of streams in this region. A multi-modal transport and consolidation hub is also
proposed to be strategically located at the south of the LCDA with direct access to major roads, the proposed
east-west rail line and Lagos Lagoon.

The major land use proposals within the Ikorodu West Local Council Development Areas include:

• Proposed Ikorodu CBD


LEGEND
• Proposed Agbede CBD
• Proposed Isawo Incubator Centre
• Proposed Isawo Train Station
• Proposed Majidun Multi-Modal Transport and consolidation hub
• Proposed Conservation Area, Ogolonto
• Proposed Transit Station, Ogun Forest
• Proposed Mixed Use Development, Itowolo
• Proposed Itowolo-Majidun Mixed Development Scheme
• Proposed Majidun-Awori Institutional Use Zone

98 Ikorodu - Draft Final Report (2016 - 2036)


1

Figure 3.27: Proposed Land use Plan for Ikorodu West LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 99


3.8.3.3 Road Network
New transport infrastructures proposed within the LCDA include the upgrade of existing local roads to collector roads, the construction
of new arterial and collector roads to open up the new areas. This will help to improve intra-neighbourhood and inter-region connec-
tivity and circulation.
Also, a section of the proposed rail line which runs along the alignment of Ikorodu Road transverses the northern boundary of the LCDA
Figure 3.28 presents the transport proposals for Agboyi-Ketu LCDA.
• Proposed Agboyi – Majidun – Agric collector road
• Proposed Majidun – Ebute Ipakodo collector road.
• Upgrade of local roads to Collector roads
- Agbede Meeting/ Olosugbo Road
- Eyita Ojokoro Road/Al-Ameen Street/Alhaji Shiriki Street/Olalounpe Adisa Street/ Ojokoro Eyitayo Road
- Ikenne Street
- Isawo Road
- Majidun/Ipakodo Road/Adedeji Odubote Street
- Ogunbadewa Street/Ogunleye Street/Olamide Awosanya Street
- OmoleStreet/Prince Adebule Street
- Osholange Street
- Otunba T.
• Upgrade of local roads to Minor Collector roads
- Abayomi Efunlaruja Street/Efunlaruda Street - Ojokoro Road/Olayinka Ogunfila Street
- Agbede Omolaye Street - Oshewa Street
- Aina Atoloye Street - Oshineye Street
- Alh. Ogbara Street/Etunrenren Road - Otunba Road
- Alhaji Mustapha/Arinola Street - Oyedare Street
- Allison Road LEGEND
- Prince Abiola Kosoko Close
- Araromi Avenue - Solarin Oyebajo Street/Fatai Adedayo Street/ Adeola Street
- Bamidele Goodluck Road/Omowunmi Adebayo Street - Soroga Road
- Believer Road - Taiwo Ajibola Street/Kolawole Street
- Buowo Street/Abraham Oke Obafemi Street
- Ebuwawa Road
- Ganiyu Alejo Street
- Idiroko/Dagbolu Road/Adeboye Ojuri Crescent
- Ojokoro New Town/Alhaji Ganiyu Alejo Street
- Jamiu Oyebajo Street/AL Street
- Odumbo Street

100 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.28 Proposed Road Network Plan for Ikorodu West LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 101


3.8.3.4 Urban Strategy

The proposed mixed-use corridor of Isawo road willl lead to the


1
creation of an "Urban Avenue" which accommodates higher
intensity, mixed uses including a diverse range of commercial, office-
related employment, residential and community uses. This will be
supported by transit elements at appropriate location to encourage and
promote future public transit along the Corridor which accommo-
dates the needs of pedestrians, transit users, cyclists as well as the
automobile.

The corridor mix will be of two dimensions:


Vertical Mixed-Use Development, which combines different uses
within the same building. It provides for more public uses on the
lower floor such as retail shops, restaurants, of commercial
businesses, while the upper floor features more private uses such as
residential units, hotel rooms, or office space.
Horizontal Mixed-Use Development, this consists of single-use
buildings within the corridor.

The corridor wiall feature streetscape furniture that meets the need
of residents, visitors and business owners within the corridor. These
elements shall include, bus shelter, streetlamps, street trees, grates,
Plate 3.16(a): Artistic Rendering of the Isawo Mixed-Use Corridor
trashcan, benches, outdoor cafe features, traffic furniture and bicycle
rack (see Plates 3.16).
A concerted effort is required between the State government MDAs
and the public to realize the streetscape elements within the right-of-
way and the development objectives. Ultimately, the purpose of the
design strategy is to ensure that the development of the Corridor and
adjacent built forms provide for a consistent and unified public realm
and streetscape.

Built form guidelines


In additional to general built form guidance, the mixed development
structure will feature certain architectural elements for proper form
and function in line with best practices.
The maximum number of floors allowed on the corridor is six (6), for
vertical mixed use, the ground floor should feature commercial/retail
Plate 3.16(b): Cross - Section of the ROW.

102 Ikorodu - Draft Final Report (2016 - 2036)


2 use. The ground floor should have awning or canopy to provide
shade for shoppers. Café seating should also be provided to animate
the street and give it vitality.
The ground floor should also feature parking at the rear. It is
important that the building is sound proofed and there should also
be a separation between the residential access and public access to
the various level. Besides providing stairs and elevator should also
feature in the building.

The Incubator Corridor


The proposed incubator development is aimed at cleaning up
the streetscape of informal activities such as roadside mechanics,
vulcanizers, carpenters, while still promoting their livelihood in
a saner, cleaner and better organized working environment. This
development shall be P-P-P (Public-Private Partnership) driven, the
government provides the land and incentives while the structures are
developed and managed by the private sector. The incubator hubs
shall be serviced with public amenities and occupant shall take advan-
tage of collaborative opportunities.

Plate 3.17(a): Artistic Rendering of the Industrial/Residential Corridor

Plate 3.17(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 103


Igbogbo Baiyeku LCDA

104 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.29: Location Map for Igbogbo-Baiyeku LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 105


3.8.4 Igbogbo-Baiyeku
3.8.4.1 Overview
Igbogbo-Baiyeku LCDA is in the south-western part of the Sub-
Region and it is substantially framed by the Lagos Lagoon in the western
and southern boundaries while the eastern boundary is framed by Ijede
LCDA and the north by Ikorodu LGA and partly in the northeast boarder
by Ikorodu West LCDA. Igbogbo-Baiyeku LCDA shares the single largest
waterfront area of the Lagos Lagoon from Ipakodo in the north west
southward to Ibeshe Ishashi, Ofin, Oreta, Ajebo, Baiyeku, Araromi and
Aiyetoro, all being part of the Lagos Lagoon waterfront settlements.
Igbogbo-Baiyeku LCDA is highly urbanised and most of the
neighbourhoods have very similar morphological features. In
the highly urbanized areas such as Ikorodu township and adjoin-
ing urban conurbation, all types of residential land use exist with
the absence of significant and deliberate physical planning. The
octopus’ configuration of the swamp in the east and north-
eastern side of Igbogbo-Baiyeku divides the residential neighbour-
hoods into several isolated compartments which form part of the
Ikorodu township in the southern part.
The land areas towards the slopes and gorges/valleys have
grown in a sub-standard layout pattern in response to uncon-
ventional need to build near the urban centre. It was, however,
observed that between Oreta, Baiyeku, Agunfoye and Igbogbo, there
exists appreciable land area sandwiched within the narrow swampy areas.
Also, there are pockets of well laid out government and private residen-
tial estates within the region which include Lagos State Housing Scheme
(Lagos HOMS) Estate at Igbogbo, Suru Ibeshe Garden at Ibeshe among
other and to the west are pockets of industrial developments such as
Nichemtex Textile Factories and Ministry of Mining.

Key Facts

Igbogbo Baiyeku LCDA


Coverage 7,265.91Ha
Existing Population (2016) 184,413
Future Population (2036) 747,833
Growth Rate 7.00% p.a

Lagos State Civil Service Model College, Igbogbo

106 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.30: Existing Developments within Igbogbo-Baiyeku LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 107


3.8.4.2 Proposed Land Use Distribution
The master plan proposes the densification of the LCDA as it has little land for further development. All categories
of residential density types are proposed for the LDCA with the high density residential area being the dominant
residential type.

The high density areas occupy the eastern half of the LCDA from the north, east and the southern parts, while
part of the central area from Igbogbo downward to Ibeju, Lajo, Osoru, part of Ibeshe and Ishashi retaining their
existing high density residential zoning. Proposed high density residential areas include Agunfoye, Igbe, Olumo,
Oke-Iro, Oshodi, Ilade, Ebiye, Sheboliye, all in the eastern part of Igbogbo-Baiyeku LCDA. The proposed medi-
um density residential areas are located at southern region of the LCDA adjoining the waterfront developments.
The proposed coastal arterial transversing the southern edge of the LCDA separates the medium density areas
from the low density areas. Furthermore, the master plan recommends the core area at Ebute Ikorodu for urban
renewal due to the dilapidated condition of the area.

A major economic land use in the LCDA is the Igbogbo major commercial centre. This is located at Igbogbo
Township along Igbe Road to serve a major commercial hub to service Igbogbo-Baiyeku LCDA and the southern
part of Ikorodu LGA. Major mixed use corridors are proposed along Oreta Road, Baiyeku Road, Ibeshe Road
and Ebute-Ipakodo Road. The industrial area is retained and this includes the Ibeshe Industrial hub, Federal Min-
istry of Mining, Brick Industry along Oreta Road, Lagos State Ministry of Mining along Baiyeku Road while new
industrial parks are proposed at Ebiye and a Fishing industry at Ilemeren along the Lagos Lagoon.

Considerable recreational land use is proposed in Igbogbo-Baiyeku LCDA which spreads across the Sub-Region
at Ibeshe, Osorun, Ofin, Ajebo Ipakodo, Ashon and Igbogbo. A major land use feature of the Igbogbo-Baiyeku
LCDA are proposed jetties and mixed development hubs along the Lagos Lagoon waterfronts which cut across
established settlements which include Ibeshe, Ilemeren, Oreta, Ajebo, Baiyeku and Araromi. A major
entertainment hub is proposed at Aiyetoro at the south-eastern part of the Sub-Region. The entertainment hub is
bounded by the Lagos Lagoon in the south, the Fourth Mainland Bridge entry point in the west and Ijede LCDA
in the east. Major institutions existing in the LCDA are retained which include the Voice of Nigeria and the public
educational institutions, while a new major institutional area is proposed and bounded at the south-eastern part
of the proposed Igbogbo major commercial centre. LEGEND

108 Ikorodu - Draft Final Report (2016 - 2036)


1

Figure 3.31: Proposed Land use Plan for Igbogbo Baiyeku LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 109


3.8.4.3 Road Network
New transport infrastructures proposed within the LCDA include the upgrade of existing local roads to collector roads and construction of new major collector roads to open up the new areas. This will
help to improve intra-neighbourhood and inter-region connectivity and circulation.Also, a section of the proposed east-west arterial road runs along the southern boundary of the LCDA.

The major road proposals within the Igbogbo-Baiyeku Local Council Development Area are presented in Figure 3.32.
• Realignment/expansion of Ayangburen - Beach Road
• Expansion of Owode - Ibeshe Road
• Proposed Ikorodu East-West Coastal Road
• Upgrade of local roads to Collector roads
- Alhaja Elena Muibi Street/Renecon Road - Ofin ile Road
- Baiyeku Road/Obafemi Awolowo Way - Olu Odo Road
- Bello Olatoye Street - Oreta Road
- Comfort Olugbode Street/Ire Street - Solebo Igbogbo Road
- Igbe Road/Agbele Road/ Bola Ahmmed Tinubu Road - Ginti Igbe Road
- Ilori Street/Benson Onaja Close/Holy Gabriel Street/ - Hon. Ogunmuyiwa Street
Waidi Oni Street - Ilajo Road

• Upgrade of local roads to Minor Collector roads


- Abadeck Avenue
- Dada Efe Street - Olukayode Banjoko Street
- Abule Osherun/Ilemere Road
- Hazeem Ogunade Sholumade Way - Oluyiga Street
- Adedola Street
- Honourable Kolawole Taiwo Street - Ore – Meji Street
- Afeez Aleje Street
- HRM. Oba (Dr) Fatola Street - Orere Abosan Street
- Afuwape Akeran Street
- Ibelefun Street/Megba Japhet Crescent - Oyekan way/Derufe Road/Idiroko Street/Mrs Adebimpe Street
- Agunfoye Road
- Ibese Town Road - Proposed Housing Estate Road
- Ahagbeni Street
- Ire Road - PZ Coop Estate Road 1
- Aina Olabisi Road/Festus Mobolaji Idowu Street
- Itesiwaju Road/Oke – Ota Road - Quadri Crescent
- Ajebo Village Road
- Kareem Kamoru Street - Rencon Road
- Akin Ogunlewe Street
- Kingsley Omoniyi Crescent - Road E
- Alh. M.A. Alogba Road
- Morekete Road - Surv. Bamikole Gbangbalasa Street
- Alh. Olutosin Street
- Obafemi Eruja Street - Wagbare Estate Road
- Alh. Olutosin Street/Mufiat Omosolaja Street
- Obayomi Bolowotan Street - Y. A. Animashaun Street
- Asewiyon Street
- Odufeko Street/Yomi Oshikoya Crescent - Zion Road/Owode Ilaje Road
- CCC Alatunse Street
- Ojumirire Ayidina Road/Igbo Agbowa Road
- Celestial Church Road/Offin Road
- Okunnuga Road
- Church Street
- Olorunnimbe Olayinka Street

110 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.32 Proposed Road Network Plan for Igbogbo Baiyeku LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 111


3.8.4.4 Urban Strategy

The entertainment city is proposed for an expansive site within Ig-


1
bogbo-Baiyeku LCDA. A family-oriented park filled with rides and
attractions IS distributed throughout the themed land. Within this
pedestrian-oriented district shall be a major outdoor entertainment
venue, capable of accommodating events that can host 50,000 to
100,000 heads in a park-like setting, punctuated with active sporting
facilities.
The entertainment city is expected to make a qualitative leap in the
Sub-Region and support the vision to achieve more prosperity, prog-
ress for society and raising the status of the Sub-Region. It is also ex-
pected to contribute into the diversification of the State's economy
while creating job opportunities for the Sub-Region's young popula-
tion.
Some Features of the Entertainment City shall include;
• Solaire Resort & Casino
• Holiday Resort
• Active Sports
• Convention Centre
• Concert Ground

Plate 3.18(a): Artistic Rendering of the Entertainment City

Plate 3.18(b): Cross - Section of the ROW.

112 Ikorodu - Draft Final Report (2016 - 2036)


2 The proposed streetscape is
characterized by mixed developments
and residential uses. The mixed-use
hub is connected by water and road,
the waterfront is a key catalyst that
will jump-start the development of the
mixed-use hub. This area will host the
tallest structures (20 floors) in the Sub-
Region. It shall comprise mixed-use de-
velopment; vertically and horizontally.
The streetscape shall feature street
furniture and street trees. Adjacent
the mixed development hubs cor-
ridor are high density residential
neighbourhood and new development
should respect the character of this
area.

Plate 3.19(a): Artistic Rendering of the Mixed development/Residential Corridor

Plate 3.19(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 113


Ikorodu LGA

114 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.33: Location Map for Ikorodu LGA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 115


3.8.5 Ikorodu
3.8.5.1 Overview
The Ikorodu Local Government Area is located at the central
location of the Sub-Region. The project derives its name from this local
government being the previous divisional headquarter of the area when
Lagos State was created in 1976. The Local Government retains its central
influence over other areas. It is bordered by five other LCDA namely the
Ikorodu West LCDA in the west, Igbogbo-Baiyeku LCDA in the south,
Ijede LCDA in the south-east, Imota LCDA in the east and Ikorodu North
in the north.

The settlement typology in the Ikorodu core area which is in this


LCDA is the traditional and Yoruba clustered system with fami-
ly compounds in which many are typically not accessible through
road but only with pedestrian lanes and walkways such as in
Eluku, and Ajina neighbourhoods. Many of the buildings along major
roads in this LCDA are either fully commercial land use or mixed use
of residential/commercial, residential/ religious in most cases. Few good
residential layouts exist in this region which include Ayangburen/Jubilee
Estate. A dominant land use in this LCDA is the Lagos State Polytechnic at
the northwestern side, which occupies 428.316 hectares of land spanning
from Sagamu Road to Itoikin Road. In the central part of the LCDA are
extensively built-up residential districts also divided into urban districts by
streams and swamps.

Typically, like the general settlement pattern of the Sub-Region, roads ter-
minate towards the swamps in a cul-de-sac manner. There is the need
to increase the capacity of some of these existing roads to internally in-
ter-connect with the various segments of the LCDA currently disconnected
from each other by swamps. This will decongest the existing arterial roads
from heavy volume of traffic and enhance the social and economic devel-
opment of the interior part of the LCDA.
Key Facts

Ikorodu LGA
Coverage 5,867.21Ha
Existing Population (2016) 407,823
Future Population (2036) 1,653,805
Growth Rate 7.00% p.a

Lagos State Civil Service Model College,


IkoroduIgbogbo
Garage

116 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.34: Existing Developments within Ikorodu LGA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 117


3.8.5.2 Proposed Land Use Distribution
In Ikorodu LGA, only two categories of residential areas are proposed and this is influenced largely by the
nature of existing residential land use. The largest core area is in this LCDA in the heart of Ikorodu Township.
The area is high density residential areas with traditional old neighbourhoods and largely in blighted condi-
tions. This area is also proposed for urban renewal. The only medium residential area in the Ikorodu LGA
is located in the government residential Low-cost Housing Estate along Sagamu Road and Itoikin Road. The
area is also bordered by the proposed Fourth Mainland Bridge Road in the northern boundary. All other
residential areas in the LGA are of high density categories.
The most noticeable characteristic of this LGA is the very active commercial activities and areas with the
climax at the sub-region Central Business District around which are mixed use corridors radiating from the
CBD along Sagamu Road to the north, Lagos Road to the west, Ayangburen Road to the south which is
linked from the eastern flank by the Oriwu Road and Obafemi Awolowo Road mixed use corridors. Mixed
uses are also proposed along Itoikin Road and Ijede Road in Ikorodu LGA. The Igbogbo Road mixed use
corridor originating from Igbogbo-Baiyeku LCDA also flows into the Ikorodu LGA. The institutional land
uses in the LGA are retained in addition to new major institutional areas proposed at Itamaga across the
proposed rail line.
Appreciable recreational areas are proposed at Malakoko in the north-eastern part of Ikorodu LGA, while
this is complemented by green infrastructure around the streams which run from diverse tributaries south-
wards into the entertainment hub at Aiyetoro abutting the Lagos Lagoon. The Fourth Mainland Bridge Road
runs across the Ikorodu LGA in a south-north direction linking it with Igbogbo-Baiyeku LCDA and Ikorodu
West LCDA. The central train station for the whole Sub-Region is shared by the Ikorodu LGA and Ikorodu
North LCDA where the Itoikin Road, the proposed rail line and the Fourth Mainland Bridge Road converge
to create an economic and inter-modal transport hub.

LEGEND

118 Ikorodu - Draft Final Report (2016 - 2036)


2 4
3
1

Figure 3.35: Proposed Land use Plan for Ikorodu LGA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 119


3.8.5.3 Road Network
New transport infrastructures proposed within the LCDA include the upgrade of existing local roads
to collector roads and construction of new major collector roads to open up the new areas. This will
help to improve intra-neighbourhood and inter-region connectivity and circulation.

The major road proposals within the Ikorodu Local Government Area are presented in Figure 3.36.
• A section of the proposed Maya – Egbin Road (Road A04)
• Upgrade of local roads to Collector roads
- Agura Gberigbe Road - Igbe Road

- Erunwen Road/ Olufemi Olugbaro Street - Ijede Road

- Gbaga Road - Imowo Nla Road

- Obafemi Awolowo Road/Oriwu Road - Ireshe Road

- Igbogbo Road/Ogunlewe Street

• Upgrade of local roads to Minor Collector roads


- Adaraloye Street - Oba-Ijaolu Road
- Akaun Lara Road - Odubala Avenue
- Alabi Abagun Street - Odukoya Street
- Alhaji Kokoro Abu Street/ Ajisebiara Mecca Street - Ogun Street
- Alhaji Oseni Street - Ogunshi Street
- Aseoremaseka Street/Ajibola Bello Stret - Okanlami Oguntola Street
- C.A.C Canaan Land - Onalu Road
- Deji Abayomi Sttreet - Otunfola Street
- Erunwen Road - Oyakade Street
- Ike Nebuwa Street - Palace Road
- Keyoolu Street - Palace/Laaga Road
- Ladegboye Road/Bode Olajuni Road - Porobaye Road LEGEND
- Love Estate Gate 2 - Powerline Street
- Mowo Kekere Road - PZ Coop Estate Road
- New Genesis Street - Shobowale Street
- Oba Ijaoluun Ademiye Road - Solebo Street
- Oba nla Road (Parafa)

120 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.36: Proposed Road Network Plan for Ikorodu LGA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 121


3.8.5.4 Urban Strategy

Ikorodu CBD, located in the heart of the Sub-Region most urban-


1
ized area and meeting point of the area's transport systems, contains
a high percentage of shops and offices. Its high accessibility leads to
high land values, and, therefore, intensive land use. Consequently, the
development should be upwards. Vertical land-use zoning is also
common, so that retail outlets may be on the ground floor, with
commercial users above them and residential users higher up.

The Ikorodu CBD is the area where significant commerce, political,


cultural and power is concentrated in the Sub-Region. There is a great
demand for commercial, office and retail space within the CBD, the pro-
posal aims to expand the CBD, even though there is the constraint of
horizontal expansion and non-availability of vacant land, hence to
achieve this target there is the need to go vertical. New developments
within the CBD can now go as much as 15 floors.

Some of the key features of the new CBDs include:


1. High concentration of offices, banks, financial institutions, and so on.
2. High density and high-rise buildings.
3. Prohibition of street trading
4. Department stores and high-end shops.
5. Multi-storey car parks.
6. Well-managed infrastructure links with other parts of the sub-region.
7. Provision of Transit Oriented Developments and Pedestrian Oriented
Developments along the CBD corridors.

Plate 3.20(a): Artistic Rendering of the Tourism - Aquaculture Corridor

122 Ikorodu - Draft Final Report (2016 - 2036)


Plate 3.20(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 123


The corridor serves the stadium, train station and mixed-use
developments along it. Street furnishing shall be provided along the
corridor that will serve the needs of passengers and commuters. The 2
maximum allowable floors in the corridor is ten (10), while all other
existing statutory planning regulations shall be strictly adhered to for
new developments.

A major sporting complex is also located here in the heart of Ikorodu


Sub-Region. Within this hub is also a proposed train station, which will
serve sports fans and other commuters going to various destinations
within the Sub-Region.

Plate 3.21(a): Artistic Rendering of the Transit Hub/Mixed Use Corridor

Plate 3.21(b): Cross - Section of the ROW.

124 Ikorodu - Draft Final Report (2016 - 2036)


3 The Densification Strategy aims to offer more choices for different
income groups and a range of lifestyles among citizenry. Housing
shortage is one of the major challenges of the Sub-Region today
whereby bungalows and low-rise predominate the residential area.
For the proposed densification plan, in some areas, three-storey
to five-storey buildings will fit in well within the neighbourhood's
character. The Densification Strategy aims to make the city more
efficient and more sustainable as well as offer a broader range of living
environments. The idea is to create a more compact city that operates
well for everyone.

To achieve the densification plan, the following steps have to be taken;

1. An average of 25 dwelling units per hectare gross density across the


LCDA, because this is the internationally accepted minimum density
at which public transport is efficient and sustainable. This does not
mean that all areas will be developed at this density. Some areas will be
developed at a lower density, and others will be developed at a
higher density. Slowly, but surely the LCDA will aim for higher average
densities.
2. The Ministry of Physical Planning and Urban Development should
make decisions about the size, scale, form and incremental densifica-
Plate 3.22(a): Artistic Rendering of the Residential Corridor
tion based on clear planning guidelines.
3. Introduce incentives that encourage higher densities and disincen-
tives to prevent low-density sprawl. At the moment, plans, rates/
tariffs and other regulations do not always encourage densification.
Densification, therefore, needs to be supported through regulations,
legislation and zoning measures, as well as tax, rates and tariff incen-
tives and design controls.

Plate 3.22(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 125


The State government should partner with the Private Sector,
CDAs to ensure a smooth development of the park for the
4
immediate residents and beyond. The park should be private
sector driven with LASPARK playing the regulatory or oversight
role for efficient, functional and best management practice.

The park will enhance the social wellbeing and community en-
gagement by delivering the right park facilities for all ages, in
the right places and at the right times. The expansive park shall
include facilities for rowing, canoeing, kayaking, picnicking and
other park facilities.

Plate 3.23(a): Artistic Rendering of the Tourism - Aquaculture Corridor

126 Ikorodu - Draft Final Report (2016 - 2036)


Plate 3.23(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 127


Ijede LCDA

128 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.37: Location Map for Ijede LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 129


3.8.6 Ijede

3.8.6.1 Overview
Ijede LCDA is in the south-central part of the Ikorodu Sub-Region.
It is bordered in the south by the Lagos Lagoon, while it shares
boundary in the eastern side with Imota LCDA, in the north with
Ikorodu North LCDA and the west by Igbogbo-Baiyeku LCDA.
Ijede, Egbin, Oke Agbo, Agura, Ginti, Elepe, Ipakan and Oke-
Eletu are the most dominant urban districts in the Ijede LCDA. The
whole of the southern boundary is lined with swamps which abuts
the Lagos Lagoon. Considerable part of the southern boundary is
occupied by Egbin Thermal Station. Similarly, like the settlement
pattern in many parts of the Sub-Region, the urban areas are of
cluster formation and roads originating from residential districts
terminating toward swamps, wetlands and streams.
Currently, Ijede LCDA is growing at rate of 7.00% p.a with a pop-
ulation of 84,596 (2016). It is projected that the future population
of the LCDA by 2036 will be 343,053. This was established from
a rigorous demographic and population evaluation detailed in the
Stage 2 report.

Key Facts

Ijede LCDA
Coverage 2,446.55Ha
Existing Population (2016) 84,596
Future Population (2036) 343,053
Growth Rate 7.00% p.a

Ijede
Ijede

130 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.38: Existing Developments within Ijede LCDA


Source: IKMP, 2016
Ikorodu - Draft Final Report (2016 - 2036) 131
3.8.6.2 Proposed Land Use Distribution
Two categories of residential areas are proposed at Ijede LCDA which are the high density and
the low density residential areas. The high density areas are in consonance with the trend of
urban development in Ijede LCDA. They are mainly at Ijede Township, Ginti and Oke-Eleta
in the northern part, Ipoda in the central area and Oyewo, Agura, Ipakan and Laba in the
south-eastern part. The low density residential area is located at the south-eastern part which
forms a contiguous stretch with the low density area at Imota LCDA directly opposite pro-
posed tourism zone.
The Ijede core area is a blighted area which is recommended for regeneration/urban renewal.
Ijede LCDA is also provided with a major commercial centre which it shares with Imota LCDA
in the north-eastern part of Ijede LCDA. Also, radiating out of the commercial centre are
mixed use corridors along the whole stretch of Agura Gberigbe Road forming the northern
boundary. The eastern boundary along Agura Road is also a mixed use corridor as well as
along Ijede Road towards the western part of the Ijede LCDA.
A major recreational park is proposed longitudinally along the two streams in Ijede LCDA lo-
cated along the west and the eastern parts respectively. The institutional land uses in the area
are retained with additional land area provided to accommodate future institutional land use.
The Egbin Thermal Station is a singular major land use located in the south-eastern part along
the Lagos Lagoon on 603.94 hectares of land area of Ijede LCDA. Associated major land use
connected with the thermal station is the utility gas pipeline which occupies about 2.09% of
the Ijede LCDA land area.

The major land use proposals within the Ijede Local Council Development Areas include:

• Ijede Institutional Use Zone


• Ibopa Recreational Park
• Part of Gberigbe C.B.D
LEGEND

132 Ikorodu - Draft Final Report (2016 - 2036)


1

Figure 3.39: Proposed Land use Plan for Ijede LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 133


3.8.6.3 Road Network
The major road proposals within the Ijede Local Council Development Area include a network of
new arterial and collector roads to improve the interconnectivity within the LCDA (Figure 3.40
refers).
• A section of the proposed Maya – Egbin Road (Road A04)
• A section of the proposed Ikorodu East-West Coastal Road
• Upgrade of local roads to Collector roads
- Agura Gberigbe Road
- Ginti Igbe Road
- Ijede Road
- Madan Road

• Upgrade of local roads to Minor Collector roads


- Edutech/Alh. Saka Durodola Road/Bello Balogun Crescent/Mega Olaboshinde Crescent
- Gopa London Road/Abule Eko Road/Sunmonu Alishau Odeh Street
- Igbopa Road
- Kayode Kabiawu Road
- Makinde Street
- Moriamo Bashorun Street
- Oba Aliu Akilo Road
- Oba Salako Atobatele Avenue
- Ogbeh Street/Lawma Road
- Olaola Okunniyi Street/Kasali O Shonubi Street
- Oyarinu Street
- Palm Avenue
- Pastor Koku Street/Peace and Progress Street/Prophet Kuku Street
- Powerline Street
LEGEND
- Road T
- Sheriff Fadipe Road
- Surv. Bamikole Gbangbalasa Street

134 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.40: Proposed Road Network Plan for Ijede LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 135


3.8.6.4 Urban Strategy

The proposal will encourage the prevailing commercial-residential


1
mix within the corridor by allowing higher densities, hence a new
permissible height of six (6) floors has been proposed. This will
further attract new businesses, office and residential developments to
the corridor.
To sustain the new developments, the new streetscape shall feature
Pedestrian and Transit Oriented Developments, and streetscape ele-
ment, street benches, bus shelters, street trees, sidewalks, zebra cross-
ings, among others.

Plate 3.24(a): Artistic Rendering of the Mixed Use Corridor

Plate 3.24(b): Cross - Section of the ROW.

136 Ikorodu - Draft Final Report (2016 - 2036)


2 The community recreational park will serve the Ijede LCDA
citizenry and beyond. Its implementation will require a synergy between
LASPARK and the community. Provision of park equipment for
children of all ages and adults alike is very sacrosanct. The equipment
should be of durable materials which will not cause injuries to chil-
dren.

Having the park and the public realm connected by bikeway will
promote a low carbon community and well-being of the people. The
park should be designed with bike trails which connects to the public
realm bikeway.

Plate 3.25(a): Artistic Rendering of the Residential/recreational Park Corridor

Plate 3.25(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 137


Ikorodu North LCDA

138 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.41: Location Map for Ikorodu North LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 139


3.8.7 Ikorodu North

3.8.7.1 Overview
Ikorodu North LCDA is predominantly residential, with its settings sim-
ilar with Igbogbo-Baiyeku, the fringe of Ikorodu and Ikorodu West. It
is part of the continuous spatial conurbation of Ikorodu Township. The
major development clusters are in the western part and it is predomi-
nantly of residential districts. Major urban settlements in the region are
Maya, Agunfoye, Adamo, Aleke and Isiu. The major arterial road serving
this region is the Itoikin Road which runs through to form the southern
boundary. The area is also characterised with swamps which constraints
road interconnectivity. Thus, many roads originating from residential ar-
eas terminate towards the swamps, while developments along the swamp
fronts are of scattered formations.
The eastern part of the Ikorodu North LCDA has the presence of
significant generally undeveloped areas which could be due to the distance
from the main urban hub of Ikorodu town and the large expanse of swamps
in this area. Therefore, there is pronounced dense vegetation separating this
region from the contiguous spatial spread of Ikorodu Township.

Key Facts

Ikorodu North LCDA


Coverage 7,173.58Ha
Existing Population (2016) 356,587
Future Population (2036) 1,446,033
Growth Rate 7.00% p.a

Lagos State Civil Service ModelLucky


College, Igbogbo
Fibres, Parafa

140 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.42: Existing Developments within Ikorodu North LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 141


3.8.7.2 Proposed Land Use Distribution
The major land use associated with the Ikorodu North LCDA is the pronounced industrial land use with the largest
industrial estate in Lagos State located in the western part of the LCDA. Despite the high level of residential en-
croachment into the Ikorodu Industrial Estate, a land area of 417.21 hectares still exists and occupied by varieties
of industrial premises. Therefore, the master plan focuses on harmonizing the industrial areas and increasing the
commercial space within Ikorodu North LCDA to provide more employment zones within the entire Ikorodu
Sub-Region.

A major commercial centre is located at Maya Adamo along the northern boundary with Ogun State. The LCDA
also share parts of two other major business districts with Ikorodu West LCDA and Imota LCDA at the western
and eastern edge of the Ikorodu North LCDA respectively. The existing industrial areas are retained and they are
Lucky Fibre and Hypo Industry along Itoikin Road. Additional industrial parks are also proposed along Sagamu
Road at Odogunyan.

All the three categories of residential areas are proposed in Ikorodu North LCDA with cognisance to the trend of
urban growth of the area. The areas earmarked for low density residential areas are at Odo Alase, Mopenifa and
Koboyejo. These areas are along the Lagos and Ogun State border. The medium density residential areas are also
contiguously located around the low density areas specifically at Mofenipa, Aleke and the north western part of
Imota Township.

Pockets of formal recreational areas are proposed at Odogunyan, Agbaku and Odo Alase. There are also mixed
use corridors at Oliwo. Odogunyan, Emuren, Parafa, Maya and Adamo. Institutional land use is a prominent land
use category in Ikorodu North LCDA with Lagos State Polytechnic located in the south-western part of the LCDA
as the single largest institutional land use occupying 360.26 hectares with the central transport hub integrated
with the main stadium on a land area of about 57.11 hectares. Other major proposed institutional land uses are
located at Imofo, a contiguous land with the Caleb University and a cemetery along the inter-state boundary to-
wards the eastern region. There is also a proposed conservation and agricultural area at Ori Okuta in the eastern
boundary of the LCDA with Ikosi-Ejinrin LCDA.

The major land use proposals within the Ikorodu North Local Council Development Areas include: LEGEND
• Proposed Recreational Park, Odogunyan
• Proposed Industrial park, Odogunyan
• Proposed Linear Park, Agunfoye
• Proposed Institutional Use Zone at Isiu
• Proposed Cemetery at Isiu
• Expansion of Institutional Use Zone at Maya Adamo
• Proposed Industrial Area at Oloja
• Proposed Agriculture Zone at Ori-Okuta

142 Ikorodu - Draft Final Report (2016 - 2036)


2
1

Figure 3.43: Proposed Land use Plan for Ikorodu North LCDA
Source: IKMP, 2018
Ikorodu - Draft Final Report (2016 - 2036) 143
3.8.7.3 Road Network
The major road proposals within the Ikorodu North Local Council Development Area include a net-
work of new arterial and collector roads to improve the interconnectivity within the LCDA (Figure
3.44 refers).
• Reconstruction of Ikorodu Sagamu road
• A section of the proposed Maya – Egbin Road (Road A04)
• A section of the proposed Imota – Ikosi Road (Road A05)
• A section of the Proposed Northern Regional Boundary Road (A06)
• Upgrade of local roads to Collector roads
- Agbede Transformer Road/Ojuemuren Street
- Agric Road/Laketu Road
- Agunfoye Road
- Emopa Street
- Kajola Village Road
- Maya Itele Road/Itele Abaku Road (Maya Village)
- Mukaila Abdulai Street/Church Street
- Odo Kekere Road
- Olaonipekun Street
- Sagamu Apeje Road/Oriokuta Road

• Upgrade of local roads to Minor Collector roads


- 4th Avenue - Imota Road
- Adeite Street - Ita Oloja Road
- Afor Close - Oba Nla Road (Parafa)
- Agodungbo Road - Odogunyan Street
- Aina Adenuga Street - Odonla Road
- Araro Village Road - Ogiriekun Road
LEGEND
- De-Hilltop Street - Oyefeso Street
- Ebuwawa Road - Pastor Sam Ocholi Street
- Egan/Oluwatosin Road - Peace Street
- Eluku Street - Road 1
- Emopa Street - Road 3
- Freemah Street - Sala Street
- Idafa Ajenren Road - Samadani Road
- Idafa Road

144 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.44: Proposed Road Network Plan for Ikorodu North LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 145


3.8.7.4 Urban Strategy

The vision of the Industrial park cluster in the dedicated location is


1
to achieve efficiencies and take advantage of collaborative opportu-
nities. However, the area of land allocated for industrial use is quite
acute, therefore, new industrial developments are allowed to den-
sify, most especially light industries. To mitigate against negative en-
vironmental impact, such as pollution and greenhouse gas emission,
industrial premises will be compelled to reserve 30% of their lots for
landscaping and also install waste water treatment facilities within
their industrial set up. The streetscape shall be furnished in line with
Pedestrian and Transit Oriented Design principles, most importantly
the streetscape should feature fire hydrants.

Plate 3.26(a): Artistic Rendering of the Industrial Streetscape

Plate 3.26(b): Cross - Section of the ROW.

146 Ikorodu - Draft Final Report (2016 - 2036)


2
This development blends commercial, cultural, institutional, and en-
tertainment uses into one space, where those functions are to some
degree physically and functionally integrated, and provides transit and
pedestrian connections. The Maya CBD will serve residents in and
around Ikorodu North LCDA
Adjoining the CBD are medium to high density neighbourhoods and
new real estate development projects, greater housing variety and
density and more affordable housing (smaller units) to service the CBD.
Some features of the New CBD include:
1. More walkable neighborhoods
2. Reduced distances between housing, workplaces, retail businesses,
and other amenities and destinations.
3. Stronger neighborhood character, "sense of place", community
identity.

Plate 3.27(a): Artistic Rendering of the Maya CBD Corridor

Plate 3.27(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 147


Imota LCDA

148 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.45: Location Map for Imota LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 149


3.8.8 Imota

3.8.8.1 Overview
Imota LCDA is located towards the eastern region of the Ikoro-
du Sub-Region. The LCDA occupies the largest single land area of
9,117.21 hectares of land which stretches from the Lagos Lagoon
waterfront in the south to the north, bordered by the Ikorodu
North LCDA. The Lagos Lagoon waterfront is about 12 kilometres
in length. Imota LCDA is bordered in the west by Ijede LCDA and
Ikorodu LGA while it shares boundary along the eastern side with
Ikosi-Ejinrin LCDA.
Imota LCDA is largely a rural region with pockets of human settle-
ment, scanty population clusters and low level of economic activi-
ties. The northern and southern parts of the LCDA is characterised
with pockets of small cluster developments. Some of the major set-
tlements in the LCDA include Imota Township, Gbokuta, Oke-Ag-
bo, Ajebo, Isiwu, Oke-Odo.
Imota LCDA also accommodates major developments such as
Caleb University and Imota Rice Mill.
Currently, Imota LCDA is growing at rate of 7.00% p.a with
a population of 72,121 (2016). It is projected that the future
population of the LCDA by 2036 will be 292,463. This was
established from a rigorous demographic and population
evaluation detailed in the Stage 2 report.

Key Facts

Imota LCDA
Coverage 9,117.21Ha
Existing Population (2016) 72,121
Future Population (2036) 292,463
Growth Rate 7.00% p.a

Imota Rice Flour Mill


150 Ikorodu - Draft Final Report (2016 - 2036)
LEGEND

Figure 3.46: Existing Developments within Imota LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 151


3.8.8.2 Proposed Land Use Distribution
The master plan utilizes the undeveloped areas for the spatial expansion required for the anticipated
population growth of the Imota LCDA. Considerable percentage of the undeveloped areas are ear-
marked for residential uses comprising low, medium and high density areas. Imota Township and ex-
isting surrounding communities are retained as high density residential areas while the new areas will
accommodate medium and low density developments. Furthermore, Imota core is also recommended
for urban renewal.
Two major commercial centres are proposed within the LCDA. These include the Imota Regional Mar-
ket which will accommodate the relocation of the popular Mile 12 market in Kosofe LG outside Ikorodu
Sub-Region. This facility is bordered by the proposed Dairy Farm which however falls within Ikosi Ejin-
rin LCDA. The second major commercial area is the proposed Gberigbe CBD which also extends into
Ijede and Ikorodu LCDAs; the adjoining LCDA at the south and western end respectively.
Furthermore, three major industrial parks are proposed at strategic location within the LCDA to en-
hance economic development of Imota LCDA. These include the proposed fishing industry adjoining
the Lagos Lagoon in the south and other industrial parks around the eastern and western area of the
LCDA. Several train stations are proposed along the proposed east-west rail line which runs through the
southern part of the Sub-Region.
Considerable land areas are earmarked for tourism, conservation zone, aquaculture, wildlife and linear
parks along the Lagos Lagoon waterfront and wetlands within the region.
The major land use proposals within the Imota Local Council Development Areas include:

• Relocation of Mile 12 to Imota Regional Market


• Gberigbe CBD
• Agura Tourism Zone
• Oke-Agbo Recreational Park
• Agura Institutional Use Zone
• Train Stations at Igbokuta and Gberigbe LEGEND
• Isiu and Imota Industrial Park
• mota Wildlife Park
• Agricultural Zones at Imota and Igbokuta
• Imota Abattoir
• Imota Conservation Zone
• Imota Cemetery

152 Ikorodu - Draft Final Report (2016 - 2036)


2

Figure 3.47: Proposed Land use Plan for Imota LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 153


3.8.8.3 Road Network
The major road proposals within the Imota Local Council Development Area include a network
of new arterial and collector roads to improve the interconnectivity within the LCDA (Figure 3.48
refers).
• A section of the proposed Ikorodu East-West Coastal Road
• Upgrade of local roads to Collector roads
- Adebuyi Onikoyi Street
- Agura Gberigbe Road
- Aje Road/Ileomi-Oleyo Street
- CPI Road
- Gberigbe Imota Road
- Harmony City Road 1
- Merciful Road
- Oke Agbo Road
- Powerline Road

• Upgrade of local roads to Minor Collector roads


- Araromi Road
- Beach Road
- Eweye Road
- Igbalu Road
- Iyiola Moshood Street
- NUT Road
- Odo Aye Road
- Ogunleke Ogunmodede Street
- Oke Koto Street
- Oke-Odo Road
LEGEND
- Old Imota Road/Oba Ranodu Road
- Omini Ogelu Road
- Omini Ogelu Road
- Poultry Road
- Samadani Road
- Subak Street

PICS
154 Ikorodu - Draft Final Report (2016 - 2036)
Figure 3.48: Proposed Road Network Plan for Imota LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 155


3.8.8.4 Urban Strategy

The extensive linear park that meanders from the north-western


1
(Akonwu-Musa) area to the central area near Gberigbe CBD will
serve the Imota LCDA residents and beyond. It is expected to provide
recreational services to children of different ages and adults alike.
Provision of trail for cycling that will connect the nooks and crannies
of Imota is also very key eco-transport strategy for the area. The trail
shall connect every community in Imota and promote a stronger and
healthier LCDA.
The cycling trails in the linear park will connect to the public realm
cycling network. The adjoining road to the park is a major collector
road, the streetscape shall be furnished with furniture amenities to
serve pedestrians and commuters on the corridor.

Adjacent to the park is a parcel of mixed-use development area, the


maximum allowable floors here is six (6). On the ground floor, only
activities (retail/commercial) that will activate the streetscape should
be permitted while the uppermost floors will serve as residential use.

Plate 3.28(a): Artistic Rendering of the Iinear Park/Mixed Use Corridor

Plate 3.28(b): Cross - Section of a typial Mixed-Use Building

156 Ikorodu - Draft Final Report (2016 - 2036)


2 The wildlife park are areas of important natural beauty, fauna and
flora and offer legal protection within the borders. It shall however
promote use for recreation or education and will have infrastructures
like roads and huts and are therefore accessible and easy to navigate.
The park will offer different activities such as game drives, wilderness
trails, guided walks, 4X4 trails and mountain biking.

Within the vicinity of the wildlife park are medium to low density
residential developments, this will promote the tourism business de-
rived from the proposed wildlife park, by providing vacation homes
for tourist

Plate 3.29(a): Artistic Rendering of the Residential/recreational Park Corridor

Plate 3.29(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 157


Ikosi Ejinrin LCDA

158 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.49: Location Map for Ikosi Ejirin LCDA


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 159


3.8.9 Ikosi Ejirin

3.8.9.1 Overview
Ikosi-Ejinrin LCDA is in the extreme eastern boundary of the Ikoro-
du Sub-Region. The LCDA occupies 7,689.25 hectares of land which
is 15.99% of the total land area of the Sub-Region. It is bordered in
the south by the Lagos Lagoon, in the east by River Aye and Itoikin
community while the northern part is bordered by Ogun State and
the western side by Ikorodu North and Imota LCDAs.
Ikosi-Ejinrin is largely a rural and agrarian region with pockets of
human settlement, scanty population clusters and low level of
economic activities. The northern part of Ikosi-Ejirin LCDA is char-
acterised with less urbanized and rural settlements with pockets of
small cluster developments along the two major collector roads
namely Odo-Ayandelu road and Otta road within the region. The
major settlement in the LCDA is Agbowa.
Generally, the settlement pattern in the region is of rural formation
linked with poor scanty narrow network of earth roads. Large con-
tiguous undeveloped tracks of land with varieties of tropical food
and cash crops are prevalent. This LCDA remains the least physi-
cally developed part of Ikorodu Sub-Region as the few developed
portions are still in less urbanized stage with many pockets of rural
development.

Key Facts

Ikosi Ejirin LCDA


Coverage 7,689.25Ha
Existing Population (2016) 42,229
Future Population (2036) 91,937
Growth Rate 3.36% p.a

Agbowa

160 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 3.50: Existing Developments within Ikosi Ejirin LCDA


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 161


3.8.9.2 Proposed Land Use Distribution
Ikosi-Ejinrin LCDA is proposed to be urbanized in order to accommodate the long term population of the LCDA
and the entire Sub-Region. The master plan focuses on utilizing parts of the green field areas for residential uses.
All categories of residential areas are proposed in the master plan in Ikosi-Ejinrin LCDA with the low density area
located between Oke-Eri and Otta in north east, while the medium density zones are contiguous with the Ota
area and Agbowa. Other residential areas are of the high density category.
The land under agriculture acquisition is retained for agriculture land use which include the Dairy Farm 134.61
hectares, Agbowa Farm Estate 235.17 hectares, large expanse of agriculture land in the north-eastern part (956.04
hectares) and in the southern part another agriculture land (484.67 hectares). The state park occupying a land
area of 719.97 hectares is in the south-eastern part of Ikosi Ejinrin LCDA, with a conservation zone on a contig-
uous area while the conservation zone is on a land area of 356.73 hectares along the Lagos Lagoon.
A major train station and transport hub is proposed at an intersection of River Aye, Itoikin Road and the pro-
posed rail line. Considerable land area is earmarked for industrial use in Ikosi-Ejinrin LCDA which includes the
existing Agbowa Plank Market/Sawmill along the Lagos Lagoon and other industrial areas under industrial acqui-
sition at Agbowa in the north and Imota in the south. A major institutional area is proposed along the Itoikin
Road at Agbowa and towards the south at Ibelefun.
The major land use proposals within the Ikosi Ejirin Local Council Development Areas include:

• Proposed Agbowa CBD

• Proposed Agricultural Zone at Orugbo, Otta, Oke-Eri & Itoikin

• Proposed Fishing Industry, Ikosi

• Proposed Agricultural Centre, Ikosi

• Proposed Conservation Areas at Oke-Agbo, Ajebo and Ago-Hausa State Park

• Proposed Oke-Eri Local Activity Centre


LEGEND
• Proposed Train Station and Transport Hub, Itoikin

• Proposed Agbowa Institutional Use Zone

• Proposed Agbowa Industrial Zones

• Proposed Consolidated Hub, Agbowa

• Proposed Recreational Park, Agbowa

• Proposed Agbowa Dairy Farm & Farm Estate

162 Ikorodu - Draft Final Report (2016 - 2036)


1

Figure 3.51: Proposed Land use Plan for Ikosi Ejirin LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 163


3.8.9.3 Road Network
The major road proposals within the Ikosi Ejirin Local Council Development Area include a
network of new arterial and collector roads to improve the interconnectivity within the LCDA
(Figure 3.52 refers).

• A section of the proposed Ikorodu East-West Coastal Road


• A section of the proposed northern Regional Boundary Road
• A section of the proposed Imota – Ikosi Road (Road A05)
• Proposed Orugbo Link Bridge
• Upgrade of local roads to Collector roads
- Ikosi Beach Road
- Ikosi Garage Road
- Ikosi Road
- Otta Road

• Upgrade of local roads to Minor Collector roads


- Afmaris Road
- Aledo-Owu Street
- Baptist High School Road
- Bisi Inawole Street
- Church Street
- Iganke Road
- Igbehin Otta Road
- Itoikin/Agbowa Ikosi Road
- Mosafejo Eleku Street
- Otta-Odo Ayandelu Road
LEGEND

164 Ikorodu - Draft Final Report (2016 - 2036)


Figure 3.52: Proposed Road Network Plan for Ikosi Ejirin LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 165


3.8.9.4 Urban Strategy

The expansive agricultural land shall be developed fully into a mech-


1
anized farm to meet the food demand of the teeming population. To
achieve this, the farm shall be developed and managed through PPP
(Public-Private Partnership), with the private sector playing the lead
role. Adjacent to the proposed agricultural land is a recreational park
which will feature park furniture for people of all ages and it shall be
private-sector driven like the other proposed parks.

Plate 3.30(a): Artistic Rendering of the Agric/Recreational Corridor

Plate 3.30(b): Cross - Section of the ROW.

166 Ikorodu - Draft Final Report (2016 - 2036)


2
The proposed Consolidation Hub and Agbowa wood processing in-
dustry are connected by a proposed arterial road. This industry shall
become a major economic drive force for the LCDA when it comes on
stream. It is expected to become a regional processed wood hub for
Lagos State when they eventually relocate the operators at Makoko in
Mainland Local Government Area to this area.

The proposed Consolidation Hub shall become the LCDA’s cargo trans-
port activity area. Raw materials and manufactured goods shall be as-
sembled and transported by rail for onward shipment to destinations.
The proposal shall have a station, warehouse, restaurant, surface and
multi-level parking and other complementary uses.

Plate 3.31(a): Artistic Rendering of the Agbowa Plank Market Corridor

Plate 3.31(b): Cross - Section of the ROW.

Ikorodu - Draft Final Report (2016 - 2036) 167


4
4.0 HOUSING PROVISION FRAMEWORK
4.1 Demographic & Housing Profile
4.1.1 Federal Government Schemes
4.1.2 Lagos State Government Efforts in Housing Provision in the Sub-Region
4.1.3 Private Sector Housing Development
4.2 Estimating Housing Stock
4.3 Housing Sector Issues & Challenges
4.3.1 Housing Deficit
4.3.2 Projected Housing Needs
4.4 Land Use Implication for Housing in Ikorodu Sub-Region
4.4.1 Proposed Housing Pattern and Density Strategy

Chapter Four
4.4.2 Housing Typology
4.5 Mass Housing Strategy
4.5.1 Housing Affordability
4.5.2 Construction & Renovation Technology
4.5.3 Housing Finance/Partnerships

Ikorodu - Draft Final Report (2016 - 2036) 169


Lagos HOMS, Bayeku
4.0 Housing Provision Framework

4.1 Demographic & Housing Profile


Ikorodu Sub-Region is a dynamic area with an average population The key players in the housing market of Ikorodu Sub-Region are in Igbogbo-Baiyeku LCDA.
growth rate of 7% per annum; it grew from 946,208 in 2006 to the private and the public sectors. The Lagos State Government and • Lagos HOMS Estate, Ibeshe: The Estate is made up of low-rise
1,752,403 in 2016, i.e. 85% within one decade (IKMP Baseline the Federal Government are the two key players in the public sector, blocks of flats in a serene waterfront location. It is under con-
Report, 2017). The Sub-Region has attracted people from all the while the private sector is dominated by individual developers and struction.
geopolitical zones of Nigeria and from outside the Country, making followed by real estate developers. The following are examples of • Oba Adeboruwa Estate, Igbogbo: The Estate comprises 1-3
it an evolving cosmopolitan city. At present, about 39% of Ikorodu housing supply initiatives in Ikorodu Sub-Region. Bedrooms units in low-rise blocks of flats of 8 flats per block.
Sub-Region is under residential use which is mostly unplanned. The estate is completed but not fully occupied. It is remains
4.1.1 Federal Government Schemes
one of the potential housing stock.
Table 7.1 below shows the breakdown of the total number of residen- The Federal Government through the Federal Ministry of Housing • CHOIS City Estate, Agbowa: This housing estate is a Coopera-
tial buildings available in each LCDA with respect to total population. and Urban Development, has contributed to the housing stock in tive Home Ownership Scheme programme for middle income
Ikorodu Sub-Region to some extent. earners. The estate has 2-3 semi-detached bedroom bungalows.
• Federal Low-Cost Housing Estate, off Itoikin Road Ikorodu: • LSDPC Estate, Odo Onasa/Ayandelu: This estate is located in
Table 4.1: Number of Residential Buildings per LCDA within The housing estate was developed as detached bungalows and Ikosi-Ejirin LCDA and comprises low-rise 2-3 bedroom units.
Ikorodu Sub-Region semi-detached houses. However, these have changed as most • However, in spite of the above, the Public/ Government hous-
houses have been extended and rebuilt for rental purposes. ing programme has contributed only 6% of the total housing
LCDAs No of Residential % Population The estate is in poor condition for lack of motorable roads and stock in the Ikorodu Sub-Region by the year 2016.
Buildings (2016) infrastructure.
Igbogbo Baiyeku 3,265 3.3 184,413 • Federal Ministry of Housing and Urban Development (FMH&UD)
Housing Project Baiyeku Road, Igbogbo: This is a housing project 4.1.3 Private Sector Housing Development
Ikorodu North 21,711 21.9 356,587
under construction. The housing types are made up of 8-units The private sector is the major contributor to the housing stock in
Ijede 7,467 7.5 84,596
block of flats. Ikorodu Sub-Region. These include private developers, cooperative
Imota 19,652 19.8 72,121
• Egbin Power Station Residential Estate, Ijede: This is a well- societies and real estate developers. In the last two decades, there
Ikorodu 17,436 17.6 407,823 designed housing estate specifically meant for staff members has been the emergence of several residential properties directly
Ikorodu West 16,906 17.1 282,026 working at the Egbin Power Station. It comprises different hous- funded by the private housing sector. The cooperative societies of
Ikosi-Ejirin 2,508 2.5 42,229 ing types like bungalows, semidetached units, etc. both private and public sectors have assisted employees to own
Ikosi-Isheri 1,450 1.5 151,233 their own houses by purchasing land and reselling to members at
Agboyi Ketu 8,630 8.7 171,375 favourable terms of payment.
4.1.2 Lagos State Government Efforts in Housing Provision in
Total 99,025 100.0 1,752,403 Sub-Region Also, developers have taken the opportunity of the availability of
land and bought speculatively large expanse of land, which is sub-
Source: IKMP Fieldwork, 2016 Lagos State Government has contributed significantly to the housing
divided and resold. However, some real estate developers are into
stock in Ikorodu Sub-Region. This has been made possible through
It is evident as shown in Table 7.1 that the total population in each direct construction and sales of housing.
its housing agencies: Lagos State Property Development Corporation
of the LCDA does not correlate with the total number of residential (LSDPC), Lagos State Building investment Company (LBIC) and Lagos Some examples of such properties include but not limited to the
buildings available. For example, there are 21,711 residential buildings State Ministry of Housing. Examples of housing projects include: following:
in Ikorodu North with a population of 356,587 while there are 17,436
• LSDPC Odonla Housing Estate: This estate is made up of 6-Units • His Glory Estate, Sagamu Road
residential buildings in Ikorodu central with a population of 407,823.
Block of Flats. The access road to the estate is in a state of disre- • Lagoon View Estate Ibeshe
This simply means that the deficit in LCDAs with populations beyond
pair, while the internal roads are filled with potholes; the envi- • Suru-Ibeshe Gardens
the available housing will over time reduce the quality of available
ronment is overgrown with bushes and it is unkempt. The estate • Fair Haven Homes, Agbowa
ones as the occupancy rate has to go higher than the standard to
is located in Ikorodu North LCDA. • GOSGRA Neighbourhood Estate, Agbowa
accommodate the available population.
• Ayangburen Jubilee Low-Cost Housing Estate: This estate has • Town and Park Gardens, Imota
Therefore, there is the need to make adequate provisions for quality semi-detached houses and in good condition. The estate is locat- • WAEC Cooperative Estate, Lasunwon
housing in quantities that will meet up with the requirements and ed in Ikorodu Central LCDA. • Prime Assets Housing Cooperatives & Multipurpose Society
needs of the masses so as to ensure the Housing goal is achieved which • Lagos HOMS Millennium Estate, Igbogbo: This estate has semi-de- (PAHCMS) Estate, Agbowa
will contribute to achieving the overall Goal for Ikorodu Sub-region tached bungalow housing types and is fully occupied. It is located • ASCOMED Estate Erunwen-Ekiti and Laiye-ode
plan.
Ikorodu - Draft Final Report (2016 - 2036) 171
4.2 Existing Housing Stock 4.3 Housing Sector Issues & Challenges

The IKMP household survey in 2016 revealed that Ikorodu Sub-Region has a spread of the low, medium and Affordable housing is a considerable challenge for urban areas with large populations and this is
high residential developments across the nine LCDAs. These include Detached Bungalow, Detached Storey particularly prevalent in Ikorodu Sub-Region. Housing provision has been a major challenge due
Houses, Semi-Detached Houses, Apartments/Block of Flats, Multiple Family Dwellings, Traditional Houses to the swarming population migrating into the Sub-Region in search of cheaper accommodation.
and Shanties housing types. It is of note that shanties were only identified as temporary housing structures, This trend has left a fragmented footprint in Ikorodu Sub-Region’s landscape owing to uncontrolled
since they do not meet the minimum standard for housing. It was not recognised as part of the housing development and widespread sprawl across Sub-Region. Despite several numbers of legislation and
stock. Furthermore, analysis of the spread of each housing type showed that detached housing i.e. detached initiative to provide housing and regulate its development, the scorecard of housing has been in
bungalows and storey buildings make up a total of 59% of the housing type in the Sub-Region. This im- the deficit owing to the dynamics of population growth generally across Lagos State.
plies that the Sub-Region majorly comprises low density residential development with an average housing
density of 18 dwellings per hectare (dph).
4.3.1 Housing Deficit
Based on the information gathered from the IKMP Field Survey on the available housing types across the
Sub-Region, the housing stock in Ikorodu Sub-Region as at 2016 was pegged at 352,109 units (Table 4.2 According to the housing deficit assessment as presented in the baseline report, housing deficit of
refers). the Sub-Region as at 2016 was estimated to be 66,775 units. This shortage emanates mainly from
five LCDAs namely Ikorodu, Ikorodu North, Ikorodu West, Ikosi-Isheri and Agboyi-Ketu as shown in
Table 4.3. Surplus dwelling units found especially in Igbogbo-Baiyeku and Ikosi-Ejirin are attributed
to several unoccupied housing units built private developers, as well as mass housing projects of the
Table 4.2: Number of Residential Buildings per LCDA within Ikorodu Sub-Region Lagos State and the Federal governments.

Housing Ikosi Agboyi Ikorodu Igbogbo Ijede Imota Ikorodu Ikorodu Ikosi Total
Typology Isheri Ketu West Baiyeku North Ejinrin Table 4.3: Housing Deficit Analysis (2016)
Detached 2,345 4,121 19,965 40,989 12,927 12,315 37,819 33,269 11,741 175,492
Houses LCDA Population Average Housing Housing Shortage/
2016 Household Requirement Estimate 2016 Excess 2016
Block of Flats 1,078 3,474 16,288 8,966 1,508 1,600 9,632 13,142 2,224 57,912
Size 2016 2016
Semi- 24 83 1,846 4,697 3,293 1,730 3,308 1,916 100 16,996
Igbogbo 184,413 4 41,805 70,939 29,134
Detached
Baiyeku
Rooming/ 1,110 4,176 22,944 14,688 9,468 14,994 612 18,918 8,142 95,052
Ikorodu North 356,587 4 85,104 52,191 (32,913)
Tenement
Ijede 84,596 4 20,940 27,306 6,366
Traditional 5 34 209 321 110 861 281 963 0 2,783 Imota 72,121 4 16,618 31,500 14,882
House Ikorodu 407,823 4 101,449 69,144 (32,305)
Ikorodu West 282,026 4 68,955 61,252 (7,703)
Estimated 4,561 11,888 61,252 69,661 27,306 31,500 51,651 68,208 22,207 348,235 Ikosi Ejinrin 42,229 5 9,240 23,328 14,088
Housing
Ikosi Isheri 151,233 3 45,967 4,561 (41,406)
Stock
(Private) Agboyi Ketu 171,375 4 41,479 11,888 (29,591)
Estimated 3,875 Ikorodu Sub- 1,752,403 4 418,884 352,109 (66,775)
Housing Region
Stock Source: IKMP Fieldwork, 2016
(Public)
Existing 352,109 Other issues and challenges linked to the acute shortage of affordable housing include the following:
Housing
• Large unplanned settlements across the Sub-Region.
Stock in
Ikorodu • Increasing unmanaged low density urban sprawl in the Sub-Region.
Sub-Region • Fragmented developments characterised by inadequate infrastructure.
Source: IKMP Fieldwork, 2016

172 Ikorodu - Draft Final Report (2016 - 2036)


4.3.2 Projected Housing Needs
The need for housing is immense as the Table 4.4: Housing Stock Projection across LCDAs
deficit is far beyond the available housing
LCDA Population Average Housing Housing Shortage/ Projected Projected Projected Additional Projected Projected Additional
units. Housing needs quantitatively as in-
2016 Household Requirement Estimate Excess Household Popula- Housing Housing Population Housing Housing
dicated on Table 4.3 as at 2016 amounts to Size 2016 2016 2016 Size tion Stock 2026 Required 2036 Stock Required
66,775 units. This simply means that the 2016 2026 2026 2026 2036 2036
demand for housing units is high as the Igbogbo 184,413 4 41,805 70,939 29,134 5 371,363 74,273 3,334 747,833 149,567 78,628
available ones are not adequate for the present Baiyeku
population. This can, therefore, have impacts
Ikorodu North 356,587 4 85,104 52,191 (32,913) 5 718,079 143,616 91,425 1,446,033 289,207 237,016
on the lifespan and quality of the provided
Ijede 84,596 4 20,940 27,306 6,366 5 170,355 34,071 6,765 343,053 68,611 41,305
ones when overcrowded.
Imota 72,121 4 16,618 31,500 14,882 5 145,233 29,047 2,453 292,463 58,493 26,993
Ikorodu Sub-Region has assets in terms of Ikorodu 407,823 4 101,449 69,144 (32,305) 5 821,255 164,251 95,107 1,653,805 330,761 261,617
undeveloped lands which when used for
Ikorodu West 282,026 4 68,955 61,252 (7,703) 5 567,931 113,586 52,334 1,143,672 228,734 167,482
residential development will go a long way in
Ikosi Ejinrin 42,229 5 9,240 23,328 14,088 5 62,309 12,462 10,866 91,937 18,387 (4,941)
reducing the quantitative housing needs. Also,
the deteriorated structures can be rehabilitated Ikosi Isheri 151,233 3 45,967 4,561 (41,406) 5 211,626 42,325 37,764 296,137 59,227 54,666
through urban regeneration programmes and Agboyi Ketu 171,375 4 41,479 11,888 (29,591) 5 239,811 47,962 36,074 335,577 67,115 55,227
adequately monitored policies put in place Ikorodu 1,752,403 4 418,884 352,109 (66,775) 5 3,307,962 661,592 309,483 6,350,510 1,270,102 917,993
for height and density zoning amongst several Sub-Region
others. Table 4.4 below shows the total
Source: IKMP Fieldwork, 2016
projected dwelling units including the exist-
ing deficit which amounts to 917,993 units
that must be made available to meet up with Ilemeren, Agura, Ipakan, Laba, Oke Odo, Igbalu, Oke Natia to the south; Agboyi-Ketu, Odo Ogun, Idera, Ogun Forest Reserve Area to the west amongst others.
housing needs of Sub-Region by 2036.
The land use plan further proposes to increase the density of residential developments in areas with less land availability. The plan identifies three classes of resi-
dential densities that will inform the general structure of the residential development. These include high, medium and low densities.
4.4 Land Use Implication For The master plan also recommends that detailed studies should be carried out to determine the most appropriate regeneration strategies suitable for the identified
Housing In Ikorodu Sub-Region slum/unplanned areas which include Ikorodu Core, Agboyi I&II, Ajegunle, Majidun, Imota and Agbowa core areas to increase the provision of housing across the
Sub-Region.
The delivery of over 900,000 dwelling
units by 2036 is hinged on availability and
4.4.1 Proposed Housing Pattern and Density Strategy
accessibility to land within the Sub-Region.
As established from the land use survey analysis presented in the IKMP Stage 2 Baseline Report, the housing pattern of the Sub-Region is majorly dominated by low
Therefore, the land use plan proposes to density residential development i.e. single-family detached housing with an average housing density of 18 dwellings per hectare (72 d.p.h). Therefore, the current
increase the footprint of residential rates cannot meet up with the housing demand of the Sub-Region.
developments from 39% to 52% in order
to accommodate the projected long term To effectively accommodate the population growth, the master plan proposes to utilize a defined approach for the development of the residential areas across the
population of the Sub-Region. This includes Sub-Region. The residential areas are sub-divided into different zones, each of which are assigned a residential density ranging from high to low. The plan identifies
the efficient use of underutilized lands for the the following range of residential densities that will inform the overall pattern of the residential areas.
expansion of existing settlements especially • Low Residential Density – 40 d.p.h
around Ajebo, Igbokuta, Oko-Lisa, Imota, Odo • Medium Residential Density – 120 d.p.h
Onasa, Odo Ayandelu, Otta, Oke Eri, Iganke, • Low Residential Density – 330 d.p.h
Ago Hausa, Orugbo to the east; Table 4.5 further shows the density strategy for Ikorodu Sub-Region based on the projected population capacities for 2036.

Ikorodu - Draft Final Report (2016 - 2036) 173


Table 4.5: Residential Density Strategy across the Ikorodu Sub-Region.

District District Area Residential Area Population_2036 Residential Density Housing Stock_2036 District District Area Residential Area Population_2036 Residential Density Housing Stock_2036
Code (Ha) (Ha) Type Code (Ha) (Ha) Type
0 301.74 186.85 61,659.51 H 4,484.33 39 933.15 635.35 209,665.50 H 34,944.25
1 592.00 411.12 49,334.31 M 9,866.86 40 338.31 256.15 84,529.16 H 16,905.83
2 621.80 515.70 61,884.37 M 12,376.87 41 300.23 187.43 61,852.40 H 10,308.73
3 253.45 187.99 62,037.86 H 10,339.64 42 699.92 457.85 18,313.96 L 6,104.65
4 81.18 60.34 19,913.58 H 3,318.93 43 260.46 69.79 8,375.14 M 1,675.03
5 430.53 304.41 100,454.99 H 16,742.50 44 223.46 89.34 10,720.63 M 2,144.13
6 382.74 193.76 63,939.37 H 10,656.56 45 453.33 233.66 77,109.18 H 12,851.53
7 1,112.84 854.94 282,131.30 H 47,021.88 46 386.66 301.49 36,179.20 M 7,235.84
8 507.65 444.27 17,770.91 L 5,923.64 47 804.46 313.97 37,676.49 M 7,535.30
9 1.78 1.56 516.04 H 86.01 48 756.60 415.89 137,243.83 H 22,873.97
10 735.43 568.84 187,716.87 H 31,286.15 49 504.75 53.40 6,408.37 M 1,281.67
11 479.34 192.26 23,070.62 M 4,614.12 50 256.49 63.00 2,519.98 L 839.99
12 724.62 588.27 194,128.93 H 32,354.82 51 435.95 402.43 132,802.55 H 22,133.76
13 569.74 250.25 82,583.69 H 13,763.95 52 713.78 508.40 167,772.96 H 27,962.16
14 111.13 81.99 27,056.96 H 4,509.49 53 204.25 200.72 8,028.95 L 2,676.32
15 467.63 265.42 31,850.90 M 6,370.18 54 328.43 322.72 12,908.75 L 4,302.92
16 1,161.66 754.74 249,063.42 H 41,510.57 55 767.73 39.44 13,014.05 H 2,169.01
17 575.73 169.54 55,949.73 H 9,324.96 56 260.12 98.82 3,952.96 L 1,317.65
18 320.33 107.53 35,484.98 H 5,914.16 57 20.38 12.63 4,169.22 H 694.87
19 54.27 45.23 14,924.50 H 2,487.42 58 430.55 374.13 123,462.01 H 20,577.00
20 427.10 328.53 108,414.29 H 18,069.05 59 440.85 310.12 102,339.82 H 17,056.64
21 478.15 275.66 11,026.25 L 3,675.42 60 563.91 307.70 101,539.91 H 16,923.32
22 894.38 636.33 209,990.18 H 34,998.36 61 927.15 728.84 240,517.73 H 40,086.29
23 14.42 9.81 3,238.39 H 539.73 62 538.17 368.59 44,230.60 M 8,846.12
24 104.87 75.92 25,052.68 H 4,175.45 63 1,018.84 482.36 159,177.75 H 26,529.62
25 36.58 14.14 4,666.77 H 777.80 64 132.88 94.15 31,068.17 H 5,178.03
26 241.87 78.69 9,443.10 M 1,888.62 65 179.01 157.84 52,088.29 H 8,681.38
27 585.38 320.21 38,424.70 M 7,684.94 66 60.58 15.94 5,261.35 H 876.89
28 75.36 45.22 1,808.64 L 602.88 67 2,278.66 1,573.32 188,798.19 M 37,759.64
29 744.57 509.51 168,137.58 H 28,022.93 68 1,348.66 535.62 64,273.94 M 12,854.79
30 406.04 299.09 35,890.83 M 7,178.17 69 864.98 636.69 76,402.26 M 15,280.45
31 475.58 214.74 70,864.25 H 11,810.71 70 190.48 186.63 22,395.52 M 4,479.10
32 567.36 293.38 11,735.12 L 3,911.71 71 459.03 407.83 48,939.78 M 9,787.96
33 353.07 118.88 14,265.34 M 2,853.07 72 559.07 205.27 8,210.68 L 2,736.89
34 741.41 518.20 171,006.50 H 28,501.08 73 151.91 39.33 12,978.99 H 2,163.16
35 3,577.50 718.38 86,205.37 M 17,241.07 74 384.88 346.75 41,609.55 M 8,321.91
36 1,275.64 920.81 303,867.44 H 50,644.57 75 289.98 173.63 57,298.46 H 9,549.74
37 289.40 126.34 41,690.65 H 6,948.44 76 80.78 61.25 2,449.80 L 816.60
38 54.11 42.63 14,068.46 H 2,344.74 77 553.89 411.22 16,448.86 L 5,482.95

174 Ikorodu - Draft Final Report (2016 - 2036)


District District Area Residential Area Population_2036 Residential Density Housing Stock_2036
Code (Ha) (Ha) Type
78 161.46 109.05 13,085.90 M 2,617.18
79 601.63 331.64 39,797.05 M 7,959.41
80 401.95 125.42 41,388.60 H 6,898.10
81 482.36 348.29 114,936.62 H 19,156.10
82 249.76 242.83 9,713.21 L 3,237.74
83 242.34 78.18 25,800.65 H 4,300.11
84 1.18 0.85 281.33 H 46.89
85 884.76 64.11 2,564.49 L 854.83
86 622.30 332.82 109,831.26 H 18,305.21
87 646.41 477.17 157,467.18 H 26,244.53

*H= High Density (330 d.p.h)


M= Medium Density (120 d.p.h)
L= Low Density (40 d.p.h)

Ikorodu - Draft Final Report (2016 - 2036) 175


LEGEND

Figure 4.1: Density Map


Source: IKMP, 2018

176 Ikorodu - Draft Final Report (2016 - 2036)


Housing Type: High-Rise Block of Flats
4.4.2 Housing Typology
This section illustrates the residential typologies proposed in the residential areas. In line with the density
strategy, Ikorodu Sub-Region will be purposely expanded by following the three proposed residential
density.

High Density Housing Typology Average Density: 330 Density per hectare
The high density residential areas are located majorly around the urban centres spreading outwards
towards the less urbanized areas and along the high streets. 67% of the residential land in Ikorodu Sub-
Region is proposed to develop as high density residential with an average density of 330 d.p.h. This com-
prises 80% of the population share.

Maximum Height: 10 floors

Ikorodu - Draft Final Report (2016 - 2036) 177


Medium Density Housing Typology Housing Type: Semi-Detached House, Town
House, Block of Flats
Mid-rise developments are proposed around the areas with
potential for medium density residential development i.e.
between the high density residential areas and the periphery.
These developments range from single houses to duplexes and block
of flats. 20% of housing in Ikorodu Sub-Region is proposed to be
medium residential density which will house 15% of the
population. The average density is proposed to be 120 p.p.h. Average Density: 120 Density per hectare

Maximum Height: 6 floors

Low Density Housing Typology Housing Type: Detached House, Semi-De-


tached House
The proposed low density areas will accommodate low density
developments within large plots. 13% of housing in Ikorodu Sub-
Region is proposed to be low residential density which will
accommodate 5% of the population. The average density is
proposed to be 40 d.p.h. These areas will attract high income
earners.
Average Density: 40 Density per hectare

Maximum Height: 3 floors

178 Ikorodu - Draft Final Report (2016 - 2036)


4.5 Mass Housing Strategy
One of the housing development frameworks adopted for the
• Cost-reducing architectural building designs 4.5.2 Construction & Renovation Technology
Ikorodu Sub-Region includes market-based mass housing
development strategy. This entails the provision of affordable To efficiently and effectively ensure that housing units Housing provision via construction and renovation technology
housing especially to the low and middle-income earners. There provided within the Sub-Region area are affordable, there is the is immense as it is one of the best selected
is no doubt that developing mass houses will go a long way in need for government and private estate developers to educate and strategies over the world in providing mass housing for defi-
accommodating the present and future population of the Sub- convince users to embrace simple building architectural plan that cit and also to ensure the quality of life of people. Therefore,
Region. does not have much space that will at the end of the day be Ikorodu Sub-Region housing plan proposed that areas that have
underutilized. This is to ensure the housing units provided by been identified as slums/squatter settlement should be revived
Currently, successive government administrations have put in place through appropriate construction and renovation technology
any sector is affordable by the masses. For example, non-inclu-
mass housing programmes to tackle affordable housing challenges method by the government.
sion of ante-room, excessive toilets and bathrooms, too spacious
in the city such as the Public-Private Partnership Scheme set-up to
entrance area, sit out etc. will also go a long way in reducing cost
provide affordable/ mass housing to the low and middle-income This will ensure that substandard housing are eliminated or reduced
of production. Also, blocks of flats housing designs should be
earners. Since the advent of the Lagos HOMS schemes, the govern- to minimal in order to enhance environmental quality and also
encouraged in order to increase building density and, thereby
ment of Lagos State has partnered effectively with the private sector lives of the people within these areas. Adoption of modern techno-
reducing the number of homelessness within the Sub-Region.
to deliver homes to thousands of Lagos residents. This drive has logical renovation methods in reviving deteriorated structures and
been sustained and simplified in the Rent-to-Own Scheme run by reconstruction, where necessary, will reduce cost of regeneration
the present administration. The scheme has some flag-off projects in • Availability of flexible mortgage institutions thereby making rehabilitated housing sustainable and affordable to
the Ikorodu Sub-Region. However, to achieve efficiency in land use, the masses.
the policy drive for the Sub-Region recommends more mass housing As indicated in the baseline report most houses within the
developments and discourages the sprawling effect of single family Sub-Region are bungalows of which more than half of them are
dwelling houses dominating parts of the Sub-Region. rooming apartment built by individuals with their respective 4.5.3 Housing Finance / Partnerships
personal resources. Therefore, it is a known fact that one of the Housing Finance through public-private partnership policy towards
major factors hindering production of housing units is lack of housing provision has been a major contributor to housing supply
4.5.1 Housing Affordability collateral for loans. Government can partner with mortgage in- in Nigeria till date. In 2002, third national housing policy was in-
stitutions and review the prerequisite requirements for housing
Affordable housing can be delivered to the populace without their troduced due to lapses identified in 1991 housing policy and the
loan in such a way that the land upon which the housing is to be
socio-economic characteristics being a determinant of home owner- main reason for embarking on this policy was to use private sectors
built as well as the housing units built on it will serve as collateral
ship through the following identified strategies: through partnership as a fulcrum of the policy.
which can be revoked from the owner if the rule of payment is
not adhered to. This policy will be adopted in Ikorodu Sub-Region plan by involving
large number of private sector real estate developers and Lagos state
• Use of locally made building materials housing corporations in the development of estates with houses for
Use of locally made building materials can go a long way in • Co-operative Housing sale at affordable prices to mostly low and middle income earners.
reducing the cost of housing production which will in return This will not exclude the high income earners within the Sub-Region.
To aid the course of providing affordable housing within the
make the housing units provided affordable to the masses, This will also promote the growth of many small and medium
project area, there is the need to allow for Cooperatives that
especially the low income earners within the Sub-Region. This size industrial enterprises in the provision of locally made building
can manage houses for rent to those that are in need of it but
will be achieved through usage of locally developed building materials at affordable prices so as to keep the cost of house
cannot purchase out rightly, but can repay the cost of the
blocks, ceramics (tiles) etc. Therefore, the government in this production at an affordable limit. Also, mortgage institutions will
housing units over speculated period of time. These Coopera-
direction can patronize the providers of these aforementioned be partnered with in order to ease the provision of housing units
tives can be set up under the Ministry of Housing.
services when housing estates are to be provided in any area and within the Sub-Region and increase the number of home ownership
as well formulate polices that will ensure the private housing These cooperatives will ensure that the housing es- status as well as physical, economic and social growth of the sub-
providers (real estate developers) adhered strictly to in providing tates are properly let out and managed. They will be region.
housing units for masses so as to ensure that the housing units able to obtain landed properties directly from both
provided by both public and private sectors are affordable to Government and private sector and deliver it affordably to This strategy will, therefore, go a long way to substantially make
masses. This strategy will go a long way in providing employ- people that need it through policies that will guide ownership provisions for quality housing units that will accommodate the peo-
ment opportunities for the masses and also reduce the cost of (allocation) and transfer (re-allocation) of the provided proper- ple of the project area without their socio-economic characteristics
delivering housing. ties. being a factor.

Ikorodu - Draft Final Report (2016 - 2036) 179


5.0 TRANSPORTATION INFRASTRUCTURE FRAMEWORK 5.11.3 Densification of Road Network
5.1 Overview 5.12 Public Transport
5.1.1 The Project Process 5.12.1 Hierachy and Technologies
5.1.2 The Stakeholders Involvement 5.13 Soft Mobility and Road Safety

5
5.1.3 Findings from the Baseline Studies 5.13.1 Pedestrian Strategy
5.2 Baseline Scenario 5.13.2 Bicycle Strategy
5.2.1 Wider Access and Connectivity 5.13.3 A Safer Network for All
5.2.2 Road Transport 5.13.4 Ikorodu Bicycle Network
5.2.3 Public Transportation 5.14 Freight Transport
5.2.4 Mobility Issues 5.14.1 Current Frieght Network
5.2.5 Opportunities 5.14.2 Objectives & Strategies
5.3 Ikorodu Tomorrow Evolutionary (Institutional) Scenario 5.14.3 Recommendation Actions
5.3.1 Existing Transportation Proposals for the Sub-Region 5.15 Parking & Access Strategy
5.4 SWOT Analysis 5.16 Water Transport & Coastal Area Development
5.5 Transport Vision 5.17 Implementataion Strategy
5.6 Pillars of Change 5.18 Policy Recommendation
5.7 Mobility Goals 5.18.1 Road Safety
5.8 Mobility Strategies 5.18.2 Transport Data Management System
5.9 Inspiring case studies from around the world 5.18.3 Access & Parking Regulations

Chapter Five
5.9.1 Curitiba 5.18.4 Public Transport Organisation Policy
5.9.2 Bogota
5.9.3 Dar es Salam

5.9.4 Johannesburg
5.9.5 Houston
5.10 Estimate of Future Demand
5.10.1 Methodology
5.10.2 Trip Generation Rates & Factors
5.10.3 Attraction & Production| Person per District
5.10.4 Modal Split
5.10.5 Attraction & Production| Vehicular Trips per District
5.11 Mobility & Connectivity Strategies
5.11.1 Road Network
5.11.2 Arterial

Ikorodu - Draft Final Report (2016 - 2036) 181


Lagos-Ikorodu Road
5.0 Transportation Infrastructure Framework

5.1 Overview
Ikorodu Sub-Region is a prominent part of the North-Eastern
Part of Lagos. Due to its teeming growth in population which
is home to about 1,752,403 people in 2016, and by 2036, the
projected population will exceed 6 million inhabitants.
The findings from the baseline report in regard to majority
of the Sub-Region resident trip purpose is home-base trip and
work trip. The migration population into the Sub-Region is
as a result of the present housing affordability in the Ikorodu
Sub-Region. By the year 2036, projected inhabitants will put
a lot of pressure on its currently overstretched transport in-
frastructure.
However, available transport infrastructure, in the Sub-region
was initially designed to accommodate a certain traffic vol-
ume for a period of time. Institutional weakness and lack of
Government funding has made virtually all means of mobility
suffer neglect.
In Ikorodu Sub-region, road and waterway transport are the
major means transportation. The road network is widely used
in the Sub-Region, we have the arterial roads, which are the
Federal Government maintained roads and which is about
52 kilometers road network. The Collector roads, which are
maintained by the State Government which totals about 183
kilometers, while the local feeders which are being managed
by the State and Local Government.
At present, the aforementioned road which bears the road
network of the Sub-Region, suffers deficiency which ranges
from bad carriageway condition, lack of parking garages at
major activity centres and bus-stops, poor drainage condi-
tion, poor level of service at major intersections, inadequate
road furniture, threat to green mobility.
Water transportation is another means of transportation used
by the residents of the Sub-Region, with 13 jetties majorly
owned by private individuals and are being supervised by
Lagos- State Waterways Authority (LASWA) from baseline re-
port, trip purpose is majorly ‘’work’’. It provides short trav-
el time for its users, and connects Victoria Island, Baiyeku
Lamgbasa, Ajah, CMS and Badore. Most of these jetties are in
bad condition, inadequate ferries to move passengers during
peak, have made the means of transportation less effective.

Ikorodu - Draft Final Report (2016 - 2036) 183


5.1.1 The Project Process The data collected were analyzed and validated with the existing
traffic situation which forms an input to the transport models.
The Traffic and Transport aspects of the Ikorodu Sub-region have Another vital part of this stage activities is the data validation
resulted from a comprehensive planning process. Prior to the exercise during which inferences from the data collection and
proposed new Transport system, all potential changes were review processes were presented to the relevant stakeholders
subject to an existing situation study to determine the and community members for contribution and reviews. This
existing structure, identify necessary challenges which will lead provides the opportunity to affirm data accuracy, acceptability
to a re-generated transport system within the sub-region. The and reliable basis for future projections trend analysis, planning
following Service Guidelines were part of this process for planning, approaches as well as development proposal for the sub-region.
implementing and monitoring the transport plan.
The later stage to be completed, which is the development of
During the preliminary survey, the capacity needs for all modes detailed operational model and development of various strate-
of transportation within the sub-region were assessed to form gies to address the transport requirements forms the third stage
the traffic data collection process that was deployed during of this study. They are:
the comprehensive field mapping exercise. The team identified
key potential location for the traffic count stations within the • Development of observed trip matrices
project area, several potential stations were identified and • Calibrate and validate trip attraction models
verified during the reconnaissance survey. • Calibration and validation of trip distribution – modal split
model
Eventually 22 count stations which form the priority corridors • Validation of Assignment models
based on trip generation, trip distribution and the intensive Plate 5.1: Origin - Destination Survey • Evaluation of strategies based on selected criteria (mobil-
commercial activities were selected across the project area. ity, congestion, safety, environmental and economic) and
recommendation of suitable strategy
The completed aspect of the adopted Project Process to achieve
• Drawing up a Transport Plan for Ikorodu Sub-Region
the set objectives and guidelines includes the following:
• Carrying out a financial analysis of the proposals identified
• Finalization of study methods for Implementation regarding implementing agencies with
• Secondary data collection and analysis. funding options.
• Finalization of zone plans and hierarchy of zones • Carrying out economic analysis for the recommended
• Detailed sampling basis and questionnaires for Household strategy to establish viability
Interviews and Roadside Interviews. • Recommending Organizational set up and institutional
• Existing road and public transport network survey. arrangement for implementation of plan.
• Draw up Proposal for traffic surveys like traffic counts,
network inventory, parking and their analysis.
The second stage was the collection of information, and
review of existing transport situation. To collect various travel
information, following surveys were conducted.
• Household Interviews
• Roadside Interview Surveys
• Public Transport Surveys
• Traffic surveys Plate 5.2: Installation of Traffic Count Equipment
• Road Network Inventory

184 Ikorodu - Draft Final Report (2016 - 2036)


5.1.2 The Stakeholders Involvement
In order to benchmark our activities with global best
practices, a number of important consultation meetings
were organized with key players and representative
bodies to help gain greater insight into the operational
issues currently facing the transport system in the
Ikorodu Sub-Region. Ministries, Department and
Agencies (MDA), Professionals and Technocrat who
have delivered transport solutions in the past were
engaged for data validation exercise and analysis of
data collected during the survey were presented for
contribution and reviews. Thus, the officials of the
Lagos State Ministry of Physical Planning and Urban
Development were carried along by the project team
during all activities.

The participants were drawn from the following interest Plate 5.3: Community Consultation Plate 5.5(a): Interactive sessions with transport professionals
groups:
• Professional bodies, Social Clubs and Organizations
and Political leaders
• Lagos State Ministry of Transport
• Lagos Metropolitan Area Transport Authority
• Traditional Rulers and Community Leaders
• Policy Makers and Government Agencies
• Lagos State Ministry of Physical Planning and Urban
Development officers as observers

Essentially, the project engages with multiple levels of


governance with the aim of strengthening capacities to
deliver a preferred transportation system to the Sub-
Region. Furthermore, interaction with these levels of
governance is necessary in order to obtain accurate data
that will drive the recommendation of the transport
plan. The identified governance structures within the Plate 5.4: Data Validation Exercise Plate 5.5(b): Interactive sessions with transport professionals
sub-region are:
3. Community Development Associations and local political leaders.
1. Traditional institutions, and the community-led
leadership structures such as the traditional rulers,
market executives and indigenous groups The above-mentioned group representatives were invited, communicating
through phone, email and in writing and a significant level of feedback was
2. Local authorities, local planning authorities, council
received.
officials as well as artisan networks, Cooperative
associations and agrarian groups

Ikorodu - Draft Final Report (2016 - 2036) 185


5.1.3 Findings from the Baseline Studies Public transportation in the Sub-Region is road-
based which constitutes LAMATA (BRT), the
In the last few decades, Ikorodu Sub-Region has ex- LAG-BUS (Bus franchise), the conventional Yellow buses
perienced a phenomenal growth in human popula- (Danfo), taxis, the three wheelers and two wheelers on
tion and volume of vehicles especially the automo- different routes in the study area.
biles and two wheelers. In this period, due to poor
road network and inefficient public transport system. The traffic surveys indicate high through traffic in the
The number of motor cars recorded during the traf- Sub-Region. This points to the need of relief roads and
fic volume data analysis represent 47% of the total bypasses within the sub-region and connecting the state
modal split which is quite outrageous. This can be at large.
attributed to the absence of adequate and efficient
There is high pedestrian traffic in the core areas and major
public transport system as the use of personal cars do
activity centres in the sub-region. However, precedence
not only lead to congestion on limited road network
is not given to this mode of transportation as facilities to
but also increases carbon emission and consequently,
aid pedestrian movement are not available.
environmental pollution. An average resident of the
Sub-Region spends more than 1 hour stuck in traf- Parking assumes a critical dimension in the sub-region.
fic congestion every day. Such delays result in loss Parking facilities need to be augmented substantially. In
of productivity, reduced air quality, reduced quality the long run, public parking system needs to be provided
of life, reduced human lifespan and increased costs not only to reduce congestion on roads but also to re-
for services and goods. This not only indicates the duce parking demand.
need augmenting road capacity but also the need to
Water transportation potential is yet to be fully explored
also plan for high capacity mass transport systems on Plate 5.6: Pedestrians walking on Carriageway of Ayangburen Road, Ikorodu
within the Sub-Region. There is the need to resuscitate
many corridors.
water transportation in order to complement other
modes of transportation within the sub-region.
4% The Sub-Region has not been integrated into the Lagos
Urban Railway Network. From the survey and research
carried out by the team, the sub-region is one of the fast-
est growing areas in Lagos state coupled with the fact that
it functions as a major regional gateway corridor to the
36% 47% adjoining state in two different direction. Hence, the lack
of rail transport in the sub-region has led to over stretch
of the available road network as freights are being trans-
ported on roadways, thereby causing a lot of damage.

13%

Car Bus Motorcycle/ Articulated


Tricycle veh.

Figure 5.1: Chart showing the existing vehicle composition


Source: IKMP Field Work, 2016

Plate 5.7: Unregulated on-street parking at Owutu, Agric

186 Ikorodu - Draft Final Report (2016 - 2036)


Plate 5.8: Traffic Congestion at Ikorodu Roundabout Plate 5.10: Typical Motor Park at Igbogbo

Plate 5.9: Typical jetty within the Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 187


5.2 Ikorodu Today Baseline Scenario

5.2.1 Wider Access And Connectivity

The Ikorodu Sub-Region is located at the north-eastern end of Metropolitan


Lagos and serves as one of the city’s regional transportation nexus with access
to Ogijo and Sagamu at its northern end, Epe and Ijebu-Ode at its eastern end.
It also provides linkages to areas within coastal proximity via the Lagos Lagoon.
The region is also bounded by natural features. At the West, it is bounded by
Ogun River at Owode -Elede Community, in the East by River Aye and to
the south by the Lagos Lagoon where the Lekki, Victoria Island part of Lagos
metropolis is also connected to the sub-region.

Plate 5.11: Lagos-Ikorodu Road


Road Network Characteristic
Ikorodu sub-region is endowed with a radial pattern of road network converging
in the core area of the city. The total road network of the sub-region is about
3790.62 km which consists of approximately 52.17 kilometers of arterial,
183.69 kilometers of collector roads and 3,554.76 kilometers of local feeders.

Lagos - Ikorodu Road


korodu Road, which is the major access road linking the Sub-Region to Lagos
metropolis extends in a West-East direction from Mile 12 to Ikorodu Round- Plate 5.12: Ikorodu-Sagamu Road
about - the core of Ikorodu Town.

Ikorodu - Sagamu Road


Ikorodu-Sagamu Road is the major link from Lagos passing through to the
northern part of the country and has contributed more to the lateral spatial
expansion of Ikorodu township. It originates from Ikorodu Roundabout and
extend towards the northern end of the Sub-Region.

Ikorodu - Itoikin Road


Ikorodu-Itoikin Road also serves to support the link to the eastern part of Ni- Plate 5.13: Ikorodu-Itoikin Road
geria. This roads provides good access to small settlements and villages in the
hinterlands. It originates from Sabo area around the core of Ikorodu Town and
extends towards the eastern end of the Sub-Region.

Access through the Coastal Region


Ikorodu Sub-Region is bounded on its southern boundary by large expanse
of water body (Lagos Lagoon), thus, creating a good opportunity for water
transportation between the sub-region and areas like Lagos-Island, Ikoyi - Figure 5.2: Regional Connectivity to the Sub-Region
Victoria Island and Ibeju-Lekki. Source: IKMP Field Work, 2016
Plate 5.14: A deserted jetty at Agbowa Ikosi

188 Ikorodu - Draft Final Report (2016 - 2036)


Ikorodu - Draft Final Report (2016 - 2036) 189
5.2.2. Road Transport
The current transportation network system relies on insufficient 5.2.2.1 Current Infrastructure Networks
connections for the existing volumes of demand, on an infrastruc- The current network cannot cope with increasing levels of
ture that is not properly maintained (e.g. pot holes, blocked drains, demand, creating additional congestion and further deteriorating
etc.) and on an inadequate provision of public transport services.The the levels of service. The road infrastructure is inadequate with
majority of roads, particularly in dense urban areas, have reached most of the local network unpaved and parking on the road. The
capacity at peak times, as increasingly large numbers of vehicles lack of maintenance on the paved and unpaved networks has led
attempt to travel along a constrained network. The unsuitable to poor road conditions, resulting in a high incidence of traffic
locations of informal public transport pick-up points and bus accidents, which is aggravated during the rain when the road gets
parks, coupled with unregulated market activities at roadside, have waterlogged. Also, about 85.37 of the major road in the Sub-Re-
contributed to reducing road capacity and deteriorating circulation gion are with surface defect and no pavement.
conditions.
Currently, the majority of road intersections in the Sub-Region
Ikorodu Sub-Region has approximately 52.17 kilometers of arteri- are unsignalised. Some traffic management systems such as traffic
al, 183.69 kilometers of collector roads and 3,554.76 kilometers signals and roundabouts can be found only in the urban areas.
of local feeders. As shown in Figure 5.3, the arterial roads are La- They are currently inefficient as the signals are not linked to traffic
gos - Ikorodu Road, Ikorodu - Sagamu Road and Ikorodu - Itoikin sensors and, therefore, are unable to respond to changing demand.
Road while some of the collector roads include Obafemi Awolowo Plate 5.15: Surface defect on Ikorodu - Sagamu Road
Way, Oba Sekumade - Ayangburen Road, Solebo-Igbogbo Road, Normal traffic light operation is frequently interrupted by
Baiyeku Road and Isawo Road. Lagos - Ikorodu Road is the main power outages and represents a significant road safety issue. Traffic
route to the Ikorodu Sub-Region followed by Ikorodu - Sagamu calming methods such as speed-reducing humps are found only on re-
Road and Ikorodu - Itoikin Road. cently constructed roads which help to reduce the speeds of vehicles
especially in major activity areas.

Table 5.1: Major Road Network Characteristics

S/N Arterial Roads Remarks

1. Lagos - Ikorodu Road It carries a significant volume of traffic, as it is the only roadway connecting Lagos metropolis to the Sub-Region. It extends
in a West-East direction from Mile 12 to Ikorodu Roundabout - the core of Ikorodu Town.

It currently has two travel lanes in each direction with a two-lane BRT running in the middle without any interference
from other lanes except at designated U-turn points. The total length of the roadway within the Sub-Region measures up
to 12.70km.

2. Ikorodu - Sagamu It extends in a South - North direction connecting the Sub-Region to Sagamu in Ogun State. It originates from Ikorodu
Plate 5.16: Surface defect on Solebo Igbogbo Road
Road Roundabout and extend towards the northern end of the sub - region.

At its southern end, it is a dual carriageway with four travel lanes. However, about 1.5km from Ikorodu Roundabout, the
road merges into a single carriageway with two travel lanes. The total length of the roadway within the sub region mea- Table 5.2: Length of Road Networks
sures up to 7.76km.
Road Length (km) Network (%)
3. Ikorodu - Itoikin Road It extends in a West - East direction connecting the Sub-Region to Itoikin in Ikosi Ejirin, Epe and eventually connects Ijebu Arterial Road 52.17 1.38
Ode in Ogun State. Collector Road 183.69 4.85
Local Road 3,554.76 93.77
It originates from Sabo area around the core of Ikorodu Town and extend towards the eastern end of the sub - region. The
total length of the roadway within the sub region measures up to 34.33km. Total 3,790.62 100.00

Source: IKMP Field Work, 2016 Source: IKMP Field Work, 2016

PICS
190 Ikorodu - Draft Final Report (2016 - 2036)
LEGEND

Figure 5.3: Existing Road Network


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 191


5.2.2.2 Existing Conditions Level of Service
Level of Service (LOS) is a qualitative measure that describes the operating conditions of a roadway Consequently, the existing conditions LOS for strategic roadways segment and critical intersections within
or intersection. It is designated using values of “A” through “F” to describe the full range of traffic the sub - region was evaluated using the 2010 Highway Capacity Manual Software. The summary of the
operation conditions where LOS “A” represents virtually free flow/ uncongested conditions and LOS level of service (LOS) analysis in the tables below indicate that some of the intersections and roadway
“F” represents failing/congested conditions. segments analyzed operates at a LOS considered unacceptable based on the pre-described LOS criteria.
Considering the traffic situation in Lagos which can be very congested and grid - locked, the existing These include Ogolonto Intersection, Isawo Road Adeola Street Intersection and Itamaga Intersection
operational level of service of most of the roadways and intersections within the State are poor which are all experiencing an unacceptable LOS F conditions during peak period. The analysis is also
especially during the peak periods. corroborated with the project team's on-field observations as traffic congestion was witnessed at the
intersections and roadway segments with failing LOS conditions especially during the morning and
Although LAMATA endeavours to maintain a target LOS at the transition between LOS “C” and LOS
evening peak periods.
“D”, the agency acknowledges, however, that this may not always be feasible for all areas within the
State.

Table 5.3: Existing Key Roadway Segment Traffic Operations Conditions Analysis Table 5.4: Existing Key Intersection Traffic Operations Conditions Analysis using the average
13-hr traffic volume AM peak hour demand
S/N Roadway LOS V/C Ratio FFS Delay (s) S/N Intersection Control LOS Delay (s)
1. Lagos – Ikorodu Road D 0.73 4.7 1. Ogolonto Intersection Signalized F 176.7

2. Ikorodu – Sagamu Road D 0.72 155.9 2. Isawo Road / Adeola Street Intersection Unsignalized F 94.3
3. Solebo – Igbogbo/ Owode – Ibeshe Road Intersec- Unsignalized B 14.3
3. Obafemi Awolowo Way D 0.69 0.0
tion
4. Ikorodu – Itoikin Road C 0.27 89.5 4. Ikorodu Roundabout Signalized F 339.9

5. Isawo - Owutu Road F 1.48 255.7 5. Oriwu Intersection Signalized F 853.6


6. Sabo Intersection Signalized F 326.5
6. Igbogbo Road C 0.60 0.0
7. Igbogbo Road / Igbe Road Intersection Unsignalized C 15.5
7. Ijede Road C 0.53 0.0
8. Baiyeku Road/ Ofin-Oreta Road Intersection Unsignalized A 9.7
8. Baiyeku Road C 0.27 89.5
9. Itamaga Intersection Unsignalized F 132.2
9. Oba Sekumade – Ayangburen Road A 0.20 0.0 10. Ijede Road/ Mowo Nla Intersection Unsignalized C 20.4
10. Solebo Igbogbo - Adeboruwa Road C 0.56 0.0 11. Agunfoye Intersection Unsignalized C 16.7

11. Imota Road B 0.20 64.2 12. Imota Road/ Gberigbe - Agura Road Intersection Unsignalized B 14.2
13. Imota Intersection Unsignalized B 12.5
12. Ikosi Beach Road B 0.29 56.5
14. Agbowa Intersection Unsignalized C 17.1
* FFS- Free Flow Speed, V- Velocity, C-Capacity
Source: IKMP Field work, 2016
Source: IKMP Field work, 2016

192 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 5.4: Existing Roadway and Intersection Level of service


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 193


5.2.3. Public Transportation
Public transportation is one of the major modes of transportation within Ikorodu Sub – Region. It is a Ferry services
shared passenger-transport system which is available for use by the public. The transport services in here Ikorodu Sub – Region is blessed with great water-based natural resources as it is surrounded by large
are provided by both the public and private sector, and include bus, taxi and tricycles motorcycles and water bodies in form of creeks, rivers and lagoons. Ikorodu sub-region has a lot of potential for water
ferry services. The transport sector contributes considerably towards poverty reduction and economic transportation. The Sub-Region is bounded on its southern boundary by large expanse of water body
growth, and serves as support to other economic sectors. It plays a fundamental role in the economy of (Lagos Lagoon) thus, creating a good opportunity for water transportation between the Sub-Region
the sub-region. and areas within coastal proximity to the sub-region.
These include areas within Lagos – Island, Ikoyi - Victoria Island and Ibeju-Lekki axis. However, this
Bus Transport Minibuses potential is yet to be fully explored to provide water transportation within the Sub-Region when the
The minibuses particularly the “Danfos” ply virtually all average travel time from the sub-region to Lekki axis is averagely ten - fifteen minutes. The following
The bus services are the most frequently table presents the ridership data for the minibuses operation received from Lagos Metropolitan Area
the major routes within the sub - region. The “Danfo” like
used modes and they include the mini- Transport Authority (LAMATA).
the extinct “Molue” (medium-sized buses built on truck
buses (“Danfos”, Coasters and Mass
chassis), emerged in the 1970s. The operation of these
transits), LAMATA BRTs and LAGBUS Table 5.5: Bus Ridership for Ikorodu Sub – Region
mini buses suffers from high level of fragmentation with
buses.
numerous private operators and inadequate regulation. Routes Estimated Ridership Hours of Operation Frequency
Taxis Also, the local roads within the sub-region are subjected Agric-Agbede Transformer 3,179
to “rat-run” abuse from the ‘danfo” drivers avoiding Agric-Asolo 5,539
Taxis form a significant component of
congested major roads. Agric-Igbo Olomu 21,542
the public transport supply within the
sub region. They are used by single Agric-Isawo 80,162
passengers or small group of passengers Idumota-Sabo N/A
and they provide non-shared or Ikorodu-Abule N/A
shared rides respectively. They convey Ikorodu-Adamo 1,530
passengers only on demand, hence they
Ikorodu-Adeniji Adele 905
do not have fixed routes and operate
Ikorodu-Agura Gberigbe 19,164
at all hours. Also, their activities within
the sub region and the State at large are Ikorodu-Ibeshe 47,013
coordinated by Lagos State Taxi and Ikorodu-Igbogbo 105,532
Cab Operators. There are also a few Ikorodu-Ijede 32,382
designated taxi parks in the sub - region. Ikorodu-Mile 12 70,465
Not predictable but usually
Ikorodu-Odogunyan 56,462 On average from 4:30AM to
less than a minute in the peak
Tricycles and Motorcycles 11:00PM
Ikorodu-Ogijo 34,446 period.
Plate 5.17: BRT Buses on Lagos Ikorodu Road
Motorcycles and Tricycles mostly Ikorodu-Oshodi 101,900
referred to as “Okada” and “Keke Ketu-Ijede 345
Napep”respectively in the Sub-Region,are Ketu-Ikorodu 18,510
another popular mode of transporta-
Ketu-Imota 362
tion. They constitute a low-priced and
Ketu-Ipakodo 38,457
an adaptable transportation system
within the sub-region. Also, they have Ketu-Ogijo 4,951
become a means of transportation Ojota-Ikorodu 25,024
regularly used by most commuters Oyingbo-Ikorodu 899
because they offer a quick and efficient Sabo-Adamo 24,865
way to travel, especially on defect or Sabo-Elepe 58,103
unpaved roads inaccessible to other Sabo-Imota 4,853
public transport modes.
Plate 5.18: Tricycles on Ikorodu-Sagamu Road Yaba/Ikorodu 20,436
* N/A – Not Available
Source: LAMATA, 2016
194 Ikorodu - Draft Final Report (2016 - 2036)
LEGEND

Figure 5.5: Existing public transport network


Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 195


Bus Rapid Transit Ferry Services
The immediate success of the Bus Rapid Transit scheme on Ikorodu Sub – Region is blessed with great water-based natural
transportation in Lagos, especially on the Lagos-Ikorodu Road is resources as it is surrounded by large water bodies in form of
immense. creeks, rivers and lagoons.
The scheme, regulated by Lagos Metropolitan Area Transport As established at the inception report, Ikorodu sub-region has a lot
Authority (LAMATA), has made it possible to move many along of potential for water transportation. The sub-region is bounded
the corridor, thereby improving transit time in and out of the Sub- on its southern boundary by large expanse of water body (Lagos
Region westward. Lagoon) thus, creating a good opportunity for water transportation
Tagged as “BRT Classic”, the blue Ashok Leyland high floor between the Sub-Region and areas within coastal proximity to
capacity buses move a minimum of one hundred and fifty the sub-region. These include areas within Lagos – Island, Ikoyi -
thousand passengers along the corridor per day. Victoria Island and Ibeju-Lekki axis. However, this potential is yet
to be fully explored to provide water transportation within the
The BRT corridor which consists of two lanes run as median with Sub-Region when the average travel time from the Sub-Region to
bilateral bus stations configurations linked to pedestrian bridges Lekki axis is averagely ten - fifteen minutes.
for pedestrian access along the Lagos - Ikorodu Road. The BRT
lanes run in the middle without any interference from other traffic Plate 5.19: BRT Classic
except at designated U-Turn points.

Table 5.6: Daily BRT Ridership for Ikorodu Sub - Region


Routes Ikorodu - CMS/TBS
Ridership > 150,000 pax* per day
Hours of operation 24 Hrs
Frequency daily avg. of 3 minutes
Source: LAMATA, 2016

Lagbus Franchises

LAGBUS which started operations in 2007 was created with the


mandate to assist in alleviating transportation issues in the state.
The LAGBUS red buses currently provides end to end (express)
services using the expressway and service lanes.

Non-Motorised Transportation
Public transport and non-motorised transport go hand in hand as
part of sustainable transportation. There are currently very few
stretches of roads in the sub-region that have formal pedestrian
walkways.
The majority of roads in the Sub-Region are without pedestrian
infrastructure. As such, pedestrians are required to walk on the
carriageways. Also, car owners do not respect the pedestrian Figure 5.6: Jetties location
domain by parking over the few available walkways. Source: IKMP field work, 2016

196 Ikorodu - Draft Final Report (2016 - 2036)


Currently, there are several jetties along the lagoon waterfront in some of the communities that are utilized for ferry services. However, aside the two (2)
recently constructed jetties in Ibeshe and Ipakodo lagoon front by the State Government, all other jetties are majorly substandard facilities operated by
private entrepreneurs under the supervision of the Lagos State Waterways Authority. The following table shows the list of the jetties within Ikorodu Sub-
Region.

Table 5.7: Waterways 2015 Year to Date Passengers Ridership for Ikorodu Sub – Region
Year to
S/N Name of Jan Feb March April May June July Aug Sept Oct Nov Dec Date
ridership
2 Metro Ferry 77,941 78,128 97,608 117,226 117,459 117,182 117,157 118,029 120,175 122,040 80,070 72,755 1,238,770
3 Owode Ilaje - - - - - - - - - - - - -
4 Ibeshe I & Ii 11,745 11,818 11,703 11,889 11,947 12,243 12,174 12,104 12,262 12,260 9,580 6,682 136,407
5 Ofin - - - - - - - - - - - - -
6 Oreta - - - - - - - - - - - - -
7 Bayeku I & Ii 140,501 140,822 141,140 141,341 141,490 141,577 141,691 142,198 142,496 147,060 111,839 108,433 1,640,588
8 Ijede 97,014 97,208 136,649 136,779 136,728 136,746 136,776 136,648 137,937 124,931 103,980 99,392 1,481,788
9 *Tarzan Jetty - - - - - - - - - - - - -
10 Ikosi - - - - - - - - - - - - -
11 Ikorodu - - - - - - - - - - - - -
12 **Origin 103,999 103,874 115,337 115,398 115,608 115,836 115,653 117,725 118,228 114,254 113,237 99,926 1,349,075
13. Agboyi- Ketu 81,200 81,011 92,564 92,627 92,482 92,655 92,670 56,670 57,487 55,680 42,820 40,989 878,227
13. Imota Intersection Unsignalized B 12.5
14. Agbowa Intersection Unsignalized C 17.1
* Non – operational, ** Private Jetty
Source: LASWA, 2016

It can be observed that on the average, Baiyeku and Ijede jetties are the busiest jetties in Ikorodu Sub – Region with 1,640,588 and 1,481,780 ridership
respectively. Their high ridership volume can be attributed to several factors which include easy access to the jetties, short waiting time for ferries and short
travel time to their various destinations.

Ikorodu - Draft Final Report (2016 - 2036) 197


Figure 5.7: LASWA Inland Waterways Routes in operation within the State
Source: Strategic Transport Master Plan, 2014.

198 Ikorodu - Draft Final Report (2016 - 2036)


5.2.4 Mobility Issues 5.2.5 Opportunities
Transportation is very paramount to the growth and development of A great opportunity exists within the Sub-Region with a large
the sub-region. expanse of water body along its southern boundary (Lagos Lagoon)
thus, creating a good opportunity for water transportation between
Transportation is a challenge to the Ikorodu sub-region and its resi-
the sub-region and areas within coastal proximity to the sub-region,
dents in many areas as listed below, however improvement on trans-
hence the inadequacy of facilities at the jetties has posed a great
portation system of the Sub-Region will definitely improve the liveli-
challenge to this very real opportunity. However, there is the need
hood of Ikorodu Sub-Region residents.
to provide safer infrastructure to enable more resilient transport links
The following are the key transport challenges identified from the within the sub-region and the state at large.
existing condition investigations and analysis of the traffic data col-
There are more terminals in Ikorodu than in any other part of the state
lected.
because of the large water area there and its proximity to Ibeju Lekki
and Lagos Island. However, it is ironic that although the sub-region is
Road Transport Challenges interlinked with a network of waterways, these are not being exploited
optimally to help commuters to avoid the needless traffic gridlocks being
• Inadequate connectivity between communities within the Sub-Re- experience in the Sub-Region. Thus, the sub-region has a fine network
gion of waterways that links its diverse parts, which should naturally be a
• Overstretched infrastructure and inadequate traffic management motivation in making water transportation a viable option. An ex-
• No real alternatives to road transportation tra opportunity in the lagoon area is the possibility of travelling by
• Environmental pollution water. Ferries are an extra mode of transportation which if harnessed
• Insufficient road capacity and inadequate road hierarchy would have a big impact in avoiding congestion.
• Unregulated street trading: Commercial Traders on the roads and From the baseline, it was esterblished that Ikorodu is one of the
public right of way that impede pedestrians access and traffic chaos on Industrial hub of Lagos. We have industries like Dangote, Lucky fi-
roadways in the area ber, Hypo Industries, etc. which attract high traffic volume of heavy
• Absence of public Car Parks within the sub-region freight in and out of the sub- region.
• Safety and Security challenges
• Shortage of road furniture and pipeline Vandalization The Sub-Region's relative closeness to Lagos metropolis makes it the
fastest growing suburb in Lagos State. There are many considerable
Water Transport Challenges linkages, as many residents commute to the metropolis for work and
to purchase higher order goods and services
• Safety and Security Challenges The mobility and connectivity of the existing residents and neighbor-
• Inadequate Jetty Facilities ing areas can be highly improved by creating a well serviced transit
• Uncontrolled Water Hyacinth. road connection with secured parking facilities for bus and a wide
feeder route with quality public space for car, bike, taxi and pedes-
trian. Improvement of road infrastructures will not only boost the
economy of the region but will also make the region more attractive
to potential investors.

At present, Activity Centres in the Ikorodu Sub-Region are deficient


of parking garages, which have led to roadside parking, thereby hav-
ing impact on the right of way for commuters and general public.
Provision of adequate parking garages will not only improve the
business activities and traffic safety in the Sub-Region, but will also
serve as a tax base for Local, and State Government.

Ikorodu - Draft Final Report (2016 - 2036) 199


5.3 Ikorodu Tomorrow Evolutionary (Institutional) Scenario

As the Sub-Region continues to grow and the importance framework that have been developed to sustain the
of balancing economic, social and environmental development of the sector and the economic growth of Lagos
needs is increasingly recognized, a more sustainable State. Therefore, it is important to incorporate the transport
approach to accommodate growth and mobility development proposal for Ikorodu Sub-Region with existing
should be encouraged. The Ikorodu Sub Region 2036 Lagos State Transport Policies.
Transportation developed the Sustainable Land Use
The Lagos State Development Plan sets out the transport
Forecast focusing on smart growth principles in line with
objectives, overall approach, investment priorities, and
the Lagos State Framework. The goal of this approach
strategies for tackling key issues for the State. It also includes transport
was to formulate a realistic land use forecast to generate
targets which will be used to measure progress as the plan is
less time spent in vehicles, reduced suburban sprawl, and
implemented.
advantageous use of transit circulators service and future
light rail within the region.
The project Sustainable Land Use Forecast envisions a The policy objectives include:
future land use scenario with jobs and housing closer • To increase productivity through the provision of standard
together to make the most of multimodal transportation and eco-friendly transport services in Lagos State.
options, including transit, walking and cycling. The • To reduce the average commuting time and cost of
alternative also incorporates land use techniques such transportation leading to overall economic growth of the
as increasing densities to improve efficiency of new and State and social well-being of the citizenry.
existing roads. The approach sought to arrange land uses • To increase access to basic social services (education,
to improve the efficiency of the transportation network health, housing, etc) due to improved access to transport
and mobility options for the public. infrastructure.
• To increase participation of all stakeholders in the transport
Subsequent data and analysis of the Sustainable sector.
Land Use approach show significant improvements, • To enhance capacity in the transport sector to enable it to
including fewer vehicle miles traveled, fewer vehicle deliver on its mandate.
hours traveled and significant air quality benefits. This
approach also supports a stronger commitment to transit
by concentrating growth along key corridors. The set targets for the above objectives include:

The proposed Transportation Plan for the Sub-Region


Access & Affordability of Transport
acknowledges the proposed Land Use Plan as an
essential element of the plan. As a result, the plan • By 2025, 90% of population shall live within 15mins walking
provides significant future transit projects, including an distance to public transportation.
expanded bus system, bus rapid transit on the proposed • The capacity of the public transport sector to be increased
4th Mainland Bridge and passenger rail. Additional from handling 7 million passenger trips per day to 12 million
elements, that include a congestion management process, passenger trips per day by 2025.
freight movement strategies, and bicycle and pedestrian
components, are part of efforts to further support a Efficiency of Public Transport • To reduce by 70%, noise pollution especially from unnecessary use of the
balanced system. • The average travel time to any part of the State to be cut horn by 2025.
down by 50% by 2025. • To reduce by 10% per annum, negative emissions from vehicle especially
Finally, the Transportation Plan identifies the • The bus public transport network density to be increased from
transportation facilities, services and policies that the buses.
0.6km/1000 population to 1.5km/1000 population by 2025.
Ikorodu sub-region will implement to serve a projected • To reduce the number of private cars on the road year - on - Integration of All Modes of Transportation
population of over 6.3 million people by 2036. It sets year by 10%. • To achieve 60% road, 20% rail and 20% water public transport modal split
direction for transportation system that is consistent with • To reduce by 50%, the accident rate on roads by year 2025. by 2025.
the Lagos State transport developmental policies and

200 Ikorodu - Draft Final Report (2016 - 2036)


5.3.1 Existing Transportation Proposals for the Sub-Region
In order to respond to the future mobility needs of These deficiencies range from bad drainage More so, major intersections existing and proposed will be as follows:
the State, a Strategic Transport Master Plan (STMP) and carriage way condition, inadequate road
was first developed in 2009 to cover only the furniture to failed level of service at major intersections • All the signals will be converted to channelized intersections and will have left and right turn
metropolitan area which excluded Ikorodu Sub - etc. lanes for all approaches with pavement marking or raised islands to designate the intended
Region. However, in 2014, the plan was extended vehicle paths.
to cover the entirety of Lagos State and some parts However, to key in to the transportation demand • All the existing signals shall be upgraded to fully actuated signals by placing detectors (camera
of Ogun State. and development plan based on the land uses, detector loop) on all legs of the intersection and changes the timing of the lights to maximize
bridges and roads of several kilometers will be built traffic flow.
The following are the transportation proposal for • Major Unsignalized intersections should have left and right turn lanes for all approaches with
with linkages to the existing rehabilitated road net-
Ikorodu Sub-Region: pavement marking or raised islands to designate the intended vehicle paths. (Traffic signal
works, so as to increase accessibility to basic social
services (education, health, housing etc.). will only be considered where the intersection meets warrants condition in the Manual on
Road Network Infrastructure
Uniform Traffic Control Devices (MUTCD)).
• Proposed Fourth Mainland Bridge connecting Another strategic aspect of new road network • Install stop control on minor / Side Street of all intersections in the sub region as required in
Ikorodu sub - region to Ikosi Isheri – Berger axis programmes relates to supporting the concept of MUTCD and to reduce intersections crashes.
at its western end and Lekki axis at its southern “complete streets”. A complete street is one that is • Routine scheduled traffic signals maintenance and annual.
end. designed to accommodate the mobility needs of all
• Proposed expansion of the existing Ikorodu – ages, abilities, and modes of travel. Safe and com-
Sagamu and Ikorodu – Itoikin Roads. fortable access for pedestrians, bicycles, transit users,
• Proposed collector roads to link up communities and the mobility challenged are not designed as af-
within the Sub – Region. ter-thoughts, but are integral to the planning of the
BRT Corridor street from the start. The “complete street” concept
typically involves apportioning the road right-of-way
• Ikorodu Roundabout to Okun Ajah in Lekki to better serve all users (including pedestrians and cy-
• Majidun/Ipakodo to Sagamu clists) and may include providing wider boulevards,
• Ijede to Isawo enhanced sidewalks, bicycle lanes, street furniture
• Ikorodu Roundabout to Epe and amenities, and other enhancements designed to
Waterways Routes make the street less automobile oriented.
• gboyi Ketu to Five Cowries However, the proposed new road will be rural and
• Agboyi Ketu to Marina urban depending on their locations, 2, 4 and 6 lanes
• Agboyi Ketu to Mile 12 carriageways with its multi-used trail on one side, and
• Ikorodu to Osborne the sidewalk on the other side of the road for the
• Ikorodu to Oworonshoki urban, while the rural roads will only have enough
Interchange shoulder on both sides of the road. Majority of the
• Ikorodu Multimodal Interchange proposed network major collectors’ intersections will
be at grade intersections and some may warrant over-
Road Network pass upgrade base on intersection traffic evaluations.
In line with the Lagos State policy framework and Secondly, the proposed network minor collectors
the envisioned development plan based on the connections will be at grade and 3 legs intersections
proposed land uses and transportation demand also known as "T" intersections and only existing mi-
within Ikorodu Sub-Region. It is therefore neces- nor collectors with 4 legs intersection will be not be
sary for rehabilitation of existing bad road network, changed to T intersections.
which is about 80% of the total road network length
within the Sub-Region.

Ikorodu - Draft Final Report (2016 - 2036) 201


• traffic data collection of all intersections within
the sub region for operation evaluations. • All the Transit providers will be regulated by the
Future new network corridors will be for internal State and the operating agency.
circulation and the approach sought to arrange land • Develop Passengers ridership data collections
uses to improve the efficiency of the transportation for all service route within the region in order
network and mobility options that is centered around to establish passenger kilometers and revenue
transit stop, pedestrian and bicycle corridor with the kilometers of service. The data collected will
aim to reduce travel time in the region. The Future be used for transit system evaluation and new
network will connect to the 4th Mainland Bridge route development.
thru system of interchanges. • Transit system location ITS development and
coordinated fare system collection.
The Ikorodu Sub Region 2036 Transportation • Develop Transit Circulators routes network
Master Plan Sustainable Land Use Forecast within the region
envisions the Road Network with Parking Garages in • At a very reduced travel cost
strategic activities centers within the region. • Minimal environmental impact
Road Network data collection will be used for • Always at a reliable travel time
performance goals and management systems to
improve the overall condition, utilization and Maritime Transport and Freight inter-
effectiveness of road network asset overtime. modality
Intermodal freight transport involves the
transportation of freight in an intermodal container
Public Transit
or vehicle, using multiple modes of transportation
Looking 20 years into the future, we visualize the (e.g. Rail, ship, and truck), without any handling of
Ikorodu Sub Region where you can choose how you the freight itself when changing modes. The method
want to get around, whether it is walking, biking, reduces cargo handling, and so improves security,
driving, taking a bus, train, and ferry boat. We have reduces damage and loss, and allows freight to be
a variety of transportation choices, including rail, bus transported faster. Reduced costs over road trucking
rapid transit, and other multimodal options. is the key benefit for inter-continental use. This may
In the pursuit to achieve Lagos State development be offset by reduced timings for road transport over
plan, to reduce the use of private cars, in the coming shorter distances.
decades, public transit is expected to have an The Lagos State Strategic Transport
increasing role in the Ikorodu Sub-Region, thereby Master plan considered rail, bus and inland
increasing the capacity of public transit. Changes water projects that will improve freight transport
in demographics, and land use development will within the Sub-Region. The proposed light rail
require additional transportation options (transit) for network in Ikorodu Sub-Region will render
residents, employees, and visitors. passenger service during the day, and freight services
In line with Lagos State intuitional framework in the night, with about 47 km tracks and will be
policies, the Ikorodu Sub Region Future Public having its rail station terminals located at Itoikin,
Transport Network will be as follows: Imota, Gberigbe, Baiyeku, Itamaga, Majidun and
Owode.
• The Public Transit services that will be
centralized and coordinated through one agen- The project also envisions improvement of
cy; Lagos Metropolitan Area Transport Authority Ikorodu light terminal to key in to the proposed
(LAMATA) approved by Lagos State. freight intermodality framework.

202 Ikorodu - Draft Final Report (2016 - 2036)


5.4 SWOT Analysis

Strengths, Weaknesses, Opportunities, &


Threats

The SWOT analysis is a useful tool for Strengths Weaknesses


understanding the “big picture” of the
Ikorodu Sub-Region Intermodal Transportation • Availability of a large expanse of water bodies surrounding the • Informal transport mode (i.e. Danfos and commercial bike also
environment in which the transportation system is Sub-Region offers an opportunity for alternative means of public known as okada) which is at its increase in the Sub-Region.
operating, and the opportunities and threats that transportation. • Lack of viable alternative means of public transport to road-based
lie within it. The SWOT Table aside summarized • Locational proximity and accessibility to adjoining State. buses.
the analysis for the region. • Established Industrial – Agricultural areas which can form and • Lack of pedestrian infrastructure which has led to reduced access to
drive freight distribution and logistics activities for socio-economic urban centres.
growth. • Operational conflicts arising between various Agencies regulating
• Population the ferry services.
• Inadequate passenger facilities for the ferry service.
• Lack of funding for transportation projects across the Sub-Region.

Opportunities Threats

• Water Bodies in the coastal area have the potential to be devel- • Teeming migration of people into the sub-region: This has led to
oped into tourist attraction and other commercial business activi- overstretched transportation infrastructures.
ties. • Encroachment on Right of Way: This is a major problem for road
• There is potential for soft modes of transportation such as cycling network improvement and provision of another aiding road net-
and walking in areas with a high concentration of short distance works.
through infrastructure provision and policy development. • Continuous economic growth leading to potential increase of car
• Improvement of freight distribution and logistics to reduce the im- ownership and resulting road traffic congestion.
pact of freight deliveries in urban areas. • Lack of strategies for parking management affects the quality of life
• Increment of modal share of public transport through improve- of those living and working in the urban areas.
ments of the transport network and service quality. • Transport activities can have significant negative impacts on air
quality and noise pollution.
• Effects of climate change such as increased rain intensity, sea level
rise, can affect the operations of ferry.
• Safety and Security

Ikorodu - Draft Final Report (2016 - 2036) 203


5.5 Transport Vision
The Ikorodu Sub-Region lies at the east of the larger city of The resulting pressure on the public space can be huge.
Lagos and borders with the city. This region is subject to strong Transportation, both of persons and of goods, will have to
pressure, being part of a large and expanding urban area, which be improved and expanded, and it will require much more
gravitates on Lagos but also by maintaining an economy and space than it has available today. Transportation will compete
for this space with other uses of the land, including housing,
identity of its own. services, agriculture, but also commerce and leisure.
This pressure derives from population growth, the change of de- Transportation, in addition to its ever-increasing need of space,
mographic composition, industrial development, but also from if badly managed will generate other problems that conflict
better economic conditions and opportunities, which result in with a good use of the land, and a good social and economic
more and longer trips per family, and a higher use of the private development of the region.
vehicles and of public transportation.
The Ikorodu sub-region is slightly larger than the Italian province Urban Severance:
of Monza-Brianza, near Milan, but it has about doubled its pop-
As vehicular traffic increases in road and as speed
ulation. The pressure on the territory has similar causes; both
increases, any use other than vehicular mobility is deterred from
regions being adjacent to a growing and economically active
the areas dedicated to it. People are pushed away from the road
urban area, but the phenomenon of growth is taking place in
surface and the sides of the road become barriers. The road
Ikorodu sub-region on completely different scale.
becomes nearly impossible to cross: an urban severance has been Plate 5.19: Space occupied by people that travel
created.
Ikorodu Sub-Region

Danger:
479 km2 Vehicular traffic is unfortunately associated with accidents.
Therefore, there will be loss of life and injuries to persons and
damage to property. As traffic increases, so do accidents and the
consequences associated to them.

Pollution:
Vehicular traffic is also associated to chemical pollution, such Plate 5.20: Road safety or lack thereof
as air pollution generated by the vehicles’ exhaust gases, water
population economic car ownership family size pollution generated by the seepage of oils and hydrocarbons
1,600,000 growth Data N/A 5 people into ground water and physical pollution, mainly from sound pedestrian cyclist bus passenger car passenger
inh G.D.P +1% (in emissions. These can severely influence the quality of life near =10 CO2 g/km = 18 CO2 g/km = 63 CO2 g/km = 114 CO2 g/km
10years)
a transport infrastructure.
Monza - Branza Province
Social Inequity:
Transportation can be for everyone, or for few. People who
405 km 2 own a private car will benefit from a mobility system based
on the private vehicle, while people who do not own a car
may find themselves damaged in their freedom to move and to
have access to opportunities by the presence of infrastructures
that are built solely to be used by cars
CO2 emission by people that travel
population economic car ownership family size
859,044 growth 604 / 100inh 2 people
inh G.D.P +0.1%
(in 10years)

204 Ikorodu - Draft Final Report (2016 - 2036)


Cost:
Mobility can become expensive, both for the
highest lowest
community and for the individual. The construc-
tion and maintenance of infrastructures for mobility priority
can impose a very high cost on the society and, if a
new mobility status requires private vehicles to be travel efficiency pedestrians
exploited, families who have been doing well
without one, will now have to purchase a car or a
motorbike.
cyclists
Urban Sprawl:
Good mobility allows people to move over long
distances. This means that a family can live far from
where its members work, do shopping or go to
school. This opens new opportunities of living in a
better neighbourhood, finding a better job, going to public transport
a better school and shopping in a better retail cen- infrastructural
tre; but it also promotes low density development, cost
and most of all, it generates more and longer trips,
in a vicious circle that sees mobility creating more lowest highest cost
mobility.
private transport
(single occupancy car)
Social Segregation:
Social segregation: in an urban area where mobil- The reversed pyramid: Relationship between travel efficiency and infrastructural cost.
ity is differentiated, it is almost unavoidable that
the poorest people will live where mobility is less
developed, while the richer people will live where
mobility is best. The poor people will be pushed
away by rising prices of property where the advan-
tages of mobility are more easily reached, and will
move where the price of property is lowered by the
pollution, noise and severance caused by mobility
infrastructures.
Sprawl

increased use increased road


of private cars surfaces

Decreased use of separation of


public transporta- urban func-
tion tions

The mobility vicious cycle The Seven Problems of Bad Mobility urban density vs urban sprawl

Ikorodu - Draft Final Report (2016 - 2036) 205


5.6 Pillars Of Change

A good mobility strategy for Ikorodu Sub-Region will, therefore, minimize the costs that are inflicted by In order to provide this level of access, public transportation must be dense, available and
mobility to the individuals and the society. It shall conversely, maximize the positive outcomes, making reliable. Dense means that public transport routes must cover the territory forming a thick grid, where
sure that all citizens can benefit from them, by providing good access to everyone opportunities of the thickness of the public transport grid will be strictly related to the dwelling and activity density.
housing, work, school, commerce and social activities. Therefore stimulating the creation of a better Available means that access to public transportation will be close to the origin and the destination of
and more equal society. The strategy will also consider the feedback effects between mobility and the trips and to the times when the trip must be made; reliable means that the schedules and stops
urban structure, to avoid falling in the vicious circle of mobility generating urban sprawl, generating must be respected.
more mobility.
Also, roads must form a dense grid and for this reason, this strategy will propose a grid of roads
that provide access to all places, and also provide alternative routing, in case, access is not possible
Table 5.8: Mobility Strategy from the main connection.
Capacity, passengers
Technology Distance of travel Type of vehicles
per vehicle
Over 500 Over 10 km Heavy rail transit Third Pillar : Hierarchy
Rail 200-500 2 - 25 km Light rail transit Roads and streets provide conflicting functions. They provide fast connection to faraway
Less than 200 0.5 – 15 km City Tram destinations and access to the places they passby. In the first case, roads and streets must ideally
Over 150 2 – 25 km Bus Rapid Transit
be wide, provide several lanes, allow for fast allow for fast mobility and have few intersections
and few pedestrian crossings; their boundaries must be free from other functions such as parking and
50 - 150 1 – 20 km Bus
delivery. In the second case, the roads and streets can be narrow, have few lanes, many
Road 20 - 50 0.5 – 15 km Midi Bus intersections and pedestrian crossings, mobility will be slow and their boundaries will allow for parking,
5 - 15 0.5 – 15 km Mini Bus delivery and other functions.
2-5 1 – 50 km Taxi
A road and street grid must account for these different functions by providing a clear
hierarchy of its elements and concentrating on the conflicting functions over different roads
and streets: arterial roads for mobility; local streets for access and collectors to connect the ones with
Six pillars of change will be set by this plan for the mobility in Ikorodu Sub-Region. the others.

First Pillar : Public Transport


Public transportation is the most efficient, socially equitable and less polluting way to transport people
by land over distances greater than a few kilometers. A person riding on public transportation occupies
a space that can be over 10 times smaller than that which is occupied by a person that travels in a car
and can reduce pollution by 50%. The cost of access to public transportation is the cost of a ticket, or
of a subscription, versus the cost of owning and maintaining a car.
A high quality and accessible public transport system is, therefore, essential for the
development of a city or a region. Public transportation can be expressed in many ways
depending on the technology and on the size of the vehicle used. The rail technology largely overlaps
the road vehicle technology and the systems fulfil the same demand requirements. More than on the
technology, this strategy will focus on the service provided. The various levels will complement each
other working in coordination to provide a fast and comprehensive system of mobility of persons.

Second Pillar : Denisty


It is fundamental that mobility can be accessed easily and within a short time. Walking is a slow means
and even if someone is willing to walk a long distance, they will spend a lot of time unless they
have access to efficient and fast trasportation. For this reason, although walking can be planned to
account for trips of up to 3-5 km, a distance of 1 km is the maximum acceptable to gain access to public
transportation.

206 Ikorodu - Draft Final Report (2016 - 2036)


Public transportation too will be hierarchized for route. However, cycling requires the ownership of a vehicle. Both cycling and walking are accessible, equitable and non-polluting means of transport. Too
the same reasons: a fast, long distance transportation often they are given for granted, and it is forgotten that they can be severely hindered by the presence of infrastructures dedicated to motorized mobility.
will constitute the highest level of public transport
corresponding, and often running on, the arterial roads;
paratransit minibuses will cover the short distance Sixth Pillar : Safety
access; buses will distribute passengers over intermediate Mobility brings forth victims and damage associated to road accidents. This is not a necessary cost to pay. A due attention towards safety can reduce
distances, and will connect the highest and the lowest dramatically the number of road accidents, and their negative effects. Efficient mobility can be achieved also with high levels of safety. Speed is overwhelm-
levels. ingly related to road accidents. This strategy will consider the improvement of safety by acting on various factors that influence it, especially on the speed
of vehicles in sensitive places.

Fourth Pillar : Street Life


Street life is composed by all the activities that are not
strictly related to mobility but take place on the streets
such as shopping, business, car and cycle repair, leisure,
food and drink and social relations. Street life is an es-
sential part of the social life and the economy of a com-
munity and must be preserved to allow the community
to thrive.
These activities often occupy spaces that are designed
to serve mobility and the two functions hamper each
other. A separation is necessary, but it must not prevent
the use of the public space for either function. The de-
velopment of mobility, in particular, must not come to
the detriment, of street life or worse, result in its destruc-
tion.
Under certain circumstances, the two activities can live
together and also in this case an appropriate hierarchy
will determine in which streets life can be predominant,
in which streets can provide a balanced mix of life and
mobility and where instead mobility must have priority
over street life.

Fifth Pillar : Soft & Active Mobility


The name “soft mobility”, or “active mobility”
refers to the means of mobility that do not require the
use of motor vehicles to be accomplished. Essentially,
they are walking and cycling. Walking is a necessary
complement to public transportation, as well as the most
efficient way to move in a dense urban setting over short
distances (within 2-3 km). Cycling can compete
with public transportation in all aspects: distance,
travel time, travel cost, social equity. It surpasses public
transportation in terms of the flexibility of time and

Ikorodu - Draft Final Report (2016 - 2036) 207


Mobility, by means of these pillars, supports the shape
of the city, which is largely determined by the ease with
which opportunities are accessed. An efficient mobility
system will result in a good shape of the city; compact
and whose functions are mixed depending on the level of
accessibility provided.

A
UNIVERSAL MOBILITY

URBAN SHAPE
PUBLIC TRANSPORT

SOFT MOBILITY
STREET LIFE
HIERARCHY
DENISTY

SAFETY

208 Ikorodu - Draft Final Report (2016 - 2036)


5.7 Mobility Goals 5.8 Mobility Strategies
The main goal of this strategy is to provide a The Ikorodu sub-region Masterplan set a number
mobility that is adequate to the needs of a of goals for the year 2025, when the population,
region which is forecasted to see an increase in of the sub-region, according to the estimated
population of nearly four times in the next twenty growth, will have nearly doubled (3.35 million
years. A well-managed mobility will also achieve inhabitants). Following these goals, the mobility
the following goals: strategy aims at achieving:

Contribute to determining a dense and 90% of the population, corresponding


15 MINS
compact shape of the urban settlement, to 3 million persons, shall be served by
avoiding an urban growth that implies public transportation requiring no more
excessive commute distances; than 15 minutes’ walk (about 1 km dis-
tance);

Limit the time necessary to reach the plac- The doubling of the capacity of the pub-
es where to perform the daily activities: lic transport system to 14 million passen-
work, school, shopping, errands, etc.; ger trips per day – this goal is higher than
the one set in the masterplan, but consis-
tent with the growth of population;
Promote the use of the least impacting
modes of transport, which include walk-
ing, bicycle and mass transport and de- The reduction by half of the average trav-
termine a balanced mode share between el time by all modes (car or public trans-
cars and other modes; port) but prioritizing by public transport;

Limit pollution, risk and other external


costs caused by transportation, as much The increase of the extension of the pub-
as is possible; lic transport network to 5000 km;
5000 km

Guarantee a quick and easy distribution


of goods, to serve the urban settlement
The reduction by half of the rate of ac-
as well as the industrial areas
cidents;
-50%
Guarantee a high level of access to all
destinations, including schools, shop- - 70%
ping areas, public offices, religious facili- The reduction by 70% of the noise pol-
ties, medical care etc. lution in urban areas

Limit the impact on the use of the land


in terms of space occupation, severance
- 10% CO 2 The reduction by 10% of polluting emis-
and negative visual impact caused by
sions
the transport infrastructures.

Promote “active mobility” not only as a


+ 25%
low impact and low cost means of trans-
The definition of the modal split of pub-
port, but also to avoid a deterioration of
lic transport of 75% by bus and 25% by
the quality of life caused by the “inva-
+75% rail
sion” of motorized transport.

Ikorodu - Draft Final Report (2016 - 2036) 209


5.9 Inspiring case studies from around the world

The introduction of a new transport system triggers a


series of changes in the land uses and land values of
a city. A well-connected station can be a strong local
catalyst for redevelopment. However, proximity to transit
is not the only indicator for effective land use regenera-
tion and land value uplift. Other transit-related factors that
affect land value are mixed-use zoning, open and public
spaces, amenity-rich neighbourhoods, and pedestrian-ori-
ented street design.
This section presents a series of case studies of existing
cities and regions in an effort to understand the merits and
fallacies of Ikorodu’s Sub-Region transport network.
Its aim is to illustrate practical, social, and organisational
aspects of transport systems’ planning, construction, and
operation. A collection of case studies is employed in order
to present relevant issues in a way that can be assimilated
and recalled, creating a base knowledge of these systems
that can be used and applied in discussing the future of
transport system in Ikorodu sub-region.
Strategies adopted by other cities studied in this
5
chapter may not be directly translatable to the context of
Ikorodu Sub-Region; nevertheless, a case study approach
highlights potential future problems and opportunities,
and raises a series of salient issues while informing as to the
way these were dealt with in previous implementations.
The benchmark considers cities that vary widely in
motorisation, public transport provision, wealth, and 2
urban form but have in common the current or future
provision of a strategic and integrated transit oriented 3
vision.

Ikorodu Sub-Region, Nigeria


1 Curitiba, Brasil 1 4
2 Bogotà, Colombia
3 Dar es Salaam, Tanzania
4 Johannesburg, South Africa
5 Houston, U.S.

210 Ikorodu - Draft Final Report (2016 - 2036)


Ikorodu - Draft Final Report (2016 - 2036) 211
Curitiba | Vision and political commitment to foster a
strong public transport and social inclusion

212 Ikorodu - Draft Final Report (2016 - 2036)


5.9.1 Curitiba
Population Land Area Population Density Modal Share
Curitiba’s urban development strategy is a model for cities
around the world, an excellent example of Transit Oriented
Development (TOD). Since the 1970s, under the leadership
of the urban planner Jaime Lerner, three times Mayor of the
city between 1971 and 1992, Curitiba has integrated public
transportation planning into the overall city plan, promoting
the trinary system, which sought to integrate mass transit,
access roads, and dense land uses together. High traffic areas
such as shopping centres and high rise apartment buildings in Curitiba 1,879,355 inh 431 km2 4,062 inh/km2 28% 26% 46%
a land-use mix are conveniently located next to public trans- Ikorodu Sub-Region 2016 1,600,000 inh 479 km2
2,122 inh/km2 17% 20% 63%
Ikorodu Sub-Region 2036 6,700,000 inh
port stations, reducing car dependence.
By coupling the development of a pedestrian-friendly
community with the introduction of the BRT, an efficient
low-emissions Bus Rapid Transit system and lower car park-
ing availability, Curitiba has successfully reduced the overall
travel of its residents. To support the vision of a united, sus-
tainable city, Lerner understood the need for a high capacity
transport system, but recognized the need to depart from the
transport planning trends dominating cities in the developed
world.
Unable to afford a light rail system, the city gave priority to
buses, allowing them to move faster and be more efficient.
The bus system has transformed into a mass transit system
with features such as fast and large buses, exclusive priority
lanes, free transfers between routes, pre-board fare collec-
tion, enclosed and elevated stations, information displays
and traffic signal priority. This has set an example for success-
ful public transportation worldwide.

BRT Express biarticulated


BRT

0 5 10 20

Figure 5.8: Curitiba Public transport network

Ikorodu - Draft Final Report (2016 - 2036) 213


The system currently contains 390 bus routes with 2,000 High traffic areas such as shopping centres and high-rise Liters of fuel saved Car trips Traffic fatalities Daily passenger trips
vehicles that are used for approximately 2.1 million apartment buildings in a land-use mix are conveniently
passenger trips daily, nearly 50 times the amount of located next to public transport stations, reducing car
travellers 20 years ago. After its construction in 1974, dependence. By coupling the development of a pedestri- x50
the BRT gained an annual ridership of 2.3% of the an friendly community with the introduction of the BRT,
population for over 20 years. The city established Curitiba has successfully reduced the overall travel of its -56%
a zoning regulation based on the public transport residents. The system is exceptional in terms of its afford-
27 million/year Minus 27 million/year Compared to the In 20 years
network. Nearly all parcels have been zoned for ability for customers, efficiency and sustainability and it is
region average
mixed commercial-residential uses. Along corridors, used by 75% of Curitiba population to commute to work.
constructions can benefit from volumetric incentives
At the same time, the city fosters programmes to improve
according to the land use. Alongside the basic zoning
the environmental and social sustainability. Most major
of the transitways, the planning authority (IPPUC) has
roads have large walkways providing a safe environment
adopted a number of policies that have bettered
for pedestrians and bicycles lanes are well integrated into
the quality of the city and ensured a rich mix of
the bus system.
function, from the pedestrianising of central streets to the
construction of low income housing in proximity of the Currently, 150 km of bikeways have been built. Curitiba
structural axes. has maintained high levels of air quality and road safety,
with only 4.2 traffic fatalities per 100,000 people (com-
Because of its emphasis on the pedestrian environment,
pared to a 9.6 average in the region). The public space is
the IPPUC has always tried to flank the main busway
dedicated to pedestrians with major car-free areas in the
with low-speed, auxiliary lanes rather than making them
city centre. Thanks to this attractive environment, Curitiba
a part of an urban highway. This ensures that pedestrian
was able to attract skilled workers and diverse industries.
crossings can safely remain at grade, and avoids costly
infrastructure such as tunnels or overpasses.

Plate 5.21: Curitiba Trinary Road System Plate 5.22: Curitiba BRT Green Line

Express lines
Express lines (circle lines)
Direct lines
Direct lines (Circle lines)
Interchange

Figure 5.9: BRT Network Map

214 Ikorodu - Draft Final Report (2016 - 2036)


Lessons learned from Curitiba
• Consider strategic locations for quality corridors of mixed use and
residential development, transport and public amenities
• Residential, business and recreational areas should be built in high
density areas and close to public transport stations
• Supportive land use is critically important for high-quality mass
transit to connect existing and future centralities
• Provide more walking routes and public spaces amenable to pe-
destrians
• Require many key players to work together (public & private in-
vestments)
• Encourage infill and redevelopment
• Ensure that the public transport system increases livability. This
means making public transport accessible to all residents and en-
suring the transport network’s impact on the natural and built
environment is limited and managed effectively

Ikorodu - Draft Final Report (2016 - 2036) 215


Bogotà| A transport plan aimed at creating a more
integrated and egalitarian city

216 Ikorodu - Draft Final Report (2016 - 2036)


Population Land Area Population Density Modal Share

5.9.2 Bogotà

Colombia and 10 other countries in Latin America adopted the


‘Bogotá declaration on sustainable transport objectives’. It suggests
strategies and actions aimed at promoting the implementation of
inter-urban transport systems, cycle and pedestrian infrastructures
as well as for public transport investment.
Curitiba 1,879,355 inh 1,587 km2 4,060 inh/km2 15% 26% 59%
In the year 2000, according to these objectives, Bogotá’s munici- Ikorodu Sub-Region 2016 1,600,000 inh 479 km2
2,122 inh/km2 17% 20% 63%
pality, in 2000, implemented a safe, efficient rapid and comfort- Ikorodu Sub-Region 2036 6,700,000 inh
able BRT system, called Transmilenio.
Bogota has a population of around 7 million inhabitants and, for
many years, suffered from a dangerous and inefficient transport
system, based upon private transport and a large collection of
competing bus companies. It consisted of 15,000 buses operated
by 66 companies with no designated bus stops or ticketing system.
Low-income communities were their main users, while high-in-
come communities were served by almost 50,000 taxis running
through the city.
In order to rectify these issues, provide road safety and create a
more sustainable city, a new public transport system was intro-
duced. The entire system consists of the BRT, the Integrated Public
Transport System (SITP) and a traditional bus service. Furthermore,
considering that the mobility demand is constantly increasing, Bo-
gotá is also moving forward with its first metro rail system.
The introduction of the TransMilenio BRT system not only has pro-
vided an efficient public transport system to the city, it has also al-
lowed a reduction in the level of carbon emissions from transport,
provided jobs (1500 labour positions in 6 years) and improved
access and mobility across the city.
From the initial 41 km completed in 2000 to the expansion of 207
km in 2015, the system has become the largest in the world.

0 5 10 20
Transmilenio Network
Railway

Figure 5.10 (a): Bogotà Public transport network

Ikorodu - Draft Final Report (2016 - 2036) 217


Socio-economic Environment Urban quality improvement Travel time
The implementation of TransMilenio was as a key driver. Bogotá’s regeneration process includ-
coupled with a programme aimed at reduction of the ed the development of public spaces, pedestrianized
traditional network of private companies. It was a very zones and cycle paths with the objective to create a
+18%
complex process and despite the efforts made, it is more integrated and egalitarian city. +1.500
still an issue for the city. -32%
Be inclusive and affordable was another key issue in
Temporary construc- -4 millions tonnes CO2 Property values increas- Travel time
Some policies and strategies have been developed the development of TransMilenio. In order to serve ing along the main line reduction
tion Jobs reduction
in order to deal with this. Opposition to BRT was both low income communities, living at the outskirts
reduced through politicies aimed at integrating of the city and the rest of the population, a uniform
existing bus companies and employees into the ticket price has been established, ensuring that poorer
new system. Operators have been included in the communities are not penalized with higher costs.
dialogue with authorities during the implementation
Since the system has been established, the results
phases and a fund has been established in order to
have been very positive. The averaged travel time
protect them from negative impacts.
reduction reached the 32% and the property value
The system has been developed through an along the main line increased by 15-20%. Further-
innovative financing models that included funding more, after 2 years the traffic collision decreased of
from public, private and internal institutions. 94% as well as the pedestrian accidents.
The system operates as a public private partner- The project has been replicated in many other Brazil-
ship: privates provide the bus fleet and the ticketing ian cities such as Pereira and Cali.
system (operational costs) while the public sector
Bogota’s process demonstrated how transportation
maintains and developed the infrastructure required.
and urban form can contribute to improving the
The introduction of the BRT was part of a wider level of civic engagement and create an efficient and
urban development project which had “equality” sustainable city.

Plate 5.23:Bogotá BRT dedicated lane Plate 5.24: Bogotá BRT central station during rush hours

BRT lines
BRT lines planned

Figure 5.10 (b): Bogotá BRT map

218 Ikorodu - Draft Final Report (2016 - 2036)


Lessons learned from Bogotà
• The implementation of a BRT System, with large capacity vehi-
cles, dedicated lanes and raised stations for fast boarding, highly
improve mobility across the city with contained costs
• Dealing with an informal paratransit transport system is a big issue,
especially in developing countries. Bogotà’s Municipality made
efforts to develop strategies and policies aimed at absorbing the
traditional system into the new one, such as creating fund for
operators and including them in the dialogue with the authorities
• “Equality” should be a key driver in transport planning. It re-
fers both to public transport and urban design approach. A city
planned for pedestrians, cyclists, public transport users simultane-
ously guarantees integration and civic engagement
• The partnership among public and private operators is essential to
develop an efficient and robust public transport system
• Introducing advanced bus technology allows for a reduction in
pollution, an increase in efficiency and the use of fewer private
vehicles, thereby making cities safer

Ikorodu - Draft Final Report (2016 - 2036) 219


Dar es Salaam | Public Transport transforming
Urban Life

220 Ikorodu - Draft Final Report (2016 - 2036)


Population Land Area Population Density Modal Share

5.9.3 Dar es salaam

Dar es Salaam is the engine of growth for Tanzania and has the largest
concentration of economic assets. An overall growing population and a
decentralization of residential and employment functions result in a high
demand for mobility, accessibility and inclusion in the social and econom-
ic fabric of the region, and these changes have to be accommodated by a
new transport and capacity framework. Curitiba 1,879,355 inh 1,590 km2 3,133inh/km2 45% 12% 43%
Ikorodu Sub-Region 2016 1,600,000 inh 479 km2
2,122 inh/km2 17% 20% 63%
The implementation of a BRT System in Dar Es Salaam has as mainly ob- Ikorodu Sub-Region 2036 6,700,000 inh
jectives to bring best quality, best capacity and efficiency of public trans-
port offer to the whole city. According to estimations, within 30 years,
the city will have a population of 7,614,459 inhabitants and 3,066,460
daily trips. The predicted growth of the population will be accompanied
by an increase of income, and, therefore by the rise of car ownership.
The need for mobility and transportation services will increase in the next
years and a strong mobility focus is needed to cope with the expected
future demand for transport in the metropolitan area of Dar es Salaam. In
order to reduce the amount of private cars on the road network a num-
ber of actions have been taken. These include, the improvement of public
transport through the introduction of rapid transit system.
Dar’s first phase of BRT spans 21 km of trunk route and serves an average
of 160,000 passengers per day with a fleet of 140 buses. The high capac-
ity bus service runs on fully segregated lanes with a max operating speed
of 20,5 km/h and is operational since May 2016. By the middle of 2018,
when the first phase becomes fully operational with over 300 buses, the
system is projected to carry an estimated 400,000 passengers per day.
Dar Rapid Transit (DART) has reduced commute times by more than half
for some residents, who previously faced upwards of four hours stuck in
traffic every day. Articulated buses provide a combination of stopping
and express services on two routes during peak hours, saving even more
time. Most stations have passing lanes in order to allow express buses to
overtake stopping buses and to maximise the coverage as well as the rid-
ership of Phase 1 corridor, once fully implemented. The existing BRT line
will be supported by several feeder routes.

0 5 10 20
BRT Phase 1
Planned BRT Network

Figure 5.11: Dar es salaam transport network coverage

Ikorodu - Draft Final Report (2016 - 2036) 221


Award
The Long Term BRT network will have 137 km highly fragmented nature of ownership in the Ridership Capacity Dala Dala Routes
of segregated lane corridors, integrated to feeder paratransit the transition promises to be a
services and bicycles, in the horizon of 30 years. complex and challenging process. In fact,
The system is expected to have 18 terminals, and ownership is widely dispersed with about
288 stations. Although the road design varies 3,000 owners and an average of two dala
according to space availability, a standard cross dala per owner. The fleet of mini-buses in Dar +91% 400,000 40%
section was defined as a parameter to the design es Salaam had been estimated to be about Daily passengers Phase Impacted by BRT phase Sustainable transport
Increase of ridership
development. The standard cross section to be 6,600 operating on 482 routes. 40% of those since the launch 1 1 award 2018
applied for each section is established taking into were impacted by the BRT Phase 1 operations.
consideration sidewalks and bicycle lanes, a dual Since the implementation of the BRT phases to
carriage way of four lanes for mixed traffic and cover all trunk routes of the city will contin-
dual carriage way of two lanes for BRT vehicles ue for many years, paratransit will continue
and the provision of a utility space below the to operate on the routes to be incorporat-
sidewalk. ed in later phases, thus, allowing smoother
transition.
Furthermore, the fleet of mini buses called Dala
dala are currently an essential part of the current Since its creation, DART has made excellent
public transportation system in Dar es Salaam. progress to date in getting the first BRT cor-
These entrepreneurial services, regulated by the ridor into public service. The system ridership
Surface and Marine Transport Regulatory Author- is steadily increasing, reaching +91% since the
ity (SUMATRA), deliver formal public transport launch. One year after Dar es Salaam became
operations. SUMATRA issues an annual licence to East Africa’s first city to implement a bus-rapid
each dala dala to ply a particular route. transit system, the Tanzanian capital has been
awarded a major transportation prize, the Sus-
The City, while implementing its revitalised mass
tainable Transport Award 2018. Furthermore,
transit system is also planning to absorb the
under the first phase of the Bus Rapid Transit
existing paratransit routes into the BRT sys-
system, roundtrip travel time on the corridor
tem as feeder services. However, in view of the
was reduced by 90 minutes a day, saving com-
muters 16 days of sitting in traffic.

Plate 5.25: BRT Station Plate 5.25: BRT Terminal

BRT phase 1 and Feeder lines


BRT phase 2 and Feeder lines
BRT phase 3 and Feeder lines
BRT phase 4
BRT phase 5
BRT phase 6
Figure 5.12: Fully implemented BRT network

222 Ikorodu - Draft Final Report (2016 - 2036)


Lessons learned from Dar es Salaam
• Integrated land use and transportation systems in which compact,
pedestrian-oriented land use development is mutually supportive
• Clustering of development around the corridor has the addition-
al benefit of conserving land through the promotion of active
neighbourhoods with improved facilities and amenities thereby
creating operational and travel time benefits
• Coordinate public transport implementation with paratransit re-
organization to obtain an integrated and widespread transport
system
• When the capacity limit is reached, there will be need for further
improvement to the city transport network with a mass transit
system (rail)

Ikorodu - Draft Final Report (2016 - 2036) 223


Johannesburg | The ‘Corridors of Freedom’, an
opportunity to work, stay and play within the same
space

224 Ikorodu - Draft Final Report (2016 - 2036)


Population Land Area Population Density Modal Share
5.9.4 Johannesburg
The major thrust of the City of Johannesburg’s Integrated Transport
Plan (ITP) is to shift from the historic emphasis on improving mo-
bility for cars, to an emphasis on improving mobility and accessibili-
ty for people, chiefly through improvements to the public transport
system. The major recommendation of the ITP was that the City
should create a Strategic Public Transport Network (SPTN).
Curitiba 1,879,355 inh 335 km2 479 2,900 inh/km2 31% 37% 32%
One of the main startegies is embarking on a new spatial vision 1,600,000 inh km 2
2,122 inh/km2 17% 20% 63%
Ikorodu Sub-Region 2016
for the city in line with its growth and development Strategy 2040, Ikorodu Sub-Region 2036 6,700,000 inh
based on corridor transit-oriented development. Through this ap-
proach, it is envisaged that the growth of the future city will be
guided toward well-planned transport arterials, a vision to be guid-
ed by the current focus on the “Corridors of Freedom”, with a focus
on mixed-use development, higher density residential accommoda-
tion,supported by office buildings, retail development and oppor-
tunities for leisure and recreation.
The “Corridors of Freedom” will transform entrenched settlement
patterns which have shunted the majority of residents to the out-
skirts of the City, away from economic opportunities and access to
jobs and growth. Such a compact City is energy efficient, provides
residents with greater access, promotes social cohesion and creates
a vibrant urban environment. The Corridors of Freedom will usher
in a new era of access to opportunity and a choice for residents to
work, stay and play within the same space without the inconve-
nience and high costs of travelling over long distances every day.
The National Household Travel Survey (2003) found that the av-
erage travel time between home and work for commuters making
use of public transport is 59 minutes. More than 1.3 million South
Africans spend more than two hours a day travelling to and from
their places of residence. Currently, 16.4% of Gauteng residents
spend more than 20% of their monthly income on transport. The
“Corridors of Freedom” are designed to reverse these trends. Medi-
um- and high density housing will be encouraged next to the trans-
port arteries and around the transport hubs – linking home and
work. Travel time will be significantly reduced because of shorter
distances and more effective public transport. Gautrain express
Railway
A 10% shift of private car users to public transport for their daily Rea Vaya
Transit corridor
commute will result in an 8% reduction in energy consumption.
Routes and nodes of the corridors of freedom will be developed
with the following key features: 0 5 10 20

• Safe neighbourhoods designed for cycling and walking with suf- Figure 5.13: Johannesburg Public transport network coverage (Metropolitan area)
ficient facilities and attractive street conditions

Ikorodu - Draft Final Report (2016 - 2036) 225


Environment Sustainability Strategy Urban design
• Safe complete streets with features to calm for emerging entrepreneurs
traffic, control vehicle traffic speeds and dis- • Limited managed parking to reduce the
courage the use of private transport amount of land devoted to parking and fur-
• Mixed-use developments where residential ther to discourage the use of private transport
areas, office parks, shops, schools and other
public services are close together, stimulating -8%
economic activity and creating opportunities Energy consumption Avoid long distances Mixed-use development Pedestrian and cycle
travels environment

Figure 5.14: Public transport and transit oriented development map Figure 5.15: Johannesburg Spatial Development Framework, 2040.

226 Ikorodu - Draft Final Report (2016 - 2036)


Lessons learned from Johannesburg
• With the aim of reducing car dependency and travel times, it is
crucial to develop mixed use neighbourhoods where residents can
live, work and have opportunities for leisure and recreation
• A key strategy for restructuring a City using transport interven-
tions is a Transit- Oriented Development (TOD), aimed of creat-
ing strong high-frequency public transport corridors and promot-
ing residential density along them
• Creating complexity of land use in the transport nodes planned
attracts density and mixed-use developments to them
• An efficient public transport network and the reduction of the
land devoted to parking are required strategies to discourage the
use of private transport

Ikorodu - Draft Final Report (2016 - 2036) 227


Houston | A shift from geographic coverage to
demographic efficiency

228 Ikorodu - Draft Final Report (2016 - 2036)


Population Land Area Population Density Modal Share

5.9.5 Houston

Public transportation system in Houston is managed by the Metropolitan


Transit Authority of Harris County, Texas, or METRO and it is composed
by a lightrail system (METRORail) and a bus network system.
METRO is currently at the beginning design phases of a 10-year expansion
plan which includes the implementation of the lightrail system and the Curitiba 1,879,355 inh 628 km2 479 1,291 inh/km2 6% 74% 19%
development of the bus network. Ikorodu Sub-Region 2016 1,600,000 inh km 2
2,122 inh/km2 17% 20% 63%
Ikorodu Sub-Region 2036 6,700,000 inh
METROrail operates through 3 lanes running through Houston down-
town mainly. The bus system is characterized by three different networks:
the red line (frequent network - 15 minutes headway) the blue line ( 30
minutes headway) and the green line (more than 31 minutes headway)
covering the entire metropolitan area. Furthermore, METRO operates an
extensive park-and-ride bus system to serve many of Houston’s outlying
suburban areas.
Houston is a famous car-centric city but it is now developing a new con-
sciousness on the importance of being a pedestrian-bike friendly environ-
ment and how an efficient public transport system could improve the
quality of life. To confirm this trend, a recent referendum approved with
the 68% of positive votes a project called The Bayou Greenways 2020;
an interconnected network of bike-pedestrian paths and parks.
As part of the METRO implementation project a very extensive renova-
tion has been developed to the bus network. The traditional network
was unable to meet the needs of its potential riders: data reported that,
from 2000 to 2012, Houston public transport system lost users instead of
increasing them. It was inefficient, rich with redundancies and based on a
pattern of dozens ago.
For this reason, through the synergy of the local authorities and experts
such as Jarret Walker and TEI Engineers, a new high frequency bus net-
work system have been built.
The plan re-images the public transport in Houston by reshaping the
frequent bus network for no new operating costs. This goal has been
reached by rationalizing routes, (avoiding redundancies) and offering

Frequent bus network (10 - 15 mins headway)


Metrorail

0 5 10 20

Figure 5.16: Houston Public Transport Network Coverage

Ikorodu - Draft Final Report (2016 - 2036) 229


Ridership Economic sustainability Main Strategy
a better service which allows passengers to reach ing access to people living in remote areas” . It’s Time of operation
their destination more quickly. The main strategies a shift from geographic coverage to demographic
were to focus on corridors with high ridership and efficiency. 0

rely more heavily on transfers, which passengers +6.8%


The reshape of the network is part of the overhaul
tend to dislike, but can move people more quickly.
which includes the renaming of routes and stops, to
30

The existing system has been straightened into a make more intuitive the entire system and the con-
grid that cross-crossed the sprawling city regiving version of the system as an all day system, offering 15 h/day Increment of Metro No new operating costs Priority to job centres
7 days/week ridership and not only the
priority to job centres and not only the down- the same type of service on nights and weekends.
downtown
town, guaranteeing a better access between home
The plan has been implemented since August, 2015.
and work.
Recent surveys report that METRO’s ridership, on
The only disadvantage is for people living in more its bus and lightrail systems, increased 6.8 %, of
remote areas which now have to walk a bit more which 1.2% only for bus ridership. It means that
to access the system. However surveys observe the proposed system is growing by itself and users
that the 93% of current boardings can access the benefit of an efficient system connectivity. The goal
system at the same stop they did before. As Walker is to reach the 20% increment of ridership within
said “the plan devotes 80% of metro’s resources two years.
to maximizing ridership and only 20% to provid-

Figure 5.18: Reimaged Frequent Bus Network

Figure 5.17: Previous Frequent Bus Network

230 Ikorodu - Draft Final Report (2016 - 2036)


Lessons learned from Houston
• An efficient public transport network is needed to reduce the
private car usage
• In order to design an efficient public transport network, it is
crucial to consider the ridership data as a key driver. The balance
between geographic coverage and demographic efficiency has to
be the main goal in transport planningtt
• Offering a continuous service (7/7 days, 15/24 hours) allows
people to use public service not only to go to work or during
weekdays but also during their spare time, thereby increasing user
reliance on the public transport system.
• By rationalising the existing public transport network, a system
can be reshpaed at low cost and with no new operating costs

Ikorodu - Draft Final Report (2016 - 2036) 231


5.10 Estimate Of Future Demand

A travel demand forecast exercise has been developed for the


Ikorodu sub-region development plan on a GIS based platform.
The first step is to adjust the modal share: the number of people
This model concerns primarily the trip generation. The demand
that regularly use a private motor-car to move within and to this
forecast model considers the forecasted population and land use
region must be as low as possible.
at the year 2036 and analyses the proposed road and public trans-
portation at the same year. A comparison of the land use maps show the dramatic change that
is forecasted to occur in the region:
The Region is divided into 9 administrative units each with its spe- • residential land will expand at the expense of non-developed
cific features. Because of the huge increase in population forecasted, land, especially alongside the wetlands;
both the proposed road network and the proposed public trans-
port network cover the entire territory with a thick interconnected • the smaller townships will expand, increasing their size many
and hierarchized grid of infrastructures and lines. The main urban times over;
area lies around the centre of Ikorodu, at the western side of the • the density of dwellings will increase many folds; and
territory. There are several townships north, south and east of this
main urban area. It is not an exaggeration to assume that with the • New industrial and commercial districts will arise, and the sides
increase in population that is forecasted to occur in the next 20 of several main roads will be transformed in lively mixed-use
years, these urban centres will combine to form a single very large areas.
urban area.
The challenge facing transportation is huge; first is how to make While the main generator of trips are the residential areas, the main
this region move without gridlocking it and second is how to move attractors of trips are diverse and more complex. These include the
without damaging its economy. commercial, mixed use and public areas within the urbanized zones,
and industrial areas, mainly at the outskirts of the urbanized zones.
Table 5.9: Proposed Land Use Quantities
Mixed use zones line several major urban streets and represent from
Landuse Population Area FAR GFA the point of view of mobility, both generators and attractors.
2036
Agricultural 0 2,598 5 260
Commercial 0 749 281 3417
Industrial 0 1,855 190 8,396
Mixed Use 191,325 1,424 176 3,820
Public 0 2,126 245 5,103
Recreational 0 3,498 19 700
Residential 6,007,228 26,206 0 0
Utility 0 603 0 0
Source: IKMP, 2018

Figure 5.19: Land Use Attractors

232 Ikorodu - Draft Final Report (2016 - 2036)


Ikorodu - Draft Final Report (2016 - 2036) 233
5.10.1 Methodology

The following section outlines the process used


in developing the trip generation exercise of
Ikorodu sub-region. This exercise is based on a set of
data and mathematical operations that attempt to
replicate the trip making behaviour of people.
The Ikorodu Sub-Region trip generation analysis
has been performed for morning and evening peak
periods.
The trip generation stage, the first of the four
steps (trip generation, trip distribution, mode
choice and traffic assignment of the transportation
planning process) is only concerned with the number
of trips that start and end in each zone, and not with
estimating the precise connections between origins
and destinations of trips.
The goal of trip generation is to predict the
number of trips that are generated by and attracted
to each Transportation Analysis Zone (TAZ) within
the study area.

Figure 5.20: Ikorodu districts

234 Ikorodu - Draft Final Report (2016 - 2036)


5.10.2 Trip Generation Rates & Factors

The Ikorodu Sub-Region trip generation exercise determines trip However, other travel patterns exist and partly overlap with the The land use zoning has been divided into ten categories with respect
origins and destinations demand by applying the data obtained main one. In order to assess the travel demand associated to these to trip generation; four of these categories are residential (very low
from the sources that were made available throughout the process. components, and the related generation from different land uses, density, townhouses, mid density and high density) while the others
The core of this trip generation is based on the Ikorodu sub-region several data sets were used: are light industry, offices, public parks,; community facilities including
Land use and Population Model which was set up by the Team. • Studies and report provided by LAMATA schools, mixed use agglomerates (with assumptions about the mix of
• Trip generation manuals, namely San Diego Trip Generation uses) and utilities zones. To each zone the appropriate parameters of
The model makes allowance for parameters such as population
Manual and ITE Trip Generation Manual, generation and attraction of trips have been defined, with reference
growth factors, density and land cover percentages. In addition,
• Benchmarks of operational facilities for specific land uses such to the AM and PM peak hours.
occupancy factors and employment factors were assumed for
different land use types in order to reflect realistic conditions, as residence, schools, public facilities, industrial areas, medical The following tables summarize some of the rates adopted for each
because not every house, office, retail, industrial facility and other sector, were considered in the assessment of the number of land use category and planning area.
uses are fully occupied at all times. These assumptions will lead trips that are likely to be generated,
to a more realistic car and public transport trip demand without • Experience driven adjustments based on best practice
leading to over estimation of trips. Commuting for work is one of traffic engineering and transport planning having regard to the
the defining components of mobility in the Ikorodu Sub-Region. specific characteristics of the site.

Table 5.10: Landuse parameters


Work-
Category Subcategory DesignUnit DUFactor vs. Residents vs. vs. Visitors vs. Daily PTR Daily PTR Daily PTR
force
Residential Very Low Density Villas Dwellings 500 sq.m GFA 8.0 Design 0.10 Design 0.0 Design 1.75 2.00 2.00
Unit Unit Unit
Residential Town Houses Dwellings 108 sq.m GFA 5.5 Design 0.10 Design 0.1 Design 2.00 2.00 2.00
Unit Unit Unit
Residential Mid Density Apartments Dwellings 90 sq.m GFA 4.1 Design 0.10 Design 0.1 Design 2.00 2.00 2.00
Unit Unit Unit
Residential High Density Apartments Dwellings 73 sq.m GFA 3.5 Design 0.10 Design 0.1 Design 2.00 2.00 2.00
Unit Unit Unit
Industrial Light Industry sq. m GFA 100 sq. m GFA 0.0 Design 2.00 Design 0.0 Design 0.00 2.00 2.00
Unit Unit Unit
Office Office 100 sq.m GFA 100 sq.m GFA 0.0 Design 4.00 Design 0.1 Design 0.00 2.00 2.00
Unit Unit Unit
Leisure Public Parks 1000 sqm land area 1000 sq.m LA 0.0 Design 0.25 Design 4.0 Design 0.00 2.00 2.00
Unit Unit Unit
Public Facilities CommunityFacilities (agglomerated with 100 sqm GFA 100 sq.m GFA 0.0 Design 1.50 Design 11.3 Design 0.00 2.00 2.00
schools) Unit Unit Unit
Mixed Use Agglomerated Residential, Office, Retail, Hotel 100 sqm GFA 100 sq.m GFA 1.2 Design 2.40 Design 6.1 Design 1.25 2.00 2.00
Unit Unit Unit
Utilities Utilities Zone 100 sqm GFA 100 sq.m GFA 0.0 Design 1.00 Design 0.0 Design 0.00 2.00 2.00
Unit Unit Unit
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 235


Table 5.11: Trip generation and attraction rates for residents

Category Subcategory Daily PTR AM - phf AM - %in AM - %out PM - phf PM - %in PM - %out
Residential Very Low Density Villas 1.75 0.45 15% 85% 0.20 68% 33%
Residential Town Houses 2.00 0.45 15% 85% 0.20 68% 33%
Residential Mid Density Apartments 2.00 0.45 15% 85% 0.20 68% 33%
Residential High Density Apartments 2.00 0.45 15% 85% 0.20 68% 33%
Industrial Light Industry 0.00 0.00 0% 0% 0.00 0% 0%
Office Office 0.00 0.00 0% 0% 0.00 0% 0%
Leisure Public Parks 0.00 0.00 0% 0% 0.00 0% 0%
Public Facilities Community Facilities (agglomerated 0.00 0.00 0% 0% 0.00 0% 0%
with schools)
Mixed Use Residential, Office, Retail, Hotel 1.25 0.06 17% 83% 0.05 25% 75%
Agglomerated
Utilities Utilities Zone 0.00 0.00 0% 0% 0.00 0% 0%

Table 5.12: Trip generation and attraction rates for employees


Category Subcategory Daily PTR AM - phf AM - %in AM - %out PM - phf PM - %in PM - %out
Residential Very Low Density Villas 2.00 0.48 90% 10% 0.05 10% 90%
Residential Town Houses 2.00 0.48 90% 10% 0.05 10% 90%
Residential Mid Density Apartments 2.00 0.48 90% 10% 0.05 10% 90%
Residential High Density Apartments 2.00 0.48 90% 10% 0.05 10% 90%
Industrial Light Industry 2.00 0.33 88% 12% 0.27 17% 83%
Office Office 2.00 0.33 88% 12% 0.27 17% 83%
Leisure Public Parks 2.00 0.35 83% 17% 0.25 15% 85%
Public Facilities Community Facilities (agglomerated 2.00 0.37 83% 17% 0.26 15% 85%
with schools)
Mixed Use Residential, Office, Retail, Hotel 2.00 0.28 79% 21% 0.24 30% 70%
Agglomerated
Utilities Utilities Zone 2.00 0.33 88% 12% 0.27 17% 83%

Table 5.13: Trip generation and attraction rates for visitors


Category Subcategory Daily PTR AM - phf AM - %in AM - %out PM - phf PM - %in PM - %out
Residential Very Low Density Villas 2.00 0.03 50% 50% 0.20 50% 50%
Residential Town Houses 2.00 0.03 50% 50% 0.20 50% 50%
Residential Mid Density Apartments 2.00 0.03 50% 50% 0.20 50% 50%
Residential High Density Apartments 2.00 0.03 50% 50% 0.20 50% 50%
Industrial Light Industry 2.00 0.06 80% 20% 0.04 5% 95%
Office Office 2.00 0.06 80% 20% 0.04 5% 95%
Leisure Public Parks 2.00 0.10 59% 41% 0.18 50% 50%
Public Facilities Community Facilities (agglomerated 2.00 0.37 93% 8% 0.12 30% 70%
with schools)
Mixed Use Residential, Office, Retail, Hotel 2.00 0.05 59% 41% 0.12 34% 67%
Agglomerated
Utilities Utilities Zone 2.00 0.06 80% 20% 0.04 5% 95%

Source: IKMP, 2018


236 Ikorodu - Draft Final Report (2016 - 2036)
5.10.3 Attraction & production | person Trips per district

It has been estimated that total of trips generated by the study


area during AM peak hour is a figure of over five million
person trips, while that total of trips attracted by the study is a
figure of over six million person trips.
The bar charts put in evidence the zones which are mainly
traffic generators as opposed to mainly traffic attractors. The
AM peak is characterised by the homebased trips defining a
prevalence of outbound trips and the workplaces which work
in the opposite fashion.
Residences, especially the high and medium density classes, act
as the main generators whereas offices, schools and industry
act as the primary attractors. In the PM peak, the situation is
the opposite.
Overall, the AM peak is far busier than the PM one
demonstrating a typical traffic profile for this community,
similar to most of traditional settlements around the world.

Table 5.14: Estimated Person Trips


Figure 5.21: Trip Generation - Persons Trips - AM Peak Hours
AM_PERSON TRIPS
IN OUT
6,236,392 5,496,172
PM_PERSON TRIPS
IN OUT
2,845,468 4,012,592
Source: IKMP, 2018

Figure 5.22: Trip Generation - Persons Trips - PM Peak Hours

Ikorodu - Draft Final Report (2016 - 2036) 237


5.10.4 Modal split

Applying a mode share and a vehicular occupancy 4%


ratio, auto trips were also obtained. 3%
Starting from the future modal split provided by
LAMATA, an adjusted modal split has been assumed for
the Ikorodu Sub-Region and, therefore, the trips have 26%
been assigned to the various modes: walking, road 2% 17%
public transport, LRT, private cars and water transport.
To keep car traffic low, the assumption of mode share 13% 21%
of motorized modes has assigned a very high share
(77%) to land public transport. The LRT, unfortunately,
consists of a single line which is unable to absorb more
than about 4% of the mode share. Another 3% is as- 16%
signed to water transport.
It must be noted that this mode split share refers to
motorized modes only. It is assumed that at least one
person will either walk or cycle for the entire trip to
reach their destination, for every two persons that
43% 56%
use motorized means for at least part of their trip.
Trips made by walking or cycle do not appear in this
estimation
The person-trips have been translated in vehicle trips by STMP 2036 MODAL SPLIT ADJUSTED STMP 2036 MODAL SPLIT
assuming a “coefficient of occupancy” of each vehicle,
that is, the number of persons that on average travel
inside each vehicle. In this case, a value equal to 1.8
was used.

Car HC Bus BRT Water Rail

Figure 5.23: Showing the projected 2030 Modal Split


Source: IKMP, 2018

238 Ikorodu - Draft Final Report (2016 - 2036)


5.10.5 Attraction & production | vehicular Trips per district
The following bar charts show the attraction and generation of the
various TAZ in terms of car trips.
The results of this exercise could be included in a proper scenario to be
simulated with the Strategic Transport Master Plan and Travel Demand
Model managed by LAMATA.

Table 5.15: Estimated Vehicle Trips

AM_VEHICULAR TRIPS
IN OUT
412,295 361,573
PM_VEHICULAR TRIPS
IN OUT
188,117 265,277
Source: IKMP, 2018

Figure 5.24: Trip Generation - Private Cars - AM Peak Hours

Figure 5.25: Trip Generation - Private Cars - PM Peak Hours

Ikorodu - Draft Final Report (2016 - 2036) 239


5.11 Mobility & Connectivity Strategies

5.11.1 Road Network


In a large urban settlement such as Ikorodu Sub-Region , roads and streets for vehicle traffic must On the other hand, a street that is designed to provide a good local accessibility, will have frequent
accomplish two contradicting tasks: guarantee “mobility” or fast transfer over long distances, and intersections at grade, without long maneuver lanes. The street will allow different functions other than
“permeability” with the city, that is, allow a vehicle to exit or enter at short intervals the traffic that transit, including parking, pedestrian mobility (on curbs, with frequent crossings), cycling and non-seg-
flows on a given road or street. regated public transport. These functions, which so much interfere with traffic flow, are the typical and
necessary functions performed on a city street: changing direction, stopping, parking, walking, doing
These tasks are conflicting because, on the one hand, to provide a fast transfer over long distance, the
shopping, boarding a bus, strolling with children, etc.
disturbances that may slow down traffic flow must be minimized. These can be parking, entry-exit
maneuvers and the presence of bicycles and pedestrians, that can slow vehicle flow considerably. The average speed of the vehicle flow will be limited by the other uses of the street and by maneuvering
cars. The intersections will be frequent, allow left turns and generally be regulated by traffic lights or
For the same reason, all intersections shall be multi-level junctions designed to prevent as much as pos-
roundabouts. The buildings at the street frontage will not see their value reduced, since the nuisances
sible that crossing traffic is slowed by maneuvering vehicles, with long acceleration-deceleration lanes
from traffic will be compensated by the advantage of better accessibility. In many cases, the value of the
and allowing only right turns.
frontage land will actually increase, thanks to the greater accessibility offered.
Because of these requirements, each intersection will occupy an area of several hectares, thus, de-facto
For the reasons presented above, the roads and streets must be adequately hierarchized: roads of high
preventing any urban development around it. A highway will normally have two or more lanes per
hierarchical level will be designed to guarantee fast vehicular connection over long distances. These
direction, and a barrier in the middle. Its right of way will exceed 50 m. Pedestrian crossings will be few
roads will necessarily sacrifice permeability and can constitute an important severance in the urban
and far apart, and they will be achieved by means of bridges or underpasses.

Cloverleaf Junction | A1 (Ikorodu Rd) & E1 (Lagos-Ibadan Spatial Imapct of Junction on an urban settelment in Scale Comparison
Expressway) Ikorodu

240 Ikorodu - Draft Final Report (2016 - 2036)


tissue. The speed of vehicles will be high, the number of inter-
sections will be low, people engaging in a long journey by car
will spontaneously choose to travel on these roads, thanks to FREEWAY
their higher speed and reliability of travel time; the BRT lines
will travel on these roads.
MAJOR ARTERIAL

Increasing Mobility
Streets that penetrate within the urban districts must guarantee
the maximum permeability, as well as providing as little sev-
erance as possible. These streets will be thoroughly connected
with the urban tissue and with local streets that guarantee lo- MINOR ARTERIAL
cal, short distance accessibility. They will be designed for slow
traffic, so that also pollution, noise and danger to pedestrians
will be reduced. MAJOR COLLECTOR
The capacity of the streets will be reduced as their hierarchical
level becomes lower. Not only because, typically, streets of MINOR COLLECTOR
low hierarchical level will have less lanes than roads of higher
level, but because the obstacles to free flow will reduce the
capacity of each lane to carry intense flows of crossing traffic. LOCAL STREET
Moreover, the capacity of a street to carry traffic over a dis-
tance greater than the interval between two intersections, is
typically controlled by the capacity of the intersections them-
selves. This constraint is often so great that where intersections Increasing Access
are frequent, increasing the number of lanes beyond two per
direction only brings a minimal increase in the overall capac- A classical handbook diagram showing the trade-off between mobility and access (from FHWA US DoT)
ity.

Ikorodu - Draft Final Report (2016 - 2036) 241


The following methodology has been considered to define A proper hierarchization of the street and road
the road and street network for Ikorodu sub-region: network will accomplish the seemingly impossible task
of guaranteeing both mobility and accessibility, speed
Traffic of private vehicles (all motor vehicles, excluding major arterial
and safety, traffic flow and permeability within and
public transport) has been divided in three categories as
around an urban settlement. This task is made pos-
follows. minor collector
sible by exploiting each element of the urban road
• Long Distance Traffic: this is made up of vehicles that and street network for different uses, specializing the major collector
travel across the entire city, or from/to suburbs that are streets so that each delivers a different performance
separated from the main built area. and enhances mobility or access in a balanced way.

0.8km
minor collector

0.4km
• Inter-District Traffic: this is made of vehicles that
The few urban arterials required can be isolated from
travel from one district to a neighboring one, or one minor arterial

3.2km
the built structure of the city, and the issues they pose:
that is not too far from it.
urban severance, loss of value of property, inaccessibil-
• Local Traffic: this is made up of vehicles that travel
ity for pedestrians and danger from speeding cars, can
within a single district, or over a short distance between

1.6km
be thusly mitigated. On the other hand, local streets
two neighboring districts.
can be designed in such a way as to be easily and safe-
To accommodate these three categories of traffic, allowing ly accessible to all components of mobility, including
the best conditions for each, urban roads and streets have pedestrians and bicycles. The motor vehicles will be
major arterial
been divided in three corresponding categories, consistent required to keep a low speed, and this will not be
with the normative in force in Lagos State. a major constraint, since trips on local streets will be
short and collector streets with higher travelling speed
• Arterials: specialized to carry long distance traffic, The american “Tartan” road grid
will be available for longer trips.
prioritize mobility at the expense of accessibility. They
connect only with other arterials and with collectors.
The maximum design speed limit can be of 70 or even arterial
80 km/h, the average speed of traffic will be high, and
over 50 km/h.

1 - 2.5 km
• Collectors: specialized to carry medium-distance traf-
fic, either directed to a nearby district, or to a road
or street of adjacent category. They collect traffic from collector
Plate 5.27: Lagos Ikorodu Road - Arterial Road
local streets to distribute it away from the local district,
and from the arterials, to distribute it to the fine net-
work of local streets. Collectors act as “filters” between

1 - 2.5 km

4 - 7 km
local circulation and long distance circulation. They local
balance the requirements of mobility with the needs
of access. The design speed limit should not be high-
er than 50 km/h, the average speed of traffic will be
around 40 km/h in absence of congestion.

1 - 2.5 km
• Local Streets: specialized to carry local traffic, local Plate 5.28: Obafemi Awolowo Road - Collector Road
streets prioritize accessibility over mobility. They con-
nect only with other local streets and with collectors.
The design speed limit will be low: 30-50 km/h and
traffic calming measures can be considered. The aver-
age speed will be low, and around 25 km/h. The three
main characteristics above have then been detailed fur-
Ideal road grid for Ikorodu
ther, so that two sub-categories are found within each
main category.
Plate 5.29: Eluku Street - Local Road
242 Ikorodu - Draft Final Report (2016 - 2036)
5.11.2 Arterials

An urban settlement requires arterial roads,


especially if its size is large. The chances of delays from
congestion or other interferences, are much less on an
arterial, which is largely isolated from urban life, than
on a collector.
Urban arterials however, pose many constraints
to the city: if at level, they represent an almost
insurmountable severance, which limits
strongly the mobility across it, especially to pedestrians,
bicycles and public transport; if elevated, they
constitute a very impacting visual barrier. In both
cases, urban highways will occupy large surfaces of
urban territory, and can significantly reduce the value
of the land facing it. This is because the noise, pollution
and occupation of space that they bring, will not be
compensated for by the limited benefits in terms of
accessibility that they grant to the buildings that face
them.
The intersections that serve an arterial are very large
and generally at two or more levels. A typical intersec-
tion for a major arterial has an area of three hectares
or more, and constitutes a massive interruption in the
continuity of the urban tissue. Sometimes, when an
arterial already exists across an urban settlement, one
solution to the issues it poses is to “downgrade” it to
“minor arterial” level, so it increases its permeability
and access to the city functions.
Often, urban highways are built with the sole scope
of making it easier to cross a city, rather than serve
it. In this case, both the origin and destination of the
long distance travels are outside of the built area. Any
relationship with the city that these flows of vehicles
had, is lost because of the isolation required to guar-
antee the fast, unhampered flow of vehicles on the
highway. If this is done, a huge cost is inflicted upon
the city, with little or no benefit. The benefit accrues
entirely to flows of vehicles that are in no relation
with the city, and can cross it, rather than go around
it, thanks to the highway.

An intersection of two major urban arterials in a


city in the USA. Each “square” of the grid of collector
streets is 400 m x 400 m: the central intersection and
its interchange branches occupy about 6 hectares

Ikorodu - Draft Final Report (2016 - 2036) 243


5.11.3 Densification of the network

In order to improve the status of the road system,


and its capacity to guarantee mobility and accessi-
bility to a region that will see its population grow
almost four fold in the next 20 years, a proposal
for a densification, restructuring and hierarchizing
of the road and street network is presented. This
proposal is based on the following objectives:
• To improve the connectivity and continuity of
the main road and street network, by improv-
ing the characteristics of the main streets where
they are insufficient, and extending the streets
to connect all main streets in a city-wide grid;
• To improve the connectivity of the “interme-
diate level” streets, classified as “collectors”.
This is done mostly by improving and extend-
ing some local streets so that together with the
existing “intermediate level” streets, they form
a connected grid;
Hierarchizing the intersections, by blocking the
ones that connect streets of very different hierar-
chical levels, and detouring them to the nearest
street of adequate level, or finally, improving the Figure 5.26: ROW for Extra-Urban Arterial with Public Transport enhanced
Extra- urban Arterial | Public transport enhanced
characteristics of the street of lower hierarchical
level so that it can be re-classified at a higher level.

To achieve this, accounting for the characteristics


of the urban and rural areas, the three functional
levels described, have been further elaborated in
two sub-levels each:
I. ARTERIALS: they are the main streets of a city,
and carry long distance traffic.
• Rural arterials: these are arterials of very high
level, with more than two lanes per direction,

Figure 5.27: ROW for Extra-Urban Arterial with no provision for Public Transport
Extra- urban Arterial | No Public transport

244 Ikorodu - Draft Final Report (2016 - 2036)


ample side safety lanes and intermediate divi-
sion between the opposite flows. Side shoul-
ders are protected by guard-rails. Left turns are
not allowed on major arterials and all inter-
sections should be at least two levels. Public
transport travels on segregated lanes and has
few, distant stops. Parking, pedestrians and bi-
cycles are not allowed. Major arterials carry
long distance traffic across rural or low density
built areas, and have little direct relationship
with the densely built urban area. They are es-
sentially, extra-urban roads. In low density ar-
eas, cyclists will travel on protected bike lanes
preferably built along the service lanes.

• Urban arterials: they are arterials of lower


level that cross urban areas, with at least two
lanes per direction. A central divide is not nec-
essary and left turns are allowed at intersec-
tions. All intersections that allow left turns or
crossing maneuvers will be regulated by traf-
fic lights or roundabouts of adequate capaci- Figure 5.28: ROW for Urban Arterial with Public Transport enhanced
ty. Public transport is present on these streets,
and travels on dedicated lanes. If parking is
allowed, it takes place in protected “pockets”
or on “service lanes” separated from the main
carriageway. Cyclists should travel on protect-
ed bike lanes. These are the roads of highest
hierarchical levels that still have a connected
relationship with the urban context.

Figure 5.29: ROW for Urban Arterial with Public Transport enhanced

Ikorodu - Draft Final Report (2016 - 2036) 245


II. Collectors: they collect traffic from the local streets of a
district and carry it to the neighboring districts, or take it to
the arterials:
• Major collectors: they are streets of intermediate hierar-
chical level, but with characteristics that place them closer
to minor arterials. Major collectors have two lanes per
direction, or one but wide and with shoulders. Intersec-
tions are regulated by traffic lights, stops or roundabouts.
Public transport is present, generally on dedicated lanes
and roadside parking is permitted. Major collectors con-
nect with arterials.
• Minor collectors: they are streets of intermediate level,
with characteristics that place them closer to local streets.
Generally with one lane per direction, intersections are
regulated by traffic lights, stops or roundabouts. Public
transport is present without dedicated lanes, roadside
parking is permitted. Minor collectors create continuous
routes across the built area, but they do not connect with
arterials.
Since the road and street network will be developed in an
already urbanized area, the exact profile of collector streets
will be adapted to the existing situation and available right of
Figure 5.30: ROW for Major Collector with Public Transport lane

Table 5.16: Collector Road Specification


Feature Major collectors Minor collectors
Minimum num- One per direction One per direction
ber of lanes
Minimum width 3.50 m 3.00 m
of the lanes
Minimum width 1.5 m per side 1.5 m per side
of walkways
Cycle lanes 1.5m per direction or Not present if they can-
2.5 m if bi-directional not be accommodated
Parking Not present if it can- Not present if it cannot
not be accommodat- be accommodated
ed
Bus stops Not recessed, if they Not recessed
cannot be accommo-
dated
All collectors will be two-way streets, unless a return path can be found
in a street of identical hierarchy, at a distance of no more than 100-150
m. Local streets will respect less exacting conditions and may be one-
direction if too narrow to accommodate all functions.
Figure 5.31: ROW for Minor Collector with Shared Lanes

246 Ikorodu - Draft Final Report (2016 - 2036)


way. Some minimums will have to be respected overpasses and tunnels to connect arterials. A proper network
which will be different for major and minor col- of collectors can replace very expensive and impacting interven-
lectors: tions and connect two arterials just as efficiently as an expensive
bypass.
III. Local streets: they constitute the basic seg-
ment of the road and street network of a city.
They are at the beginning and end of any trip. The “densification” of the network will include the following activ-
• Major local streets: they have one lane per ities:
direction, intersections are regulated with
stop and yield signs or small roundabouts. No • A thicker “intermediate level” network of collectors, obtained
public transport, except for last-mile services. by transforming several local streets in collectors, and closing the
Roadside parking is permitted, bicycles may gaps that interrupt the network to create a truly well connected
have dedicated cycle lanes or not. system.
• Minor local streets: one lane per direction, • The upgrade of several local streets to the hierarchical level of
intersections regulated with yield sign or small “minor collectors” in order to distribute flows of vehicles across
roundabouts. Cycle lanes are not needed since the local districts and to higher level streets.
vehicular speed is limited to 30 km/h. Can
feature “shared space” with pedestrians. No • A better hierachization of intersections, obtained by building ser-
public transport, roadside parking permitted vice streets alongside the arterial streets where to collect all low-
where the profile is sufficient. Often minor lo- er hierarchy streets that cannot be directly linked to the arterials.
cals are dead end for motor vehicles, but allow
Figure 5.32: ROW for Minor Local Street with Shared Space, 30km/h
through access to pedestrians and bicycles.
The resulting densified network, according to the
rules above, will see an improvement in the per-
formance to cope with the forecasted increase in
population of the Ikorodu sub-region and pro-
vide:
• Better traffic flow, thanks to the distribution of
traffic on more streets
• Better accessibility to places that lack proper
connections
• Greater robustness of the network, for exam-
ple, the capacity of a long distance corridor
will be reduced less in case of interruption of a
street for road works, because alternatives will
be available
• More possibilities to route public transport,
thanks to the availability of alternative con-
nected routes.
• Possibility to avoid large interventions such as
Figure 5.33: ROW for Major Local Street with Curbside variations

Ikorodu - Draft Final Report (2016 - 2036) 247


The area of the Ikorodu Sub-Region masterplan is very vast, but it is
currently served by a largely under-developed street network. In par-
ticular, the proportion of streets in the three main hierarchies is strongly
unbalanced towards local streets. Of a total of 3790 km of roads and
streets, only 1.38% are arterial roads, 4.85% are collectors, while
93.77% are local streets. Moreover, the streets do not form a connected
grid, but mostly a “tree” with a single “mast” (Ikorodu-Itokin road) and
many branches. This means that for many trips, there is only one route
available, and no alternatives.
An appropriate balance of arterials, collector roads, and local streets,
forming a connected, hierarchized and robust grid, capable of providing
multiple direct routes to all destinations, is necessary to make sure that an
adequate level of mobility is guaranteed for everybody. Each hierarchy
level performs its designated functions without hosting traffic that does
not belong to it, for example keeping away local traffic from arterials and
crossing traffic from local streets.
The existing quantity of local streets is very abundant compared to the
resident population, and this is an indication of the low density of popu- 1.5% 5%
lation residing or working on the territory, which requires long, low level
streets to reach their destinations. An increase in population density is
therefore, not necessarily accompanied by an increase in the extension of
local streets, but it must be accompanied by a significant increase in the
extension of the arterial and collector grid. 93.5%

Table 5.17: Existing and proposed road network comparison

Category Existing road grid Proposed road grid Variation


Arterial 52.2 Km 247.3 Km +375% LEGEND
Major 299.9 Km
Collector
183.7 Km +293%
Minor 422,6 Km
Collector
Figure 5.34: Current roads and street network
Local 3554.8 Km 3471,1 Km -2,3%
Total 3790.6 Km 4440,9 Km +17%

248 Ikorodu - Draft Final Report (2016 - 2036)


The existing network of arterial and collector
roads looks like a tree

Existing road network

A new network of arterial and collector roads


will be dense and thoroughly connected to form
a grid

Proposed road network

Ikorodu - Draft Final Report (2016 - 2036) 249


In this plan, the quantity of local streets in each district is maintained or up-
graded. The reduction is due to a re-categorization of some local streets into
collectors.
For the street grid to be functional and efficient, it is important that the hi-
erarchy is not only formal, but also geometrical: the roads and streets must
have profiles adequate for the traffic that they will carry, as well as to provide
the level of service that matches their function. The collector street grid must
generate routes that cross several districts, and connect with the arterial roads.
Only the local streets can be dead ends.
Roads and streets in Ikorodu Sub-Region are not used only for mobility; there
is a thriving public life at road side, which often invades the road surface.
Roadside public life is a vital part of the life of a city, and cannot be complete-
ly sacrificed to enhance mobility. On the other hand, activities connected with
mobility such as parking and delivery, often overflow the designated road
surface to occupy part of the public space. A compromise is then necessary,
which will be different depending on the hierarchical level of the road or
street.

Table 5.18: Hierarchy of Roads and Streets

Hierarchical level R.O.W Level of permeability Roadside parking, stop for pick-up Public
with street life and delivery transportation
Arterial road 60m Complete separation Not allowed On dedicated, segregated lanes
Major 35m Partial separation Allowed at designated positions On dedicated lanes
Collector street
Minor 25m Partial separation Allowed at designated positions Mixed
Collector street
Local street 15m No physical Allowed Mixed
separation

250 Ikorodu - Draft Final Report (2016 - 2036)


6% 16%

78%

LEGEND

Figure 5.35: Proposed Road Network Plan for Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 251


Isochronic accessibility mapping
Isochrone analysis and, in general, Isochrone maps, are com-
monly used to depict areas of equal travel time. Time-based
travel maps can be created for different modes of transporta-
tion (e.g. foot, pedal cycle, motor vehicle, public transportation
etc). Isochrone bands represent the distance (calculated on the
actual road network or pedestrian network or public transport
network) between the origin point and all the points on the
network, in a specified range.
The production of isochrones maps is performed in GIS envi-
ronment by means of Shortest Path Tree algorithms (Dijkstra’s
algorithm) and general Network Analysis algorithms.
Time-based travel maps have been created for private vehicles.
This model simulates vehicular trips by superimposing the vehic-
ular travel speed over the proposed road network for Ikorodu
sub-region.
Isochrone maps offer a good representation of the distance cov-
ered with 60 minutes by vehicles.

Table 5.19: Vehicle Speed


Mode Speed
Main Bridge 60 kmph
Arterial 60kmph
Collectors 25 – 28kmph Figure 5.36 (a): Isochronic map
Local 15kmph
Ped 4.5-5kmph

252 Ikorodu - Draft Final Report (2016 - 2036)


Figure 5.36 (b): Isochronic map

Ikorodu - Draft Final Report (2016 - 2036) 253


Figure 5.36(c): Isochronic map

254 Ikorodu - Draft Final Report (2016 - 2036)


The sections where the capacity of a road is minimal Three-Level Stacked Roundabout Interchange Cloverleaf Trumpet interchange
are normally the intersections. An intersection must
guarantee the flow over two different roads as well
as the maneuvers between them. The intersection that
minimizes the loss of capacity is the “split-level” or
“multi-level” intersection, where the flows are affect-
ed only by the maneuvers, and these are made in such
a way to minimize the disturbance.
But split-level intersections are expensive, occupy vast
extensions of land and cause significant visual impact.
They are, therefore, very difficult to incorporate in
an urban area and will be suggested only where two
arterial roads meet.
A number of “standard” street profiles and intersec-
tions are proposed. Since the road and street grid is
built over a pre-existing grid, and it serves a territory
that already has a consolidated pattern of construc-
tion and ownership of the land, some compromises
will be required.
However, some minimum requirements will have to
be respected so that the grid can be efficient and de- Hierarchy: Arterial-Arterial Hierarchy: Arterial-Arterial Hierarchy: Arterial-Arterial
liver the mobility it is designated to provide.
Maneuvers: All Maneuvers: All Maneuvers: All
Intersecting roads Intersection in urban setting Levels: 3 Levels: 2 Levels: 3
Arterial with arterial Multi-level or traffic lights
Arterial with collector Traffic lights or roundabout
Advantages Advantages Advantages
Collector with collec- Traffic lights or roundabout • In comparison to any other four-way fully • Low construction cost as only one bridge is re- • Low construction costs for bridges and underpass-
tor grade-separated junction it is cheap and easy to quired. es.
Collector with local Traffic lights or roundabout build. • Both roads are fully graded separately. • The trumpet is a cost-effective way of getting all
Local with local Stop or yield • Has minimal land-take outside the roads that are traffic in one place for toll booths.
crossing.
• Easy to navigate and to correct navigational errors. Disadvantages
• Enormous land take, as redundant patches of land
Intersecting roads Intersection in rural setting Disadvantages
are left within the loops.
Arterial with arterial Multi-level • Disorienting to navigate for those driving in the
Disadvantages • Disorienting for right-turning traffic.
direction that uses the loop.
Arterial with collector Multi-level or traffic lights • Low capacity - when both roads are dualled, the • Capacity is limited - conflicts between exiting and
• Leaves a redundant patch of land within the loop.
Collector with collector Traffic lights or roundabout amount of traffic interchanging is likely to be quite entering traffic in the centre of the junction
• Scaling down the interchange often results in a
high.
Collector with local Stop or roundabout more dangerous interchange
• Difficult to upgrade, other than adding traffic
Local with local Stop or yield lights.

Ikorodu - Draft Final Report (2016 - 2036) 255


Directional T interchange Diamond Interchange Dumbbell Interchange Split level Roundabout Interchange

Hierarchy: Arterial-Arterial, Arterial-Collector Hierarchy: Arterial-Collector Hierarchy: Arterial-Collector Hierarchy: Arterial-Collector


Maneuvers: All Maneuvers: All Maneuvers: All Maneuvers: All
Levels: 3 Levels: 2 Levels: 2 Levels: 2

Advantages Advantages Advantages Advantages

• Handles high volumes of traffic with ease. • Low construction costs, with just one bridge and • Cheaper than a roundabout interchange, with just • Handles large volumes of traffic with ease.
• Easy orientation very little land-take. one bridge and less land take. • Easy to upgrade by widening the roundabout and
• Easy to upgrade at a later stage - for example with • An easy-to-build upgrade from the diamond junc- approaches or adding traffic lights, or even adding
Disadvantages the addition of traffic lights at the top of the slip- tion. a route across the roundabout.
roads. • Extremely simple to navigate
• More expensive than a comparable three-way Disadvantages
junction like the trumpet. Disadvantages Disadvantages
• Difficult to expand or increase capacity • Lower capacity than the roundabout interchange,
• Low capacity - major traffic conflict at the end of with two roundabouts working less skillfully than • Their high capacity often meant they are required
the access roads. one. to handle unsuitably high levels of traffic.
• Difficult to change to another type of junction, • Often built where a large roundabout interchange
such as a roundabout interchange. should have been built.

256 Ikorodu - Draft Final Report (2016 - 2036)


At Grade Roundabout Signalized Junction Pinched Roundabout Staggered Junction

Hierarchy: Collector-Collector, Collector-Local Hierarchy: Collector-Collector, Collector-Local Hierarchy: Collector-Collector, Collector-Local Hierarchy: Collector-Collector, Collector-Local
Maneuvers: All Maneuvers: All Maneuvers: All Maneuvers: All
Levels: 1 Levels: 1 Levels: 1 Levels: 1

Advantages Advantages Advantages Advantages

• Increases Traffic Capacity, Reduced long-term op- • Provides orderly movement of traffic and increase • Allows intersecting of streets of different catego- • Allows the conjunction of streets of different cate-
erational costs, Slows excessive traffic speeds while the traffic handling capacity, Pedestrians can cross ries or importance, even if staggered, with mod- gories or importance, even if staggered, with mod-
still improving traffic flow the roads safely est landtake and infrastructural work; removes est landtake and infrastructural work. Enhances
left turns; enhances safety, it is an efficient “traffic safety. It is safer than straight thoroughfare
Disadvantages Disadvantages calming” expedient
Disadvantages
• No stopped phase for pedestrians, Left turns are • Failure of the signal due to electric power fail- Disadvantages
not subordinated to through traffic ure may cause danger, Increases Traffic delays, In- • Increases tortuosity of minor category street;
creases rear-end collisions • Increases tortuosity of major category street; in- makes routing buses on minor category street diffi-
creases route to cross the major category street cult; requires left turns which limit its capacity
along the minor category one; makes routing bus-
es on minor category street difficult If buses are routed across this type of junction, it is best
to stagger the street where there is no bus route.

Bus route
Ikorodu - Draft Final Report (2016 - 2036) 257
Table 5.20: Type of Intersection

Arterial Type of intersecting Roads Type of intersection


Collector
Local Road 1 2 Minimum Suggested Maximum
Traffic lights or
Arterial with bus lanes Arterial with bus lanes roundabout with bus Split level Split level
ARTERIAL priority*
Traffic lights or
Arterial with bus lanes Arterial w/out bus lanes roundabout with bus Split level Split level
priority*
ARTERIAL
Traffic lights or
Arterial w/out bus lanes Arterial w/out bus lanes Split level Split level
roundabout

Arterial with bus lanes Collector with bus lanes** Traffic lights or roundabout with bus priority* Split level

ARTERIAL
Arterial w/out bus lanes Collector with bus lanes** Traffic lights or roundabout Split level

Arterial with bus lanes Collector w/out bus lanes** Traffic lights or roundabout with bus priority* Split level
COLLECTOR

Arterial w/out bus lanes Collector w/out bus lanes** Traffic lights or roundabout Split level

Collector with bus lanes** Collector with bus lanes** Traffic lights or roundabout with bus priority*
COLLECTOR

Collector with bus lanes** Collector w/out bus lanes** Traffic lights or roundabout with bus priority*

COLLECTOR
Collector w/out bus lanes** Collector w/out bus lanes** Traffic lights or roundabout

COLLECTOR
Collector with bus lanes** Local street Traffic lights or roundabout with bus priority*

Collector w/out bus lanes** Local street Stop or priority Traffic lights or roundabout
LOCAL
LOCAL ROAD
Traffic lights or
Local Street Local street Stop or priority
roundabout
LOCAL ROAD
* Roundabout with bus priority has bus lanes across the middle island and traffic lights that stop all traffic, including in the ring
** Major collector: collector with bus lanes, minor collector: collector without bus lanes

258 Ikorodu - Draft Final Report (2016 - 2036)


Junction Typologies Map

The following description concerns the different typologies of


Interchanges and Intersections within different designations of city
wide road hierarchy.
On the primary network, the interchanges are grade separated,
with one or more ramps, permit traffic on at least one primary
road to pass through the junction without directly crossing any
other traffic stream. The average land take of these junctions can
reach about 18-25ha.
All other intersections will be at grade, both for cost reasons,
because their landtake is smaller and because they are better suited
with the urban environment they are part of. In the scheme, the
intersections are divided depending on the hierarchical category of
the streets they join.

Intersections between streets of same category:


• Arterial road with arterial road
• Major collector with major collector
• Minor collector with minor collector
• Local street with local street

Intersections between streets of adjacent category:


• Arterial road with Major collector
• Arterial road with Minor collector
• Major collector with minor collector
• Major and Minor collector with Local street

There are no intersections between streets of non-adjacent cate-


gories, unless they are required in exceptional cases. If this is the
case, for example when a street that already intersects another
is upgraded, it is convenient to upgrade the intersecting street as
well. The exact type of intersection will be chosen from the abacus
depending on the hierarchical categories of the intersecting streets,
on the local environmental and urban characteristics of the sur-
rounding environment. LEGEND

All intersections shown in the abacus are 4-arms intersections


(except for some types of multi-level T-intersections with arterial
roads). T-intersections will have similar features as 4-arms intersec-
tions. As a rule, there should be no intersections with more than
4 arms. Although this is possible and can be done exceptionally. Figure 5.37: Junction Typologies
If this is the case, and if the multi-arms intersection cannot be re-
solved in a different way, the roundabout is generally the safest
choice, but other choices can be considered depending on the sur-
rounding conditions.

Ikorodu - Draft Final Report (2016 - 2036) 259


5.12 Public Transport 100%

90%
5.12.1 Hierarchy and Technologies
80%
Public transportation in Ikorodu Sub-Region is currently based on the cars, which constitute instead, nearly half of the total traffic. 70%
three broad levels of service supply: Motorcycles and tricycles constitute over one third of the traffic,
60%
but they transport one passenger every six on the road.
i. The BRT provides high capacity, high frequency and high-speed 50%
service, based on large articulate buses travelling on dedicated Although this result may seem encouraging, there is still plenty of 40%
lanes separated from vehicular traffic; room for improvement. The fact that all buses travel regularly full at
30%
peak hours, is a clear indication of the mismatch between demand
ii. “Standard” Mass transit provides a medium to low level of and supply. 20%

capacity by means of buses and mini-buses travelling for the 10%


most part on mixed lanes with vehicular traffic; With a population that is forecasted to increase almost fourfold by
Passenger Trips Vehicle Trips
2036, and with the road and street grid severely constrained by
iii. Taxis, tricycles and motorcycles travell without fixed routes on the existing land use and land property rights, it is paramount that
the entire road and street network. So, for a good use of road space, it is necessary to enhance as much
a very efficient public transport system is provided, or relying on
as possible public transport ridership, and in order to reach this
Today, cars account for 47% of the overall composition of traffic. private cars for most of the mobility needs will unavoidably cause
goal, a well-developed and organized public transport network is
The rest being mostly motorcycles and tricycles (36%) and buses gridlock. Several issues prevent the current public transport from
proposed. Among the various means of public transport, priority
accounting for only 13% of the traffic; the remaining 4% of road transporting more passengers:
will be given to the larger buses, since they are the ones that pro-
traffic is composed by freight vehicles (2016 transport survey). • The supply is insufficient and with the current service provided, vide the highest ratio of passengers to road space utilization.
the buses cannot transport more passengers than they currently
However, when the data about vehicles in traffic is translated in The public transport network proposed, will comprise a “first level”
do;
values that refer to passengers, the numbers change significantly and composed of several BRT lines running on most arterial roads, and
• The BRT network is limited to a small stretch of the Lagos Ikoro-
offer a different picture. Under very broad assumptions, it can be a Light rail line crossing the sub-region in east to west direction and
du road and does not reach the eastern part of the sub-region;
assumed that the average occupancy of the vehicles that travel on a “second level” public transport service composed by several bus
• The performance of the bus network is limited by the lack of
the roads of Ikorodu during peak hour, to be as noted in the Table lines that will interchange with these major lines. This “high level
dedicated bus lanes and of collector streets over which to travel;
below. public transport system” will be complemented by a number of
• The “standard” buses are in a bad state of maintenance, are
often slowed down by traffic and do not have the same appeal paratransit services, provided by minibuses, tricycles and motorcy-
Table 5.21: Vechicle Average Occupancy as the BRT; cles, which will cover the routes not served by main public trans-
portation, as well as providing on-demand “last mile” connections.
Type of vehicle Average number of pax The taxis, tricycles and motorcycles, as well as the “Danfo” mini-
Motorcycle 1.5 buses, provide a significant part of the public transport services, The lines will connect one with another at “interchange nodes”
Tricycle 3
filling in the gaps left by “official” public transport, but often lack so that it will be possible to change line and reach any destination
regulation and the performance they deliver does not match the using a combination of lines. Of course, for this to be practical, the
Car or taxi 2
collective needs. wait times must be limited.
Danfos minibus 10
Coaster bus 20 If the number of persons transported and the space occu-
pied by vehicles are accounted for, the buses further show their Table 5.22: Vechicle Average Space Occupation
Standard Bus (12 m) 80
efficiency at transporting persons with a limited use of road space.
BRT (18 m) 60 Type of vehicle Average number of Road space occupied
A motorcycle, in fact, has a dynamic footprint of about 25 sq. m
pax on board per pax
resulting in a space occupation of nearly 15 sq. m per passenger.
And converting “vehicles” in “passengers” through the value of Motorcycle 1.5 14.50 m2
occupancy provides an approximate mode share of passenger The dynamic footprint of a car is almost 50 sq. m and each will Tricycle 3 11.10 m2
trips, which is strikingly different from the traffic counts. Although often carry only one or two passengers, resulting in a space occupa- Car or taxi 2 20.95 m2
buses constitute only about one vehicle every eight vehicles that tion of 25 sq. m or more per passenger. A standard bus can carry 92
Danfos minibus 12 3.70 m2
travel on the roads of Ikorodu Sub-Region, they transport almost persons within a dynamic footprint of 90 sq. m, less than that of
two cars, or four motorcycles. The occupation of road space per Coaster bus 22 2.30 m2
two-thirds of the passengers, in virtue of the capacity of each
passenger of a fully loaded bus is merely one square meter per per- StandardBus (12 m) 80 1.10 m2
vehicle and the fact that they travel almost always full at peak
hours. This is three times as many passengers as are transported by son equal to that of a pedestrian. BRT (18 m) 70 1.55 m2

260 Ikorodu - Draft Final Report (2016 - 2036)


5.12.2 The Light Rail Line and the BRT Lines
The implementation of a public transport system that guarantees • It must be comfortable and offer plenty of seated places even in The three delays listed above clearly affect negatively the average
a high quality service, and travel times that are comparable with, crowded conditions, or at least ample “standing room” for short service speed, but since they are random and difficult to control,
or better than those attainable with a car, is considered one of the trips. Also stops and stations must offer a good level of comfort, they also affect reliability. They are the major causes of non-respect
most efficient solutions. This guarantees that a significant number especially in unpleasant weather; of the schedules, of queueing of buses and of missed rides. Many of
of trips are made by public transport do not require a high use of the measures required to limit or eliminate these delays are complex
• It must be reliable: the delays must be rare and small. The missed
private cars. In the Ikorodu sub-region, the implementation of a and expensive. Thus a careful study is necessary to assess the effec-
rides nearly non existent. In order to obtain this result, the HPPT
fast, reliable and comfortable “first level” public transport system, is tiveness and value to cost ratio of each measure.
must be kept out of congestion, generated either by private cars, or
a fundamental measure to help reduce traffic congestion and foster
by other public transport vehicles; American author Vukan Vuhich classifies public transport systems in
a better use of the public space.
three categories, depending on how completely the delays listed
• It must run on main thoroughfares, connecting built up areas and
To attain the performance required to reach these results, a “high above are removed.
other major attractors with high speed and short headway.
performance public transport system” (HPPT) must provide some
• Class A: public transport systems that have removed completely
fundamental characteristics that are not always present in “tradi- High levels of operational speed and reliability derive from the removal
the “type 1” and “type 2”delays and have minimized the “type
tional” public transport systems: or minimization of random delays that affect both factors. Three fun-
3” delay. These are, essentially, underground metro systems
damental types of delays limit the performance of a public transport
• It must travel fast, at least as fast as the private car in non-con- and elevated light rail systems that run completely segregated
system:
gested traffic conditions, especially on the longest routes, where from other traffic. Class 1 systems offer the highest performance
speed is felt as more important. Speed does not depend only on • Delays caused by other vehicles on the lane, for example private achievable in an urban setting, but also require the highest in-
“top speed” but also on the reduction of “time losses” caused cars or other public transport vehicles. In order to remove this de- vestment cost;
by various reasons; lay, the HPPT must travel on dedicated lanes, where the access of
• Class B: public transport systems that have removed the “type
private cars is not allowed, and the access of other public transport
• It must be frequent, in order to minimize wait time and the dis- 1” delay and minimized the “type 2” and “type 3” delays. These
vehicles is limited or not allowed;
tress of missing one ride. A wait time of 10 minutes is acceptable, are light rail systems at level and “bus rapid transit” systems on
half an hour is not; • Delays may be caused by crossing or maneuvering traffic: This can dedicated lanes. Class 2 systems offer worse performance than
be reduced by controlling the intersections and pedestrian crossings, Class 1 systems, but have significantly lower investment cost;
Table 5.23: Vechicles average space occupation designing them adequately to • Class C: public transport systems that have not removed any of
favour the transit of the public the types of delay. These are the worst performing public trans-
Underground Elevated light At-grade heavy At-grade light At-grade transport vehicles, for exam-
metro railway railway railway metrobus port systems. They are often referred to as “traditional public
ple by building dedicated “by- transport” and seldom can represent a viable alternative to the
Performance pass lanes” and implementing use of the private car. However, their cost of implementation is
Class rating A A A B B “green light priority”. low and they can represent a good complement to “type 1” and
Capacity Very high High High High High “type 2” systems.
• Delays caused by passengers
Operational speed Very high Very high Very high High Moderate boarding and unboarding: A typical light rail train line at grade, but with intersections protect-
Frequency achievable Very high Very high High High High This delay cannot obviously ed physically by barriers, and where all pedestrian crossings are on
Accessibility Low Low High High High be totally removed but it can a separate level, can also be considered a “class 1” public transport
Comfort Very high Very high Very high High Moderate be reduced by increasing the system. The problem of building a “class A” system with infrastruc-
Impact number of doors of each vehi- ture at grade in an urban environment, is the great severance caused
Investment Coast Very High High High Moderate Low cle and by building platforms by the line, not different from that caused by a canyon, or a river.
at level with the vehicle floor. In fact, where a train line crosses a city at grade, typically, it limits
Visual Impact Very low Very High High High High
Also, the payment of the ticket or prevents the connection of the city across its route.
Severance of urban None Very low Very high High High
prior to boarding, as is done
space
on trains and underground The “class B” systems provide a lower performance than “class A”
Impact on vehicle Very low Low Very high high high metros, is an efficient way to systems, especially for what concerns travel speed, frequency and
traffic maximum length of trains.
speed up boarding.
Occupation of space Very low Low High High High

Ikorodu - Draft Final Report (2016 - 2036) 261


The Light Rail
A light rail line will run across the Ikorodu sub-re-
gion, for a distance of XX km. This line will pro-
vide a high quality transport service along its
corridor. To serve a vaster area, the LRT line will
be complemented by a “second level” network
of buses that interchange with it at the stations.
These stations will be fitted as true “mobility in-
terchange hubs, with facilities for passengers and
other services such as park-and-ride spaces, to en-
hance the intermodal exchange with the LRT
The definition of light rail, or LRT, is very broad,
and it includes any system based on vehicles that
travel on rail tracks, that can comprise between
heavy trains and street trams in terms of speed and
capacity. Accounting for the basic requirements of
an LRT for Ikorodu, will narrow the range of pos-
sible choices.
When crossing an urban area, the LRT will be guid-
ed by its conductor mainly by eyesight and not by
signaling, and the switching of tracks will be done
by the conductor, rather than from a remote con-
trol station. This will allow the LRT to travel with-
out complete segregation. In rural setting, the LRT
can be segregated, allowing for train-type control
such as signaling and remote switching. The LRT
infrastructure will be separated from the traffic of
other vehicles for most of its route.
The LRT can abandon the protected tracks to trav-
el unprotected on ordinary tram tracks for short
parts of its route on a city street. This can be done
to cross an area, such as a densely built city centre,
where the dimensions of the streets do not allow
for a dedicated space, or at the extremities of the
route, where traffic is less intense, in order to save
on infrastructural costs.

262 Ikorodu - Draft Final Report (2016 - 2036)


In both cases, the LRT will become for some distance a The acceleration and braking deceleration are not as high as those of
“class C” system, and its performance will suffer. In fact, vehicles on rubber tyres. This may cause risk especially in “class C”
the speed will have to be reduced for safety reasons, and situations, and limits the overall performance of the system.
the vehicles will be subject to random disturbance from
The LRT trains will travel with a headway of less than 10 minutes be-
pedestrians and other vehicles.
tween subsequent trains, ideally three to five minutes at peak-hour.
The guidance on steel rails provides a better comfort to Adopting typical 30 m long LRT cars, with five articulated sections,
passengers than rubber wheel on asphalt, and reduces the capacity of the line will reach 8000 passengers per hour per di-
dramatically the lateral tolerances, allow for very precise rection (pphpd). Even if such capacity is not needed along the route,
docking at stations which guarantees a very small gap be- the large vehicles that can be put in service with an LRT, allowing
tween the train and the platform, allowing to build the for a high level of comfort of the passengers. Light rail vehicles will
platforms at the same level as the train floor, with no need be electric powered. There are “bimodal” vehicles available that
for extractable platforms. This not only allows access to have an on board diesel electric generator. This allows the vehicles
persons with reduced mobility and on wheelchairs, but to travel on sections of the tracks that do not have overhead lines.
also speeds up boarding and unboarding procedures, re-
ducing the “type 3” delays.
LRT vehicles do not have to comply with the length limits
of free-ranging road vehicles, thanks to the better guid-
ance provided by rails. The LRT train for Ikorodou sub-re-
gion can be composed of 5 to 7 articulated sections and
be as long between 30 and 45 m, the upper limit being
mainly the feasibility of building stations of such length,
and inserting the longest vehicles in an urban road grid.
Finally, it is important to consider that the presence of the
rails tends to make the LRT line remain permanent where
it has been built, and it will not be changed or demolished
as easily as a bus line. This can be an advantage where the
interaction between public transport and the use of the
territory is considered. Often, the presence of a high-per-
formance public transport system increases the value of
the built environment and stimulates business, especially
around its stations. The presence of a system which guar-
antees that it will not be dismantled after a few years, is a
great “land use activator”, stimulating building and densi-
fication along its route.
Some features that can increase the infrastructural costs,
and must be accurately taken into account when fitting
the LRT in an urban environment are:
The turning radius along the line is high, typically around
50-70 m. This makes it difficult to insert the line in an al-
ready developed urban setting;
The maximum possible slope is limited to 6-7%; the slope
of ramps of an overpass is normally 4.5% making these
ramps very long;

Ikorodu - Draft Final Report (2016 - 2036) 263


The Metrobus Or Brt
This plan forecasts a total of seven “bus rapid transit” (BRT)
lines to be in service in Ikorodu sub-region by 2036. The BRT
will operate as a “class B” system based on vehicles on rubber
tyres, travelling on a paved surface (a road). In perspective,
the vehicles will be articulated buses, to enhance the capacity
of the service and exploit the infrastructure. Differently from
traditional bus services, the BRT will run almost exclusively
on dedicated lines, free from traffic of private vehicles and of
other bus services.
This will allow the operation of a “class B” service using buses,
without the cost and constraints imposed by a rail line.
Normally, BRT vehicles will be diesel powered, which will
minimize the infrastructural costs and make the service
independent from the power grid.
By 2036, it is advised that all vehicles in service on the BRT
lines be articulated buses, with a maximum length and number
of articulated sections that depend on the rules of the road
in force. Typically, the limits are set at 18 m of length, two
articulated sections and three wheel axles, allowing a
maximum capacity of 150 passengers per vehicle, including
standing passengers. A headway of three minutes will allow a
capacity of the line of 3000 passengers per hour per direction
(pphpd).
The capacity of each line is limited by the limits of length
of the vehicles. This represents an important limit when
comparing the performance of the BRT with that of the LRT.
Also because it means that the vehicles will be more crowded
during peak hour, and comfort of passengers will suffer.
If a greater capacity is needed, there are three ways to
proceed:
• Increase the size of the vehicles, for example, adopting
double-articulated buses, if the code of the road allows it.
This measure alone will increase the capacity from 3000 to
5000 pphpd;

BRT Stop at Majidun

264 Ikorodu - Draft Final Report (2016 - 2036)


• Increase the frequency of the service, for example, from
one bus every three minutes to one bus every 90 sec-
onds. This increases both the investment and the oper-
ational costs of the system because of the need to pur-
chase more vehicles and employ more drivers. But it has
the added advantage of reducing the interval between
two consecutive buses, and therefore the wait time. This
measure alone will increase the capacity from 3000 to
6000 pphpd;
• Increase the speed of the vehicles, by introducing express
services that stop only at main stations. This requires a
widening of the dedicated lanes to allow the express bus-
es to overtake the “slow” buses that stop at all stations.
Express buses can run the whole route at a much higher
speed than buses that stop at all stations, and ideally this
measure alone can double the capacity. From 3000 to
6000 pphpd.

By adopting all three measures, a BRT service can reach an


ideal maximum capacity of over 12000 pphpd, which is
greater than that of the LRT service. Compared with the LRT,
the BRT has smaller turning radiuses and greater ease to be
inserted in the built environment, but less docking precision
and the need to add extractable platforms if the stations are
built at the level of the bus floor.
The BRT system can be built and put in operation in a very
short time and, therefore, be planned to enter operation
during the early phases of the masterplan. The vehicles can
easily exit the dedicated infrastructure and behave as a “class
C” system in certain parts of the network. For example, at
the extremities, with little or no infrastructural adjustments,
while the complete infrastructure is financed and built. The
proper BRT infrastructure can be built in stages, as the funds
become available, while the vehicles can start operating im-
mediately on the designated line. LEGEND
The image aside shows the “high performance public trans-
port” (HPPT) map. The HPPT service haS been separated
from the other public transportation services for better
legibility. These services alone will provide a great part of
the high speed and high frequency connections. They will Figure 5.38: Proposed BRT Lines
provide a service comparable with that of the private car
over the major arterial roads, connecting the entire territory.

Ikorodu - Draft Final Report (2016 - 2036) 265


The image aside shows the proposed first level and second
level public transport network. The BRT lines, which are
shown in detail in the map on the previous page, are shown
in grey here, for better legibility.
The first and second level public transport lines together
form a highly connected network, covering the entire terri-
tory so that no point of the urban area is further away than
2 km from a stop.
Several points of connection, together with the high peak-
hour frequency of the vehicles (90 seconds for the BRT and
the LRT lines and 3 minutes for second level bus lines), guar-
antee a fast and thorough coverage of all the urban area of
the Ikorodu sub-region.
All second level lines will run on dedicated lanes for most
of their extension. In addition to these two levels of public
transport, which run on arterial roads and major collectors,
a third level of public transportation is necessary, in order to
thicken the network, reduce the distance between any built
locations to the nearest bus stop to less than 800 m, corre-
sponding to 10 minutes’ walk.
While the first and second level of public transportation de-
liver a region-wide service, allowing to reach faraway lo-
cations, the third level of public transportation will deliver
mainly a local service, connecting the districts of the urban
area with neighbouring districts, and allowing it to inter-
change with the main bus lines.

LEGEND

Figure 5.39: Proposed Bus Lines

266 Ikorodu - Draft Final Report (2016 - 2036)


The image aside shows the position of points of interchange
between bus and rail lines, and the proposed major nodes
of modal interchange.
All the points and nodes of interchange will allow a transfer
between bus and rail lines, with the major nodes connecting
at least one HTTP line (BRT or LRT) with two or more bus
lines. These major nodes will be fitted with facilities to allow
a comfortable permanence of the passengers and easy inter-
change. They will comprise also parking facilities to allow
motorists entering the urban area to park their cars and take
public transportation.
An efficient policy of interchange to maximize the perfor-
mance of a highly connected network, requires the imple-
mentation of a single integrated ticketing service that allows
passengers to transfer from one service to another, without
having to pay an additional fare.
This integrated ticket should allow the use of LRT, BRT and
buses, and can be implemented to be used side-to-side with
the traditional single ride ticket

LEGEND

Figure 5.40: Proposed Points of Interchange

Ikorodu - Draft Final Report (2016 - 2036) 267


Isochronic accessibility mapping
Isochrone analysis and in general Isochrone maps, are
commonly used to depict areas of equal travel time.
Time-based travel maps can be created for different
modes of transportation (e.g. foot, pedal cycle, motor
vehicle, public transportation etc). Isochrone bands
represents the distance (calculated on the actual road
network or pedestrian network or public transport
network) between the origin point and all the points
on the network, in a specified range.
The production of isochrones maps is performed in
GIS environment by means of Shortest Path Tree al-
gorithms (Dijkstra’s algorithm) and general Network
Analysis algorithms.
Time-based travel maps have been created for different
modes of transportation, by creating a Multi- Modal
transport network model of Ikorodu Sub-Region.
The model simulates a combined pedestrian and pub-
lic transport trip by superimposing the pedestrian net-
work to the designed public transport networks (LRT,
BRT and buses).
Isochrone maps offer a good representation of how
each public transport network scenario performs, by
displaying the distance covered with a 60 minutes by
a typical public transport and walking movement,
from key nodes of the Ikorodu Sub-Region area.

Figure 5.41(a): Isochronic map

Table 5.24: Vehicle Speed


Mode Speed
LRT 35 kmph
BRT 25 kmph
Bus 15 kmph
Ped 4.5-5 kmph

268 Ikorodu - Draft Final Report (2016 - 2036)


Figure 5.41(b): Isochronic map

Ikorodu - Draft Final Report (2016 - 2036) 269


Figure 5.41(c): Isochronic map

270 Ikorodu - Draft Final Report (2016 - 2036)


Figure 5.41(d): Isochronic map

Ikorodu - Draft Final Report (2016 - 2036) 271


5.12.3 Complementary Measures Necessary to Improve the Performance of LRT & BRT

The implementation of several complementary Second Measure : Priority At Traffic Lights


measures is a necessary condition to allow both The second measure concerns the re-designing of the
an LRT or a BRT system to operate as a “class B” intersections and the prioritization of traffic lights to
high performance public transport system. These provide green light to the incoming HPPT vehicles.
measures will remove, or reduce the causes of de- Care must be taken to avoid interference between
lay listed in the first chapter of this document, and turning cars and HTTP vehicles, therefore, being the
will allow reaching the performance required by a dedicated lanes in the middle of the street, left turning
“high performance public transport system”. vehicles will be shown a red light, when green light is
given to the HTTP vehicles.
First Measure : Dedicated Lanes
The first fundamental measure is to dedicate ex-
clusive lanes to the HPPT for all, or at least most, Third Measure : Fast Boarding Stops
of its routes. These lanes must be free from traffic The third measure is to design the stops so that board-
of private cars and other public transport vehicles. ing and unboarding operations take place as fast as
They can be used occasionally, by emergency ve- possible. Some solutions are:
hicles, such as ambulances and fire brigade, who • Platform at level with the vehicle floor
will benefit from the presence of lanes that carry • Purchase and validation of tickets on the ground
little traffic. • Entry-only and exit-only separate doors

Fourth Measure : Tariff Integration


Metrobus, Mexico city, Mexico The fourth measure is the implementation of a tariff
integration such that will allow a fast and simple inter-
change between lines.
Smart cards and payment via mobile telephone, are
some of the measures that can be implemented to
gradually replace the traditional paper ticket.

Fifth Measure : Complementary Bus Network


The fifth fundamental measure is to re-design the
whole public transport system to free the route of the
HPPT from traffic of buses, that may cause congestion
and hamper its performance.
Therefore, the HPPT corridors will not host other
public transport vehicles, and these will travel on dif-
ferent roads and streets, performing services that are
complementary, not in competition with the service
offered by the HPPT

BRT System - Delhi, India BRT Station, Pimpri Chinchwad, India Smart card of Astana PT System, Astana, Kazakistan

272 Ikorodu - Draft Final Report (2016 - 2036)


5.12.4 A High Performance Public Transport System for Ikorodu Sub-Region

The HPPT network for Ikorodu sub-region and its service parame- and dedicated exclusively to a HPPT service. The impression that This strategy will include:
ters are chosen based on geographical and demographic informa- bus lanes are “empty” and therefore “underexploited” is a false one • Efficient connections with other public transport lines;
tion such as the dimensions and shape of the city, the density of the since one BRT bus can carry as many people as 100 cars, but occu- • A single integrated ticket strategy to travel on the entire public
settlements, as well as on the performance required. pies much less space than them. Congestion does not equal to effi- transport network with one ticket per trip;
cient use of road space. • A number of “intermodal stations” where the HTTP intersects
The choice fell on “class B” public transport systems, under the as-
sumption a priori that “class A” systems are too expensive to pro- Second, a HPPT can replace a less efficient system based on several major thoroughfares and bus lines, and where passengers can
vide a complete network in Ikorodu sub-region. “class C” bus services that travel mixed with traffic. The high per- interchange between modes in a comfortable environment;
formance line will remove several buses from traffic along its route, • Improving the accessibility of stations to pedestrians, and pro-
The entire HTTP network will be built at grade although some parts moting walking;
easing congestion.
of it can be on viaducts. The space occupied by the HTTP infrastruc- • An urban zoning and land use plan that increases the density of
ture will be dedicated exclusively to its service, in order to remove Finally, a HPPT, if successful, will attract travelers. Several of these settlements around the stations;
the first cause of delays, and it will therefore not be available for the travelers will be people who were previously travelling by car or • A plan to redesign of the “2nd level” bus system to act as “feed-
mobility of private cars, for parking, or for other uses. other means because the available public transport system did not er” lines to the HPPT, and to avoid doubling its route;
deliver a sufficient level of service for their needs, and that now • A plan to restrict parking in the most critical zones of destina-
It is often feared that when road space is removed from cars to be
find it convenient to travel with the new, improved public transport tion, or a plan to enforce pay parking;
dedicated to a public transport system, traffic congestion will result
system. This effect will reduce the number of cars that travel on a • A plan of park-and-ride spaces to allow exchanging from the car
because of the reduction of capacity of the road. This is not always
certain route, therefore, more than compensating for the loss of the to public transport;
true, and for several reasons. First, because a lane dedicated exclu-
lanes. • A plan of branding and publicity of the system;
sively to a “class B” public transport system can transport three to
six times the number of persons that the same lane will transport, if The success of such a system, which is fundamental to reach the goal • A strategy to prevent competition from “semi-legal” public
it was used by cars. of reducing vehicle traffic without reducing accessibility, cannot be transport operators;
achieved by simply building the HPPT, but will require a complex • A plan of “last mile” services, such as paratransit, to complement
This means that the overall capacity of a road to move persons is the trips made by public transport.
and coordinated strategy to make it work in the best way. This will
inreased when one lane per direction is taken away from car traffic
justify the investment made and the occupation of public space.

Ikorodu - Draft Final Report (2016 - 2036) 273


GRID COMMERCIAL SPEED PEAK FREQUENCY MAXIMUM CAPACITY STATION SPACING SEGREGATION
LEVEL IA
LRT Lightrail system
(fully segregated)

Fully segregated
22 Km/h 40 Trains/hour 15.000 pphpd 800- 1500m

LEVEL IB
BRT
(partially segregated)

Partially segregated
22 Km/h 40 Trains/hour 6.000 pphpd 400m - 800m

LEVEL II
BUS
(partially segregated/mixed)

Partially segregated
18 Km/h 20 Trains/hour 1.800 pphpd 300m - 400m
LEVEL III
DANFOS
(mixed)

Mixed
12 Km/h Variable 1.200 pphpd variable

274 Ikorodu - Draft Final Report (2016 - 2036)


5.13 Soft Mobility & Road Safety
CAR DOMINANCE
5.13.1 Pedestrian Strategy
Walking is the most natural and the cleaner way trian mobility. If this “shared space” is acceptable As the road belongs to all the road users, not just motorists, also
to travel on short distances, and a complete and (and may even provide some positive effect) in an cyclists and pedestrian have the same right to use it. This is not
safe walkway network is an essential require- urban setting, it becomes very unwelcoming and only a right of the individuals, but also a social necessity, to avoid
ment to make the urban streets and public spac- unsafe for pedestrians and for cyclists once out of public space to be taken over by private motor-vehicles. The
es more appealing, populated and alive. the urban area. lack of pedestrian crossings, pedestrian bridges and the crowded
streets with over speeding cars create a dangerous environment
In order to bring different activities in public
for pedestrians. If there is the desire to pursue a strategy to avoid
spaces, pedestrian areas are required to be safe
moving towards the private car as the main means of providing
and comfortable for every kind of user. Direct
mobility, then it is necessary to promote, and make easy, walk-
and short pedestrian connections are important
ing and cycling. Walking especially, is a mode of mobility on its
SEGREGATION
key points of a successful pedestrian strategy, es-
own, but also a necessary complement to public transportation.
pecially in an unpleasant weather condition.
Public transportation will work better and attract more people,
Located in a tropical climate zone, the State of if there is a good walking environment in the vicinity of stations
Lagos has an average maximum temperature of and stops.
33 degrees Celsius between December and April
There are different strategies to avoid the car dominance ap-
and 29 degrees in July, August and September,
proach, from the segregation of the different types of mobility,
the coolest months. The variation between high
with dedicated paths, to the integration of the sharing surfaces, or
and low temperatures is modest through the
car free zones reserved to soft mobility. Contrary to general per-
day and throughout the year. Such constantly
ception, reducing vehicular speeds below 50 km/h results is only
high temperatures, do not make for a pleasant
a small reduction in vehicular capacity. This minimal negative im-
walking environment, especially if there is lack
pact on vehicular mobility results in enormous improvement in
INTEGRATION
of shading. In addition to this, the rainfall is high
pedestrian comfort and movement.
between June and October.
Walking and cycling are also the most sustainable modes of trans-
The walking experience in the Ikorodu sub-re-
port, compared to private cars, in terms of lack of pollutants and
gion could be significantly improved by using
carbon dioxide emissions.
shading and shelter measures, that could be ob-
tained firstly, through the proper use of vege-
WALKING
tation: the simplest and most effective way of
0 g CO2/passenger/km traveled
providing shade in hot climates. Trees, and gen-
erally vegetation, bring environmental benefits BICYCLE
and also psychological ones by creating a more 0 g CO2/passenger/km traveled CAR EXCLUSION
pleasant environment. Other forms of shelter:
arcades, porches and awnings, can also improve ELECTRIC-ASSIST BICYCLE
the walking environment and offer a more en- 22 g CO2/passenger/km traveled
joyable walking experience.
MOTORBIKE
Nowadays, the Ikorodu road network is charac-
63 g CO2/passenger/km traveled
terized by a consistent lack of consideration for
different spatial scales, with a mix of pedestrian
and vehicular movement, and a lack of consid- BUS
101 g CO2/passenger/km traveled CO2 emission per different modes of transport
eration to dedicated infrastructures for pedes-

PASSENGER CAR
271 g CO2/passenger/km traveled

Ikorodu - Draft Final Report (2016 - 2036) 275


5.13.2 Bicycle Strategy
Cycling is an extremely efficient mean of transport, powered by human energy, environmen- Among the measures to be implemented for a suc- The following conditions are integral aspects of a
tal-friendly and healthy. It requires a minimal amount of resources and space consumption. The cessful bicycle strategy, the main key actions to be comprehensive bicycle strategy:
bicycle can be private or shared, in both cases, it is cheaper and more reliable than any motor-ve- undertaken are: • Safe cycling conditions (safe road network)
hicle. • Build a complete network with direct and • Complete network
Compared to all the other modes, cycling combines the flexibility of walking (schedule and straight cycling connections (ensuring the short- • Direct routes
route) with the average speed of most local transit services, but with the benefits of the door-to- est routes available); • Shorter way from A to B
door service typical of a private vehicle, but with very little parking problems. • Provide safe infrastructure conditions, both in • Comfortable conditions and services
case of separated or shared lanes (with particu- • Secure parking near destinations
The bicycle is often intended just as a recreational tool or a sport discipline, but in an urban lar attention to intersections - possible conflicts • Awareness of the benefits
environment, it is a proper mode of mobility instead, with all the characteristics and the rights with other kinds of users); • Additional competitive and inter-modal services
of any other vehicle. In terms of energy-efficiency bike is the most efficient way to travel on a • Ensure that the infrastructure for cyclists follows
road using the human energy (almost three times more efficient than walking, (50 times more the main city streets, those where the activities
efficient than the car). are located, and not some backroads devoid of
interest.
Thanks to this, cycling as a mode of transport is characterized by low energy consumption,
• Provide bicycle parking and services, and secure
nearly zero carbon dioxide emissions, and a high level of performance. Bicycle is not just a fast
parking and storage in the proximity of attrac-
solution to travel in a urban environment, but also an healthy way to commute, and compared
tors and public transport interchange hubs.
to a car it is significantly faster for short distance trips, 10 time less space consuming, easier to
• Plan alternative mobility services - mobility on
park and extremely environmental-friendly.
demand (for example traditional or electric bike
Urban Cyclists, however are considered as the most vulnerable road users, and together with sharing system)
pedestrians, are often called “the soft mobility”. • Develop a promotional and communication
campaign to encourage all the sustainable mo-
cycling
bility alternatives including cycling, addressed
to all the citizens.
0.06
walking 0.16 Among the causes that restrain the expansion of
cycling as a mode of transport, infrastructural
tram light rail 0.91
barriers, climatic cultural and social factors are the
bus 0.92 most relevant.
electric & diesel rail 1.65 Considering that around half of the trips in urban
areas cover an average distance between 1km and
heavy rail 1.69 5 km, cycling is certainly the most energy-efficient
motorcycle 1.73 mode of transport within this range of distanc-
es, and the “smartest” for short trips. The need is
cars 2.10 clear to implement policies and actions to promote
2.42 cycling in Ikorodu urban areas and sub-region, to
Boeing 727 aircraft
curb the shift to car use, to face the environmental
taxis 2.94 issues, and to enhance a smart urban transforma-
tion. These objectives can be achieved through a
lorries 2.94
series of complementary measures: infrastructural,
0 0.75 1.5 2.25 3.0
educational, promotional and strategical.
(more efficient) (less efficient)

Megajoules per passenger kilometre travelled

276 Ikorodu - Draft Final Report (2016 - 2036)


5.13.3 A Safer Network For All

It is generally believed that with the increase in the BICYCLE HIGHWAY To counteract the overwhelming car dominance, shorter and faster possible way to go from point
number of motor-vehicles, the rate of road acci- alternative
COMPARISON mobility
BETWEEN strategies
THE TIME have
NEEDEDto FOR
be ANcom-
URBANATRIP
to point B, a cycling path must be continuous
dents in Nigeria has geometrically increased. Road petitive in terms of convenience
BY DIFFERENT MODES OFand attractive- and linear, with the possibility to short cut. The
TRANSPORT.
accidents are caused by various reasons, ranging ness. To make cycling competitive and more ap- whole network should ideally cover at least the
In urban transportation bicycle is the most efficient at distances
from carelessness on the part of the drivers to the pealing, first of all it is important to ensure that same area as the road network, with the possibil-
up to 5 Km, with an average speed of 15.2 Km/h.
deplorable nature of our roads. This trend has tre- travel time for bicycle is short, compared to oth- ity for cyclists to use also pedestrian areas, where
mendous negative impact on the nation’s health ers means of transport. To achieve the direct, the space allows.
system as well as its social and economic aspira-
tions. The National Bureau of Statistics (NBS) of
Nigeria said in a report that 11,363 road accidents Minutes
were recorded in 2016, resulting in 30,105 injured “In urban transportation bicycle is the most
35
persons and 5,053 deaths. The report said that efficient at distances up to 5 km, with an
30
speed violation was reported as the major cause average speed of 15.2 Km/h”
25
of the accidents in 2016, which accounted for over 20
one third of the total road accidents reported.
SEPARATED LANE 15

Currently, there are no widespread measures to 10

separate car users (motorists) from the other vul- 5

nerable road users. Sharing the road between bi- 0 Kilometers Comparison between the time needed for
cycles and cars sometimes can be a solution, for 0 1 2 3 4 5 6 7 8 an urban trip by different modes of trans-
example in small local streets or in low speed traf- port.
fic zones (30km/h max), but could be inappropri-
ate and dangerous for higher speed routes.
Creating new routes for cyclists, together with
traffic calming measures will contribute to opti-
mize the travel times for cyclists and improve both
safety for all the road users and sense of security
of the most vulnerable ones.

SHARED LANE

Bike infrastructure typologies

Ikorodu - Draft Final Report (2016 - 2036) 277


5.13.4 Ikorodu Bicycle Network
A network of infrastructures for bicycles is proposed in Ikoro- Cycle provision on local streets: cycle infrastructures separated from traffic are not contemplated on local streets where only short and medium trips
du Sub-Region in order to promote the use of the bicycle (below 3 km) will be performed by bicycle. Bicycles will travel mixed with motor-vehicle traffic, provided that the street does not promote speeding,
as a means of transport and at the same time, increase the or traffic calming measures are implemented to prevent speeding. The speed limit on all local streets should be set at no more than 30 km/h. The end
range of “active mobility”. This would otherwise be limited of cul de sac streets that face other local streets or collector streets, should be designed in such a way to prevent through-way of motor vehicles only
to local mobility, and reduce traffic, as well as the crowding and allow a thoroughfare to bicycles and pedestrians.
of public transportation, by offering a means of transport
which can perform short and medium distance trips.
The cycling network will be composed of connected cycle
infrastrutures, so that every place that is accessible by foot or
by motor-vehicle, is safely accessible also by bicycle. The cy-
cle infrastructure can be different place by place, depending
on the most convenient layout, given the local constraints,
the type of urban or rural setting and the safety of the cy-
clists. There can be single direction lanes on each side of the
road, or bidirectional lanes on one side only. If a bidirec-
tional cycleway is chosen, safe bicycle crossings must be pro-
vided where there is a transition from bidirectional to single
direction infrastructure. The cycling network comprises three
levels of infrastructure:
Rural cycle infrastructure refers to infrastructure for medium
and long distance trips (over 5 km), out of the main in-
habited areas. The rural cycle lanes run along arterial roads
and collector streets and also along waterways, where they
provide both travel and leisure facilities. The lanes are sepa-
rated from the main road and protected either by a curb of
adequate height or by distancing them from the road lanes
of 1.5 m or more. If cycle traffic is modest and if adequate
clear spaces, as for example grass surface, exist at the sides
of a rural cycle lane, The minimum width of single direction
cycle lanes can be as small as 1m and bidirectional rural lanes
can be as narrow as 1.5 m. Rural cycle infrastructures can be
shared with pedestrians if the traffic of both categories of
travellers is small.
Main cycle infrastructure refers to infrastructure for short,
medium and long-distance trips within the main inhabited
areas. The main cycle lanes run along arterial roads (1st lev-
el) and collector streets (2nd level). The lanes can be built
at road height or at pedestrian walkway height. They are LEGEND
separated from the main road and protected by a curb of
adequate height. Single direction lanes will be at least 1.5
m wide, and bidirectional lanes at least 2 m wide. It is rec-
ommended that the bicycle lanes are clearly separated from
pedestrian movement. Figure 5.42: Proposed Bike Network

278 Ikorodu - Draft Final Report (2016 - 2036)


5.14 Freight Transport

5.14.1 Current freight traffic


It is estimated that large size freight vehicles (HGV) constitute The industries require a continuous supply of materials, and the
only 4% of the vehicles on the roads of the Ikorodu sub-region. retrieval of the finished products. They are the main attractors of
However this proportion may be significantly different at freight traffic transported with heavy vehicles (HGV). The devel-
certain times and along certain connections. The highest opment of the industrial estate and the increase in production will
proportion of heavy traffic has been surveyed on the lead to an upsurge in traffic both in intensity and time extension
Itokin road and sums up to about 12% of the total traffic. during the day
Higher than average percentages of heavy traffic have been
Undoubtedly, the largest single issue affecting (and worsened by)
measured also along the length of the Ikorodu-Epe road. The
freight mobility in the Ikorodu sub-region, is road congestion and
data collected do not account for small freight vehicles (LGV:
the increase of freight traffic towards the existing and future in-
vans, small trucks) which are not distinguished from passenger
dustries, especially along the bank waterfront of the Lagos lagoon.
transportation.
The greatest impacts from freight growth in the region could arise
Currently, the only freight transport system of any importance
between major industrial agglomerations and inter-modal cargo
available in the Ikorodu sub-region is road transport. Some freight
terminals, port facilities and industrial suburbs where warehouses
is transported by water but only a limited amount has the port
and distribution centres have been established.
of arrival as its final destination: the rest continues its tip by road.
It is worth noticing that the largest and densest inhabited area of
• Water transport: the Lagos lagoon is crossed by several water
Ikorodu sub-region, lies between the main industrial areas and
transport services, providing transportation of persons and of
the urban agglomeration of Lagos and lacks proper planning. This
freight. No large freight port exists and only small, bulk freight
urban area may be crossed by considerable freight traffic.
can be transported.
Main freight issues can be summarised as follows:
• Road transport is served by Lagos-Ikorodu road, Ikorodu-Epe
Road, Ikorodu-Sagamu road, the local connections to the in- • Significant traffic congestion in the City centre and entrance
dustrial zones and the collector and local street network roads: biggest problems related to road traffic occur near in-
dustrial areas where freight traffic is at its highest and where
• Railway: No railway currently exists in the Ikorodu sub-region, roads leading to industrial areas cross urbanized areas
however, a light rail line is planned to cross the area reaching • Significant share of freight traffic on total road traffic, that can
the large industrial area at the East. Although this railway will reach 30% along some connections and at some hours. This
mainly transport passengers, some of its capacity can be ex- causes a high variation of traffic between different areas and
ploited to transport freight. This will be possible especially at traffic safety concerns
night hours and early in the morning, when passenger traffic is • Low accessibility to the city centre and reduced network con-
minimal or absent. nectivity with regards to heavy freight vehicles
Main attractors of freight • Risks of accidents taking place especially at intersections where
freight vehicles maneuver, and at off-peak hours when traffic
At nearly 1.9 million hectares, the Ikorodu sub-region hosts the flow is faster
largest industrial estate in Lagos State. This area houses several • Lack of designated loading/unloading areas in and around the
active industries, and its development is bound to increase their city for handling of freight related to commerce and retail.
number in the future years. Main industries in the Ikorodu Sub- • Lack of restrictions to the mixing of private/ freight traffic on
Region include aluminium and steel metalworking; textile indus- some roads.
try; printing and packaging; bottling; polythene bags production;
construction; telecommunication, industries related to fishing and
farming activities. In addition to these industries, there is the
Egbin Thermal power station, whose requirement of fuel is mainly
provided by an oil duct.

Ikorodu - Draft Final Report (2016 - 2036) 279


5.14.2 Objectives And Strategies

Specific Objectives Door to door services require road access, even if some line haul
tasks can be performed by rail and water transport. Target for
The following main specific objectives will guide the masterplan
the Freight movement modal share should be to shift as much as
approach to freight transport and overarch the proposed strategies
possible freight transport towards the rail mode, also for mid-
and interventions:
distance movements (including reaching intermediate distribution
• Reduce mixing of freight and private traffic on urban roads, hubs)
within the general objective of curbing congestion and risk of
accidents Transferring freight to a different mode of transport
• Reduce overall road cargo traffic, especially in and around the The proposed light rail passenger line is a great opportunity also to
urban centre, within the general objective of improving effi- transport freight to serve the industrial areas that can be connected
ciency in the mobility of goods and cutting emissions of road by it Freight Railway service should be proposed off the passenger
freight transport within urban areas peak hours so that efficient and fast commuter connections can be
• Reduce freight-related accidents and the impact of freight trans- implemented.
port on road infrastructure, by means of specific measures aimed
at reaching this objective Organization of freight transport and of the logistic chain
• Shift part of the freight transported by road to different modes
The envisioned measures have the principal aim of reducing road
through the implementation of transport of freight on rail con-
cargo traffic via organizational and logistics plans that enhance ef-
necting with the major industrial complexes
ficiency and sustainability of road cargo traffic, in terms of energy,
emissions and time. Major Industrial freight hubs areas should put
Proposed Freight Strategy in place a mobility management strategy as integral part of a con-
sistent planning to support economic expansion in a sustainable
Proposed strategies touch on three main characteristics of the freight
framework, in relation to contiguous urban development
transport system. They are:
• Localisation of key attractors and distribution of urban functions Should freight movement happen along urban axis anyway, limit-
• Modal split of cargo transport ing travel hours out of the city peaks should be considered. Never-
• Organization and structure of the logistics chain theless, this should not conflict with noise emission requirements.
Initiatives that reduce the number and concentration of freight ve-
Relocating heavy industrial sites away from the lagoon hicles on the road have the greatest potential to improve the effi-
waterfront and from residential areas ciency and economic performance of freight mobility. They also
have real potential to improve the environmental performance,
Place new industrial development near major thoroughfares. In this
such as reduced congestion, reduced stop-start acceleration and as-
way, access to industries will increase, pollution will be reduced
sociated emissions (noise, exhaust, etc).
and the quality of life improved. Areas of great environmental and
urban quality will be put to their best use and made more
profitable.
The Ikorodu Sub-Region needs to improve the efficiency of freight
and commercial travel by reducing road congestion and resolving
conflicts between residential and commercial land uses and freight
operations, wherever possible. There are no alternatives to road
transport for the final leg of freight distribution in and around large
urbanized areas such as Ikorodu sub-region, as it will develop in the
next 20 years.

280 Ikorodu - Draft Final Report (2016 - 2036)


5.14.3 Recommended Actions

Introduction of Traffic Restriction to road freight vehicles partial loading to and from the Consolidation Centre. This will de-
crease the number of trips required and the resulting environmental
In case road transport has to be relied on and cannot be replaced impact.
by other modes, evaluation of following routes’ options should be
taken into account as an alternative to routes passing through or Furthermore, the use of sustainable and environmental friendly
near Urban settlements. means will help reduce the environment impact in and around
• Longer routes on primary (highways) roads away from urban Ikorodu Sub-Region.
developments Possible localization of the Consolidation Centres
• Slower routes on secondary extra urban roads
The localization of a Consolidation Centre where goods arrive and
The transport of specific goods that are not time-sensitive could
are re-distributed to destinations could be identified in accordance
take more advantage of the above options.
with the relocation of heavy industry away from the urban and
In order to allow a diverse urban growth in parallel to smooth waterfront areas (to be replaced by a mix of light industrial, social
operation of the logistics chain, freight traffic should avoid, and educational programme). As much as possible, this should be
whenever possible, loading the road network whenever this is done close to already existing industrial clusters within the Ikorodu
characterized by a urban relevance (main urban access corridors, Sub-Region and to the light railway.
main urban distributors, inner and mid-distance ring roads as much
Managing Road Freight Vehicles
as possible) and secondary and local network (city central areas).
Heavy Goods Vehicles (HGV) should be routed where they avoid
The proposed freight strategy for Ikorodu sub-region, shall consider
the denser urban areas of Ikorodu city as much as possible. Although
the opportunity of banning freight traffic for specific areas, time
vehicles delivering, for example, construction materials to the City
periods and type/weight of vehicles.
centre have no alternative. Construction activities can contribute
These measures could be implemented by further attracting heavy significantly to congestion in localised areas.
traffic to the roads external to the urban area, allowing delivery
Drivers usually seek the easiest physical route and try to avoid
of goods at off-peak hours to avoid worsening traffic congestion
congestion from light vehicles by timing first deliveries in the
generated by daily traffic of commuters, and enforcing restrictions
morning before the peak hour, and subsequent deliveries during
for vehicles over 7.5 tonnes.
the middle of the day. Most construction work ceases by 4.30pm /
The time management is especially important, since the morn- 5.00 pm, due to conditions of approval, award arrangements and
ing rush hour traffic (typically between 07.00 and 10.00 AM) noise concerns.
hampers regular deliveries of goods throughout the urban area and
Medium sized trucks (LGV) provide most deliveries to shops and
especially in the densest parts of Ikorodu city.
retailers. Two major concerns include the difficulty of manoeu-
vring to and from building loading docks and the lack of on street
loading zones. Most goods are to be delivered in the early morning
Introduction of a consolidation centre
and outward goods collected in the late afternoon, so these vehi-
If referring to urban-related goods (which have destination with- cles have little scope to avoid peak periods.
in the city boundaries), a structure of distribution hubs’ network/
Light commercial vehicles and vans (vans and trucks under 4.5
consolidation centres should be considered, to allow switching to
tonnes) should not strive in finding loading area parking during the
smaller size and possibly low polluting vehicles for inner goods’
day, and are hampered by congestion from light vehicles as they
distribution.
have little opportunity to avoid peak periods.
One or more consolidation centres will optimize goods delivery
Refuse Collection Vehicles: Waste collection should take place early
by implementing freight logistic technique. In fact, goods will be
in the morning and off the peak time, in this way vehicles will not
received and unpacked at a Consolidation Centre and reorganized
be stuck in the traffic and bad smells would not spread around.
in new cargo, supporting measures to reduce empty running or

Ikorodu - Draft Final Report (2016 - 2036) 281


LEGEND

Figure 5.43: Proposed Frieght Route


Source: IKMP, 2018.

282 Ikorodu - Draft Final Report (2016 - 2036)


The realization of a consolidation centre is likely to impose more congestion than lighter vehicles.
be an efficient measure, but more expensive than Operators tend to schedule their trips to avoid
a proper management of heavy vehicles traffic in/ urban-peak driving to minimize congestion de-
out and around the city centre. Management is lay, but heavy trucks constitute a large portion
necessary and complementary to “hard” measures of traffic on some corridors, such as highways
such as a consolidation centre and may precede to ports and major industrial areas.
them. The needs to introduce loading bays, new • Road Maintenance Cost Savings: Freight trucks
radii and kerb alignments in the urban centre, in cause high levels of road wear. A heavy truck
order to achieve suitable swept paths for heavy can impose road wear costs hundreds of times
vehicles delivering within the inner city, is likely to greater than an automobile.
have an important economic return. • Energy Conservation and Pollution Reduction:
Heavy diesel trucks consume high amounts of
In fact, the need for easy access and deliveries is
fuel, and produce high levels of particulate air
vital to develop the economy of a region and ,
pollutants, which are particularly harmful to
therefore, it is presumable that such a provision
human health. Heavy trucks are much nois-
would lead to an economic return for the Ikorodu
ier than most other vehicles. Emissions from
sub-Region.
transport of freight can be a major contributor
Freight management is a relatively low-cost mea- to pollution problems along major industrial
sure that can yield high benefits. The realisation of transportation corridors.
new infrastructures and the upgrading of existing • Reduced Crash Risk: Heavy trucks can cause
ones, is a much more expensive approach which significant damage to other road users when
may become necessary to allow a proper organi- a crash does occur, resulting in relatively high
zation and the generation of higher benefits. costs per vehicle-mile.
• Improved Community Liveability: Freight traf-
A phasing for the freight strategy must start from fic can degrade community liveability by im-
a rationalisation and re-organization of freight de- posing noise, dust, air pollution, traffic risk and
livery and collection, both in times and routes. It traffic delay, particularly in neighbourhoods
will be followed by regulatory measures aimed at near major highways or terminals. Reducing
controlling and modernizing the freight road fleet. freight traffic can improve these impacts.
Important measures which require high levels of
Other interventions and measures investments, such as new rail and water transport
Other implementable interventions include: terminals, and consolidation centre will follow.
• Direct service delivery operations performed at times that would avoid commuter peak periods and Cost Effectiveness
reduce impact on residential housing and amenities in certain areas
• Encourage road freight routes that would avoid residential and mixed use areas Freight management costs may include addition-
• Provide designated loading zones and signage in activity centres parking al facility investments (such as improved rail and
• Provide parking and stopping management to make road safer port terminals, building of consolidation centres,
• Work with the Waste Management organization and residents to promote a take up of the Waste upgrade of road infrastructure), subsidies and lo-
Management Code of Conduct, which limits the hours of operation for commercial waste collec- gistics management expenses. Main Freight exter-
tion near residential dwellings nal Costs to be accounted for are accidents, pollu-
• A code for access of road Vehicles will have to be defined to meet the region’s freight and environ- tion, congestion, infrastructure.
mental needs • A proper management of freight traffic leading
• Improve road safety for road delivery. to its reduction within the urban areas can pro-
vide the following benefits:
• Reduced Traffic Congestion: Because of their
large size and slower acceleration, heavy trucks

Ikorodu - Draft Final Report (2016 - 2036) 283


5.15 Parking & Access Strategy

Private cars are indeed the most convenient mode of mobili-


ty for individuals, guaranteeing a level of flexibility in speed,
route choice and departure time choice that cannot be matched
by any type of public transportation. Because of its high level of
convenience, private cars are often used to perform trips that
could be performed just as conveniently by different modes such
as walking, or by public transport.
On the other hand, private cars require a huge amount of space
to transport people, both when travelling and when parked. The
space occupied by a parked car ranges from a minimum of 9 sq.
m (parallel parking space along a street), to three times as much
(sawtooth parking space in a parking lot, including maneuver
space).
During the day, urban areas that offer opportunities for activities
such as work, study, shopping and leisure, become the destination
of many trips, often performed by car. This means that the cars of
the commuters, shoppers and leisure seekers, will remain parked
until the end of their activity, often for the whole day, adding to
the cars of the residents.
Since most cars spend 90% of their lifetime parked, it is clear
that parking can become a very big issue in areas where the
density of dwellings and activities is high. Building more parking to
follow the increase in car ownership and use, has the drawback of
consuming valuable public space and increasing the distance
between buildings, thus, increasing the distance between
activities and generating the need for more car use.
Based on the reasons listed above, a parking and access control
strategy has been planned for the Ikorodu sub/region, and in par-
ticular for its densest urban areas. Parking availability is one great
attractor of car traffic. Cars cannot be used as a means of transport,
unless parking is available at destination. Therefore, controlling
parking availability is paramount to control traffic.
The control of parking can be achieved implementing market
measures where parking availability is subject to the payment of a
fee, and regulatory measures, where parking is banned, limited or
reserved to some authorized users.
Also, access of private vehicles can be controlled directly by means
of market measures (a fee to be paid to gain access to certain
areas using a private vehicle) and regulatory measures (access
allowed only to some authorized users).

284 Ikorodu - Draft Final Report (2016 - 2036)


This strategy for Ikorodu Sub-Region contemplates two catego-
ries of interventions:
• Organizational interventions: parking limitations, access
limitations, pay parking
• Infrastructural interventions: parking structures, park and
ride interchange nodes between cars and public transpor-
tation.
In the specific case, two “limited traffic areas” have been de-
fined, where access and parking are controlled by regulatory
and market measures. A number of infrastructural interventions
are proposed: parking sites, or parking structures in correspon-
dence of intermodal stations where it is possible to gain access
to several public transport lines, and information signage to
allow car users to switch to public transportation easily.
The signage should inform on:
• Where are the nearest interchange nodes? how to get there?
what public transport lines can be found there and where
do they lead to?
• Where, how and how much to pay for public transport
tickets?
• What is the regulation in force in each “limited traffic area”,
what are the fees and the penalties?
Within the outer “limited traffic area” a “soft” set of measures
are implemented that may include:
• limit access to only authorized users of private vehicles (for
example: residents and business owners) at times when
excessive traffic and parking occupation may occur (peak
hours)
• pay parking for a limited daily time span and only on work-
days, for example 9AM to 5PM and with a modest fee.
Within the inner “limited traffic area”, a “hard” set of measures LEGEND
are implemented that may include:
• limit access to a strict list of authorized users of private ve-
hicles (for example: residents, with the limit of one car per
household) at all times of day (for example: 7.30 AM to
7>30 PM)
Figure 5.44: Proposed Access Strategy
• pay parking for a long daily time span, for example 7.30AM
to 7.30PM or even 24/7, and with a medium fee, which
could include a fee increase at peak hours.

Ikorodu - Draft Final Report (2016 - 2036) 285


5.16 Water Transportation & Coastal Area Development Plan

Ease of transportation, availability of good road infrastructure at


coastal area of the sub-region will not only solve mobility issues but
also create an enabling environment for development of the coast-
al area to thrive and the transformation to an activity zone of the
Ikorodu Sub-Region and Lagos State as a whole.
Coastal development is defined as the human-induced change
of the landscape within sight of the coastline. This includes the
building of structures that are on or near the coast.
These structures and their related activities, both social and
economic, can contribute to adverse effects on the coastal
environment if not well planned and channeled towards a Land Uses
desired and internationally accepted development pattern. Coast-
al development patterns reflect the changing character of many The plan recommends mixed land uses that would accommodate depicted in Table 5.25.
coastal areas, from traditional resource-based lifestyles to service commercial, residential and water related uses. The implementa-
The current Ikorodu Sub-Region Master Plan projected five percent
based tourism and recreation lifestyles. tion of the proposed land use for the area will result in ferry boats
annual growth rate in the ferry boat passenger’s ridership based on
operational efficiencies and other commercial activities located
Housing developments and recreational activities are increasing, the year 2015 passenger ridership in the baseline report. The annual
around the coastal area.
businesses are converting some marine structures originally associat- growth rate projected passenger’s ridership by the year 2036 as
ed with fishing and transportation into service-related commercial The rippling ridership at the coastal boundaries calls for other depicted in Table 5.25.
buildings. sectors development in Ikorodu Sub-Region coastal Areas. The
The current transportation circulation network connection to the
Ikorodu Sub-Region Master Plan recommends the development
Without doubt, good coastal road network, with green infrastruc- coastal area of Ikorodu Jetty areas are inadequate. The new pro-
of the coastal area that consists of mix use development (residen-
ture, that allows safe mobility of pedestrian and non-motorized posed transportation circulation network to the Ikorodu Coastal
tial, commercial, light industrial and other uses) that connects to
transport will transformed Ikorodu sub- region into an area of inter- communities is to include paths, roads, bridges, and rail.
ferry boats terminals as active coastal regional activities centers. The
est for recreational activities, commercial hub, light industries etc., Ikorodu Sub Region coastal area has 13 jetties currently with few in The new roads network will organize all of the new land uses into
thereby improving the livability of the Sub-Region. operation within the Sub-Region and to other part of Lagos state. each of the functional areas to facilitates the internal and external
At present, there many challenges affecting these modes of trans- Most of these Jetties areas are not well developed and not accessi- movements of goods/cargos and passengers. The internal circula-
portation from baseline studies which ranges from indiscriminate ble to other supporting commercial activities within the region. tion network allows for efficient and safe vehicular movement for
land use that retard development in the sub-region, inadequate fer- ferry boat passengers, port administrative and management func-
The current Ikorodu Sub-Region Master Plan projected five percent
ries, jetties, and inadequate sea depth to accommodate other water tions, security, emergency vehicle access, and employee access. The
annual growth rate in the ferry boat passenger’s ridership base on
transport activities like casino cruise cargo, barge, yacht, and numer- road network includes new local roads, collector roads and arterial
the year 2015 passenger ridership in the baseline report. The annual
ous other miscellaneous vessel in support of commercial operations (coastal loop corridor).
growth rate projected passenger’s ridership by the year 2036 as
within the sub-region.
In line with the Lagos State Waterways Authority 2008, Law. The Table 5.25: Ferry Boat 2036 Passengers Ridership Projection
objective of the Ikorodu Sub Region 2036 Master Plan Develop-
ment Proposal Plan is to develop a plan that will addressed the Name of Jetty 2015 2020 2025 2030 2035 2036
following within the coastal communities in the Sub-Region:
• Mixed Land Use for the coastal communities Metro Ferry 1,238,170 9,402,353 71,399,121 542,187,078 4,117,233,125 6,175,849,688
• Transportation Circulation Network Ibeshe I & II 136,407 1,035,841 7,865,915 59,731,792 453,588,295 680,382,442
• Berthing and Dredging Baiyeku I & II 1,640,588 12,458,215 94,604,571 718,403,462 5,455,376,288 8,183,064,432
• Parking Facilities and Passengers Amenities Ijede 1,481,788 11,252,328 85,447,363 648,865,912 4,927,325,520 7,390,988,279
• Ferry Boat Service support facilities Total 4,498,968 34,150,757 259,318,995 1,969,190,274 14,953,525,263 22,430,286,878
• Utilities, Water, Sanitary Sewer, Electric, Communication, Storm Comfort Very high Very high Very high High Moderate
Drainage. Note: The projection is based on 5% annual growth rate of Passengers ridership

286 Ikorodu - Draft Final Report (2016 - 2036)


Jetties Berthing and Dredging Master Plan recommends the development of utility infrastructures • Majidun-Ogolonto jetty close to the proposed transport hub
(Utilities, Water, Sanitary Sewer, Electric, Communication, and (New)
The Ikorodu Sub-Region 2036 Master Plan recommends to Lagos
Storm Drainage) to accommodate Ikorodu coastal area communi- • Aiyetoro jetty close to the proposed entertainment city (New)
State Waterways Authority (LASWA) to develop Jetties Berth-
ties’ future growth. The utility infrastructure network should be co- • Ofin-oreta jetty (consolidated)
ing and Dredging Management Plan that will accommodate
ordinated (joint use corridor). • Ijede/Egbin jetty (Consolidated)
ferry boats, casino cruise, cargo, barge, yacht, and numerous oth-
er miscellaneous vessels in support of commercial operations with- Multi modal connections
in Ikorodu coastal region. This will in the long run revitalized the
coastal area of the Sub-Region into an activity center that com- The multimodal connections are important to the viability of Ikoro-
mercial and tourist activity can thrive. At present, the existing wa- du area Ferry Boat operation. Since passengers are walking to the
ter depth (less than 5 meters) in the area is unsafe for ferry boats ferry terminal, they must leave their cars behind, travel to the fer-
and commercial vessels operation in the region. Annual dredging ry terminal using alternate modes. These include both motorized
and widening operation should be implanted according to national (transit, private vehicles, taxi services, Okada) and non-motorized
maritime guideline connections walking.

Parking Facilities and Passengers Amenities Transit

Most of the Jetties terminals in the Ikorodu Sub-Region lack In pursuit to encouraging the use ferry system to create an enabling
an established Parking Facilities and Passengers Amenities’. The environment for the socio-economic development of the Ikorodu
Ikorodu Sub-Region Master Plan recommends the integration of sub-region coastal area in line with the Lagos State policy frame-
parking facilities requirement with the new land use update for the work, it is therefore necessary to provide public transit circulation
coastal area. that connects all existing and proposed jetties within the sub-region.

The parking facilities layout should address ferry boat passen- Non-Motorized Connections
gers, visitors, employees and waiting area with passenger’s ame-
nities such as shops for drinks and other refreshment services. The Pedestrian facilities are provided upon exiting the ferry terminal
parking facilities could be surface parking lot or structure facilities and provide immediate access to passenger’s amenities area and
located across ferry boat terminal with local road access to the road retail sites located around terminal. Pedestrian facilities network and
marked crosswalks on roads within Ikorodu communities’ coastal
network.
area. Basic sidewalk facilities along the new proposed Ikorodu coast-
Ferry Boat Support Facilities al corridor and other streetscaping features to enhance pedestrian
safety and improve the walking experience.
The Ikorodu Sub-Region Master Plan recommends the
development of Ferry Boat Support Facilities area for the Ikorodu Hence, the above objective and plan and the ten proposed jetties
coastal communities. The Facility areas will consists of administra- along the coastal area of the sub-region as called out in the map
tive office space for the LASWA, government agencies, and private bellow, seek to transform the coastal area to a more robust econo-
sector, safety and rescue officers and cargo tenants. There will be my for the Local and state Government, by making the jetties along
local roads circulation areas used for internal operations and move- coastal region a destination, for tourism, recreational activities and
ment to and from jetties facilities. Included in the support areas are commercial hub in Ikorodu Sub-Region. It will also improve the
ferry boats repair/service bay, and other business offices, Terminal livability of the residents of the Sub-Region’s coastal communities.
operations office space, Fire Department and Police Department. The existing and proposed jetties with locations:
Utilities, Water, Sanitary Sewer, Electric, Communication, • Ebute/Ipakodo jetty (Existing)
Storm Drainage • Ibeshe floating jetty (Existing)
• Baiyeku jetty (Existing)
There are no existing utility infrastructure facilities for the existing • Otta ikosi jetty, Agbowa (Existing)
Jetties in the Ikorodu coastal communities that include potable wa- • River Aiye jetty close to the proposed transport hub (New)
ter, sanitary sewer, electric, and telecommunication and drainage • Odo-ogun jetty close to the proposed CBD (New)
systems as identify in the baseline report. The Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 287


5.16.1 Connection with public transport
In order to create a continuous network of public transpor-
tation, capable of providing efficient mobility in and out
of the Ikorodu sub-region, the ports of embarkment of the
lagoon water transport service will be all connected with
land public transport lines.
The connections will allow an easy and seamless exchange
of modes between water transport and land transport. The
lagoon ports will become true “intermodal stations” com-
prising. Tn addition to the bus stops, parking for cars and
for bicycles, as well as amenities to allow a comfortable
interchange experience, such as protected waiting facilities
and the possibility to purchase refreshments and food will
be provided
The fare of the boat ride should be integrated with that of
the bus ride, to allow the most seamless travel experience
as possible. Boats should be capable of transporting lug-
gage and also bicycles and their appearance (colors, mark-
ing numbering ,etc.) could even visually relate to the land
transport so as to become proper “water buses” unlike the
“vaporetti” of Venice.
The boat rides should be frequent, regular and coordinated
with the bus service. The span of service should be such that
the passengers of a bus will always find a related boat ride,
and vice versa.

LEGEND

Figure 5.45: Proposed Jetties Location

288 Ikorodu - Draft Final Report (2016 - 2036)


5.17 Implementation Strategy (2017-2036)

Road Network And Public Transport To Accompany Urban


Growth
The population of the Ikorodu Sub-Region is bound to grow dra-
matically in the next 20 years. By 2021 it would have reached 2.4
million and the current transport infrastructure, already insufficient to
support the population, will have to give way to a new, denser and
better organized infrastructure.
In particular, the road network will be organized following hierarchi-
cal levels, with standardized profiles and intersections, starting from
the area of densest urbanization. The development of the road and
street hierarchy, will follow the scheme defined for the final stage of
implementation (2036) and will be extended initially to those areas
which will be urbanized first, and connect the projects planned for the
specific period.
The public transport network will follow a similar development as
the road and street infrastructure: buses, like roads, move people and
connect places, so the BRT and bus lines will be implemented where
there are more people to bring together and places where major ac-
tivities are located. The secondary bus network will connect the terri-
tory around the BRT stops, generating a fine grained network.
The BRT lines along arterial roads will be put in operation as soon as
the new, or renovated roads are opened to traffic. These roads will be
immediately built with the infrastructure needed to operate BRT lines.
Delaying BRT operations on the arterial roads, would mean opening
the intra-regional high-speed connections only to cars and other mo-
tor vehicles, neglecting the fundamental contribution and importance
of fast and reliable bus lines.
The 4th mainland bridge road alignment is planned to be completed
by 2021. This road as well as the bridge it connects, will feature dedi-
cated, segregated lines for BRT operation. This will be a great chance
to open immediately a BRT line connecting Ikorodu sub-region with
Lekki region, and demonstrate that the BRT service is at least as im-
portant as the road itself.

Ikorodu - Draft Final Report (2016 - 2036) 289


The first two schemes show the proposed layout of the road
and street network and the public transportation network
to serve the population and land uses at the 2021 deadline.
Similar schemes are presented for the 2031 deadline. In the
10 years following the end of the first phase of develop-
ment of the Ikorodu sub-region, the population will nearly
double, growing from 2.4 million to 4.6 million inhabi-
tants.The activities will increase accordingly, with plans for
institutional uses, commerce, industry, education, tourism
and recreation. All these activities will generate further mo-
bility, stressing the transportation system.
This huge population and activity growth must be accom-
panied by a comparable growth of the mobility system,
which will reach near completion by the year 2031. By this
time, the regional BRT network will be complete with the
exception of the coastal line, and the LRT line will be opera-
tional. The road network and the public transport network
must grow side by side with the increase in population and
activities, and not merely follow them.
During each phase of the development of the territory, the
mobility systems will prioritize connection with the larg-
est and most important centres of attraction. For example,
during the first phase of development, the mobility system
will prioritize the accessibility with the urban regeneration
plans, the Igbogbo stadium and the regional market of Imo-
ta, as well as the industrial expansion area of Oreta for
want concerns freight traffic.

LEGEND

Figure 5.46: Phase 1 Road Network

290 Ikorodu - Draft Final Report (2016 - 2036)


During the second phase of development, priority will be
given to connecting with roads and public transportation
the major developments planned during the 10 years of
duration of this phase, or to reinforcing the connections
to locations that have been already established during the
first phase and that are bound to further develop in this
second phase. These include Owode-Onirin,Agbowa,Imota
and Odogunyan industrial parks; Agboyi new town; Mixed
use developments of Itowolo and Ikosi-isheri, and the CBD
zones of Agbede and Igbogbo,
The following five years will witness a further population
growth of 1.8 million inhabitants,together with an expan-
sion of the built areas, which will replace much of the agri-
cultural areas and forest land. The road and street network
and the public transport network will reach completion
stage planned for the 2036 deadline. The two systems will
have been largely built already, and will be ready for this
last expansion, having been in great part operational for
the previous 15 years. The public transport lines will have
already been defined and amply tested, the interchange fa-
cilities will have become lively places of exchange of per-
sons and goods.

LEGEND

Figure 5.47: Phase 1&2 Road Network

Ikorodu - Draft Final Report (2016 - 2036) 291


LEGEND

Figure 5.48: Road Network Plan for Ikorodu Sub-Region (2016 - 2036)
Source: IKMP, 2018

292 Ikorodu - Draft Final Report (2016 - 2036)


Being a long term forecasts is always affected by a level of
uncertainty thus it is essential that the mobility infrastruc-
ture has a degree of flexibility and adaptability built in. This
is the case of this plan, where the two networks: roads and
public transport, are designed in such a way as to be strong-
ly interconnectd and highly resilient. The absence of one
branch, for example for maintenance or because it has not
been completed, will not prevent connecting to any place
on the network.
In the course of their development, the two networks can
be modified to adapt to changes in the development of
the territory, both in terms of population and in terms of
attractors. In fact, despite the most accurate planning, some
locations may have more success than others, and attract
more people, while others may not reach the expected lev-
el of growth.
During the second phase of development, priority will be
given to connecting with roads and public transportation
,the major developments planned during the 10 years of
duration of this phase, or to reinforcing the connections to
locations that have been already established during the first
phase. These are bound to further develop in this second
phase for Owode-Onirin,Agbowa,Imota and Odogunyan
industrial parks; Agboyi new town; Mixed use develop-
ments of Itowolo and Ikosi-isheri, and the CBD zones of
Agbede and Igbogbo,

Figure 5.49: Phase 1 Transit Network

Ikorodu - Draft Final Report (2016 - 2036) 293


The main public transport network can be modified in its
frequency and daily span of operations, to adapt the re-
quirements of capacity and travel time needed to connect
each location, while the second level public transport net-
work can easily be changed also in its routes, should the
planned development occur in a different way. The third
level, or local, bus network, will be designed entirely based
on the development of the built environment and will have
a high level of plasticity to adapt to the fine-level require-
ments of the people living and working in each location.
Urban growth and mobility development must proceed to-
gether, as two faces of the same medal, rather than two sep-
arate plans. The interaction and feedback effects between
these two systems are great. A proper urban growth is fu-
eled and promoted by an adequate level of accessibility,
which will be granted by a precisely tailored transport sys-
tem. The transport system on the other hand, must adapt it-
self to the urban growth to avoid being under-dimensioned
and, therefore, congested, or over-dimensioned, leading to
waste of resources.
The road and street network, as well as the public transport
network, will act as “urban activators” prompting devel-
opment in the areas that are better served by both. This is
especially true for the main network of arterials, BRT lines
and the LRT line, which will provide region-wide connec-
tions of high efficiency. The planned transport hubs will be-
come “centers of growth” of the urban areas in the Ikorodu
sub-region. Figure 5.50: Phase 2 Transit Network

294 Ikorodu - Draft Final Report (2016 - 2036)


5.18 Policy Recommendations

5.18.1 Road Safety


In Nigeria, road accidents have been a disturbing phenome- urban inhabitants rely on public transportation and non-mo-
non that has always constituted a menace. It was estimated torised modes of transport for their everyday mobility, espe-
that the total number of registered vehicles in Nigeria rose cially walking. Stopping current users of public transport and
between 1990 – 2006 from 700,000 to 6,000,000 (Umar non-motorised transport from shifting to private motorised
2010). It is generally believed although not statistically vehicles is essential to prevent an explosion of private cars
proven that with the increase in the number of motor- that will make mobility unsustainable. At the same time, pub-
vehicle, the rate of road accidents in Nigeria has geometrical- lic transport and non-motorised transport attractiveness and
ly increased. Road accidents are caused by various reasons, safety provisions must be enhanced in order to ensure that
ranging from carelessness on the part of the drivers to the they remains effective transport modes in the years to come.
deplorable nature of our roads. The worrisome trend has Following passively the evolution of mobility, from non-mo-
tremendous negative impact on the nation’s health system torized modes to motorized modes and from public transpor-
as well as its social and economic aspirations. According to tation to the private car, is not a strategy that can be pursued.
the Federal Road Safety Commission, not less than 88,520
road users lost their lives between 1991 and 2000 alone, Various strategies set out in this framework require behaviour,
most victims being between 20-40 years. culture and mindset change. Road safety measures depend
deeply on the involvement and support of the city’s residents.
The National Bureau of Statistics (NBS) of Nigeria said in a The Plan indicates the need to deal with road safety through
report that 11,363 road accidents were recorded in 2016. an integrated region wide approach. The approach entails,
The report said that speed violation was reported as the among others:
major cause of the accidents in 2016, which accounted for • changing the planning, conception, operation and use of
33.86 per cent of the total road accidents reported. road network;
Loss of control and dangerous driving followed closely as • setting higher quality of safety standards and rules;
they both accounted for 15.43 per cent and 8.53 per cent of • setting measurable safety indicators, targets and monitor-
the total road accidents recorded. A total of 30,105 Nigeri- ing results of interventions.
ans got injured in the accidents recorded in 2016. Similarly, Awareness campaigns and education are integral part of road
the report stated that a total of 5,053 Nigerians got killed safety actions, implemented at the Municipal and Regional
in the road accidents recorded in the period under review. levels under State coordination. The success road safety poli-
cies come from their multi-faceted approach—bringing togeth-
The report said the total vehicle population in Nigeria in
er government, advocacy and private sector actors, as well as
2016 was put at 11,387,185. Commercial vehicles account-
fully engaging the public to become part of the solution. Road
ed for 53.8 per cent of the total vehicle population in
safety programmes combine strong enforcement and better
Nigeria in 2016, private vehicles 44.5 per cent, government
roadway engineering with improved emergency response and
vehicles 1.65 per cent and diplomatic vehicles accounted for
high visibility behaviour campaigns to discourage dangerous
0.1 per cent. With the total population of the country puts
behaviour on roads and streets.
at 193 million in 2016, Nigeria’s vehicle per population ra-
tio is put at 0.06. There is need to view road accidents as a A better street design can dramatically improve safety for ev-
major issue requiring urgent attention aimed at preventing eryone. The streets and intersections of Ikorodu sub-region
premature deaths, reducing the health, social and economic must be re-designed to improve safety—drawing upon world-
impacts. wide best practices in roadway improvement and regulation
strategies. The City needs many projects that combine simplify
Faced with the challenges of urban mobility, the State of
driving, walking and cycling, increase predictability, improve
Lagos has experienced a rapid motorisation rate, resulting
visibility and reduce conflicts, and finally, reduce speeding,
in chronic traffic congestion on major thoroughfares, high
which is the known major cause of accidents, severe injury
levels of local pollution and risk. The Ikorodu sub-region is
and deaths.
not immune to this problem. Nevertheless, the majority of

Ikorodu - Draft Final Report (2016 - 2036) 295


Measures & Improvements
Walking is an essential ingredient for the success of pub- and the homes, schools and places of work could be improved. The drivers: Shorten crossing distances and extend curbs at intersections for
lic transportation. It is currently poorly integrated with initial and final parts of journeys in particular deserve improvement. A better visibility
the public transport network, with inadequate facilities good walking environment to bus stops, LRT stations and intermodal • Lower speed limits: Lower speed limits to send the message that driv-
for pedestrians at many interchanges. This means that nodes, also means that public transport does not have to reach within ers are entering school zones or other areas with heavy pedestrian traffic
public transport is badly connected to many destina- a short distance of all possible origins and destinations of the trips, and • Complete streets: Streets are designed and constructed for all road us-
tions that fall in its theoretical catchment area. Traf- that the catchment areas of the stops and stations will increase. ers; they become safer, and also more attractive and useable. Complete
fic design guidelines for pedestrian paths alone cannot streets are safe, comfortable and convenient for travel for everyone,
create a quality environment and people are much less Starting with the sub-region wide strategic corridors identified by the
regardless of age or ability, and mode of movement.
likely to use unattractive paths. proposed network, and the incorporation of cycle lanes in the build-
ing of new streets (according to new design standards based on the
Walking is not just good for us, it is also good for our “complete streets” philosophy), cycling has the potential to become an
transport system. Many transport journeys start and important and efficient mode of transport in Ikorodu, and its dedicat-
end with a walk and journeys that only involve walk- ed network (both local and region-wide) will likely expand as demand
ing remove vehicles from the roads or extra passen- grows.
gers from public transport: they reduce congestion and
crowding. When homes and jobs are within walking Direct road safety measures and improvements are:
distance of each other and within easy walking distance
of public transport, accessibility to jobs and services in- • Designate lanes: Clarify who belongs where on the street
creases and the commute is cheaper, easier, safer. through better markings
• Clear merges and transitions: Improve alignments and clearly
Pedestrian-friendly interchanges with more street-lev- mark merges to simplify driving
el activity are safer and more secure. More people • Add crosswalks: Clarify where pedestrians are crossing through
walking to catch the train, bus or ferry also mean less markings
pressure on town centre streets, busy bus services and • Open up intersections to improve visibility: Remove visual
commuter car parking. barriers such as parking that can cause traffic crashes and injuries
near intersections
One of this plan’s key objectives is to provide a sustain-
• Widen the parking lane: Keep cars and trucks loading and
able transportation network for a region that is grow-
unloading out of the travel lanes when double-parked
ing in population very rapidly. Despite its economic
• Add bike paths and lanes: Clearly designate the bicyclist right-
importance to the lower income families - both as a
of-way
mode of transport and a way to reach opportunities
of income - and despite its environmental advantag- • Create new left turn lanes: Relieve pressure on drivers to turn
es, the potential of non-motorized transport is often too quickly or too soon by creating dedicated space for turning
neglected, or even actively suppressed. A combination • Left turn phases: Separate turning traffic from oncoming traffic
of infrastructure investment, traffic management, and and pedestrians
financial measures can make non-motorised transport • Eliminate unsafe turn movements: Shift left and right turns
safer and more attractive, to the benefit of everyone, to other intersections with better conditions for visibility and
including the users of private vehicles and public trans- traffic
portation, who will find less traffic and less crowding. • Time traffic signals for “green waves”: Keep drivers travel-
ing together at a consistent speed of travel
Walking and cycling are beneficial to ourselves and • Add signals and controls: Eliminate confusion for all users
our environment. All cities in the world are looking • Increase street lighting level: Improve visibility at night in
for ways to incorporate more cycling and walking into high-crash areas
the daily journeys of their inhabitants, for them to get • Pedestrian safety islands: Shorten crossing distance and add
healthier and reduce their carbon footprint. In partic- visual cues for drivers
ular, a great benefit for public transport will arise if the • Extend curbs to bring pedestrians into the line of sight for
walking experience between Public Transport stations

296 Ikorodu - Draft Final Report (2016 - 2036)


Vision Zero

Everything that we do and every choice we make, menaced or constitute a danged for themselves
implies a cost. A good mobility strategy will mini- or others.
mize the costs, not only for those who travel, but for
The philosophy of Vision Zero can be summarized
the entire community.
into four fundamental principles which guide the
The costs of mobility can be monetary and non-mon- entire design process of the transport system:
etary. Among the last one there is an especially hei-
1. Ethics:
nous one: human life.
human life and health are of the highest impor-
Every year in Nigeria thousands of persons die be-
tance and have absolute priority on the needs of
cause of road accidents. It may seem utopian to
mobility and other objectives of the transport sys-
hope to reduce deaths from road accidents to zero,
tem. Deaths for road crashes are all preventable
but several cities and nations have posed this as an
and, therefore, none is acceptable.
objective. Among them are Sweden and Norway,
which aim at having zero deaths for road accidents 2. Responsibility:
nation-wide by 2020. The cities of Blackpool, Brigh-
ton, Edinburg in UK, Chicago, San Francisco, New The providers of services, systems, vehicles and in-
York, Boston Los Angeles, Washington and other frastructures, as well as the entities whose duty is
eight cities in the USA, Edmonton and Seattle in to regulate the mobility system, share the respon-
Canada, and several other cities, regions and nations sibility of safety with the users. The projects and
worldwide aim to do this. solutions chosen must be safe, readable, clear and
easy to use, so that anyone can make use of them
What is known as “vision zero”, consists in posing correctly and in full safety. All policies related to
the objective of reducing to zero the deaths caused mobility must make safety their highest priority.
by reasons that can be accrued to the system of
mobility, and to act consequently in the strategies, 3. Vulnerability:
programmes, projects, interventions and choices of People are vulnerable and speed is the most pre-
solutions and priorities. It is a moral imperative; it is dictable indicator of crash survivability. The ele-
not tolerable that even the loss of one single human ments of the transportation system should be de-
life is acceptable and counted as a necessary cost to signed to allow speeds that protect human life in
be paid to enjoy a modern, efficient, fasts mobility. case of crash.
Vision Zero starts from a fact that we are all human
and as such we commit errors. The mobility system,
while it guarantees mobility to us, must also be de-
signed to protect us and guide us in every moment,
with the consciousness that we can fail. The infra-
structure and the system must be safe on their own,
and the duty to guarantee for one’s own safety, or
for the safety of others, shall not be borne upon the
users of the system. Everyone has the right to use
public spaces in peace and safety, without feeling

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Traffic and safety management achieved by implementing road safety Road Safety Engineering Accident investigation and analysis will permit to identify acci-
schemes either in the urban centres and the entire region, offer a great dent patterns. Then transport engineers will select, design and
Road safety engineering is made up of two stages:
opportunity to improve the livability in the Ikorodou sub-region by implement specific remedial measures. The measures should
reducing road casualties. 1. Construction of an accident database and accident analyses; be monitored and evaluated to assess the casualty reduction
achieved. The, junctions, road sections and other elements re-
Main strategy targets are: 2. Development of set of tools to cope with road safety issues to build
quiring improvement will be those that show significant acci-
• Reduce casualties a safe and functional road network, taking particular care of vulner-
dent clusters above the local average accident rates.
• Reduce congestion able users among which pedestrians, cyclists, children, the elderly
• Increase modal shift and disabled persons. Tools will consider local safety schemes, road Local safety schemes have proved particularly successful in
safety audits, maintenance work, control of access, road markings reducing casualties by implementing a coherent selection of
and signs, standards or guidelines. actions to be taken. Road layout and design must be consid-
The main actions adopted to reach these targets are:
ered in the overall (road safety) scheme to minimise the num-
• Road Safety Engineering Accident Database: all accident information will be collected by police, ber of potential conflicts and accidents taking place. This target
• Management tools local transport authority, hospital accidents, emergency department can be achieved by:
• Road safety Education and other useful sources. The outcome is a database with significant
• Adjusting inter-visibility and sight distances
• Enforcement & encouragement information on every collision tht occurred in the region. The records
• Avoiding perception problems
held in the accident database will be linked to a Geographical Informa-
• Making provision for turning traffic
tion System (GIS), enabling the use of computer generated mapping to
• Providing safe pedestrian and cycle crossing facilities
study dispersal. The GIS will be used to study clusters of accidents by
• Providing road network maintenance and cleaning
any characteristic stored in the database.
• Defining constant geometric standards adequate to the spe-
cific function of each road segment
• Providing safe traffic management especially at junctions.

Example of accident database in Rome – in blue accidents occurred at


intersections, in red at road sections

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Road signs and markings are a key tool in giving the road user information Intelligent transport system (ITS) measures constitute effective
making the road easier to “read” or in communicating an instruction. actions to implement operational strategies for Traffic and safety
management. ITS Traffic Management will comprise three steps:
They can be regarded as horizontal or vertical road signs. They are gen-
erally associated with a particular road user, such as pedestrian crossing, • Data collection: new technologies will be employed to traffic
cycle facilities or school safety zones. count and AID (automatic incident detection), and travel time
measurements using automatic number-plate reading or mo-
Standards or guidelines will provide comprehensive advice about design bile phone data.
of road sections and junctions particularly roundabouts and those con- • Data processing: produce traffic forecasts, summarise essential
trolled by traffic signals as well as traffic management information, assist in decision-making, archive data and facili-
As a general rule, a road of a given hierarchy level will have to connect tate user training through the use of ‘replay’ functions.
only with roads of hierarchy levels next to it. Therefore, if an urban ar- • Action on users, involves the use of information via VMSs
terial road crosses a local street which cannot be blocked, only entries (variable message signs), radio and the Internet, along with
with right turn will be allowed, while left turns and crossings will not be personal systems such as satellite navigation systems featuring
allowed at the intersection. Left turns will be allowed only at the crossing integrated traffic information.
with collector roads. A Traffic Control Centre will be responsible to monitoring 24
Road Safety audit is a useful measure to be undertaken as
hours a day, 7 days a week, the real-time traffic conditions on the
part of the road design process. Its obvious advantage is to
most important links of the network, especially the urban areas.
ensure that all road schemes operate as safely as possible Management Tools
when open to traffic. An audit ensures that a road scheme is The traffic control centre plays an important role in collecting and
considered systematically by a multi-disciplinary team with To achieve safe vehicle speeds on all the road and street network of Ikoro-
disseminating real time and historical data that, in turn, would be
expertise in safety engineering and accident investigation du Sub-Region, the traffic management will include speed management
utilized to design and implement future transport management
and prevention, which is independent of the design team. and ensure that speed limits are appropriate, consistent and enforceable.
plans.
Preventive maintenance work particularly with respect to Traffic calming measures will be employed to encourage both speed re-
The Traffic Control Centre will be comprised of three sections:
the risk of collision sites will have to be verified and main- duction and compliance with limits set.
• Traffic Operations department,
tained throughout the region. Traffic calming measures in the region, and especially in the urbanized • Traffic Engineering department
Tailored fitted measures for specific areas will be put in areas, may include the following groups of measures: • Transport planning department
place considering the needs of different groups of road us- • Vertical and horizontal deflection: speed humps, cushions
ers such as commuters, visitors, students, residents, etc. • Traffic management and control
• Traffic signs, road markings and lighting
Road safety provisions will reduce potential and existing • Street slimming and intersection choking
risks arising in the region, making it more sustainable in • Local Safety Schemes
terms of safety for road users. • Area wide treatments
For example, several streets lack maintenance due to tear • Enforcement activity
and wear of the paved surface and the road markings. In • Community involvement
fact, road markings need to be reinstated and repaired, as • Care of the needs of special groups.
well as kerbs to prevent tripping hazards. A successful design is generally made up by adopting an overall group ap-
proach, rather than by using a scattering of different measures. Very often,
Control of access will help minimise accidents, especially in
combinations of these measures are necessary.
residential areas. An appropriate perception of horizontal
and vertical alignments will lead the road user to drive in a Speed management will play an important role in the region and will
generally safer manner suitable to their perception of com- either employ traffic calming measures or rely on road design and en-
fortable travel. forcement

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The Traffic Operations Department will manage all the traf-
fic-related issues throughout the region, and work closely with
public and /or private institution to facilitate, investigate and
implement needed and required changes that affect safety.
Traffic Management Measures:
These are measures, which restrict traffic movement, often by
physical means. We may consider:
• Mini roundabout
• 30 km/h zones
• Physical width restrictions
• Priority give way
• Road closure
• One way streets
Traffic Calming Measures:
These measures reduce vehicle speed, thereby reducing the
number and severity of road traffic accidents. They discourage
drivers from cutting through residential side roads. Remedial
measures include:
• Speed cameras
• Vehicle Actuated Signs (VAS)
• Pedestrian Central Islands
• Raised junctions/Entry treatments
• Speed humps
• Speed cushions
• Road narrowing

Road Safety Education:


Education, training and publicity (ETP) are essential elements
of a comprehensive road safety strategy, which can contribute
towards a cultural change in people attitudes and behavior.
Thus, they will accept new measures and a changed road net-
work.
Moreover, road safety education should focus on achieving
safe driver behaviour. Therefore, road safety programmes will
have to use educational methods, skills, training schemes and
publicity activities, often in conjunction with professionals and
volunteers. Road safety Education Program for DFT

300 Ikorodu - Draft Final Report (2016 - 2036)


Enforcement and Encouragement: els), VAS (Vehicle Actuated Signs) to manage
speed..
Main road safety enforcement linked to traffic law
• Information on parking facilities: aims to
should include:
improve accuracy of information to travel-
• Speed limits ers with respect to parking facilities location,
• Driving under the influence of alcohol or drugs availability and price and produce access guid-
• Seat belt use. ance to them.
• Drivers’ hours. • CCTV camera enforcement is an efficient tools
• Vehicle inspection to monitor car traffic for many purposes: traf-
• Public transport safety fic management, accident detection manage-
Exemplary Solutions ment, violations to traffic codes regulations
• Junction improvements. particularly speed limits. CCTVs cameras can
• Simple measures to enhance capacity & safety : be implemented in either extra urban or urban
• Turning lanes road with positive expectation.
• Intelligent traffic signalling • Access Control to specific zones: aim to limit
• Pragmatic, tailored modifications (or ban) private through traffic and prevent
• Where sufficient space available congestion in specific areas that are deemed
• Avoiding excessive space consumption & cost to possess a high commercial, historical or res-
idential character. In these zones, the access is
always granted (through specific permits) to
Overall Recommendation For Ikorodu residents, retail owners, public transport.
Sub-Region
Hard Measures:
Soft Measures:
Solutions requiring an important effort in terms of
costs, time and management: Solutions involving modest efforts in terms of
costs, time and management will include:
• Build an accidents data base
• Undertake road accident analysis to identify • Mobility management to manage the travel
“hot spots” and prioritize projects. demand.
• Traffic and road safety schemes to address • Education, training and publicity (ETP) …
each single area, reporting high accident rate, • Encouragement and enforcement
above local average. • Road markings and/or signage improvement
• Improve traffic control and enhance network • Speed Limit Policy including limited traffic
capacity zones at 30 km/h speed limit.
• Re-design efficient intersections • Undertake Road Safety audits to support proj-
• Expand technologies and installations and ect phases.
connect them by communication networks • Implement specific areas where safety issues
• Establish a combined mobility control centre occur.
for both public transport and car traffic.
New traffic management technologies: These activity streams can be done in parallel
and all measures and elements can and should be
Intelligent Transport System (ITS) measures, that modular. This requires prudent planning over lon-
will support: ger periods, without losing the flexibility to act
• Provision of real-time information to travel- within short-terms.
ers. This could be done through overhead traf-
fic signs such as VMP (Variable Message Pan-

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5.18.2 Transport Data Management system The final configuration for the Ikorodu Mobili-
ty Office could employ around 25 – 30 people,
Mobility Office
including Managers, Senior and Junior staff. The
Due to the recognized prevalence of transport is- aim is to create a Main Transport Planning team
sues in Ikorodu, and the necessity to identify, im- that is supported by other teams which are briefly
plement and manage a transport vision for the described below.
future, as well as the management and regulation
of the existing infrastructure, the creation of a Transport Operations Team:
dedicated Mobility Office is of great importance. • Responsibilities of the Transport Office will in-
clude on-site works and maintenance of traf-
The aim of a Mobility Office is to incorporate
fic signals and other traffic control equipment.
different activities that nowadays are dispersed
The operations team is composed of:
within different authorities, and to propose and
• Traffic Signals division with the responsibility
apply the most up-to-date traffic measures and
of dealing with traffic signs, roadway striping,
techniques.
pavement marking update and maintenance
The new Office should coordinate the different of the public roads of Ikorodu.
tasks with other public bodies (planning, infra- ITS and Traffic Control division with the responsi-
structure, public works) and work in synergy—al- bility of the installation and maintenance of com-
though independently—with public authorities. puterized Central Traffic Control system, Intelli-
The Office will work closely with the public, offi- gent Transportation System (ITS) devices, video
cials, neighborhoods, businesses and organizations camera data collection devices, variable message
to investigate, facilitate, and implement transport signs (VMS) and optical fiber communication net-
decisions. work systems.

The Office will, therefore, have an active role in Transport Engineering


promoting changes that will be needed and re- The Transport Engineering section will be respon-
quired for the safety, economic productiveness, sible for the collection of traffic data, safety inves-
and overall quality of life for the citizens of Ikoro- tigations, neighborhood traffic calming and relat-
du. ed studies.
The Mobility Office will also be responsible for This responsibility includes parking management,
providing technical support and expertise for intersection and signal design, traffic counts (vehi-
transport-related issues within Ikorodu, with com- cles and passengers), accident analysis, road safe-
petence in engineering, design, surveying, con- ty schemes, vehicle capacity studies, speed/delay
struction inspection, traffic design, and general studies, traffic calming and traffic control.
traffic studies of all the components of mobility:
pedestrian, cyclists, public transport, private vehi- The Transport Engineering section also monitors,
cles, freight and service vehicles. evaluates and provides information on transpor-
tation system performances. They identify short
Organization terms interventions to alleviate congestion and
A Mobility Office can be organized according to enhance mobility of people and goods.
different organizational structures, the most com- They are also responsible for the coordination of
mon is divided into three sections: traffic signals in response to traffic growth, new
• Transport Operations and improved roadways, construction detours,
• Transport Engineering special events and seasonal changes.
• Transport Planning

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In addition, they oversee the planning, design and use of
existing and future Intelligent Transportation Systems in-
cluding camera traffic monitoring, incident detection and
management and traffic control response to accidents.
They also provide information to the public via variable
message signs and the internet.

Transport Planning
The team will consist of a planning team and a modelling
team.
Planning team
The planning team supports the administration in defining
the long term transport vision, objectives and strategies
and all the activities to be carried out during a traditional
transport planning process, such us the in-depth knowl-
edge of the current situation in terms of land use and
transport system, criticalities and constraints, definition of
the interventions and ex-ante measuring of the effects of
polices. The transport planning team will also deal with
transport risk assessment and accessibility analysis for new
developments.
Modelling team
A fundamental part of the transport planning team is con-
stituted by the transport modeler staff dedicated to the
construction and management of the multi-modal traf-
fic model for the city of Ikorodu. The transport model
should be able to represent the whole transport system in
Ikorodu, road network, public transport network and ser-
vices, cyclist network and pedestrian network. The main
scope of the transport model is to represent the current
situation measuring the transport indicators an evaluate
ex-ante the effects of interventions and policies in trans-
port sectors.
The office should be equipped with the following hard-
ware and software instruments:
• Traffic model software
• GIS software
• Cad software
In terms of staff and departments the office will be orga-
nized as shown in the organizational chart below.

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5.18.3 Access & Parking Regulations The Parking & Access Regulation strategy sets out a series of
parking pricing schemes that accords with the following:
A set of measures to regulate street parking through a vari-
able pricing policy, with the aim to optimise its land take and
occupation levels and, indirectly, control car access to specific 1) Congested areas: parking fees are usually increased in
urban areas should be strategically implemented. high-demand areas, usually main urban centres, and become
cheaper for surrounding areas and in correspondence with
Restricting the entry of vehicles into certain places of Ikorodu main surrounding interchange nodes (where motorists can
sub-region at certain times can have a number of benefits. switch to public transport). The construction of car parking
The strategy should foster several restrictions that include: in the fringes of the City can help in removing vehicles from
travelling into the inner city during peak hours. Park-and-ride
facilities are car parks with connections to public transport
• Restricting freight vehicles from entering Ikorodu’s city
that allow commuters and other people headed to city cen-
centre during the day time. This would reduce congestion
tres to leave their vehicles and transfer to a bus, rail system
and also prevent conflict between car users, pedestrians,
(rapid transit, light rail, or commuter rail) for the remainder
public transport users and freight vehicles.
of the journey.
• Restricting vehicles that weigh a lot and are high pollut-
ers from entering identified areas such as conservancies, 2) On street: within a certain area, fees are usually made high-
heritage, arts, culture and educational areas. This enables er for on-street parking as compared to off-street, in order
the road space to be redesigned for public transport and to optimise occupation levels and ameliorate the occupied
active travelling. right-of-way for parking.
• Restricting vehicles from entering certain parts of the city
centre and converting road use for limited car use and 3) At grade: similarly to the previous principle, this one states
increased pedestrian use. This can be permanent or can that parking at grade is charged more than parking under-
be only on weekdays. ground as this has a minor impact on the space subtracted to
• Public park and ride facilities can be provided on the out- other functions, such as pedestrian and bicycle paths
skirts of Ikorodu's metropolitan area and people can be 4) Time: fares are always progressive in time, meaning that
transported from such places with public transport. base fares increase by a certain percentage according to fixed
intervals (usually every hour).
The proposed transport strategies aim to implement a set of
measures that are enforced to limit the number of cars en-
Beside the prevention of private traffic growth, there is a need
tering a certain delimited space. It is usually applied to inner
to implement a parallel set of policies that aim to contain the
urban areas and aims to limit commuters in using their private
excessive use of roads by private vehicles and, hence, limit the
vehicle to reach employment and other main destinations. It
economic costs of delays and the other negative externalities
can be time-sensitive, i.e. applied for specific hours of the day.
linked to congestion.
This pricing strategy regulates demand, making it possible
Private transport has a role to play in meeting our personal
to manage congestion without increasing supply. In Ikoro-
mobility needs and in delivering goods and services, howev-
du Sub-Region, this strategy can be applied in a cordon area
er, its role must evolve given our long-term transportation
around a city centre, with charges for passing the cordon line.
needs and land constraints.
Solutions that prevent the growth of private-car traffic and
will be favoured and supported by means of land use deci- Clearly, such measure can only be enforced in presence of
sions. strong investment in a public transport system that can offer
a competitive alternative to private motorised vehicles.

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5.18.4 Public Transport Organisation Policy
profits for the operators are very low, and therefore, they 4. Establishing points of interchange of the city and district bus lines
The public transport system in the Ikorodu sub-region relies on
keep expenses to the minimum. with the BRT/LRT express line, where protected “stations” will be
a high number of operators, which operate their vehicles on a
large number of lines and also without following designated lines built along the BRT/GRT line;
* The overall quality of the service is low, and bus services
or stops. These services can be divided in three broad categories: tend to be unappealing. There is little incentive to mod- 5. Putting all public transportation at all levels, under the control of
ernize, or introduce changes that may improve the service the public authority by means of a system of tendering and licenses
1. “Institutional” operators: They are owned or partnered by a
to the customers, such as integrated tariffs or minimum that does not contemplate “unlicensed” or “freelance” operators;
public administration, or refer entirely to a public administra-
quality standards.
tion. 6. Define a network of lines to serve points of generation and attrac-
* The market competition is pushed to the limit, with many tion;
2. Private “licensed” operators: They are licensed to operate on
operators competing on the most profitable lines, often
public transport lines defined by the city administration. In addition to the points listed above, several complementary measures
working at the margin of legality, adapting the tariff to
3. Private “unlicensed” operators: They operate in free market the prevalent conditions. The competition is so strong and to allow the users to exploit the public transport system at its best must
conditions, on the most profitable routes, during the most the overlapping of lines so severe that it is not unlikely to be implemented:
profitable times. see buses that overtake one another to “steal” passengers, • Efficient connections between public transport lines;
offering the only incentive that will not increase the oper- • A single integrated ticket strategy to travel on the entire public
This status led to a very complex situation, in which the number transport network with one ticket per trip;
ational cost: speed of transfer.
of operators is very high and the supply of public transport is also • Improving the accessibility of stations to pedestrians, and promot-
high but lacks a central organization which controls the entire sys- * The strong level of deregulation makes it extremely dif- ing walking;
tem. This status of deregulation of public transport makes it very ficult for the public authorities to control and direct the • Approving an urban zoning and land use plan that increases the
difficult for the public authority to control the system and verify service, and the operators have a great freedom of action, density of settlements around the main interchange stations;
that the operations of public transport is performed in advantage which they exploit to their own profit, rather than for the • A plan to restrict parking in the most critical zones of destination,
of the public good. good of the community. or a plan to enforce pay parking;
Interchanges between the lines are few, when they exist they are Restructuring The Transport System After Introducing Brt And Lrt • plan of park-and-ride spaces to allow exchanging from the car to public
unplanned, and generally not considered of importance. This is Lines: transport;
• A plan of branding and publicity of the system;
due to the fact that an integrated tariff does not exist. In order to
A restructuring of the public transport system is proposed in this • A strategy to severely prevent competition from “semi-legal” public
change line, passengers must pay a new fare each time. This leads
plan, with the following objectives: transport operators;
to a number of problems in the layout and performance of the
• A plan of “last mile” services, such as shared cars and shared bicy-
public transport system: 1. Introducing several BRT (Bus Rapid Transit) and one LRT (Light
cles, to complement the trips made by public transport.
Rail Transit) express public transport lines across the territory
* The public transport system is very complicated to un-
of Ikorodu Sub-Rgion. This is capable of providing a high per-
derstand since each line is designed on its own and it isn’t
formance of service. In particular:
really part of a “system”
• Extension of the line from the city centre of Ikorodu to the
* The lines are concentrated where the attractors and gener- peripherical townships and industrial areas;
ators are larger, and all pass across the same main streets, • Peak hour interval of buses/rail vehicles of 1.5-3 minutes
generating an excess of supply in some parts of the region, • Capacity of at least 6000 passengers per hour (requiring
which leads to congestion. It is not rare to witness stops articulated buses)
where the frequency of arrival of buses is of almost one • Operational speed (including stop times) of at least 22
vehicle every 10 seconds, and there are often long queues km/h
of buses waiting to approach the most frequented (and • Several points of interchange between lines
therefore profitable) stops.
* Most buses are small and badly maintained. They are 2. Removing the lines that overlap and operate in competition
small because the demand of passengers is shared among with the BRT/LRT system;
many operators that follow the same routes. Therefore
3. Establishing “feeder lines” with buses that reach the points of
each operator has little interest at boarding many passen-
interchange and the extremities of the BRT/LRT lines;
gers per each trip. They are badly maintained because the

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6
6.0 ENVIRONMENTAL MANAGEMENT FRAMEWORK
6.1 Environmental Issues from Baseline Studies
6.1.1 Sensitivity Analysis of the Baseline Information
6.1.2 Development Constraint Zones
6.1.3 Desired State Per Environmental Feature
6.2 Environmental Emergency Preparedness and Response
6.2.1 Ecological Resource Management Plan
6.3 Agricultural Resource Management Plan
6.3.1 300 Hectares Oke-Eri Paddy Rice Farm Estate
6.3.2 200 Hactares Iganke Leafy Vegetable Estate
6.3.3 200 Hactares Ibelefun Fruit Vegetable Farm Estate

Chapter Six
6.3.4 50 Hectares Ago Hausa Landscape Nursery Estate
6.3.5 50 Hectares Imota Dairy Farm
6.3.6 Ori-Okuta Integrated Green House Farm Settlement
6.3.7 Small Scale Urban Farming
6.4 Sustainable Development Key Performance Indicators (KPIs)
6.5 Strategic Environmental Assessment Plan (SEMP)
6.5.1 Very High Development Constraint Zone
6.5.2 High Development Constraint Zone
6.5.3 Fair Development Constraint Zone
6.5.4 Low Development Constraint Zone

Ikorodu - Draft Final Report (2016 - 2036) 307


Odogunyan Farm Estate
6.0 Environmental Management Framework

Sustainable planning and management of cities, towns on Lagos ment to low carbon living. ecological health of the wetlands and its capacity to store more wa-
sand barrier-lagoon bioregion demands a framework that is con- • Principle 6 Water quantity and quality management within the ter and sustain the natural role of being breeding ground for aquatic
scious of degradation of ecological goods and services, sand replen- context of flood risk planning and management. species is under threat. Major challenge to flood risk management is
ishment, shoreline instability and proactive adaptive and mitigation • Principle 7 Economically viable settlements that draw strength the adopted ‘reactive approach’ that manifests in piecemeal sooth-
measures to checkmate both tidal and fluvial flooding associated from its natural assets as means of livelihood ing disaster management.
with recent climatic anomalies. Recent developments have shown The Environmental Management Framework (EMF) presents a Besides flooding, other major issues include bush burning, uncoor-
that flooding is a natural phenomenon that sometimes defers most narrative of the environmental attributes, analysis of the attributes dinated sand mining and rapid urbanisation that continue to strip
effective legislation and strategic action plans. Its disruptive impacts relative to sensitivity to proposed development and arrival at ho- the landscape of its vegetative cover. Another observed challenge
can be brought to manageable level through increased preparedness listic environmental decision making towards a sustainable Ikoro- is seasonal appearance of aquatic macrophyte referred to as water
and proactive managerial flood risks awareness. This is in line with du Sub-Region. It addresses previous environmental issues relative hyacinth (Eichhornia crassipes) on Lagos lagoon and other creeks.
SDG Goal 11; target 5 that focuses on ecologically resilient cities to to the envisaged sustainable proposal on the sub-region. Ikorodu Water hyacinth is a night mare for near shore aquatic species, fish-
bring to minimal level climate change induced urban disaster. The Sub-Region is experiencing developmental pressure to the north, ermen and water transport operators. While sands mining has been
drive for healthy ecosystem is rooted in the desire to make available east and south which includes the sensitive lagoon, creeks, river cor- on-going for decades at Majidun, medium scale commercial sand
ecological goods and services for the people. In recent years, the is- ridors and flood plain that constitute threats to the sustainable use dredging depots sprang up along lagoon shoreline especially at Bai-
sue of littoral communities’ livelihood is at the core of sustainability of the inherent natural capital. The goal of this EMF is to proac- yeku. The most potent of these challenges is urban sprawl eating up
discourse bearing in mind incessant storm surges. tively define the environmental limits that support developmental prime agriculture lands on well drained ridge line soils. The master
The Sub-Region is an agglomeration of human settlements plagued activities and the desired environmental quality level for which de- plan explores resilient flood risk planning and healthy riparian urban
with sprawl and blighted developments due to population explo- velopmental activities should not be encouraged. The EMF derives forestry as carbon sink in the environmental management of the
sion and uncharted urbanisation process. There is a need for applied from the sub-region’s baseline physical attributes; current status quo sub-region.
principles of ecological city as a window to sustainable planning. against the stated vision, mission statements and identification of de-
An ecological city is a human settlement conceptualised on mini- velopment constraints to nurture land use planning and sustainable
mal developmental impact; inhabited by people committed to effi- development. 6.1.1 Sensitivity Analysis of the Baseline Information
cient energy, water and food consumption; and pay much attention Inventory of biophysical information gathered during the baseline
to generated wastes especially gaseous, heat and liquid emissions. studies served as environmental data for the EMF. Synthesis of these
Therefore, when human settlements take advantage of natural pro- 6.1 Environmental Issues From Baseline Studies
data generate secondary information by attaching a rating to the
cesses that make the ecosystem functional then a healthy eco-city is The baseline report provides an analysis of the current state of the various sub-region’s environmental features relative to constraint
created. sub-region’s environment focusing on the biophysical environmen- posed to development. This provided basis for the environmental
tal features; previous sub-regional/Lagos State driving policies and sensitivity analysis which collectively identifies impacts that describe
This section is conscious of Ikorodu Sub-Region’s natural and cultural
the state of built environment particularly the prevailing planning the existing scenario and envisaged future environmental and de-
resources. It intends to graft upon these assets people-oriented mea-
philosophies, socio-economic issues, engineering services and pre- velopmental states of the sub-region. An adopted rule of thumb
sures that would improve local economic capacity without degrad-
cious traditional/cultural heritage. This was enhanced by detailed is that the more sensitive an area is, the more constraint it poses to
ing environmental quality and eroding much cherished social values.
stakeholders’ inputs from various town hall meetings and focused physical development. Therefore, slope analysis map, soil analysis
Thus, healing the Sub-Region’s ecosystem takes a holistic look at the
group discussions. The information assembled for the base line re- map, flood prone areas map, vegetation and existing land use maps
‘Eco-city’ principles that can be accommodated within the present
port provides a comprehensive overview of the current state of the synthesis exposed the most significant development constraints in
socio-political, economic, technological and human resources capa-
environment of the sub region and forms the basis for all subsequent Ikorodu Sub-Region. The following were found to be the most sig-
bility of the State Government. The seven (7) principles considered
analyses for this EMF. nificant development constraints:
for the Environmental Management Framework are:
• Principle 1 Productive green wedge. The synopsis of climate change impacts in Ikorodu Sub-Region high- • Flood prone Lagos Lagoon low land areas
• Principle 2 Protection and conservation of biodiversity, cultural lighted depreciating water quality and quantity; increasing urban • Ogun, Owuru, Bere and Aye Rivers corridors flood prone areas
and heritage resources. heat island; glaring shoreline erosion; food insecurity; and menace • Fragile Mangrove swamp forest on hydromorphic soil formation
• Principle 3 Recreation conscious and connected green infrastruc- of destructive annual flooding. About 12,000 hectares of the Sub-Re- • Sensitive wetlands habitats that constitute breeding ground for
ture gion are prone to flooding. 2,000 hectares of this flood prone area aquatic fauna.
• Principle 4 Food security in all its ramifications are already built up. This explained the annual severity of flood • Sensitive surface hydrological features, including wetlands,
• Principle 5 Non-Motorized Transportation System with commit- related disasters at built up areas of Ajekunle, Odo Ogun, Isheri.
Owode Elede, Majindun, Ipakodo, Ebute Iga, Ikosi and Ofin. The

Ikorodu - Draft Final Report (2016 - 2036) 309


• Occurrence and distribution of fauna and flora species especially for tourism-based income streams should be conceptualised on development for recreation, aquaculture and lagoon shore resorts
Manatee in the Ogun River wetlands and Idirogba creeks. pro-poor tourism principles that is properly integrated into larger development. Developmental interests driven by the magnetic pull
• Well drained ridges that support diverse human settlements in economic system. Potentials to expand on agricultural value chain of Lagos lagoon should then inculcate the principles of urbanisation
the Sub-Region. that is dependent on high abundant productive soil resources. that respect ecological functioning of sand barrier lagoon system. All
• Presence of protected patches of Lower Ogun Forest Reserve developments including compatible land uses should be subjected
Strategic objectives towards sustainable environmental
• Remains of high potential arable agricultural land to the north- to rigorous environmental impact assessment with well-articulated
development for Ikorodu Sub-Region examine the following:
east of the Sub-Region. mitigation measures.
• Cultural heritage features in the core traditional area of Ikorodu • Delineation of flood prone districts to produce flood risk plan.
city and the various towns and villages in the sub-region. Also, • Establish participatory approach to flood risk management with
included is Agbekin historic landscape. relevant stakeholders’. II. High Development Constraint Zone
• Exploration of Soft Engineering through Natural Ecosystem
Enrichment Planting. Such natural vegetation will be required This zone is composed of fragile fresh water swamps within the flood
Consideration of these impacts, relative to the desired sustainable along lagoon shorelines of Agboyi Ketu LCDA; Ogun River banks plains of rivers Ogun, Aye, Bere and Owuru and their tributaries.
environmental state in the Sub-Region will make preliminary in Ikosi-Isheri LCDA; Ofin, Baiyeku, Agbowa-Ikosi, Idirogba and They are ecosystems of high ecological function and conservation
environmental management emerge. These results serve as Imofa lagoon shoreline. importance. The zone is on the same platform with Very High De-
preliminary management groups based on their ability to maintain • Consideration for Sustainable Drainage Systems in urban storm velopment Constraint Zone. Development is sympathetic to com-
ecological functioning and livelihoods derivation for the sustenance water management pactible land uses including eco-tourism, paddy rice farms, public
of the people. Urbanisation is expected to be conscious of ecological • Generous Investment in Urban Vegetation as Carbon Sink. Use park development, sustainable urban farming and linear parks. Rig-
functioning as urban expansion and development is a requirement of indigenous street trees species for functional streetscape. orous environmental impact assessment is with pragmatic mitigation
for the improvement of human living conditions and the growth of • Explore geo-engineering schemes as remediation tool for global measures are suggested even for compatible land use development.
the economy. But this requirement should look through the window warming induced rise in temperature.
of sustainability paradigm that considers the prime position of urban • Explore zero surface option landscaping to increase water quali-
biodiversity resources. Ecological functioning as management ty and quantity in the precious wetlands. III. Fair Development Constraint Zone
group focused on protecting the natural resources are critical to • Recommend the location of Lagos State Environmental Protec-
This development zone is of low ecological function and conserva-
the maintenance of Ikorodu Sub-Region northern Lagos State sand tion Agency office in the sub-region to enhanced environmental
tion importance. The zone supports built up areas of various town-
barrier-lagoon bioregion local ecology. management of the Sub-Region.
ships and villages on the well-drained ridges. It also supports the
The sub-region’s resources include Lagos Lagoon, wetlands, remaining stretch of fertile arable land area threatened by uncon-
watercourses supporting enumerated flora and fauna species, 6.1.2 Development Constraint Zones trollable developmental activities. Suitability for development in the
groundwater, green corridors necessary for biodiversity and urbanised areas should be through people driven regeneration pro-
Four Development Constraint Zones (DCZ) were identified based
movement of small mammals, invertebrates and birds, various gramme sympathetic to the biophysical features of the region. On
on Geographic Information System (GIS) as analytical and synthesis
creeks. Dynamic Ogun River tributary transitional environments the arable agriculture landscapes, agriculture is taken seriously, with
tool. They are classified as very high development constraint zone,
zones, areas of potential conservation, protected status or planned restricted development to save the sub-region from food insecurity.
high development constraint zone, fair development constraint zone
for extension of protected areas are included. However, current
and low development constraint zone as shown in Figure 6.1 aside.
livelihoods of people in Ikorodu Sub-Region is closely associated
with limited formal economic development opportunities as most IV. Low Development Constraint Zone
opportunities for employment are associated with informal sector
and limited activity in public sector. Although many people rely on
I. Very High Development Constraint Zone These zones represent areas of low ecological function, low conser-
various forms of agriculture including artisan fishing on Lagos lagoon vation importance, sparse residential development and well drained
These are flood prone lagoon shore areas, creeks and tributaries
and the various fresh water bodies. soils suitable for development.
of rivers that drain into the lagoon - serving as sensitive habitat to
endangered species including Manatee. It stretched from Orugbo
There is the need to maintain existing economic activities in an
shoreline in the east to Imofa/Idirogba in Imota LCDA. Also, it covers
environmentally sustainable manner as proposal for the development
the shorelines of Majidun and Odo-Ogun to Tasan in Agboyi Ketu
of new opportunities enhanced by inherent natural assets are
LCDA. Therefore, development in this area should respect low de-
strategized. Repackaging living heritage and historic resources can
velopment footprint. Compatible land uses include waterfront park
offer economic opportunities. However, it should be noted that

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LEGEND

Figure 6.1: Development Constraints Map

Ikorodu - Draft Final Report (2016 - 2036) 311


6.1.3 Desired State Per Environmental Feature transmission to CDA Flood Committee.
Ikorodu Sub-Region sustainable master plan revolves around • Liaise with Lagos State Emergency Management Agency,
agriculture value chain development, eco-tourism, profitable National Emergency Management Agency, Fire Fighting Depart-
industrial parks, low carbon mass transit system, social infrastructure ment and organised private sector towards prompt flood rescue
upgrading and sustainable livelihood that benefit from contextual operations and post flood recovery actions.
landscapes, vibrant multinuclear CBDs and high streets, land use
development influenced by regenerated urban centres, sufficient 6.2.1 Ecological Resource Management Plan
low carbon power provision and adequate public open spaces. Sustainable management of natural areas requires the interest in
The master plan is expected to thrive on desired sustainable envi- landscape ecology and the people. While landscape ecology is
ronmental principles for terrestrial ecosystem, aquatic ecosystems, geared towards the identification of the various ecosystems relative
water quality, air quality, productive agricultural resources, valuable to the geomorphologic formations, people refer to how the local
heritage resources, social infrastructures, grey infrastructure, communities relate to the landscape for livelihood.
conscious green urban planning and industrial estates. These desired
environmental states are aligned relative to Ikorodu Sub-Region Since the objective of sustainable living is continuous
features. derivation of social, economic and cultural benefits
from the environment, the sustainable management of
On a broad scale the desired state of terrestrial ecosystem is to Ikorodu Sub-Region’s ecosystem is conscious of the current
increase areas of fresh water swamp forest and mangrove swamp challenges posed by uncontrollable urban sprawl, illegal sand
forest under protection. This will help to achieve 25% national for- mining, poverty driven reliance on firewood, solid wastes dump
est policy in Ikorodu Sub-Region. Development in these areas should sites on river courses and over exploitation of the lagoon by artisan
be restricted and set aside for conservation and compatible green fishermen.
infrastructure hubs and links. Therefore, any developments within
the high constraint zone cannot compromise inherent goods and The Ecological resource management plan for Ikorodu Sub-Region
services derived from the flood prone mangrove swamp forest. explores the provision of sustainable green infrastructure to meet
the vision of the sub-region through:
• Contain existing urban form with capacity to accommodate high
6.2 Environmental Emergency Preparedness And human population.
Response • Improve, protect and conserve the sub-region biodiversity, cul-
tural and heritage resources for sustainable tourism.
• Ensure efficient water management system with cognisance to
Flooding is the major disaster identified in Ikorodu Sub-Region. A
flood risk planning and management.
flood emergency preparedness and response strategy will explore
• Ensure economically viable settlements with capacity to create,
the adoption of non-structural measures tailored to modifying
improve and provide means of livelihood to the people.
vulnerability exposure. Included are proactive land-use planning,
• Promotion of afforestation projects.
community awareness programmes, flood forecasting and warning
• Explore natural landscape protection of green wedges to control
mechanisms, post flood recovery actions and flood insurance.
urban sprawl.
Therefore, it is recommended that each of the LGA/LCDAs should • Management of fresh water swamp forest on flood plains of
have an emergency preparedness and response centre which will Beere, Owuru and Ogun Rivers and their tributaries.
explore the following: • Enhance sub-regional ecosystems wellbeing through Community
• Establishment of Community Base Association (CDA) Flood Participatory Approach.
Committee
• In association with CDA, erection of flood monitoring signage
along the lagoon shoreline and rivers when necessary.
• Liaise with Lagos State Ministry of the Environment Flood Aye River
Control Department and Nimet on flood warning and quick

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6.3 Agriculture Resource Management Plan

The Sustainable Development Goals (SDGs) Goal 2 strives to end 3. Promote landscape ornamental nursery estates within watershed
hunger and achieve food security. This is based on the premises management system for effective climate smart nursery.
that no man should lack access to nutritious food by the year 2030. 4. Support farm estates with compact housing facilities.
Also, the New Urban Agenda Communique Number 123 (Habitat 5. Promote mandatory private sector driven agriculture waste
III, 2016) seeks to “promote the integration of food security and management system.
nutrition needs of urban residents, particularly the urban poor, in 6. Promote revamping of agriculture support services.
urban and territorial planning, to end hunger and malnutrition. We
will promote coordination of sustainable food security and agricul- The plan is conscious of Lagos State Governemnt Agricultural
ture policies across urban, peri-urban, and rural areas to facilitate policies with emphasis on aquaculture, animal husbandry and
the production, storage, transport, and marketing of food to con- strategic crop production as anaylised in the baseline report. Prime
sumers in adequate and affordable ways to reduce food losses and on the list of strategic crop production is to make avaliable high
to prevent and reuse food waste. dietary content leafy and fuit vegetable and recently home grown
rice. As discovered during the baseline studies, horticultural crops
Thus, for efficient participation in achieving this goal, a revert to grown in the sub-region are classified as leafy vegetables, fruity
the concept of productive landscapes must be adopted. Productive vegetables and fruit trees. Traditional leafy vegetables grown
landscape is the agglomeration of integrated open spaces planned include Olitorus cochorus (Ewedu), Celosia argentea (soko),
and managed to enhance intensive climate smart agriculture schemes Amaranthus hybridus (tete), Vernonia amygdalina (Bitterleaf), Solanum
that meet urban food security, as a carbon sink, serving as bioen- macrocarpon (Efo -Igbo), Basella alba (Amunututu), Ocimum
gineering structure to control flooding, ameliorating urban heat is- gratissimum (Efirrin), Telfairia occidentalis (ugwu), Talinum Triangu-
lands and much more boosting the process of ecological intensifica- lare (Gbure), Thaumatococcus danielli (moimoi leaf), Lettuce and
tion. Lagos State Agricultural Framework conceptualised Ikorodu Gabbage. Lycopersicon esculentum (Tomatoes), Capsicum annum
Sub-Region as one of the three Agriculture Zones to achieve the (chilli pepper), Citrullus Lanatus (Watermelon), Cucumis sativus
modest target of meeting 25% of local foods consume within her (Cucumber) are widely grown fruit vegetables in the area.
sand barrier-lagoon bioregion. Therefore, enhancing food produc-
tivity in the sub-region demands intensive use of urban fringe agri- Synthesis of hydrology, soil, and climate and drainage data provide
cultural land resources with capacity for irrigation system during the crop and soil compatibility relative to suitability of watershed for
five months dry season. This is achievable from three perspectives: irrigation system in Table 6.1.

• Strengthen existing agricultural delivering system.


Table 6.1: Soil and Crop Compatibility Spatial Distribution
• An intensive use of arable land supported by well drained agri-
cultural soil. Soil Formation Strategic Crop Distribution Remarks
• A sustainable use of abundant water resources.
Ferric Luvisol • Leafy Vegetables Imota,Agbowa, Ajebo, Odo - Watershed will accommodate
An essential part of the Agricultural Resource Management Plan is to • Fruit Vegetables Ayandelu, Gbokuta, Parafa Irrigation
provide enabling environment for private sector driven intensive • Livestocks
and integrated climate smart agricultural practices in addition • Ornamental Nurseries
to various government projects. This will be achieved through
seven strategic objectives to meet 2036 demand for perishable Plinthic Gleysol • Paddy Rice, Oke Eri Iganke, Ajebo, Fresh water Swamp. Water-
leafy and fruit vegetables that will complement the high energy • Leafy Vegetables Ota-Ikosi, Ago Hausa, Iganke shed will support irrigation
carbohydrate dietary of the people namely: • Ornamental Nurseries and Orugbo
• Fresh water Cage System
1. Promote cultivation of paddy rice, leafy and aquaculture cage • aquaculture
fruit vegetable, integrated poultry, piggery in agricultural estates
in the Sub-Region. Dystric Gleysol • Lagoon Cage System Odo-Ogun, Orugbo, Poorly drained soil. Seasonal
2. Promote small scale secondary food value chain development in aquaculture Agbowa-Ikosi, Agura High salt content
the Sub-Region.

Ikorodu - Draft Final Report (2016 - 2036) 313


6.3.1 300 Hectares Oke-Eri Paddy Rice Farm Estate Table 6.2: Proposed Leafy Vegetables Crops at Iganke 6.3.4 50 Hectares Ago Hausa Landscape Nursery Estate
Vegetable Farm Settlement
Lagos State Rice production policy targeted 3,500 hectares paddy rice Three contemporary issues are driving the resurgent interest in
farm state-wide. Meeting Ikorodu Sub-Region rice demand requires Scientific Name Common Name Remark urban vegetation namely urban forests as carbon sinks, urban
local production. Rice production in the sub region will supplement heat island moderation and environmental aesthetic towards a
the current Lagos state government interest in partnering with other Olitorus cochorus Ewedu Widely Grown befitting urban identity. These issues demand a consciously
states including Kebbi state (Lake Rice), Ogun state (Ofada rice), Oyo Celosia argentea Soko Widely Grown chosen ornamental plants palette associated with the long-term
state and Osun state. Amaranthus hybridus Tete Widely Grown vision of the sub-region.
The proposed 300 hectares Oke Eri Rice farm estate will explore Vernonia amygdalina Bitterleaf Widely Grown Efforts of Lagos State Park and Garden Authority (LASPARK) in
low-lying River Aye tributaries flood plain Plinthic Gleysol soil Telfairia occidentalis Ugu Widely Grown recent years towards meeting Sustainable Development Goal
formation. The Proposed Oke Eri Rice Farm Estate is located within Ig- Talinum Triangulare Gbure Minimally Grown 11 slowed down due to non-availability of desire species for
anke and Oke-Odo sub-catchment area of Aye River watershed with an different areas of the city. Frequently used street trees in vari-
average slope of 1.4 %. The presence of Aye River with its many tribu- 6.3.3 200 Hectares Ibelefun Fruit Vegetable Farm Estate ous LASPARK parks and Garden are documented in Table 6.4.
taries within the broad watershed will naturally enhance climate smart
irrigation system for year round paddy rice farm. Baseline fruit vegetable inventory analysis enumerated Lycoper-
sicon esculentum (Tomatoes), Capsicum annum (Chilli Pepper), Table 6.4: Urban Trees in LASPARK Streetscape and Parks
Besides, this will keep multimillion Naira Imota rice processing Citrullus Lanatus (Watermelon) and Cucumis sativus (Cucumber) as
factory established under the “Rice for Jobs” at optimum produc- S/N Street Trees Scientific Common Name Remark
favoured fruit vegetables in the sub-region. Other appreciated fruits
tion capacity. Oke Eri Rice farm estate is proposed as private sector Name
supported by the soil series are pineapple and pawpaw. These will
driven medium scale enterprises farmers. Each farmer is programmed constitute the core of fruit vegetables in Ibelefun Fruit Vegetable 1 Acacia auriculaeformis Acasia Colorful Medium
to own 15 hectares plot with climate smart irrigation back up to Farm Settlement (Table 6.3). tree
produce twice in a year. Rice farm inputs especially viable seedlings 2 Azardirachta indica Neem Good Shade tree
are to be managed by stand-by viable and high yield rice seed and Ibelefun Fruit Vegetable Farm Settlement is within Akoko channel
3 Bauhimea purpurea Bauhimea Small flowery tree
seedling entrepreneur. The irrigation scheme is left in the hand of and its drainage catchment area. Akoko Channel, also referred to as
System 114 in the sub-regional drainage system, originates from the 4 Cassia fistula Cassia Profuse Yellow
Government irrigation provider that rice farmers will subscribe. This flower
is one of the expected incentives. ridgeline that supports Agbowa Town to the north. Situated in the
undulating plains that stretched from Agbowa to Orugbo, the 5 Cassia siamea Cassia Small Yellow flower
proposed farm settlement is underlain by well drained Yellow
Ferric Luvisol soil series with a suitable slope of about 2%. 6 Casuarina equisettifolia Christmas Tree Wind breaker
6.3.2 200 Hectares Iganke Leafy Vegetable Estate
Ibelefun Fruit Vegetable Farm Settlement is conceived to 7 Eucalyptus torreliana Eucalyptus small Tall Street tree
Experience from Lagos State Government schemes at Odogunyan leaf
support ten small scale vegetable farmers, two viable vegetable seed
farm settlement and hundreds of peasant scales rural farmers in
entrepreneurs, two small scale vegetable processing and pack- 8 Lagestromea speciosa Lagestromea Shade tree
the sub-region identified Telfaria occidentallis (ugwu), Celosia
aging cottage industries and a privately owned agro-tourism 9 Polyanthea longiflora Masquerade tree Good Screen
argentia (shoko), Alium cepa (Onions), Cochorus Olitirus (Jute mallow),
interpretive centre. Like the other two farm settlements high 10 Roystonea regia Royal palm Beautiful bole
Vernomia amygdalina (Bitterleaf) and Lycopersicum esculentus as
productivity looks at efficient irrigation system to drive three palm
commonly grown vegetables. This is influenced by market demand.
harvests. 11 Thuja orientalia Pine tree Pine
The inference from baseline data analysis is that small scale profit
orientated vegetable farmers will be interested in crops with high Table 6.3: Fruit Vegetables Commercially Produced in Ikorodu
local market demand (see Table 6.2) 12 Terminalia catapa Almond Tree Shade tree
Scientific Name Common Name Remark
These leafy vegetables can be grown three times in a year through ir-
rigation fed smart agriculture principles at the proposed Iganke Leafy Lycopersicon esculentum Tomatoes Widely Grown
Vegetable Farm Settlement. The 200 hectares strictly vegetable farm These and selected colourful shrubs and grass species frequent-
Capsicum annum Chilli Pepper Widely Grown ly used in open spaces lawn areas will be commercially raised
estate is within the Aye River northern watershed. It is conceptual- Citrullus Lanatus Watermelon Now Grown
ised to accommodate small scale farmers, viable vegetable seed en- by floriculture entrepreneurs at Ago Hausa within Aye River
Cucumis sativus Cucumber Now Grown drainage basin (Figure 6.1). Commercial nursery will also benefit
trepreneurs, small scale vegetable processing and packaging cottage
industries and a privately owned agro-tourism interpretive centre. Carica Papaya Pawpaw Grown from sprinkler irrigation system.
Pineapple Grown

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LEGEND

Figure 6.2: Agricultural Proposal for Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 315


6.3.5 50 hectares Imota Dairy Farm
vacant city plots. Gberigbe pig farm estate, Imota farm settlement, Table 6.5: Expectations from the Proposed Fish Farm
Cattle breeding especially local beef consumption and fresh milk Itamaga Hatchery, Erikorodo poultry estate and Odogunyan farm
is at the forefront of Lagos State livestock production. In the early S/N Location Tonnes /Annum
estate were introduced decades ago as rural farm estates. Today,
late sixties, three species of cattle breeds were experimented at these estates have become farm enclaves in the sub-region and fit 1 Agbowa Ikosi 350,000
Imota farm settlement namely U’Dama, Muturu breed and Keketu. into the small scale urban farming category. 2 Idirogba 350,000
They were successful. The goal of the Ikorodu Sub-Region Master
Plan is to revive the vision through integrated paddock system. Lagos State aquaculture vision is to optimally use the abundant 3 Tasan 350,000
50 hectares Imota integrated ranch is conceived to accommodate water resources for dual benefits namely boost fish farming as an Total 1,050,000.00
500 cattle commercially managed by 10 entrepreneurs. Attached alternative livelihood to depreciating artisan fish trade in littoral
to the Imota ranch complex is fresh milk processing and packaging communities; and the creation of adequate fallow period for the
cottage industry. marine species in lagoon, creeks, rivers and fragile wetlands to re- pectations from the lagoon cage farm is shown as Table 6.5.
cuperate from uncontrolled fishing. Fresh Water Aquaculture Estate
Three categories of fishes are harvested in the lagoon namely fishes Aye River and its tributaries has for decades been the source of
6.3.6 Ori-Okuta Integrated Green House Farm Settlement
occurring in the lagoon throughout the year: (Ethmalosa fimbriata, shrimps for Itoikin and Agbowa artisan fishermen. So also are
300 hectares Ori-okuta Farm is located on the north east stretch of Chrysichthys nigrodigitatus, Caranx hippos, Mugil bananensis, Tila- Ogun River and its many tributaries at Ikosi-Isheri and Agboyi-Ketu
the identified arable land. It is divided into three sections namely pia guineensis and Cynoglossus senegalensis), fishes occurring only LCDAs. The master plan proposes two shrimp estates namely Aye
green house complex; automated poultry; and piggery. The pro- when the water is brackish: (Sardinella maderensis, Ilisha africana, River Fresh Water Shrimp Estate at Ago Hausa and Ogun River
posal is conscious of Gberigbe piggery estate, Erikorodo poultry Arius latiscutatus, Mugil cephalus, Galeoides decadactylus and Shrimp Estate at Owode-Elede. Each Shrimp Farm Estate is con-
complex and Odogunyan concrete base fish units’ shortcomings es- cephalus, Galeoides decadactylus and Trichiurus lepturus; and fish- ceived to contain 10 farmers. It is projected that the two combined
pecially the issues of encroachment and conversion that affect the es occurring only when the lagoon water was fresh: (Gymnarchus estates will yield 10 tons per annum operating in two cycles with
set targets. The Green house complex is envisaged for year-round niloticus, Hepsetus (Ministry of the Environment, 2010). This is a 10 cages per farmer.
production of mushrooms, vegetables and fish through controlled pointer to the difference species expected to be raised in brackish
environment. The complex is conceptualised to accommodate 20 lagoon waters and fresh water in rivers across the sub-region. Aquaculture Farm Settlements will be supported with private sec-
private investors in intensive agriculture. tor based value chain. The aquaculture production chain is divided
Demonstrative Fish Cage Culture System programme was designed into five steps including production, harvesting, processing (and
The automated poultry complex is conscious of the sub-region’s by Lagos State Government in August 2016 to empower sixty (60) packing), marketing and consumption. The value chain is in three
population appetite for eggs and chicken. It is proposed to accom- youths at Agbowa – Ikosi on how to raise catfish. The cage cul- strands namely: upstream inputs, private service providers and
modate 40,000 broilers, four million eggs and two million live ture project was planned to raise 3000 fishes at average weight downstream outputs. While upstream inputs including supplies
birds annually. This complex will accommodate 50 medium scale of 1.2kg. By December 2016, the project yielded over 50 tons of and raw material required for production operation (feed, seed,
poultry investors. Closely attached is chicken processing complex catfish. Since this system relies on natural water body, it is believed fertilizer, veterinary medicines and other chemicals), downstream
with 30,000-bird capacity mechanized broiler house, 9,000 birds that it will attract artisan fishermen. The Cage Culture System is outputs is made up of processing, packaging, marketing and dis-
per day processing capacity plant and 36 tonnes per day feed mill. introduced to optimize abundant water body in the sub region. tribution of finished good. Service providers generate inputs and
The complex is not only about chicken. Turkey will also be accom- The master plan aquaculture proposal is aware of this perspective services to the producer especially farm design, farm constructions,
modated. Ori-Okuta Pig farm complex is proposed for 50 pig farm and introduced private sector financed medium scale three lagoon health services, environmental monitoring. Central Fish value chain
investors on medium scale to raise a total pig population of about fish cage culture estates and fresh water shrimp cage culture estate. centre is located at Idirogba Fish Processing core.
500,000 pigs annually. An average of about 50,000 pigs annually.
The produce is designed to a feed abattoir, ham processing and
packaging complex. A privately owned agro-tourism interpretive Lagoon Aquaculture Estate
centre is attached to the farm settlement. Otta Compact Farmers Village
20 clusters of Cage Fish farms are proposed on Lagos Lagoon Otta in north eastern tip of the sub-region is chosen as new farm-
adjacent to Agbowa-Ikosi fish Estate (Ikosi Ejinrin LCDA), Idirogba ers’ settlement with adequate modern facilities to attract famers in
6.3.7 Small Scale Urban Farming Lagoon Fish Estate (Imota LCDA) and Tasan Lagoon Fish Estate the four farm settlements. It is proposed that Lagos State Govern-
(Aboyi-Ketu LCDA). Grow-out cages vary in size but 3 m x 3m ment will look in the direction of compact rural housing provision
It is a small scale entrepreneurial activity for people from various
x 2 m deep cage has capacity to produce 350 tonnes of fish per to meet the needs of the farmers. It is expected that each farm es-
levels of income. It includes fish and other aquatic products grown
annum in two cycles. 50 cages are proposed for each medium tate will subscribe to private sector sustainable waste management
in tanks, ponds and fish cage on sewage lagoons, poultry, vegeta-
scale farmer producing 17,500 tonnes in two cycles per annum. scheme in the various estates.
bles grown in small hydroponics solution and market garden on
Therefore 20 farmers will produce 350,000tonnes per annum. Ex-

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6.4 Sustainable Development Key Performance Indicators (KPIS)
Sustainable development indicators for Ikorodu Sub-Region are introduced to ensure adherence to Biospheric Environmental Indicator
stated vision, goals and strategic objectives. Indicators on the platform of strategic assessments analysis Medium Issue
is geared towards integration of positive environmental thinking in prompt decision making. This will Human Settle- Population and • Population growth rate
put ecological considerations on the same social and economic considerations platform. Therefore, an ments Urban Governance • Reduction of Housing deficit
indicator becomes an authentic measure of change to monitor developmental trends for the next twenty • Transportation modal split
(20) years. Sustainable development indicators for this master plan is summarised in Table 6.6. • Mass transit system and accessibility
• Car ownership per 10 000
• Adult literacy
Table 6.6: Sustainable Development Key Performance Indicators • Life expectancy
• Establishment of interactive governance for the sub-region
Biospheric Environmental Indicator • Establishment of grass root city governance
Medium Issue
Resource • Access to potable public water
Atmospheric Climate Change • Mean annual temperature Management • Access to sanitation
Resources • CO² emissions and other green house gases (GHG) • Access to power--electricity
• Energy consumption per sector • Household energy consumption rate
• Change in rainfall pattern • Availability of public open spaces per settlement
• Extent of annual tidal, fluvial and pluvial flooding • Budgetary allocation to public transportation development
Ozone Layer • Ozone depleting substances • Budgetary allocation to infrastructure upgrades
• Ambient SO2 concentrations • Public infrastructure maintenance framework
• Observed vegetation structure modification. Heritage and • State of budgetary allocation to the preservation of the sub-region’s natural
• Compliance with NESREA gaseous quality standards Cultural Resources heritage resources
Water Water Usage • Water demand per sector Management • State of budgetary allocation towards the preservation of movable heritage
Resources • Sectoral water usage resources
• Volume of tourists for festivals and developed heritage structures in the
Water Quality • Surface water physico-chemical levels. (Nitrates) sub-region
• Lagoon Salinity levels change and quantity • Conservation status of heritage resources
• River resources sodium absorption ratio increase
• Volume of aquifer water resources in the sub-region. Waste Management • Waste collection
• Volume of available Water quality for consumption • Hazardous waste per capita
• Compliance with NESREA water quality standards • General waste produced per annum
• Progress in waste recycling
Aquatic Ecosystems • Abundance of indigenous fish species in the lagoon and freshwaters • Decrease in use of refuse dumps
• Exotic aquatic fauna occurrence • Provision of functional land fills
• Quality and quantity of benthic and in IKMP lagoon and freshwater Sub-Regional Socio-Economics • Statistical improvement to Ikorodu Sub-Region GDP
• Extent of wetland modification Economy • Rate of growth per defined economic sectors
• Quality of mangrove and fresh water swamp vegetation • Sector contribution to job creation.
• Acidity levels of water resources • Organized impact of private sector
• Unemployment rate in IKMP
Biodiversity • % of natural areas under protection
• Health facility availability per 10km²/ per household
• Extent of conserved areas
• Prevalence and incidence of HIV/ AIDS
• Extent of natural areas remaining as urban wedges
• Rate of housing deficit reduction and provision
• % of urban green areas remaining
• Crime rate per major settlements and LCDAs
• loss of fragile ecosystems.
• % loss of Red Data species especially manatee. General Environmental • Localisation of LASEPA office for weekly environmental data gathering and
• Progress on reducing emissions from deforestation and forest Management effective monitoring in Ikorodu Sub-Region
degradation (REDD+ Nigeria). • Creation and filled Environmental positions in Ikorodu Sub-Region and each
settlement governance structure.
Terrestrial Natural Landscapes • % of land cover remaining • Functional budgetary allocation to natural resources planning
Resources • Encroachment on arable land • Functional budgetary allocation to public parks and Open Spaces
• Land productivity towards food security • Environmental education adequate budgetary allocation
• Rate of Fertilizer and feed meal sales • Futuristic budgetary allocation to Environmental research
• Urban green space percentage per settlement in the sub-region • Number of training courses attended by IKMP environmental managers
• Environmental workshops attended by Ikorodu Sub-Region
• Frequency of local people inclined environmental workshop in Ikorodu
Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 317


6.5 Strategic Environmental Assessment Plan (SEMP)

The master plan recognises that the development of an • Minimum future development requirement within this zone. supporting the livelihood of many Lower Ogun River Basin littoral
effective and integrated Strategic Environmental Management Plan • Protected landscapes including state park, nature reserve, wet- communities including Ajekunle, Owode Elede, Odo Ogun and Ma-
(SEMP) facilitates better achievement and demonstration of sound land sanctuary should be encouraged. jidun. Water table is very high throughout the year and often leads
environmental performance. • Compatible aquaculture, ecotourism facilities and waterfront to fluvial flooding at the peak of rainy season that overwhelms the
parks may be encouraged to keep land speculators away. capacity of natural retention ponds of the flood plain. Intensive
The SEMP is the means of ensuring that the commitments to
• Compatible development should be restricted to already dis- logging activities about 50 years ago reduced the vegetation to asso-
underpinning sustainable principles are properly managed and
turbed areas to enhance interconnection. ciations of Raffia hookeri and Phoenix reclinata as dominant species
that unforeseen or unidentified impacts of the master plan are
• Afforestation using indigenous species as soft engineering flood in the fragile wetland.
proactively taken care of. The intention is to ensure that the sustain-
control mechanism.
able development driven aims and developmental strategies respect Development constraints within this zone include:
• Selective construction activities based on the principles of urban-
observed environmental sensitivities presented by Ikorodu Sub- • Flooding and highwater table on poorly drained soil formation.
isation that respect ecological functioning of sand barrier lagoon
Region terrestrial and aquatic landscapes. • Presence of natural retention ponds that safeguard extents of
system and supported by mixture of hard and soft engineering
Development constraint zones and the desired state relative to set eco-friendly solutions towards proactive flood management can raining season flooding.
goals of different land uses constituted the findings to understand be accommodated. • Unsustainable deposits of industrial wastes from Odogunyan
specific constraints of Ikorodu Sub-Region development in the next industrial estate. Also, applicable is the emptying of untreated
Key considerations for management of this zone:
twenty (20) years that will pose to inherent environmental attri- sewerage and storm water within built up areas of Ikorodu, Ig-
• Holistic wetland audit is necessary for this zone. This will drive bogbo, Isawo, Gberigbe and Ofin.
butes and ecological sensitivities.
much needed strategic policy for ecosystem protection. • Poorly drained soil formation with low engineering quality to
The SEMP evolves management guidelines for each constraint zone • Introduction of aquaculture at both lagoon and fresh water river receive super structure.
to subject the master plan to sustainability principles. Besides the courses will provide alternative livelihood for the predominant • Uncontrolled tapping of Raphia palm for palm wine.
introduction of appropriate land uses to defined zones, it also pro- artisan fishermen.
Minimum future development requirement within this zone:
vides much needed guidelines that will improve compatibility of • Formulate strategic policy to conserve the wetlands as green
complementary land uses with negative impacts. The compatibility wedges between Ketu and Majidun. • Treatment of industrial wastes, sewerage and storm sewer before
of land use developments looks at aesthetic impacts, traffic volumes • Introduce wetland remediation project to clean up refuse dump discharge into rivers and canals.
and usage, noise, pollution and capacity of sub-structures to support polluted creeks and waterfront. • Location of compatible green infrastructures including linear
developmental weight often attributed to soil engineering parame- • Restoration of degraded lagoon shoreline through afforestation parks, neighborhood parks community allotment gardens, eco-
ters. Major considerations for effective management and minimum using indigenous species. tourism facilities and fresh water aquaculture centers.
requirements for future development in each zone are stated in sub- • Sustainable planning and management of cities and towns on the • Compatible development should be restricted to already dis-
sequent sub-sections. fringes of this zone demands a framework that is conscious of turbed areas to enhance interconnection
climatic variables, inherent ecological goods and services, shore- • Fresh water swamp restoration using indigenous species to serve
line stability and proactive adaptation and mitigation measures as green containers that will checkmate urban sprawl.
6.5.1 Very High Development Constraint Zone to checkmate both tidal and fluvial flooding. • Selective construction activities based on the principles of urban-
• Recent developments have shown that flooding is a natural phe- ization that respect ecological functioning of sand barrier lagoon
Very high development constraint zone follows the brackish man-
nomenon that sometimes defies most effective legislation and system and supported by mixture of hard and soft engineering
grove ecosystem skirting Lagos lagoon.
strategic action plans. However, we can bring its disruptive im- eco-friendly solutions towards proactive flood management can
Development constraints within this zone include: pacts to a manageable level through increase preparedness and be accommodated.
• Annual devastating flooding responsible for loss of properties at proactive managerial flood risks awareness. Key considerations for management of this zone:
Ikosi-Isheri and Agboyi-Ketu LCDAs. • Holistic wetland audit is necessary for this zone. This will drive
• Fragile and ecologically sensitive wetlands that serve as breeding much needed strategic policy for ecosystem protection.
6.5.2 High Development Constraint Zone
ground for marine fauna. • Accommodation of freshwater aquaculture center to enhance
• Endangered species habitat including foraging Manatee and Fresh water swamps of this zone thrive on Plinthic Gleysol soil on fish production and contribution to much needed fallow period
Stingray within the creeks and tributaries. recent alluvium deposits. Recent alluvium deposits spread along towards the recuperation of overfishing in the rivers, tributaries
• Hydromorphic soil formation on loose sedimentary geological the flood plain of major rivers including Ogun, Owuru, Bere and and
formation. Aye and their tributaries. The sediments are mostly unconsolidated • Sustainable development program should be conscious of flood-
• Fragmented and functional mangrove ecosystems that must be sands, clays, mud and vegetable matters. Fresh water swamps are ing as major natural disaster.
protected from development pressure. ecosystems of high ecological function and conservation importance

318 Ikorodu - Draft Final Report (2016 - 2036)


• Treatment of waste water, liquid effluent and storm water • Investment in street trees to enhance carbon sequestration, ab- The above SEMP outlines preferred land uses within the develop-
before discharge into creeks and canals in accordance with the sorption of pollutants and amelioration of urban heat island. ment constraint zones. It is noteworthy that outlined SEMP relative
regulations, guidelines and standards of National Environmen- • Arable agriculture lands on the well-drained ridge lines should to defined zone did not exclude developers or planners to evaluate
tal Standards Regulatory and Enforcements Agency (NESREA) be protected for sub regional food security. the site according to laid down policies and legislation. Nor does it
Act of 2007; the Federal Ministry of Environment; Lagos State Key considerations for management of this zone: exclude proponents and their consultants from identified ecological,
legislations on the environment and all other applicable agricultural or heritage resources sensitivities. Therefore, proposed
• Holistic urban open spaces study to improve built up areas green
International Agreement and Convention to which Nigeria is a development that aligns with listed activities in National Environ-
infrastructure,
signatory. mental Standards Regulatory and Enforcements Agency (NESREA)
• Redefinition of primary surface drainage system to disallow silt-
and the Federal Ministry of Environment promulgated Environmen-
ation and deposition of solid wastes.
tal Impact Assessment (EIA) regulations would have to follow the
6.5.3 Fair Development Constraint Zone • Redefinition of streetscape to accommodate planting strips that
relevant environmental authorization process.
will support urban trees.
This zone occupies well drained ridges that support the
• Enforcement of waste treatment facilities for residential, indus-
various towns, villages and sprawling fringes. It also supports the
trial, agriculture and tourism development.
remaining stretch of fertile arable land area threatened by uncon-
• Preservation of indigenous core areas and the various heritage
trollable developmental activities. The Ferric Luvisol is well drained,
resources.
deep brown, slightly sticky and plastic. It develops on coastal plain
• Restriction of arable lands for agriculture purposes only.
sands firm enough to carry urban superstructure. Fair Development
Constraint Zone some time ago supports low land rain forest veg-
etation. 6.5.4 Low Development Constraint Zone
Development constraints within this zone include: Low development constraint zone has all the attributes of “Fair
• High potential agricultural land that must be protected for food Development Constraint Zone” with the exception of being a very
security. low urbanized. Agriculture in this zone is of low subsistence level.
• Highly built up urban area with little consideration for in filling. Characteristics of this Zone includes:
• Urbanization restricted by rivers, canals and natural drainage
• Areas of low ecological function and low conservation.
corridors.
• Area of peasant farming on the well-drained ridges.
• Inner traditional core areas of major towns and villages retain
• Sparse development with little regard for planning.
traditional market structure and heritage resources of the peo-
ple. Minimum future development requirement within this zone:
Minimum future development requirement within this zone: • Standardized urban sub division system that accommodates the
tenets of sustainable development philosophy.
• Adherence to minimum air quality in accordance with the reg-
ulations, guidelines and standards of National Environmental Key considerations for management of this zone
Standards Regulatory and Enforcements Agency (NESREA) Act • Although this zone is predominantly of low conservation
of 2007, the Federal Ministry of Environment, Lagos State legis- value, sustainable development thinking should factor in the prime
lations on the environment and all other applicable Internation- position of rich interconnected green spaces as the lung of
al Agreement and Convention to which Nigeria is a signatory. human settlement.
• Adherence to minimum surface water quality in accordance with
the regulations, guidelines and standards of National Environ- • Planned development should envisage the benefits of meeting
mental Standards Regulatory and Enforcements Agency (NES- National Environmental Standards Regulatory and Enforcements
REA) Act of 2007, the Federal Ministry of Environment, Lagos Agency (NESREA) Act of 2007 air quality, surface water quali-
State legislations on the environment and all other applicable ty and noise level standards, the Federal Ministry of Environ-
International Agreement and Convention to which Nigeria is a ment, Lagos State legislations on the environment and all other
signatory applicable International Agreement and Convention to which
• Creation of new urban open spaces system and maintenance of Nigeria is a signatory.
existing ones to improve the ecological values of the zone.

Ikorodu - Draft Final Report (2016 - 2036) 319


7
7.0 SOCIO-ECONOMIC DEVELOPMENT FRAMEWORK
7.1 Identification of Economic Issues from the Baseline Stage
7.2 Mobility and Accessibility as Economic Drivers for the Sub-Region
7.3 Ikorodu Sub-Region’s Potentials as a Strong Retail Core
7.3.1 Invigorating Economic Activities in Less Developed communities
7.3.2 Strengthening the Indigenous Economic Sectors
7.3.3 Strengthening the Existing Commercial Centres
7.3.4 Trade, Commerce and Logistics
7.4 Informal Economic Sector
7.5 Agriculture
7.6 Industrial Sector

Chapter Seven
7.6.1 Industrial and Commercial Incubators

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Imota Traditional Market
7.0 Socio-Economic Development Framework

Socio-economic development plays a key role in the realisation ments.


of Ikorodu Sub-Region’s vision for the future. The identified • Facilitate the establishment of employment generating businesses especially in the semi-skilled/ artisanal industry.
components for the master plan play a role in Sub-Region’s • Establish cottage industries around food processing subsectors.
economic future through job creation, new neighbourhoods, • Establish opportunities for CDAs and business investors to partner to provide services that enhance economic and social development.
education, infrastructure and environmental management. • Establish partnerships in the industrial, agricultural and community economic potential areas.
The framework is targeted at maximising the Sub-Region’s ex- • Identify and support social enterprises/community projects that can be commercialised.
isting assets which include large waterfront, unutilised green-
field, industrial hubs and regional location. Ikorodu Sub-Re-
gion has assets that can be used to support industry, power The comparative advantage of the strength of each LGA/LCDAs as identified in the socio-economic base of the sub-region is shown in Table 7.1.
generation, commerce, water and rail transport and above all, Table 7.1: Comparative Advantage of Ikorodu Sub-Region by LGA/LCDAs
seek new opportunities to enhance port activities for Lagos
State. Therefore, the primary socio-economic development LGA/LCDA Comparative Advantage Strategy For Development
goal among other issues of the master plan is job creation
through enhanced informal sector economy in addition to the Agboyi-Ketu • Extensive lagoon and rivers water front • Waterfront Development
• Specialized markets for fishing and agriculture products • Tourism and Hospitality Industry
small and medium scale enterprises growth. Priority sectors in-
• Specialized markets (iron scraps, furniture) • Informal Manufacturing hub
cludesindustry, construction, cultural tourism, trade and com-
• Water Transportation and Boat building
merce, informal economy, agriculture and natural resource • Agriculture and Aquaculture industry
extraction.
Actionable policies for achieving the set objectives for the so- Igbogbo-Baiyeku • Access to Proposed 4th Mainland Bridge. • Logistics and freight/ goods in transit hub
cio-economic development includes: • Extensive lagoon water front. • Water tourism and hospitality.
• Existing industrial hub. • Inter modal transport hub.
• Mixed use development in the Ikorodu township core and • Existing jetties. • Waterfront development/
in specialised development areas such as Imota market and • Sand mining • High profile housing development hub.
Agbowa sawmill market to enable the 24hour economic • Organized dredging industry
activities.
• List each LCDA’S Comparative economic advantage and Ijede • Large and extensive lagoon water front. • Water transportation hub
establish an economic activity to drive that advantage. • Relatively stable electricity. • Aquaculture and allied industry
• Upgrade existing industrial estates, and establish medium • Existing jetties. • Heavy industry and new Industrial incubators
industry hubs in currently unserved areas, leveraging on • Sand mining. • Organized dredging industry
the comparative economic advantage of the LCDA.
• Facilitate the construction of a main market in each LCDA, Ikorodu • Access and proximity to Lagos metropolis. • Densification of land use
and smaller local markets in major settlements to establish • Most urbanized settlements. • Regeneration of inner core and commercial area
a hierarchy of accessible commercial services. • Retail and Commercial hubs. • Development of education hub and allied services
• Include a retail facility at the community centres to cater • Notable heritage sites. • Heritage tourism and hospitality
for the community needs. • Highest land value locations. • Economic CBD and commercial/professional hub
• Education industry
• Establish pedestrian-only zones in core Informal hubs to
facilitate a pro-poor economic development structure. Ikorodu North • Existing industrial estates. • Intensive agriculture.
• Redevelop Owode-Onirin and Furniture markets to • Vast undeveloped lands. • New housing zones.
acceptable standards, using the community partnership/ • Existing special installations. • Industrial incubator centres
PPP model. • Specialized markets • Service facilities around Caleb University
• Establish a destination fish market and craft industry around • Locational access to proposed 4th mainland bridge • Inter-state planning collaboration with Ogun State.
the heritage/tourism sites of the sub-region. • Lower land values • Large scale agricultural activities
• Identify and protect land for peasant crop farming either
through farmers’ cooperatives and/or direct lease agree-

Ikorodu - Draft Final Report (2016 - 2036) 323


7.1 Identification Of Economic Issues From The
Baseline Stage
LGA/LCDA Comparative Advantage Strategy For Development
Economic development is the major driver of growth of any
Ikorodu West • Nearness to Lagos • Ecological tourism city, town and settlement. It is a long-term process which
• Existing industrial/zone • Coastal Tourism involves improving the quality of life of residents with the goals
• Existing lighter terminal. • Logistics and transport hub
of creating more and better paying employments, goods and
• Established commercial hub/axis. • Development of high value hospitality industries along river/lagoon
services which invariably can result into the reduction of pover-
• Lagoon front. fronts.
• Pronounced forest reserve and wetlands • High quality residential zones ty, in addition to having a more diversified and stable economy
and improving public services.
Ikosi-Ejirin • Extensive rural areas. • Rural development opportunities. In recent times, the major economic activities in Ikorodu Sub-
• New Oko-Baba Saw Mill • Specialized construction materials hub as accessory to Oko-Baba saw- Region include trading, especially within Ikorodu Township
• Expansive river and lagoon water front. mill core, while the industrial and agricultural sectors for which the
• Available land for housing • Intensive agriculture and aquaculture
sub-region is strategically positioned have declined considerably.
• Irrigation opportunity through River Aye. • eco-tourism
This has resulted in many cases of change of land use within the
• Inter-border planning collaboration.
• Housing development industrial hub to residential and/or religious and other uses.
The agro-allied industries are concentrated in the informal sector
Ikosi-Isheri • Linkage to the rest of Nigeria through Lagos-Ibadan ex- • High density residential development of the economy, with sawmills, fish processing and crop process-
pressway. • Eco-tourism ing cottage factories being prominent. The informal economy,
• High land value. • Logistics and freight packaging/processing hub especially trade is the dominant activity in the sub-region, hence
• Contiguous region with Ogun Forest Reserve. •
the strong concentration of commercial enterprises within and
around the residential areas. The informal trade economy is
typified by the ubiquitous home-based enterprises, street kiosks
Imota • Extensive Agriculture • Agriculture hub.
and corner markets.
• Vast lagoon waterfront. • Fishing industry.
• Existing jetties. • Urban regeneration. Commercial activities are domiciled at the core (central)
• Capacity to accommodate population influx • Waterfront upgrading. part of each of the settlements, high intensity of commercial
• Water based tourism and hospitality activities in Ikorodu include Ikorodu Garage, Sabo area,
• Opportunities for standard jetty development.
and Odogunyan.
• Conservation and bio-diversity preservation.
• Land available for major infrastructure installation. Implementable
environmental management policy. Hospitality industry along wa-
terfront.
• Intensive agro-business hub.

As mentioned earlier, a key component of the economic development strategy for Ikorodu Sub-Region is job creation. It is imperative that
jobs be created both in the skilled and semi-skilled sectors of the economy. Leveraging on the comparative advantage of each LGA/LCDA, the
priority economic sectors will be the focus of interventions and investments. Based on population projections and the employment to
population ratio, over two million jobs need to be created over the next twenty (20) years to cater for current shortfall, as well as the new en-
trants into the job market. It is important that these jobs are sustainable, and are able to secure decent livelihoods for residents of the Ikorodu
Sub-Region.
An overview of the employment status of respondents to the household survey revealed trade, informal economic activities and the public service
(especially local government) as the dominant employers in the Ikorodu Sub-Region. Agriculture, tourism and industry, for which Ikorodu Sub-
Region have comparative advantage and significant potential only engaged 10.25% of the respondents. It is, therefore, necessary to boost
economic activities in these sectors.

324 Ikorodu - Draft Final Report (2016 - 2036)


7.2 Mobility And Accessibility As Economic
Drivers For The Sub-Region

The potential economic development of Ikorodu Sub- The proposed jetty and mixed development hub at Araromi, Ibeshe, Ishashi and Ajebo will enhance opportunities for economic activities around water
Region will be enhanced by its comparative advantage as an based tourism, transportation and aquaculture. With improved infrastructural development, the 24hour economy can be stimulated.
accessible location linking Lagos Metropolis and other
settlements across the South-West Region and the rest of
Nigeria. Transportation is an integral part of any settlement,
therefore, the proposed intermodal transport consolidation
hub at Majidun-Ilaje axis will play a greater role in driving
the economy of the sub-region, as it will attract potential
clientele to the emerging industrial hub and specialized
service areas.

Ikorodu Sub-Region easy accessibility to the Lagos Metrop-


olis, and ease of mobility within and across will also be
beneficial to attracting businesses from beyond the sub-
region. Proximity to the proposed Airport in the Lekki-Epe
axis will add value to the entire sub-region, and will provide
potentials for logistics/haulage industry to thrive in the area,
especially along the route of the proposed 4th mainland
bridge.

The proposed 4th mainland bridge and other collector and


access roads will enhance mobility and access to the sub-
region especially in the Ikosi, Ikorodu West, Ojokoro,
Agunfoye, Igbogbo Baiyeku areas among others. The
major economic activities will include real estate, logistics,
warehousing and haulage as well as tourism that will open
smaller communities such as Ojokoro. Strip development of
commercial land uses along the route of the proposed 4th
mainland bridge will also take advantage of the strategic
linkages.

Furthermore, the proposed train stations at Itoikin, Musa,


Gberigbe, Itamaga and Owode-Onirin axis will stimulate
commercial development around these areas, while the land LEGEND
value will also be enhanced. Potentials for cargo, logistics
and haulage businesses are apparent with attendant employ-
ment generation opportunities. Also, the potentials for new
jobs and economic opportunities in commercial and real
estate sectors are identified.

Figure 7.1: Major Transport proposals for the Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 325


7.3 Ikorodu Sub-Region’s Potentials As A Strong
Retail Core
It is necessary to ensure that within the various settlements
across Ikorodu Sub-region, there are opportunities to retain,
expand and attract businesses that provide jobs with family
supporting wages and sustained investment. This is necessary
to meet up the massive employment gap within the sub-re-
gion. Therefore, it is pertinent to establish various scales of
commercial land uses to meet the needs and aspirations of the
residents. While focusing on the core sectoral areas that need
to be established and invigorated, it is also important that
massive regeneration and revitalisation of older commercial
and industrial areas be done to support new and expanded
business activity.

7.3.1 Invigorating Economic Activities in less devel-


oped Communities
With informality and agriculture being the major economic
activities especially in the rural and low-income communities
in Ikorodu Sub-Region, there are opportunities for exploiting
these activities and scaling them up for strategic economic
development, employment generation and enhancement of
citizen wellbeing. The major economic activity in Ikorodu
Sub-Region cut across different sectors, including aquaculture
in Ijede LCDA, local fishing and sand mining in Igbogho Bai-
yeku, and agriculture in the Ofin area. The metalwork’s small-
scale industries along the Baiyeku-Obafemi Awolowo road
corridors, potentials for clay manufacturing have been identi-
fied in the axis. In the Oreta-Ofin axis, canoe and boat mak-
ing, oil palm plantation as well as sand-mining are prevalent.
The informal economy is represented significantly by the
Mechanic village in Owutu, which can be developed into a
technical trades services hub for the sub-region. There are also
sand mining, fishing and peasant farming in the area, with
potentials for investment and technology integration to boost
employment in the area. Ikosi-Isheri is still an emerging settle-
ment though the significant economic activities fall within the
agricultural sector with the goat market at Owode-Elede, and
the Furniture market close to the sawmill, plank market and
building materials markets in the Ajegunle Axis.

Imota Traditional Market

326 Ikorodu - Draft Final Report (2016 - 2036)


This can be enhanced in the Furniture/Construction materials hub at Igbogbo and Odo Ogun. Smaller local markets in major settlements
Agbowa. The car spare parts market and metal fabrication market can be provided to establish a hierarchy of accessible commercial
at Owode-Onirin also hold potentials for developing the techno- services. This can be achieved by ensuring that retail facilities are
logical infrastructure of the informal economy. This can be further located at each mixed-use community centre to cater for the local
structured and established in the industrial incubators. community needs. Higher order needs can then be met at the larger
markets in the LGA/LCDAs. There are currently 51 markets in the
Ikosi-Ejinrin is still largely agrarian, with potentials in the Agbowa
sub-region with many of them operational as night markets, ancil-
axis for large scale farming, fishing and lumber related econom-
lary markets and road side markets. Organising commercial activities
ic activities and the earlier stated Construction/Furniture materials
will help in regulating the environment and providing a structural
hub. There is extensive fishing and sand mining going on in the
platform from which commercial activities can be regulated.
water front area, with potential adverse ecological consequences.
However, Ikosi-Ejinirin has high potentials for economic products
around water transportation, ecological tourism, furniture making
7.3.4 Trade, Commerce and Logistics
and industrial fishing.
It is also proposed that mixed use development within the commer-
cial sectors and arterial networks be instituted. Innovative design
7.3.2 Strengthening the Indigenous Economic Sectors and re-design of core commercial areas for multi-storey parking,
increased pedestrian activities and specialized commercial activities
To strengthen the economic potential of the Sub-Region, fishing and
and support services are also recommended. This is to stimulate
fish processing cottage industries should be scaled up via modern
higher commercial intensity and pedestrianisation of the area. These
mechanisation, which can then be converted to an important in-
can be achieved by creating the enabling environment for partner-
come generating activity for the Sub-Region. Organized fish markets
ships with investors, market communities and the local govern-
will also help to structure the activities around this vibrant sector.
ments acting as facilitators, therefore, commercial areas have been
These can be located to service the fish farming schemes in Odo-
proposed at Ikosi-Isheri, regional market at Imota, the Proposed
gunyan, Oniyanrin, Oke-Eletu, Ilemeren Ewu-Owa, Ijede, Imota Ag-
Central Business District at Odo-Ogun, Igbogbo, Agbede Ojokoro,
bowa-Ikosi, Odogunyan, Ibeshe etc. which should also be regulated
Gberigbe Oke-Eletu and Agbowa. All these, when implemented,
and properly harnessed with adequate skill, human development
will enhance the sub-region as an economic hub of Lagos State.
inputs and supplied with modern equipment that will enhance the
industry for employment generation and specialisation.
Ijede with a picturesque aesthetic and waterfront has potentials
for generating economic activities around ecological tourism, wa-
ter recreation and water transport activities. Local boat making is
commonplace, and this can be scaled up by introducing technology
through business partnerships.

7.3.3 Strengthening the existing Commercial Centres.


To harness the potentials of Ikorodu Sub-Region as a commercial
hub, there is an urgent need to enhance the quality of infrastructure,
services and utilities available, especially power, road infrastructure
and security. It is also necessary to ensure environmental manage-
ment for mitigating pollution and industrial waste. Measures to
strengthening the commercial activities include, to facilitate the
construction of a main market in each LGA/LCDAs. Regional markets
proposed for construction, reconstruction and/or upgrade include
Gberigbe, Agbowa, Imota, Maya Adamo, Agbede, Ikorodu CBD,

Ikorodu - Draft Final Report (2016 - 2036) 327


7.4 Informal Economic Sector

The income structure of the Ikorodu Sub-region is relatively low,


with many residents employed in the informal economy, and
almost 30% earning less than N18,000 monthly. It is, therefore ,
necessary that strategies for poverty alleviation and strengthening of
informal economic activities be advanced. The informal economy
is a dominant source of income for many residents of Ikorodu Sub-
Region, the development potentials of this sector must be enhanced.
This can be done by identifying informal hubs and formalising
them by structural upgrading and recognition. Beyond providing
structure and a means of income for low income earners, it will
also advance revenue opportunities for the local government and
advance an inclusive development agenda for the entire sub-region.
The model practised at the Warwick Junction, Durban South Africa
(www.aet.org.za )to accommodate street vendors can be adopt-
ed for the community and regulated by the local government for
order and structure. By establishing pedestrian-only zones in core,
informal hubs to facilitate a pro-poor economic development,
the core commercial areas of Ikorodu at Itamaga can be better
controlled for traffic management and safety, while enhancing the
endemic commercial use of the area.
It is also necessary to facilitate the construction of a main market
in each LGA/LCDAs, and smaller local markets in major settlements
to establish a hierarchy of accessible commercial services. These
can be done by institutionalising the current traditional community
markets through upgrade, while providing facilities and support
for the construction of new ones. Furthermore, for optimal space
utilisation, the community centres that will be constructed in major
communities should also have a retail facility that can be used to
attract everyday patronage and use of the centres.
It is also imperative that the Owode-Onirin metal fabrication
market and Agboyi Furniture markets be relocated to better suit-
able locations for such activities. These two markets currently serve
Lagos and beyond and have established partnerships with industrial
Street Vendors Settings
facilities in the city. Hence, the proposed Land Use Plan has made
provision for better locations for these facilities as it is necessary to
upgrade the infrastructure in the markets, upgrade the facilities and
It is also proposed that enhancement of employment generating businesses especially in the semi-skilled/ artisanal industry be prioritized.
organize the structures. While the current users have manifested a
The establishment of destination market catering to the fish and water based activities and craft industry around the heritage/tourism sites of the
level of innovation in space management of the premises, it is of
Sub-Region will also aid the economic development of the sub-region.
essence that the designs be improved upon to establish the markets
as specialist hubs serving their entire industries respectively.

328 Ikorodu - Draft Final Report (2016 - 2036)


Figure 7.2: Major Agricultural and Informal Activities Area
Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 329


7.5 Agriculture 7.6 Industrial Sector

With agriculture being an area of comparative advantage for Sustained industrial development has been a major contributor to the 24hour economy, though it is essential that safety and noise
the entire Ikorodu Sub-Region, it is important that support for economic growth and poverty reduction. Therefore, to strengthen reduction be prioritised.
agriculture and agri-business be prioritised in the economic and Ikorodu Sub Region’s potential as the economic and industrial hub
entrepreneurial action areas of the master plan. To achieve this, Furthermore, the regeneration and expansion of existing heavy in-
for Lagos and its environs and align her development trajectory
it is imperative that an enabling environment that fosters the suc- dustrial areas is recommended, while the establishment of industrial
alongside that of the broader Lagos State development vision to
cessful (re)development of vacant and underutilised commercial, incubation centres at Owutu in Ikorodu West, also in the emerging
become the economic destination of choice in Africa, the gradual
agricultural and industrial land/assets throughout the sub-region be areas like Imota and Agboyi-Ketu should have incubator centres.
transition to a 24hour smart city is necessary.
established. When all these proposals are implemented, it will create employ-
Ikorodu Sub-Region houses the largest number of industrial estate ment opportunities, enhance economic development, reduction of
This is chiefly by facilitating the provision of social and physical in Lagos and, perhaps in Nigeria with the acquisition of 1,889.549 informality and adequately engage the youths in the sub-region.
services that respond to the economic potentials of the sub-region, hectares of land for industrial uses by the Lagos State government
and by ensuring that micro, small and medium scale enterprises in 1976. Major Industrial land uses in Ikorodu Sub-Region include
7.6.1 Industrial and Commercial Incubators
(MSME) are given the necessary support to flourish. Cottage/light steel industries, plastic industry, asphalt, rice processing factory,
industries must also be provided for the food processing sub-sectors textile industry such as Spintex Mills, garment making factory, In Ikorodu Sub-Region, there are various measures proposed to
around the sub-region so that the costs of transportation can be water processing plants as well as polythene bag cottage indus- enhance the industrial and commercial activities. The industrial
reduced. tries, dredging (industry) activity, soap industry, etc. Various levels schemes in Ikorodu and Ewuren, Industrial park at Owode-Oni-
of industrial activities can be seen mainly in Odogunyan, Ibeshe rin, Agbowa, Ebiye, Brick industry at Ashon are potentials for eco-
To this end, proposed land for agricultural activities have been nomic development if they are well harnessed. Also, the proposed
and along the shoreline of Ipakodo. In Ikorodu Township are the
zoned for Oke-Odo at Ikosi-Ejirin Otta, Musa, Ago Hausa. Ori Oku- Agbowa plank market in Agbowa and the proposed fishing industry
Ragolis spring pure natural water, Olokunola Polythene Bag Indus-
ta, Agbowa farm estate, dairy farm at Imota, piggery at Gberigbe at Ikosi, Oke Natia and Oniyanrin are potential commercial incuba-
tries, Romo-Polythene Bag Producer etc.
and Aquaculture centre at Oke-Ito, Oniyanrin and Odo-Ogun with tors. The proposed CBD at Itowolo, Ikorodu, Igbogbo, Ojokoro,
peasant crop farming currently being practiced informally being However, the existing industrial estates in the sub-region have not Gberigbe and the Abattoir in Ejirin will enhance the economic ac-
given support either through farmers’ cooperatives and/or direct experienced significant development owing to the poor state of tivities of the sub-region.
lease agreements with the local governments. the national economy, and many infrastructural challenges. Many
industrial premises have been either shut down or are operating To achieve sustained economic development, it is necessary to
Higher scale farmers should also be supported with land, ensure that partnerships between public and private sector are
below capacity. Furthermore, this has resulted in notable change of
relevant technology for processing farm outputs, and access to established. This will ensure projects that are fit for the needs of
land use from industrial to residential uses and in many cases reli-
credit and improved technologies for processing. Innovative prac- specific communities, and implementation of projects following
gious uses as the land earmarked for industrial activities have been
tices such as vertical farming can also be introduced in the urbanis- acceptable business standards and protocols. This is especially
greatly encroached and grossly bastardized across the sub-region.
ing areas to ensure the green print of the areas are not fully erased. necessary in the industrial incubation centres and manufactur-
All this owing to non-availability of industrial scheme which has
allowed light industries to spring up haphazardly leading to ing hubs, as they are high capital-intensive projects that must be
To ensure that these projects are sustainable and provide local jobs, informal activities. implemented sustainably. As such the government must establish
it is necessary to establish opportunities for Community Develop- framework for strategic economic development partnerships, for
Consequently, to control haphazard development of industries available public funds to be utilised for social infrastructure and
ment Associations (CDAs), local land owners and business investors
which often resulted into slum and informal activities, concerted other public needs. It is also beneficial if special concessions can be
to partner to provide services that enhance economic and social
efforts have been made by the master plan to redistribute location made for businesses that are willing to invest long term in these
development.
of various industries across the sub-region. The proposed reloca- incubation areas. Special attention must be made for partnerships in
tion of Owode-Onirin to Agboyi, Industrial park at Ebiye, Ikorodu the industrial, agricultural and local economic development area.
industrial scheme at Emeren, Imota industrial zone, fishing industry
at Ikosi, Oke Natia, Agbowa plank market/ sawmill at Agbowa, To foster local development, it is also necessary to develop a frame-
Indutrial park at Agbowa, jetty and mixed development hub at work for cooperation between LGA/LCDAs in the sub-region for
Ibeshe to Araromi waterfront etc. peer learning especially in areas of comparative advantage. This
will ensure growth of all LGA/LCDAs and ensure greater recogni-
These industrial zones are meant to accommodate the informal tion of the Sub-Region as an economic/industrial hub. Such peer
activities, the light and service industries, that will enhance order- learning can also be utilized to identify, support and scale up so-
ly, smart and cleaner environment. It is proposed that mixed use cial enterprises/community projects that can be commercialized,
development in specialised industrial development areas such as while expanding the market for products from one LGA/LCDA to
Agbowa saw mill market, etc. should be accommodated to enable another.

330 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 7.3: Major Industrail and Commercial Proposals


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 331


8
8.0 SOCIAL INFRASTRUCTURE FRAMEWORK
8.1 Education
8.2 Health Care
8.2.1 Health Care Policies in Compliance with the Sustainable Development Goals (SDGS)
8.2.2 Projected Need and Potentials for Healthcare in Ikorodu Sub-Region
8.3 Safety and Security
8.4 Community Facilities
8.4.1 Post Office
8.4.2 Library
8.4.3 Community Centre

Chapter Eight
8.4.4 Cemeteries
8.4.5 Culture, Tourism and Recreation

Ikorodu - Draft Final Report (2016 - 2036) 333


Agboyi Pry School
8.0 Social Infrastructure

To maintain the economic, cultural and socio-economic character- The baseline studies revealed that there is a large spread of 1,554
istics of Ikorodu Sub-Region and the provision of adequate social privately owned primary and secondary schools (many of which are Table 8.1: Proposed Primary Schools in Ikorodu Sub-Region
infrastructure is fundamental. The purpose of social infrastructure is unregistered) with structures ranging from uncompleted building to LGA/LCDAs Phase 1 Phase 2 Phase 3
to promote community cohesion and identity which consequently inadequate requirement on land area. However, the distribution of (2016-2021) (2021-2031) (2031 – 2036)
combat social isolation and alienation. This section set out on the 73 government owned primary and secondary schools are sparse
social infrastructure component of the master plan, which includes: which has resulted to inaccessibility to educational facilities in some Agboyi-Ketu 1 - -
• Education settlements within the sub-region. For instance, communities such
Igbogbo-Baiyeku 6 7 2
• Health Care as Igbogbo Baiyeku, Owutu, Owode-Elede lack sufficient number
Ijede 2 - -
• Safety and Security of government owned primary schools, thus denying children that
cannot afford private school fees access to basic education. More- Ikorodu 6 10 -
• Community facilities
over, in terms of proximity, the average distance of households to Ikorodu North 5 4 2
• Culture, Tourism and Recreation
government owned schools range from 380m to 1.01km across the Ikorodu West 2 4 2
sub-region. Therefore, based on the projected population for Ikoro- Ikosi-Ejinrin - 3 3
8.1 Education du Sub-Region by 2036, the master plan proposed the following: Ikosi-Isheri 1 1 -
As one of the major components of the Human Development Index • Construction of 70 additional primary schools across the sub-re- Imota 5 4 -
(HDI), education forms the basis of assessing the social and economic gion in currently unserved areas Total 28 33 9
development level of societies. The baseline studies revealed that • Construct 23 additional secondary schools in current under-
there are government owned primary and secondary schools, tertia- served areas
ry institution specialised technical/vocational training centres besides • One primary and secondary school per 3 LCDA’s should be ret-
private owned ones located across the sub-region. However, the dis- rofitted to accommodate the learning requirements of children However, it is recommended that provisions for special education
tribution of educational facilities across the sub-region shows there with special needs/physically challenged especially in Imota-Ijede (for physically challenged children) be located at Imota/Ijede axis
is a large concentration of privately owned primary and secondary axis and to upgrade the existing school for the physically chal- to complement the one existing at L.A School in Ipakodo Sekun-
schools across the Sub-Region with structures ranging from uncom- lenge at L.A Primary school Ipakodo-Sekumade road. made Road in Ikorodu which should be adequately upgraded.
pleted buildings to the inadequate required land area for education- • Existing schools should be upgraded to accommodate more pu- Where possible, standardisation of facilities can be adopted for
al land use which has resulted into high rate of proliferation of many pils. the upgrade of current private primary school facilities to include
sub-standard private schools in the Sub-Region. Nevertheless, the • Provide a framework for partnership with education advocates high rise structure option, while partnerships are recommended
distribution of government owned primary and secondary schools and private sector involvement for provision of schools to un- between the State Primary Education Board and relevant private
are sparse with implications for school enrolment, facilities provision derserved areas. sector education service sector providers across all LGA/LCDAs in
and accessibility in some communities. Ikorodu Sub-Region. This is targeted at achieving shared facilities
and peer-learning access across the sub-region.
Therefore, to promote sustainable and accessible education in Ikoro- The goal of attaining a measurable level of quality in the educational
du Sub-Region, the policies in line with the Sustainable Development sector in the sub-region requires the collaborative efforts of both the
Goal No. 4, which is to ensure inclusive and equitable quality educa- public and private sectors towards enhancing quality and quantity
tion and promote lifelong learning opportunities include: in educational provisions befitting requirements of the sub-region.
• Upgrading of existing educational facilities in the sub-region to Thus, in line with the educational standard requirement for Lagos
meet minimum standards of safety and functionality. State, a land area of 4000sq.m is proposed for each primary school
• Project locational and capacity needs for primary, junior and se- facilities and 6000sq.m for each secondary school facilities with ef-
nior secondary schools in the sub-region. fective space management that encourages multi-storey facilities to
• Prioritise underserved areas in provision of new facilities and allow for higher floor area, and adequate playground. Nevertheless,
project requirements for planning for major educational facilities because of paucity of land in the sub-region for social infrastructure,
by making available to stakeholder’s relevant land use informa- high rise buildings of 3 floors with 6 arms is hereby recommended.
tion and up-to-date demographic, socioeconomic, and transpor- Also, a maximum service radius (proximity) of 800m be used for
tation data. the allocation of the proposed 70 primary schools in three phases as
• Prioritize provisioning of educational facilities to growth areas, shown in Table 8.1 and Figure 8.1.
early child learning (pre-school) and special education facilities
for children with disabilities, as well as adult education and vo-
cational training centres
Ikorodu - Draft Final Report (2016 - 2036) 335
LEGEND

Figure 8.1: Recommended Increase in Primary Schools


Source: IKMP, 2018.

336 Ikorodu - Draft Final Report (2016 - 2036)


There is relative access to secondary school education in Ikoro-
du sub-region, although there are still gaps in some areas such
as Adamo, Ikosi-Isheri and Agunfoye. The recommended
threshold of one secondary school per 25,000 population and
maximum service radius of 1.5km distance between home and
school will require that 23 secondary schools be provided in
the sub-region in two phases as shown in Figure 8.2 and Table
8.2.

Table 8.2: Proposed Secondary Schools in Ikorodu


Sub-Region

LGA/LCDAs Phase 1 Phase 2 Phase 3


(2016-2021) (2021-2031) (2031-2036)

Agboyi-Ketu 1 - -
Igbogbo-Baiyeku 2 2 -
Ijede 1 -
Ikorodu 1 3 -
Ikorodu North 4 2 -
Ikorodu West 1 - -
Ikosi-Ejinrin 1 - 1
Ikosi-Isheri - 1 -
Imota - 1 2
Total 11 9 3

It is also recommended that at least one secondary


school per 3 LCDA’s be retrofitted to accommodate the
learning requirements of children with special needs/ physically
challenged persons. Other complementary educational
facilities such as schools for physically challenged
children and juvenile delinquents, as well as adult literacy
centres, community centres, youth friendly centres, vocational
training centres and libraries should be provided, especially
each in a central place to cover at least 3 LCDAs.
However, to achieve the objective of improving access to
education in the sub-region while taking into consideration the
land constraints, one school in each LGA/LCDA should be con-
verted to a model academic centre with facilities included to
accommodate these complementary educational facilities. Ikorodu Grammar School, Ota Ona

Ikorodu - Draft Final Report (2016 - 2036) 337


LEGEND

Figure 8.1: Recommended Increase in Secondary Schools


Source: IKMP, 2018.

338 Ikorodu - Draft Final Report (2016 - 2036)


8.2 Health Care

Health care as a vital component of social development, Table 8.3: Medical facilities in the sub-region. 8.2.1 Health Care Policies in Compliance with the Sustain-
encapsulates meeting of the social, mental, physical and able Development Goals (SDGs)
psychological needs of the society as the state of health has a State Private
direct implication on the economic development of any LCDA General Primary Hospital Maternity Trado Total As a global agenda geared towards ensuring healthy lives and
region. It is necessary to align provision of health facilities Hospital Health Clinic medical promoting well-being for all ages, the Sustainable Develop-
in Ikorodu Sub-region with the stipulated minimum require- Centre ment Goals (SDGs) are ultimately aimed at achieving sustainable
ments of International best practice where the recommended post development access to good health care and well-being is a human
WHO standard of one health facility for every 5, 000 popula- Agboyi-Ketu 1 5 3 10 right. Therefore, the SDGs reiterates the need for giving everyone
tion/ health care facility and national minimum standards for Igbogbo-Baiyeku - 4 15 5 2 26 the chance to access healthcare. In line with this submission and in
primary healthcare provision in Nigeria. Ijede 1 4 1 2 1 12 order
The 2012 submission of Primary Health Care in Nigeria estab- Ikorodu 1 3 30 7 42 to provide adequate health system in Ikorodu Sub-Region, the fol-
lished that the distribution of the health facilities for Ikorodu Ikorodu North - 3 16 8 2 29 lowing areas of focus were considered:
Sub-Region should follow the minimum standards of one (1) Ikorodu West 3 33 4 2 42 o Infrastructural upgrade
general hospital is expected in each LCDA, at least one (1) Ikosi-Ejinrin 1 7 0 1 1 10
primary health centre per ward and one (1) dispensary or o Revitalization of PHC system
Ikosi-Isheri - 0 2 0 2
health post per neighbourhood. o Human Resources for Health
Imota 2 5 3 1 11
The baseline studies of Ikorodu Sub-Region reveal that there Total 3 27 107 33 9 184 o Health financing
exists an inadequacy of health facilities as well as making a Source: Healthcare Facilities Monitoring and Accreditation Agency, 2016 o Health Management Information System
case for the dire need for investment in healthcare to guar- o Health promotion
antee accessibility to quality healthcare for the populace in lives and promote well-being, the following actionable were identified:
Ikorodu Sub-Region. According to the Healthcare Facilities • Upgrading of existing medical facilities to meet minimum standards of o Community ownership and participation
Monitoring and Accreditation Agency, the sub-region has a safety and functionality o Partnership for health development
total of 184 health facilities distributed over the sub-region, • Project locational and capacity needs for general health services and
comprising; three state-owned General Hospitals (located specialised care at all levels These will be achieved through the following:
in Ijede, Ikorodu and Agbowa), 27 Primary Health Centres, • Prioritise underserved areas in the provision of new facilities and project • Development of new health facility projects to keep pace with
33 Maternities, 107 Private Hospitals/Clinics as well as 9 requirements for planning for major medical and related health-care population growth and technological advancement.
identified Trado-Medical Centers (Table 8.3). facilities by making available to health care providers’ relevant land use • Underserved areas identified based on guideline that each LGA/
information and up-to-date demographic, socioeconomic, and trans- LCDAs should have at least one public secondary health facility
The existing Federal Government hospitals in the sub-region portation data.
are staff health centres of the Egbin Power plant and the Mil- should be made priority.
itary Barracks at Odogunyan, which are not accessible to • Upgrade of existing primary health care facilities to accommo-
Thus, the master plan has proposed the following for the next twenty (20) date population growth and expansion of services
members of the public. However, the contribution of the years:
private sector alongside the traditional medical practitioners • Special emphasis on medical care for vulnerable groups, such as
in providing health services in the sub-region is dominant. • Construct 31 additional Primary Health Centres across the sub-region in women, children and the elderly be emphasized.
The sub-region is still grossly underserved with respect to the currently unserved areas. • Capacity building and proper staffing of medical facilities be
provision of health services, with most of the LCDAs being • Construct 4 additional general hospitals in current underserved areas. made priority.
unable to cater comprehensively for the medical needs of the • Provide a framework for partnership with health advocates, NGOs and • Incorporate technology into the health sector restructuring to
residents. private sector for specialised care and underserved areas. facilitate healthcare delivery and management.
• Recommend not less than 1000sqm land area for Primary Health Care • Enhancement of wellness and promote good health through
It is, therefore, pertinent to perform a demographic thresh- facilities and 5Ha for General Hospital facilities with effective space
the provision of open spaces, sporting facilities, neighbourhood
old analysis to determine the health facilities need and work management that encourages multi-storey facilities in hospital construc-
toward attaining such for the plan period (2016- 2036). green centres, as well as the promotion of efficient transport
tion to allow for higher floor area and adequate grounds.
Consequently, to achieve the identified objectives for the system and walkable spaces is adopted for the master plan.
• Allocation of land for cemeteries, and public-private partnerships in the
sector and provision of an adaptable healthcare policies in management of the spaces.
compliance with the SDGs number 3 which is to ensure healthy

Ikorodu - Draft Final Report (2016 - 2036) 339


8.2.2 Projected Need and Potentials for Healthcare
in Ikorodu Sub-Region
The Lagos State Health Policy recommends at least one
(1) General Hospital per LGA/LCDAs; with space standards
recommending one (1) General Hospital to 50,000
population. Primary Health Centre has a maximum
service radius of 800m, with significant gaps across the
entire sub-region.
The maximum service radius of 1.5ha. recorded a lack of
access to secondary health care in four major clusters (See
Figure 7.3). It is, therefore, recommended that four (4) new
General Hospitals be constructed in Agunfoye and Ishawo
areas in Ikorodu North, Igbogbo in Igbogbo-Bayeiku and
Igbokuta in Imota LCDAs and 32 Primary Health Centres
be constructed in three phases across the LGA/LCDAs, most
impotantly in Igbogbo-Baiyeku, Imota, Ikorodu North
LCDAs and Ikorodu LG. Partnerships should also be
pursued, especially with community health advo-
cates, private sector organisations and non-govern-
mental organisations in the health sector. The activi-
ties of healthsector partners should be strengthened,
especially in the underserved communities and regarding
specialised medical care such as dentistry and women’s’
clinics.

LEGEND

Figure 8.3: Recommended Increase in Health Facilities


Source: IKMP, 2018.

340 Ikorodu - Draft Final Report (2016 - 2036)


8.3 Safety and Security Areas identified as prone to flooding include the riverine communi- non-functional. It is, therefore, recommended that there should be
ties of Agboyi-Ketu, Odo-Ogun, Ibeshe, Baiyeku, Ofin, and Oreta. the installation of one fire station per LGA/LCDAs to be done in
Urban insecurity threatens quality of life, human rights,
three phases as shown in Table 8.4, with hydrants installed strategi-
economic investments, social and political stability and Although the Lagos State Government has invested heavily in
cally across the entire sub-region.
ultimately sustainable development. In fact, safety and security, especially through the activities of the Lagos State
security are preconditions for urban development. The Lagos State Security Trust Fund by providing patrol vans, communication Based on Federal Capital Development Authority which standard is
Government established the Lagos State Emergency Management equipment and other logistics to the police, there are signifi- adopted, recommedation for residential and commercial are one (1)
Agency (LASEMA) in 2008 to oversee disaster preparedness and cant gaps in the policing of the Ikorodu Sub-Region. With the hydrant for every three hectares and one hectares respectively, even
responsiveness across the state. In fulfilling its mandate, the agen- sporadic development taking place in many parts of the sub- though local standards for fire hydrant locations currently do not
cy works with the Lagos State Fire Service, Lagos State Traffic region, coupled with the influx of people, there is no commensu- exist.
Management Agency and Building Collapse Committee as well rate provision made for such facilities as police posts and stations,
as the Lagos State Ambulance Service, Health Monitoring Unit hence having just fourteen (14) police stations/posts available in Table 8.4:Proposed Fire Service Stations for the Sub-Region.
and the Red Cross Society. Other partners include international the entire sub-region to cater for the security needs of close to 2 Phase 1 Phase 2 Phase 3
organizations such as UNICEF and WHO as well as private sector million people as of 2017. (2016-2021) (2021-2031) (2031 – 2036)
support from Julius Berger Nigeria among others. Upgrading of Ikorodu Fire Ikorodu North LCDA Agboyi-Ketu LCDA
Therefore, the actionable policies for safety and security include:
The services of LASEMA are required in cases of fire, flood, station
• Promote safety-oriented environmental design in development Igbogbo-Baiyeku LCDA Ijede LCDA Ikosi-Isheri LCDA
collapsed buildings, search and rescue operations, environmental projects. Ikorodu West LCDA Imota LCDA Ikosi-Ejinrin LCDA
pollution as well as general life saving activities and public safe- • Establish locational contexts for inclusive emergency services
ty campaigns. There is a LASEMA relief camp in Odo-Ayandelu and crime prevention strategy that can be integrated into com- Source: IKMP, 2018.
community and a non-functional derelict fire station located on munity development tasks.
Lagos-Sagamu Road, Odogunyan axis of the sub-region. Thus, • Identify the areas of priority locational need for police posts, It is recommended that high density and industrial areas are given
fire outbreak cases in this sub-region are responded to by the fire fire, ambulance and emergency management services, and priority in the phasing of the installation of the water hydrant facil-
stations in Ikeja and other parts of Lagos. phasing outline for deployment of such service locations across ities. Also, local emergency response officers should be trained on
The dominant socio-economic activities in a community the sub-region to bridge identified gaps. how to operate fire-fighting equipment.
usually predict the types of crimes that are prevalent in such • Project requirements for planning for police posts, fire, am- The minimum threshold population for a police post is 10,000.
environments. The baseline studies reveal that within the bulance and emergency management facilities by mak- There are only 11 police stations in the whole of Ikorodu Sub-Region
Ikorodu Sub-Region, dominant criminal activities include; ing available relevant land use information and up-to-date servicing a population of over 1.7million people in 2017. Thus, the
anti-social and violent activities due to land disputes and the demographic, socioeconomic, and transportation data. sub-region lacks access to police services, especially in the southern
“Omo Onile”, and recently, the activities of militants, who settle • Establish framework for effective coordination of public- (Ofin, Oreta Baiyeku etc.) and north-eastern (Odo-Ayandelu) parts.
in coastal communities and carry out illegal oil bunkering and private partnerships in the development of effective As such, it is recommended that one police station of land area not
kidnapping in places like Isawo and Majidun. The sub-region prevention-oriented public safety strategy, to strengthen the ca- exceeding 2500sq metres be constructed in each LCDA, with upgrade
being dominated by rapidly emerging new residential enclaves pacity of these agencies in utilising technology and local intel- of facilities in the existing police stations.
without corresponding provision of basic services like security ligence to identify, apprehend and effectively prosecute crimi-
services, threat to lives and properties is on the rise as cases of nals, as well as prevent crime and potentially hazardous local Furthermore, it is recommended that 25 additional police post with
incessant robberies, rape and kidnappings have been reported in situations. land area of 2500sq metres each be constructed in the major com-
recent times. Armed robberies and kidnappings have also been From the identified gaps in the baseline studies, the master plan has munities over the course of the next twenty (20) years, with empha-
on the increase and insecurity on the coastal fronts have resulted made provisions for: sis on currently unserved areas especially at Agbowa, Imota, Farafa,
in it being used by the criminals as escape routes. Oreta, Agunfoye and Baiyeku (Table 8.5). Also, it is necessary to
• Installation of fire hydrants across the sub-region. establish partnerships between the police and local vigilante/com-
Other crimes include petty thieving, burglaries and, recent- • Installation of one police station per LCDA, and 27 police posts munity security groups who have served in an informal capacity in
ly the heinous acts of sexual assault by the notorious group in identified settlements, especially in underserved areas. the protection of their respective communities. Marine police base
popularly known as “baddo” with prominence in Igbogbo • Construction and/or facility upgrade of one police station per should be established in the sub-region, especially in Igbo-Olomu,
and Ibseshe and a gradual spread to other parts of the sub-re- LCDA. Ibeshe, Ikosi-Isheri and Ikosi-Ejinrin to reduce the crime rate in the
gion. Flashpoints that require security concern and individual • Establish partnership between local vigilante/ community secu- coastal communities. Moreover, the Lagos Neighbourhood Watch
and group consciousness in the sub-region include Majidun, Ig- rity groups and police and fire service and Civil Defence Corps should be strengthened in the sub-region on
bo-Olomu, Isawo, Ijede and environs. Safety emergency cases in The population threshold analysis done for the sub-region recom- LGA/LCDA basis. CCTV Camera should be installed in all the crime
the sub-region include fire outbreaks, flooding incidents, petro- mends one (1) fire station per 25,000 population. Currently, there prone areas in each LG/LCDAs.
leum pipeline vandalism as well as few cases of building collapse. is only one fire station in the entire Ikorodu Sub-Region and it is

Ikorodu - Draft Final Report (2016 - 2036) 341


8.4 Community Facilities
Table 8.5: Proposed Police Stations for Ikorodu Sub-Region
Satisfactory housing and adequate employment opportunities are basic to the maintenance of an appro-
LCDA Available 2016 Phase 1 Phase 2 Phase 3 priate standard of living. A wide range of community facilities is also necessary and one of the functions of
2016-2021 2021-2031 2031 – 2036 the master plan is to assess the land requirements for community uses. With an increasing urban population
and the shortage of suitable land, community facilities must be catered for. This will require a corresponding
Agboyi-Ketu Owode-Onirin Police - - - growth in the provision of community services. The following community facilities are considered in the
Station master plan.
Igbogbo- Owode-Ibeshe Police 4 Police Post at Oreta, Ofin, 4 Police post: Baiyeku, 2 police posts
Baiyeku post Igbogbo and Olu-Odo Ofin-Ereta junction, Agunfoye and
Federal Housing estate Ibeshe 8.4.1 Post Office
areas and Igbe
At present, the postal service establishment consists of General Post Offices, Head Post offices,
Ijede Ijede Police 1 at Oke-Eletu - - Departmental Post Offices, Sub-Post Offices, Postal Agencies and Mobile Post Offices located in
Command Area N
Ikorodu, Imota, Igbogbo, Agbowa-Ikosi, Ijede and Owutu. Significantly, the only functional post
office in the sub-region is the Ikorodu Post Office which renders mail/parcel service delivery and Expe-
Ijede Police Station
dited Mail Services (EMS) speed post services. Although there exists outlet of private courier companies
Ikorodu Ikorodu Police Station Police Post at Gberigbe Police post (2) at 1 at Itamaga
like DHL, EPS within the sub-region. It is however recommended that post office boxes/small bureaus
Agunfoye and Erunw-
Sagamu Police Station en
be incorporated into the community centres.
It is necessary to upgrade existing non-functional post office facilities to serve as local communication and
Ladegboye Police business centres running effective local banking, local service bureau and other functional administrative
Station
services to the communities with 3500sq.m area of land to be earmarked.
Imowo Nla Police
Station
8.4.2 Library
Ikorodu North Rofo Police post - 2 Police post at Aleke 1 at agbede The sub-region currently has one central library that serves the western part of the region. It is, thus, imper-
and Parafa ative that a second central library that will serve the eastern part of the sub-region be established at Imota
Ikorodu West Owutu Police Station - 2 at Ojokoro and - (Figure 7.4). It is also necessary to upgrade the facilities for both libraries to double as local resources centres
Environs and cultural archives for the sub-region. Also, libraries in all the schools should be upgraded to enhance
Ipakodo Police learning in the sub-region. It is recommended that 4500sq.m of land be earmarked.
Station
IkosiEjinrin Agbowa Police 1 at Odo-Ayandelu
Station 8.4.3 Community Centre
Currently, there are few town halls in the sub-regions, with potentials for expansion to community centres,
Orugbo police post
serving the community in a variety of ways. It is, therefore, recommended that existing townhalls except
Ikosi-Isheri 1 at Isheri for the Ikorodu Town hall be upgraded to accommodate such facilities as event centre/meeting hall, local
Imota Imota Police Station 3 at Oke Agbo, Agura and business bureau, cinema, shopping centre, tourist and recreation facilities and any other relevant facilities. In
Igbokuta underserved areas, it is recommended that 13 new community centres (Figure 8.5) be established to serve as
Total 10 11 4 local focal points in urban and peri-urban settlements, with attendant facilities and structures.

342 Ikorodu - Draft Final Report (2016 - 2036)


8.4.4 Cemeteries
At present, there are five (5) cemeteries in Igbogbo, Agbowa, Imota, Tourism is yet to comprehensively document tourist and hospital- Active recreation facilities also include swimming in natural
Sabo and Ijede with no recognised cemetery in Agboyi-Ketu, IKo- ity enterprises in the sub-region. However, rich cultural festivals, pools, artificial ponds, sport fishing, boating, canoeing, rowing;
si-Isheri and Ikorodu North and West respectively. It is, therefore, immovable heritages, freshwater and mangrove forests and exten- and adventure sports including obstacle courses. The environ-
imperative that land for cemeteries be allocated across the entire sive lagoon shore line as sub-regional tourist assets were identified mental impact of these activities demands the introduction of
sub-region. Public-private partnerships can be explored in the man- during the studies. A 78 kilometers of Lagos lagoon waterfront, over natural buffer zones between the preserved enclaves and the
agement of these spaces for health and safety. Although due to 80 kilometers of river flood plains, luxuriant tropical swamp for- surrounding land uses.
strong cultural predilections, many families bury their dead in their est and agro-enterprises undertaking, compact harbour and passion
These protected areas will be supported by chains of public urban
homesteads, with tombstones located in prominent places in the for sports that manifest in Ikorodu United Football Club constitutes
open spaces system especially the green infrastructure conceived
sub-urban and rural communities. However, for health and hygienic Ikorodu Sub-Region tourist resources.
linear parks system as ecofriendly, recreational and non-motor-
reasons, the dead should not be buried within residential land uses,
The baseline studies also observed the following challenges that ized transportation route.
hence the designation of land areas, based on religious affiliations
should be resolved to move tourism in the sub-region forward:
as cemeteries. 2. Promote private sector driven eco-lodges (Orugbo and Tansa)
• Resolution of the incessant call for “Oro” cult that is gender bias. and Youth Secular Camp Lodges as nature-oriented hospitality
The cultural considerations may impede the inclusion of cremation Participatory option is needed including devotion of one day inputs to support the protected areas ecotourism vision. Lodging
and alternative methods of performing final rites for the dead in the per annum for this celebration or restriction to geo-referenced for overnight users and park management team residences are
sub-region. However, the private cemeteries can incorporate these route within the traditional core areas of each settlement. important physical features compatible to the buffer zones and
options and work towards getting public acceptance of alternative • Consensus on which festival to drive the cultural essences of each park support villages.
burial methods that do not have spatial constraints. community. That is which of the numerous festival in each LGA/
LCDAs should be focused on Overnight lodges including rural motels, hostels, guesthouses, bed
• Undefined and synchronised sub-regional cultural festival calen- and breakfast lodgings in well-coordinated private houses with-
8.4.5 Culture, Tourism and Recreation dar in Orugbo (Agbowa-Ikosi LCDA) for the State Park; Isiu (Imota
• Conscious utilisation of the sand barrier-lagoon natural resources LCDA) for Scientific gardens; and Odo-Ogun (Agboyi-Ketu) as
The last decade of the twentieth (20th) century witnessed the emer-
as major tourism driver the new extension of Lower Ogun River Forest. More import-
gence of developing nations coastal communities’ interest in recre-
• Safety within the creeks and rivers in the sub-region from restless ant are monitored ecologies, campgrounds – youth camps, fam-
ational enterprises as an alternative to the dwindling fortunes from
youths and miscreants. ily destination camps and primitive camps. Two eco-lodges are
the primary artisanal fishing industry. Recreational activities on wa-
• Conversion of residential properties within residential areas into proposed Orugbo Eco-lodge overlooks the lagoon and is meant
terfronts play dominant role in the development of tourism enter-
hotels and other hospitality enterprises. to serve Orugbo State Park, Tasan Eco-lodge is in Agboyi-Ketu
prises especially domestic coastal eco-tourism on sustainable basis.
LCDA serving Lower Ogun Forest Reserve extension. Eco-lodges
Sustainable plan of action for ecotourism with interrelated goals of Therefore, adopted strategic objectives include:
are seen beyond providing accommodation for park users.
environmental protection and economic development is driving the
1. Build sustainable ecotourism industry around protected lagoon
livelihood paradigm shift which emphasize a developmental strate- They are emblems of hosts’ immovable culture packaged for
and fresh water swamp forest resources. The Sub-Region as an
gy for any tourism destination that does not reduce the availability tourists’ consumptions. Ecologies are often private sector driven
Ecotourism Destination will be built around protected fresh wa-
of natural and cultural character and does not deny visitors the op- serving as stop-gap between tourists point of origin to the pro-
ter and mangrove swamp forests. The three protected areas are
portunity to enjoy generated experience. It is hinged on three vari- tected areas. Provision of enabling environment will stimulate
Lower Ogun Forest Reserve at Isheri now extended to cover
ables namely ecological, socio-cultural and economic sustainability. private sector interest in this sub sector of hospitality industry.
wetlands towards Tasan on Lagos lagoon, Orugbo State Park and
• Ecological sustainability ensures that development is compatible Incentives to include subsidised or free land in the park buffer
the Wildlife Park at Isiu. Imota as a university town and the
with bioregional landscape processes. zone. Closely related to eco-lodges are several types of camp-
presence of the tertiary institution may extend its natural extant
• Economic sustainability focused on continuous benefit for all grounds especially youth camps. Youth camps are nature based
courses research to the Scientific Park.
generations. leisure services tailored to character moulding towards responsi-
• Socio-cultural variables make sure that the physical development There are two broad categories of recreational activities asso- ble citizenry.
responds to host community norms and values and respects both ciated with nature based tourism in these three protected areas
It is an holiday education setting, away from formal school envi-
tangible and intangible cultural essences. namely passive and active recreational facilities. The first group,
ronment learning from activities entrenched in ecosystem plan-
passive recreational facilities, include nature study, hiking, bird
The baseline studies shows that apart from Ayangburen Palace and ning and management. Ago Hausa Youth Camp (Agbowa-Iko-
watching, game watching and scientific gardens such as herbal
Ikorodu Lighter Terminal Port Complex, Lagos State Ministry of si LCDA) overlooks Aye River on the northern boundary of
garden and arboretum.

Ikorodu - Draft Final Report (2016 - 2036) 343


Orugbo State Park. Private sector youth camps are on the increase and Ofin agricultural schemes manifested that action. respect the host community. Nine of such sports complexes
globally and contribute to solving community sociological challeng- are proposed with one in each of the LGA/LCDAs. The syn-
Additional private sector driven agricultural estates are pro-
es. Incentives towards private sector ecologies can also be extended ergy between sports and tourism facilitates local economy by
posed in the master plan include Oke-Eri Paddy Rice Farm
to youth camps. stimulating goods and services and small-scale enterprises on
Estate, Iganke Leafy vegetable Estate, Ibelefun Fruit Vegeta-
an informal scale. Considerations for sports tourism complex
3. Provide enabling environment for inclusive participation of all in ble Farm Estate, Ago Hausa Landscape Nursery Estate, Imota
address football as business in Ikorodu Sub-Region with the
the annual festival calendar on LGA/ LCDAs basis in the sub-region. Dairy Farm, Ori-Okuta Integrated Green House Farm Settle-
standard development of an international stadium standard at
Traditional institution control festive activities in the sub-region. ment, Agbowa-Ikosi Fish Estate Lagoon Aquaculture Estate,
Itamaga to serve as platform for the development of Ikorodu
Therefore, it is suggested that the LGA/LCDAs coordinate the gen- Idirogba Lagoon Fish Estate and Tasan Lagoon Fish Estate, Aye
United Football Club.
eration of a consensus cultural tourism calendar harmonised by the River Fresh Water Shrimp Estate at Ago Hausa and Ogun River
traditional leaders. Shrimp Estate at Owode Elede. Different agri-tourism enter- 9. Promote the development of lagoon shoreline resort. The
prises are suggested for each farm estates as pro poor tourism master plan set aside 50 hectares as Lagoon Entertainment
4. Promote preservation of cultural and historic places. Apart from the
developmental approach beneficial to rural population. Get- hub at Ayetoro, Igbogbo Baiyeku LCDA. The waterfront en-
old Ayangburen Palace at Ajino, the indigenous core of Ikorodu,
ting tourism proceeds to the grass root require an institutional tertainment centre is made up of a proposed 4-star lagoon
traditional cores of Igbogbo, Odo-Ayandelu, Agbowa, Imota, Iko-
framework that allows informal sector to participate in tour- hotel resort and amusement park nested within the green
si-Isheri and Egbin have all lost the immovable architectural pieces
ism destination development. wedge defining Ijede and Igbogbo-Baiyeku LCDAs. The La-
that portray them as typical Yoruba settlement. Ajino precedent is
goon Entertainment hub will benefit from the alignment of
the old and traditional palace of Oba Ayangburen and the tradition- Such institutions rely on community development partici-
4th Mainland Bridge, Lagoon shoreline ecofriendly highway
al central business district of Ikorodu city. Ajino precedent is defined patory tourism program that alleviates poverty at the grass
and non-motorized bike routes from Ikorodu CBD as well as
by the old palace, King’s market, core of the traditional institutions root. This concept is referred to as “pro-poor tourism” (PPT).
the proposed Awolowo way high street.
that is still home to many shrines and deities including Iledi Oshug- PPT will provide ample opportunity for poor people in the
bo Agbalaiye, Ogun Isese, Ile Osin, Esu Agbaye Shrine, Eru, Esu Ilu, sub-region to access tourism market formally and informally. Key performance indicators for tourism in the master plan are a
Ile Sango, Ile Liwe, Awo Opa house and Ota Shrine. It emphasis the introduction of small-scale enterprises, ample measure of the rate of execution of stated culture and tourism op-
employment for the local population and financial benefits tions towards making Ikorodu Sub-Region a Lagoon Ecotourism
The architecture of the old palace of Ayangburen is kept to a con-
from centrally managed community resources. The PPT micro Destination as shown in Table 8.6.
siderable extent in its original form with unique columns and typical
business opportunities include laundry, grocery stores, tour
Yoruba palace courtyard. The master plan proposed Ajino prece-
guiding, crafts and souvenir centers and cottage memorabilia
dent as an action area in the first phase of implementation. The
industries.
spatial distribution of traditional shrines at strategic locations across
the sub-region can be utilised for urban architecture reconstruction. Additional source of livelihood income from well packaged
Preservation and protection of historic relics will, then, benefit from local folklore, cultural activities and local food outlets that are
indigenous core urban design reconstruction of Imota, Agbowa, Ig- creatively packaged. These small-scale enterprises are suggest-
bogbo, Egbin, Odo-Ogun and Isheri. Such reconstruction should be ed for host communities where components of rural tourism
influenced by symbolism of immovable heritage structure around products are located including Orugbo, Iganke, Ori Okuta,
the religious shrines. This will provide an opportunity to streamline Agbowa Ikosi, Owode Elede, Tasan and Idirogba.
the cityscapes and townscapes in a coordinated manner that invites
7. Promote urban tourism in symbolic CBDs and high streets.
vertical urbanism to absorb the surging population without eroding
The conceptualisation of nine (9) multi-nuclear CBDs and the
the glorious past.
vibrant commercial high streets will explore the incorporation
5. Community participation in the choice of festivals, festival ceremo- of organised shopping malls, security conscious night clubs,
nial routes and heritage resources towards cultural tourism devel- hospitality features including eateries, hotels of all categories;
opment. medium scale conference tourism; and purpose-built event
centers.
6. Promote interconnected private sector driven agro-tourism in farm
estates. The 1978 Lagos State Government Regional Master Plan 8. Promote the development of complementary hierarchy of
(1980 – 2000) and recent State Agricultural Framework conceptu- hospitality industries in CBDs and high streets. The master
alise Ikorodu Sub-Region as one of three Agriculture Zones for the plan encourages public sector driven sports arena with ca-
state. The Odogunyan, Imota, Erikorodo, Gberigbe, Agbowa, Ijede pacity for private sector financed hospitality industry that

344 Ikorodu - Draft Final Report (2016 - 2036)


Table 8.6: Culture and Tourism Indicators for Ikorodu Sub-Region
Component Strategic Objective Indicator
Ecotourism-Protected Areas Protected Lagoon and Fresh Water Swamp • Constitution of protected areas
• Community acceptance level of constituted protected areas
• Planning and execution of compactible ecotourism facilities
• Number of protected area interpretive centers

Nature based hospitality Private Sector Driven Eco-Lodges • Sensitisation of private sector interest in nature based hospitality structures
industry • Number of eco-lodges

Private Sector Driven Youth Secular Camps • Number of youth camps

Agri-tourism Facilities Agri-tourism Facilities in Farm Estates • Sensitisation of private sector interest in agri-tourism based hospitality facilities
• Number farm settlements on ground
• Length of agriculture rural roads constructed

Agri-tourism Facilities in Fish Estates • Number of farm settlements on ground


• Number of hospitality structures on ground
• Collaborative security efforts with police, coast guards on vigilante on creeks and waterways

Cultural Tourism Preservation of Cultural, heritage resources. Historic • Lagos State and the sub-region’s tourism community influenced decision on cultural festival calendar on LGA/LCDA basis
Places • Number of community museums
• Number memorabilia industries

Urban Tourism Development of urban green infrastructure • Number of public parks


• Statement on framing urban architecture
• Length of Linear park and non-motorized transportation mode
• Increase in public open space furniture

Development of CBD and High Streets • Policy statement on multinuclear central business and commercial centers
• Number of Central Business Districts with standardized hospitality structures
• Number of High Streets with standardized hospitality enterprises

Sports Tourism Public Sector Sports Center • Policy statement on sports tourism and standard for the sub-region.
• Number sports arena
• Number of complimentary hospitality industry

Private sector Stadium • Policy statement on private sector driven sports tourism
• Number of stadiums

Ikorodu - Draft Final Report (2016 - 2036) 345


9.0 PHYSICAL INFRASTRUCTURE FRAMEWORK

9
9.1 Storm Water Drainage Management
9.1.1 Identification of Storm Water Management Deficiencies from Baseline Stage
9.1.2 Recommended Storm Water Drainage Management Strengies for Ikorodu Sub-Region
9.1.3 Wetland Protection and Eco-Tourism
9.1.4 Identification of sustainable Inland Navigation Network from Existing Channels
9.1.5 Identification of Navigable Channels in Ikorodu Sub-Region
9.1.6 Operation and Maintenance Policies for the Drainage System of Ikorodu Sub-Region
9.2 Water Supply
9.2.1 Baseline Information on Ikorodu Sub-Region Water Supply
9.2.2 Proposed Water Supply Systems
9.2.3 Recommendation
9.2.4 Proposed Trunk Main and Tertiary Distribution Network in the Sub-Region
9.2.5 Impact of Road Construction on Distribution Network
9.3 Waste Management
9.3.1 Existing Solid Waste Management System in Ikorodu Sub-Region

Chapter Nine
9.3.2 Wastewater Management
9.4 Power Supply
9.4.1 Proposed power supply strategies for Ikorodu Sub-Region
9.4.2 Other Sources of Power supply
9.5 Telecommunication
9.5.1 Radio Stations in Ikorodu Sub-Region
9.5.2 Telecommunication Services to be provided
9.5.3 Surveillance/ Security including CCTV
9.5.4 FTTH Infrastructure

Ikorodu - Draft Final Report (2016 - 2036) 347


Sabo Transmission Station
9.0 Physical Infrastructure Framework

To achieve a sustainable development and functional socio-economic status for Ikorodu


Sub-Region, basic physical infrastructure in addition to transportation is essential. The sub-region
as an economy underpinned by an array of commercial and industrial activities requires extensive
and efficient physical infrastructure as many of its assets are currently aground by strategic physical
infrastructure capacity constraints which will continue to impede the Sub-Region’s economic
productivity, future growth and development potentials.

Therefore, the master plan categorised physical infrastructure into:


1. Storm Water Drainage Management;
2. Water Supply;
3. Waste Management;
4. Power Supply; and
5. Telecommunication.

Ikorodu - Draft Final Report (2016 - 2036) 349


9.1 Storm Water Drainage Management
Table 9.1: Primary Channels and their tributaries
Storm water drainage management refers to how runoff is S/N Name of Storm Water Tributaries
controlled. An overview of the existing drainage systems in the Drainage Channel
Sub-Region reveals that drainage facilities were constructed with- 1. System 109 (Odo-Afa Channel) Systems 109A,109B and 109C
out an overall storm water drainage plan. Other challenges include
2. System 105 (Igbogbo-Solebo Channel) Systems 105A,105B,105C and 105D
impervious surfaces in some areas and water flow exceeding the
3. System 106 (Ofin Channel) Systems 106A,106B and 106C
infiltration capacity of the soil in other parts. A detailed analy-
sis of the drainage system deficiencies was utilised to identify specific 4. System 107 (Oju-Odo Agunfoye Channel) System 107A
problem zones used to assess the pluvial, fluvial or groundwater flood 5. System 127 (Odogunyan-Parafa channel) Erikorodo, Ijafa, Babasoye, Igbokuta; Systems 113,119,122,123,124,125,127A,
risks of the Sub-Region. This report proposes an eco-friendly strategic 127B,129 and 131
approach to minimize or control these impacts. 6. System 108
7. System 114(Akoko Channel) System 114A (Shiwo Channel)
8. System 103 (Agbede-Olunla channel) Systems 103A ,103B,103C and 103D
9.1.1 Identification of Storm Water Management
9. System 104 (Okeriya channel) System 104A
Deficiencies from Baseline Stage
10. System 111
Ikorodu Sub-Region drainage system comprises 15 major
11. System 110
primary channels which drain the north-western towns of Agbede,
12. System 130 System 130A
Isawo, Eyita, the north central towns of Agbaku, Isiwu, Maya, Ajebo,
Oke Arobi, and the north-eastern areas like Otta, Iganke, Oke-Odo, 13. River Ogun
Orugbo, Agbowa, Odo-Ayandelu, Agbele. 14. River Owuru
15. River Aye
In the midlands, areas drained include, the Ikorodu town itself, Ebute, Source: IKMP, 2018.
Igbogbo, Agunfoye, Igbe, Ginti, Elesin, Itamaga, Parafa, Mowo kekere,
Gberigbe etc. in the west is Owode-Elede, Ajegunle, Itowolo, Isheri Table 9.2: Drainage catchments of the primary channels in Ikorodu sub-region
North, the Ogun river forest reserve etc. Down south are areas like
Ibeshe, Ofin, Oreta, Igbore, Ibopa, Baiyeku, Ijede, Igbalu, These towns Drainage Catchment Sub-Zones
are closer to the final discharge outfall for most of the rivers; the Lagos
lagoon, as shown Figure 9.1. Odo-Afa catchment Malakoko, Laga, Olumo, Igbe, Erunwen and parts of Agunfoye
Igbogbo-Solebo catchment Alogba, Owode, Ilajo, Osorun, Ebute-Ipakodo, Ilemeren, Ibeshe and Orupodi
In most cases, the storm water from contributing catchments flows
through smaller channels which can be in its natural form or concrete Ofin catchment Ashon, Ewu-ebi, and Ofin
lined before discharging into the primary channels. Tables 9.1 - 9.2 show Oju-odo Agunfoye Catchment Sheboliye, Ilade, Ebiye Ewu-Ebi, Ajebo and Oreta
the primary channels, their tributaries and the contributing catchments Odogunyan-Parafa Catchment Odogunyan, Oloja, Odonla, Odo-Alase, Agodo-Alara, Koboyejo, Itele,Imofo,
respectively as described in the baseline report. Akonwu,Ajebo,Parafa,Aleke,Mowo,Madigan,Oke,Isiu,Solebo,Ajebo,Gbokuta, Oke-Natia,
Odo-Ayandelu,Imota and Maya
Akoko catchment Agbowa
Agbede-Olunla catchment Isawo, Ojokoro,Olunla,Owutu and Agbede
System 108 catchment Parts of Ilade, Agunfoye and Bayeiku
System 110 Catchment Ginti and Igbe
System 130 catchment Oko-Ito, Oke-Agbo,Oke-Odo, and Igbalu
Okeriya catchment Ogolonto, Ikorodu, Ojokoro, Owutu and Ipakodo
System 111 catchment Ijede, Agura, Ipakan, Egbin,Igbopa,Laba, Iponmi, Oke-Oloku
River Ogun catchment Isheri-North, Owode-Elede, Owode-Onirin, Ajegunle and Itowolo
River Aye catchment Agbele, Oke-Eri, Iganke, Ago-Hausa, Otta and Itoikin
River Owuru catchment Tapa and part of Ogolonto

Source: IKMP, 2018.

350 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 9.1: Existing Drainage System of Ikorodu Sub-Region


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 351


The geometric increase in population density of Ikorodu Sub- All major primary channels like Odo-Afa, Akoko, Oju-Odo Agunfoye, Okeriya, Ofin, Systems 108,110,111, etc. and their tributaries as shown in
Region which have resulted in high level of urbanisation Figure 9.1 have been designed to retain their natural form as much as possible to promote a sustainable environment for the existing flora and
and encroachment of the wetlands around existing primary fauna whose natural habitats are these channels.
channels exacerbates drainage problems due to inadequate
drainage infrastructure. Due to this influx and the high land
value, people often reside in informal settlements located on 9.1.2.1 Hydrologic & Hydraulic Design Criteria
marginal land especially flood plains of primary channels such as The hydraulic and hydrologic model for Ikorodu Sub-Region based on the master plan is shown in Figure 9.2. The storm water drainage
Owode-Elede, Itowolo, Ajegunle, and Isheri-North. While high catchment for the different river channels were further broken into sub-zones or sub catchments shown as small irregular green shapes.
intensities of rainfall during rainy seasons, inadequate drainage
infrastructure or existing drainage system capacity deficiencies Each one of the little green shapes represents different communities within the region and in them are inputted with respective characteristic
has led to flooding in areas like Ijede, Odonla, Owutu, etc. such as area and runoff coefficients to determine the rate of infiltration of rainwater.
(Table 9.3). New secondary channels have been provided to convey storm water runoff from areas such as Orugbo, Otta, Agbele, Oke-Eri, Iganke,
Table 9.3: Flood prone areas due to Storm water Ago-Hausa and Oke-Odo to Aye River and the Lagos lagoon. Boundary condition for storm hydrologic simulation are:
drainage Management Deficiencies • Stage hydrograph for the Lagos lagoon.
• Rainfall IDF curve for Lagos, from NIMET
Drainage Catchment Flood Prone Area
Odo- Afa catchment Malakoko, Eruwen and Laga
Igbogbo-Solebo catchment Alogba
Ofin Catchment Ewu-Ebi and part of Ofin
Oju-Odo-Agunfoye catchment Ajebo
Odogunyan-Parafa catchment Odonla, Aleke and Odogunyan
System 108 Oke-Iro and Bayieku
System 111 Ijede, Agura and Ipakan
Agbede-Olunla Agbede, Isawo,Owutu and Olunla
Okeriya catchment Ojokoro
Source: IKMP, 2018.

9.1.2 Recommended Storm Water Drainage Management


Strategies for Ikorodu Sub-Region
The high rate of urbanisation in Ikorodu Sub-Region without
corresponding infrastructure upgrade has degraded its natural
environment. Issues such as flooding especially in the lowlands
such as Owode, Ajegunle, Isawo and around the highlands in
Oriokuta, Solebo due to inadequate drainage infrastructure.
The parameters to give preliminary sizing for drainage right
of way and depth to ensure the sub-region is self-drained and
sustainable include hydraulic sizing of the existing channels
and provision of new channels for optimum conveyance to
mitigate existing drainage system deficiencies and accommodate
future growth. The hydraulic sizing of the channels is required to
ensure that the sub-region can effectively handle a 50-year
return period storm without causing flood within the sub-region Figure 9.2: Hydrologic model for Ikorodu Sub-Rregion based on the proposed land use design
even after development. Source: IKMP, 2018.

352 Ikorodu - Draft Final Report (2016 - 2036)


Design Parameter: The discharge of storm
water from a watershed or catchment is
dependent upon intensity and duration of
precipitation characteristic of the area and the
time required for such flow to reach the drain.
The storm water flow for this purpose has been
determined by using the rational method. As
part of planning, design and project formulation
process, the basic design parameters to be prede-
termined to analyse the carrying capacity of exist-
ing channels for the future are:
i. Frequency of storm / return period
ii. Depth –duration of storm
iii. Time of concentration
iv. Run off coefficient for the project area (includ-
ing the proposed land use design)
v. Method of computing flow in the channels
(rational formula Q=CUCiA.)
Where:
Q = discharge (m³/S)
Cu =unit conversion coefficient = 0.0028
i = rainfall intensity corresponding to the time
of concentration of the catchment (mm/h)
C = runoff coefficient (dimensionless)
A = Catchment Area (ha)
Figure 9.3 shows the proposed properties of the
design channels based on a 50years storm water
return period.

Figure 9.3: The Designed Storm water drainage system and watershed for the Ikorodu Sub-Region
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 353


Computation of Design Flow: Quantity of storm Table 9.4: Hydrological Characteristics of sub-catchments in Ikorodu Sub-Region
water from a rainfall event that flows to a storm water drain
depends on the imperviousness, topography, shape of the
drainage basin and duration of the storm. This impervious-
ness is quantified by a coefficient of runoff, which needs to
be determined for each sub-catchment. The peak runoff at
any given point is calculated using the rational formular as
stated in the design parameter.
Run-off calculation for Agbede-10 sub-catchment
Unit conversion coefficient Cu := 0.0028
Rainfall Intensity for 10years return period (from Lagos
IDF chart) i := 82.656mm/hr
Catchment Area A := 28.17hectare
Qp := Cu.C.i.A
Runoff Coefficient C := 0.17
Peak flow using Rational equation Qp := 1.10m³s-¹
Time of concentration for Agbede-10 sub-catchment
Longest flow path length Le := 382.12
Catchment area average slope in (m/m)SL:= 0.024
Time of Concentration using Kirpich formula
tc := 0.0195 (Le0.77 / SL0.385)
tc := 7.979 m0.77
tc := 7min.58 sec

• Time of concentration is the time taken for the runoff to


get to its outfall from the farthest part of the sub-zone.
• Average slope depends on the topography of the sub
catchment and it determines the velocity of run-off and
time of concentration of runoff.
• Rainfall intensity value was obtained from Lagos IDF
Data (Calculation Sample above)
• Weighted Runoff coefficient is a dimensionless factor for
calculating peak run off.
• Flow length is the length of overland flow within the sub
zone.

354 Ikorodu - Draft Final Report (2016 - 2036)


Hydraulic Design Computation: All designed earth channels are with Sample Calculation for the Hydraulic Depth of System-110(1)
irregular crossections along their reaches, as such flows within them are non-uni-
Channel width Wbf := 35m
form i.e. hydraulic characteristics such as depth of flow, width and velocity vary with
discharge. A sample calculation for depth of flow or hydraulic radius based on the Cross-sectional Area of water Abf := 87.54m²
estimation of flow as shown above to determine its carrying capacity for a 50-year
storm return period using Manning’s formular aside. Manning's coefficient for channel n := 0.033
Channel Slope flow from Igbe-09 & Igbe-13 Sc := 0.22%
Flow depth or Hydraulic depth
Qc := 27.68m³s-¹
0.667 0.5
R := Q .n/A
H c bf S c
1.666
RH = 0.986 m /s
RH := 0.99m

Table 9.5: Hydraulic Characteristics of some Designed Primary Earth Channels in Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 355


9.1.2.1.1 Odo-Afa Channel (System 109)
As described in Table 2, Odo-Afa primary channel
and its 3 major tributaries drains 6 sub-catchments
namely; Malakoko, Eruwen, Laga, Olumo, Igbe and parts of
Agunfoye. However, some of these sub-catchments, such
as Eruwen and parts of Igbogbo are susceptible to pluvial
flooding due to low infiltration nature of the soil and the
inadequate conveyance capacity of both the primary
channel and the secondary channels.
This has resulted in the Hydraulic Sizing of these channels
to maximum bottom width of 300m for primary and 55m
bottom width for the secondary to sustainably convey
runoffs generated by these sub-catchments while
considering both present hydrological parameters and the
proposed land use design, thereby solving the problem of
pluvial flooding as shown in Table 9.6.
Furthermore, a minimum setback of 8m has been adopt-
ed for the natural channels (Systems 109,109A, 109B and
109C), while sub-tributaries such as system 109B-1, 109B-
2 and 109B-3 are also earth channels of 5m,3m and 3m
width respectively as shown in Figure 9.4.
Additionally, an effective tertiary drainage system is
recommended in these areas to convey runoff from these
sub-catchments into the secondary channels.

Figure 9.4: Resized Odo-Afa channel and its Tributaries


Source: IKMP, 2018.

356 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.2 Igbogbo-Solebo Channel (System 105)
Igbogbo-Solebo Channel and its 5 major tributaries
(systems 105A, 105B, 105C, 105D and 105E) drain 9
sub-catchments namely, Ogunlewe, Ebute-Ipakodo,
Alogba, Lajo, Owode, Osorun, Ibeshe, Ilemeren and
Orupodi) as shown in Table 9.2.
The primary channel and its tributaries have been resized
to convey runoff efficiently under gravity to its outfall
(the Lagos Lagoon) while taking into cognizance parame-
ters such as runoff coefficient based on the proposed land
use, catchment area and the return period. The designed
system 105 primary channel has a maximum bottom width
of 130m while its major tributaries (105A, 105B, 105C
105D and 105E) has widths of 10m, 30m, 80m, 8m and
8m respectively. The resized channel has a maximum wa-
ter depth of 1.48m for a 50-year return period as shown
in Figure 9.5.
A proper design and Hydraulic Sizing of the existing
tertiary irregular lined drain is recommended to efficiently
convey runoff generated from Alogba Estate and Para-
po community into system 105C via Odo-Abike-Dabiri
detention pond. This will ameliorate the menace of
pluvial flooding experienced by the residents of this
communities.
Odo-Abike-Dabiri (Plate 9.1) is an artificial detention pond
that covers an estimated area of 0.03sqkm (3.48hect-
ares) and an average dead storage capacity of 52,200
cubic metres (m3). This pond drains Alogba estate, Parapo
communities and its environs. It is a perennial pond with
recreational and tourist potential that can be sustainably
harnessed.
Also, System 105C which has a reach length of 1.1km is
a perennial water body with recreational and tourist
potential that can also be sustainably harnessed.

Figure 9.5: Resized System 105 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 357


Plate 9.1: Odo-Abike-Dabiri detention pond with plant vegetation around its bank to promote its ecological biodiversity located along Ibeshe-Ipakodo road.

358 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.3 Ofin Channel (System 106)
Ofin Channel originates from Ashon area, after Ofin-Ile
road junction, Igbogbo; then traverses through Ewu-Ebi
community and discharges into the Lagoon via the flat
terrain of Ofin. It has 4 major tributaries namely systems
106A, 106B, 106C and 106D.
Ofin Channel and its tributaries drain 3 sub-catchments
(Ashon, Ofin and parts of Ewu-Ebi) as shown in Table 9.2.
Ofin primary channel and its tributaries have been resized
to cater for the present and the future runoff generated
from their catchments. The designed Ofin channel has a
maximum width of 65mm while its 4 major tributaries;
106A, 106B, 106C and 106D has a designed maximum
width of 10m, 35m, 5m and 8m as shown in Figure 9.6.
Pluvial flood challenges in Ofin catchments is often seen at
Ewu-Ebi sub-catchment which is because of the absence of
the tertiary drainage system. A proper design and planning
of tertiary drainage network is recommended to efficient-
ly convey runoff generated from this sub-catchment into
the resized Ofin channel.

Figure 9.6: Resized Ofin Channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 359


9.1.2.1.4 Oju-Odo Agunfoye Channel (System 107)
It is an earth channel formed from the bifurcation of a
major tributary of Igbogbo/Solebo channel (System 105D)
at Bellefun area, Igbogbo. It traverses across Oreta road at
the upstream and Cele Street Sheboliye and discharges into
the Lagoon via Araromi town.

It is fed by 3 major tributaries namely system 107A, 107B


and 107C. Oju-Odo Agunfoye and its tributaries drain 5
sub catchments namely Sheboliye, Ilade, Ebiye and parts
of Ewu-Ebi as shown in Table 9.2.

This channel and its tributary have been designed to


convey existing and the proposed land use runoffs
generated from its sub-catchments optimally to its outfall.
The designed Oju-Odo Agunfoye channel has a maximum
width of 95m while its 3 major tributaries; 107A, 107B
and 107C have a maximum width of 20m, 10m and 10m
respectively as shown in Table 9.6.

Also, two sub tributaries of system 107B was designed to


improve the drainage ability of Ewu-Ebi and part of Ofin.
They are system 107B-1 and 107B-1A and they have a max-
imum width of 8m and 5m respectively as shown in Figure
9.7.

Figure 9.7: Resized Sytem 107 and its Tributaries


Source: IKMP, 2018.

360 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.5 System 108 Channel
System 108 is an earth channel which originates from
Ogunmyiwa Street, Igbogbo. This channel traverses’
south-eastwards through Agunfoye Road. Then discharges
into the Lagoon via the wetlands of Oke-Iro and Bayeiku
town. This channel and its tributaries drain parts of Bayei-
ku, Agunfoye and Ilade.
This channel and its tributaries have been designed to con-
vey existing and the proposed land use runoffs generated
from its sub-catchments optimally to its outfall (Lagos La-
goon). The designed System 108 channel has a maximum
width of 65m while its 3 major tributaries; 108A, 108B
and 108C have maximum width of 25m,10m,15m respec-
tively as shown in Table 9.6.
Furthermore, a sub-tributary of System 108(108C-1) has
been designed and resized to be 8m to improve the drain-
age ability of Alhaji Saraki Street, Agunfoye as shown in
Figure 9.8.

Figure 9.8: Resized System 108 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 361


9.1.2.1.6 System 110 Channel
As described in the baseline report, system 110 channel
originates from New World Church Street, Ginti. This
channels traverses Oba Fatai Oresanya road, Igbe and
discharges into the Lagoon.
This channel is fed by its tributary (System 110A) which
originates from the end of Degolu road, Igbe. System 110
and its tributary drain Igbe and Ginti sub catchments.This
channel and its tributaries have been designed to convey
existing and the proposed land use runoffs generated from
its sub-catchments optimally to its outfall (Lagos Lagoon).
The designed System 110 channel has a maximum width of
60m while its tributary has a maximum width of 20m as
shown in Table 9.6 and Figure 9.9.

Figure 9.9: Resized Sytem 110 and its Tributaries


Source: IKMP, 2018.

362 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.7 System 111 Channel
As described in the baseline report, system 111 originates
from the Onaselu, Gberigbe and discharges into the
Lagoon via Chevron Road Agura. This channel is fed by
two major tributaries namely, system 111A and 111B.
System 111 and its tributaries drain 7 sub-catchments
namely: Igbopa, Agura, Egbin, Oke-Eleta, Ipakan, Oke-
Oloku and Laba sub-catchments. The channel and its
tributaries have been resized to efficiently convey the pres-
ent and the proposed runoffs generated by the sub-catch-
ments. Though the width of system 111 varies along the
channel reach, it has a maximum designed width of
150m while its tributaries; system 111A and 111B have a
maximum width of 85m and 40m respectively as shown
in Table 9.6 and Figure 9.10.

Figure 9.10: Resized System 111 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 363


9.1.2.1.8 System 130 Channel
This channel originates from Oke-Agbo, then discharg-
es into the Lagoon via the wetlands of Igbalu. It is fed
by a major tributary (system 130A). System 130 and its
tributary drain Oke-Agbo, Oko-Ito and Igbalu sub-catch-
ments as shown in Table 9.2.
This channel and its tributaries have been designed to
convey existing and the proposed land use runoffs
generated from its sub-catchments optimally to its out-
fall (Lagos Lagoon). The designed system 130 channel
has a maximum width of 95m while its tributary has a
maximum width of 15m as shown in Table 9.6 and Figure
9.11.

Figure 9.11: Resized Sytem 130 and its Tributaries


Source: IKMP, 2018.

364 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.9 Akoko Channel (System 114)
As described in the baseline report, Akoko Channel
originates from the wetlands along Ikosi beach road,
north-eastern part of Ikorodu sub region. It is also fed by its
western tributary (system 114A or Shiwo channel). Then,
it flows southwards and discharges into the Lagoon via an
artificial lake at Agbowa. Akoko channel and its tributaries
drain Agbowa town and Oke-Odo.
Due to the ongoing Agbowa sawmill construction at
Agbowa, Shiwo channel was diverted to form a delta
before it discharges into the Lagoon. It should be
noted that the artificial pond was constructed to serve as a
retention pond, thereby alleviating flooding in this area.
The channel and its tributaries have been resized to effi-
ciently convey the present and the proposed runoffs gen-
erated by the sub-catchments.
The designed Akoko channel has a maximum width of
35m while its tributaries; Shiwo channel and 114B have a
maximum width of 30m and 15m respectively as shown in
Table 9.6 and Figure 9.12. These channels have been sized
in relation to the ongoing development to prevent fluvial
flooding in the future.
The artificial detention pond at Agbowa has an estimat-
ed area of 0.046sqkm (4.60hectares) as shown in Plate
9.2. The water body is fed majorly by Akoko and Shiwo
channels with a dead storage capacity of 92,000 m3.
It is also a perennial pond with recreational and tourist
potential that can be sustainably harnessed.

Figure 9.12: Resized System 114 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 365


Plate 9.2: Artificial Lake at Agbowa; enriched with ecological biodiversity around its bank.

366 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.10 System 138 Channel
System 138 is a proposed 5.1km eco-friendly earth
channel, designed based on the proposed residential
and agricultural development in the north-eastern part
of Ikorodu Sub-Region. It originates from Oke-Eri town
then flows eastwards to Aye River via the Agricultural
reserve of Oke-Eri.
The channel and its tributaries were designed based on
hydrologic and hydraulic parameters. It has a maximum
width of 75m and will be fed by 4 major tributaries; 138A
and 138B of widths respectively.
System 138 and its tributaries will drain sub-catchments of
Agbele, Oke-Eri, Otta and Iganke as shown in Figure 9.13.

Figure 9.13: Resized System 138 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 367


9.1.2.1.11 System 133 Channel
System 133 is a proposed 3.25km eco-friendly earth chan-
nel. The channel and its tributary have designed based on
hydrologic and hydraulic parameters. The channel will
originate from the southern part of Iganke town and flow
southwards to the lagoon via the wetlands of Ago-Hausa.
It has a maximum width of 35m and will be fed by its
tributary 133A with a proposed maximum width of 10m.
System 133 and its tributary will drain sub-catchment of
Ago-Hausa and the part of the proposed conservative
park located beside Aye River as shown in Figure 9.14.

Figure 9.14: Resized Sytem 133 and its Tributaries


Source: IKMP, 2018.

368 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.12 Agbede-Olunla Channel (System 103)
This earth channel originates from the south close to the
junction of Eyita-Ojokoro road on Sagamu road. The
channel is crossed at Agbede-Olunla Bridge recently
reconstructed by the Lagos State Government and crossed
at Isawo-Owutu Bridge. It, then, discharges into the La-
goon via Majidun creek. Agbede-Olunla Channel has four
tributaries (Systems 103A, 103B, 103C and 103D) as shown
in Table 9.1. Agbede-Olunla channel and its tributaries
drain 3 sub-catchments namely; Isawo, Olunla, Ojokoro,
Asolo and Agbede.
This channel and its tributaries have been designed to con-
vey existing and the proposed land use runoffs generated
from its sub-catchments optimally to its outfall (Lagoon).
Though the width of system 103 varies along the channel
reach, it has a maximum designed width of 200m while
its tributaries; system 103A,103B,103C and 103D have a
maximum width of 50m,45m,5m and 5m respectively as
shown in Table 9.6.
Furthermore, sub-tributaries of System 103 such as
103A-1,103B-1, 103B-2, etc. have been designed and re-
sized to improve the drainage ability of Igbolomu town
as shown in Figure 9.15. A detailed hydrological investi-
gation and design of tertiary drainage system for Agbede,
Ori-Okuta and Owutu is recommended to ameliorate the
menace of pluvial flooding in these areas.

Figure 9.15: Resized System 103 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 369


9.1.2.1.13 Odogunyan-Parafa Channel/Solodo River
This is the longest primary channel within the Ikorodu
Sub-Region. It originates from the highlands of Ogijo and
flows south-eastwards to the Lagoon via the wetland
areas of Ikosi, Gbokuta and Oriyarin to form a confluence
with System 113 at Ajebo. This channel has 14 major tribu-
taries (Erikorodo, Ijafa, Babasoye, River Igbokuta; Systems
113,119, 122, 123, 124, 125, 127A, 127B, 127C, 129 and
131). This channel and its tributaries drain 19 sub-catch-
ments namely, Odogunyan,Oloja, Odo, Odo-Alasa,
Koboyejo, Itele, Imofo, Akonwu-Ajebo, Parafa, Aleke,
Mowo I, Mowo II, Madigan, Oke, Isiu, Solebo, Ajebo,
Gbokuta, Oke-Natia and Maya as shown in Table 9.2.
Flood challenges in this catchment especially in areas like
Odogunyan, Odonla and Aleke occur because of lack or
inadequate conveyance capacity of tertiary and secondary
drainage system coupled with the indiscriminate disposal
of solid waste. These have led to incessant pluvial flooding
in the areas.
This channel and its tributaries have been designed
to convey existing and the proposed land use runoffs
generated from its sub-catchments optimally to its out-
fall (Lagos Lagoon). Though the width of these primary
channel varies along its reach, it has a maximum
designed width of 800m while its tributaries; Erikorodo,
Ijafa, Babasoye, systems 113, 119,1 22, 123, 125, 127A,
127B, 127C and 129 have a maximum width of 100m,
35m, 1 00m, 300m, 10m, 40m, 30m, 40m, 20m, 300m
and 15m respectively as shown in Table 9.6 and Figure
9.16.
Additionally, a more detailed design for the tertiary drain-
age system of the flood prone areas is recommended
to efficiently and sustainably convey runoff from these
sub-catchments into the designed primary channels and its
tributaries.

Figure 9.16: Resized Odogunyan-Parafa Channel and its Tributaries


Source: IKMP, 2018.

370 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.14 Okeriya Channel (system 104)
Okeriya Channel originates from Nurudeen Fagbenro
Street, Ojokoro. It discharges into the Lagos Lagoon via
TOS Benson road. The channel is fed by dendritic tributar-
ies and sub-tributaries as shown in Figure 9.17.
Okeriya channel and its tributaries (104A and 104B) drain
Ojokoro, Owutu, Ebute-Ipakodo and parts of Ikorodu
town. The channel and its tributaries have been resized
to efficiently convey the present and the proposed runoffs
generated by the sub-catchments based on hydrologic and
hydraulic parameters. The designed system 104 channel
has a maximum width of 50m while its tributaries; sys-
tem 104A and 104B has maximum width of 35m and 8m
respectively as shown in Table 9.6 and Figure 9.17.
Furthermore, sub-tributaries of System 104 such as
104A-1, 104A-2, 104A-3, etc. have been designed and
resized to improve the drainage ability of Owutu. A set-
back of 8m on both banks is recommended to prevent
encroachment into these channels and its tributaries.

Figure 9.17: Resized System 104 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 371


9.1.2.1.15 System 131 Channel
This channel originates from Ipaye, Ebiye. It traverses
Ajebo village road and discharges into the lagoon via the
wetlands of Oreta as shown in Figure 9.18.
System 131 and its two major tributaries; 131A and
131B drain Oreta and part of Ebiye town. Due to the
susceptibility of the coastal area of Oreta to flooding as
described in the baseline report, system 131 and its
tributaries have been designed and resized based on
hydrologic and hydraulic parameters to alleviate such
menace in the community.
The designed system 131 has a maximum width of 20m
while its tributaries; system 131A and 131B has the same
width of 5m.

Figure 9.18: Resized System 131 and its Tributaries


Source: IKMP, 2018.

372 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.1.16 System 132 Channel
System 132 originates from Akinfenwa Salako Street, Ilade.
It flows southwards to the lagoon via the wetlands of
Ajebo village. The channel is fed by 2 major tributaries
namely System 132A and 132B that drain Ajebo and part
of Ilade sub-catchment as shown in Figure 9.19.
The primary channel and its tributaries have been designed
and resized taking into consideration the flood challenges
faced by the residents of the coastal area of Ajebo village.
The designed channel has a maximum width of 20m while
its tributaries has the same width of 5m.
A setback of 8m on both banks have also been introduced
as encroachment into the channel and its tributaries as
shown in the figure aside. Detailed design and planning
of tertiary drainage system is recommended to optimally
convey runoff from sub-catchments to the primary chan-
nel and its tributaries.

Figure 9.19: Resized System 132 channel and its Tributaries


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 373


9.1.2.1.17 Ogun River Tributaries & Distributaries
Ogun River originates from several networks of dendrit-
ic streams stretching as far as the highlands of Okeho,
Aiyetoro, Ijio, Igana in Oyo state, chief of them is the
Ofiki River. Another major tributary stretches through
Olorunshogo, Eruwa and having several dendritic streams
connecting to it.
The two form a confluence close to Abeokuta and tra-
verses downwards towards Lagos whilst along its path
gathers more major tributaries from Itoku and drains
towns like Ibafo, Mowe, Ofada, Ijoko, Oyero etc. This is
a major and important river and a huge catchment area.
Within the sub-region, the Ogun River is first noticed in the
Isheri North community. It serves as the storm water
drainage outfall for this town and traverses down south and
bifurcates in the north of Owode-Elede community, a
distributary of reach length 7.65km, discharges into the
Lagoon via Agboyi-Ketu and the other distributary of each
length 13.72km traverses Ajegunle, and then discharges
into the Lagoon via Itowolo.
These major distributaries are also subdivided into small-
er dendritic streams within the Catchment. These existing
major Distributaries and tributaries (systems 136, 136A,
136B, 136C, 138, etc.) drain sub-catchments of Ikosi-Isheri,
Owode-Elede and Ajegunle. They have been resized to
optimally convey runoff into their outfalls as shown in
Figure 9.20 and Table 9.6.
Additionally, system 134 which originates from Owode-
Elede has been resized and re-routed (for future develop-
ment in these area) to have a maximum width of 30m to
optimally convey runoff during peak season as shown in
Figure 9.20. As a result of the proposed conservation area
at the south-western part of Ikorodu Sub-Region of an
estimated area of 554sqkm, a proposed earth channel (sys-
tem 135) and 3 tributaries (systems 135A, 135B and 135C)
have be designed to have a maximum width of 60m, 15m,
15m and 15m respectively as shown in Figure 9.20 and
Table 9.6. These channels will optimally runoff from the
area into the lagoon.

Figure 9.20: Ogun River Tributaries, Distributaries and Catchment


Source: IKMP, 2018.

374 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.6: Hydraulic properties of the designed primary channels in Ikorodu Sub-Region

System ID System Chainage (m) Bed/bank Cross-sections Bottom Reach Depth Setback System ID System Chainage (m) B e d / b a n k Cross-sections Bottom Reach Depth Setback
name Start End material Shape width length (m) (m) name Start End material Shape width length (m) (m)
(m) (m) (m) (m)

System 109 Odo-Afa 0+000 2+290 Earth Irregular 15 2290 1.5 8 105C Abuja 0+000 0+912 Earth Irregular 30 912 1.5 8
2+290 3+223 Earth Irregular 35 933 1.5 8 0+912 1+930 Earth Irregular 65 1018 1.5 8
3+223 5+014 Earth Irregular 130 1791 1.5 8 1+930 3+113 Earth Irregular - - - 8
5+014 6+775 Earth Irregular 200 1761 1.5 8 105C-1 0+000 0+693 Earth Irregular 15 693 1.5 8
6+775 7+285 Earth Irregular 250 510 1.5 8 0+693 1+212 Earth Irregular 25 519 1.5 8
7+285 9+728 Earth Irregular 300 2443 1.5 8 105C-2 0+000 0+827 Earth Irregular 20 827 1.5 8
109A 0+000 1+025 Earth Irregular 20 1025 1.5 8 105C-3 0+000 0+705 Earth Irregular 25 705 1.5 8
1+025 2+908 Earth Irregular 40 1883 1.5 8 105C-4 0+000 0+548 Earth Irregular 8 548 1.5 8
109B 0+000 2+053 Earth Irregular 15 2053 1.5 8 105D 0+000 2+392 Earth Irregular 8 2392 1.5 8
109B 2+053 2+555 Earth Irregular 20 501 1.5 8 105E 0+000 0+796 Earth Irregular 8 796 1.5 8
2+555 3+501 Earth Irregular 35 946 1.5 8
3+501 4+078 Earth Irregular 45 577 1.5 8 106 Ofin 0+000 1+168 Earth Irregular 20 1168 1.5 8
4+078 4+516 Earth Irregular 55 437 1.5 8 1+168 1+595 Earth Irregular 25 427 1.5 8
109B-1 0+000 0+623 Earth Irregular 5 623 1.5 8 1+595 2+658 Earth Irregular 40 1063 1.5 8
109B-2 0+000 0+637 Earth Irregular 3 637 1.5 8 2+658 4+005 Earth Irregular 65 1347 1.5 8
109B-3 0+000 0+998 Earth Irregular 3 998 1.5 8 106A 0+000 0+545 Earth Irregular 8 545 1.5 8
109C Eruwen 0+000 0+949 Earth Irregular 15 949 1.5 8 0+545 0+962 Earth Irregular 10 417 1.5 8
0+949 1+418 Earth Irregular 20 469 1.5 8 106A-1 0+000 0+545 Earth Irregular 8 341 1.5 8
1+418 2+894 Earth Irregular 25 1476 1.5 8 106B 0+000 0+324 Earth Irregular 10 324 1.5 8
0+324 0+854 Earth Irregular 15 529 1.5 8
105 Igbogbo 0+000 1+974 Earth Irregular 35 1974 1.5 8 106B 0+854 1+367 Earth Irregular 30 513 1.5 8
Solebo 1+367 1+962 Earth Irregular 35 595 1.5 8
1+974 4+011 Earth Irregular 45 2037 1.5 8 106C 0+000 0+521 Earth Irregular 5 521 1.5 8
4+011 4+587 Earth Irregular 55 576 1.5 8 106D 0+000 0+254 Earth Irregular 5 254 1.5 8
4+587 5+729 Earth Irregular 65 1142 1.5 8 0+254 0+437 Earth Irregular 8 183 1.5 8
5+729 5+983 Earth Irregular 95 254 1.5 8 106D-1 0+000 0+253 Earth Irregular 5 253 1.5 8
5+983 6+604 Earth Irregular 100 621 1.5 8 106E 0+000 0+515 Earth Irregular 5 515 1.5 8
6+604 8+358 Earth Irregular 125 1754 1.5 8
8+358 9+202 Earth Irregular 130 844 1.5 8 107 Oju-Odo 0+000 1+483 Earth Irregular 25 1483 1.5 8
105A 0+000 1+938 Earth Irregular 10 1938 1.5 8 Agunfoye
105B 0+000 0+462 Earth Irregular 30 462 1.5 8 1+483 3+593 Earth Irregular 35 2110 1.5 8
0+462 1+176 Earth Irregular 35 714 1.5 8 3+593 4+271 Earth Irregular 60 678 1.5 8

Ikorodu - Draft Final Report (2016 - 2036) 375


System ID System Chainage (m) Bed/bank Cross-sections Bottom Reach Depth Setback System ID System Chainage (m) B e d / b a n k Cross-sections Bottom Reach Depth Setback
name Start End material Shape width length (m) (m) name Start End material Shape width length (m) (m)
(m) (m) (m) (m)

4+271 5+216 Earth Irregular 80 945 1.5 8 111B 0+000 0+392 Earth Irregular 25 392 1.5 8
5+216 5+644 Earth Irregular 95 428 1.5 8 0+392 0+846 Earth Irregular 30 454 1.5 8
107A 0+000 0+250 Earth Irregular 10 250 1.5 8 0+846 1+371 Earth Irregular 40 525 1.5 8
0+250 0+552 Earth Irregular 15 302 1.5 8
0+552 1+134 Earth Irregular 20 582 1.5 8 112 0+000 1+582 Earth Irregular 10 1582 1.5 8
107B 0+000 0+841 Earth Irregular 10 841 1.5 8
107B-1 0+000 0+458 Earth Irregular 8 458 1.5 8 130 0+000 1+488 Earth Irregular 15 1488 1.5 8
107B-1A 0+000 0+193 Earth Irregular 5 193 1.5 8 1+488 2+156 Earth Irregular 40 668 1.5 8
107C 0+000 0+631 Earth Irregular 10 631 1.5 8 2+156 2+468 Earth Irregular 70 312 1.5 8
2+468 5+329 Earth Irregular 95 2861 1.5 8
108 0+000 0+576 Earth Irregular 20 576 1.5 8 130A 0+000 1+124 Earth Irregular 15 1124 1.5 8
0+576 1+842 Earth Irregular 25 1266 1.5 8
1+842 2+944 Earth Irregular 35 706 1.5 8 114 Akoko 0+000 1+138 Earth Irregular 20 1138 1.5 8
2+944 3+285 Earth Irregular 45 341 1.5 8 1+138 2+075 Earth Irregular 35 937 1.5 8
3+285 5+274 Earth Irregular 65 1989 1.5 8 114A Shiwo 0+000 1+920 Earth Irregular 20 1920 1.5 8
108A 0+000 0+759 Earth Irregular 25 759 1.5 8 1+920 2+222 Earth Irregular 30 302 1.5 8
108B 0+000 0+405 Earth Irregular 10 405 1.5 8 114B 0+000 1+662 Earth Irregular 15 1662 1.5 8
108C 0+000 0+605 Earth Irregular 15 605 1.5 8
108C-1 0+000 0+273 Earth Irregular 8 273 1.5 8 115 0+000 0+643 Earth Irregular 15 643 1.5 8
0+643 3+400 Earth Irregular 35 2757 1.5 8
110 0+000 0+421 Earth Irregular 20 421 1.5 8 115A 0+000 1+151 Earth Irregular 8 1151 1.5 8
0+421 0+791 Earth Irregular 25 370 1.5 8 115B 0+000 1+321 Earth Irregular 8 1321 1.5 8
0+791 2+180 Earth Irregular 30 1389 1.5 8 115C 0+000 0+860 Earth Irregular 8 860 1.5 8
2+180 4+041 Earth Irregular 50 1861 1.5 8
4+041 5+163 Earth Irregular 60 1122 1.5 8 131 0+000 1+234 Earth Irregular 15 1234 1.5 8
110A 0+000 0+651 Earth Irregular 15 651 1.5 8 1+234 1+809 Earth Irregular 20 575 1.5 8
0+651 1+296 Earth Irregular 20 645 1.5 8 131A 0+000 0+527 Earth Irregular 5 527 1.5 8
131B 0+000 0+558 Earth Irregular 5 558 1.5 8
111 0+000 0+864 Earth Irregular 95 864 1.5 8
0+864 1+372 Earth Irregular 100 508 1.5 8 132 0+000 0+868 Earth Irregular 15 868 1.5 8
1+372 1+857 Earth Irregular 120 485 1.5 8 0+868 1+419 Earth Irregular 20 551 1.5 8
1+857 3+021 Earth Irregular 145 1164 1.5 8 132A 0+000 0+487 Earth Irregular 5 487 1.5 8
3+021 4+941 Earth Irregular 150 1920 1.5 8 132B 0+487 1+448 Earth Irregular 5 961 1.5 8
111A 0+000 0+678 Earth Irregular 70 678 1.5 8 133 0+000 1+559 Earth Irregular 15 1559 1.5 8
0+678 2+281 Earth Irregular 85 1603 1.5 8 1+559 2+669 Earth Irregular 25 1110 1.5 8

376 Ikorodu - Draft Final Report (2016 - 2036)


System ID System Chainage (m) Bed/bank Cross-sections Bottom Reach Depth Setback System ID System Chainage (m) B e d / b a n k Cross-sections Bottom Reach Depth Setback
name Start End material Shape width length (m) (m) name Start End material Shape width length (m) (m)
(m) (m) (m) (m)

2+669 3+022 Earth Irregular 35 353 1.5 8 103B-3C 0+000 0+186 Earth Irregular 5 186 1.5 8
133A 0+000 1+538 Earth Irregular 10 1538 1.5 8 103B-3D 0+000 0+775 Earth Irregular 8 775 1.5 8
103B-3D1 0+000 0+167 Earth Irregular 5 167 1.5 8
116 0+000 0+582 Earth Irregular 8 582 1.5 8 103B-4 0+000 0+527 Earth Irregular 8 527 1.5 8
0+582 1+195 Earth Irregular 15 613 1.5 8 103B-5 0+000 0+699 Earth Irregular 8 699 1.5 8
103B-6 0+000 1+270 Earth Irregular 15 1270 1.5 8
137 0+000 0+887 Earth Irregular 30 887 1.5 8 103B-7 0+000 0+785 Earth Irregular 15 785 1.5 8
0+887 1+930 Earth Irregular 60 1043 1.5 8 103C 0+000 1+332 Earth Irregular 5 1332 1.5 8
103D 0+000 1+017 Earth Irregular 5 1017 1.5 8
138 0+000 1+560 Earth Irregular 15 1560 1.5 8 104 Okeriya 0+000 0+595 Earth Irregular 8 595 1.5 8
1+560 2+200 Earth Irregular 40 640 1.5 8 0+595 3+090 Earth Irregular 15 2495 1.5 8
2+200 2+928 Earth Irregular 75 728 1.5 8 3+090 4+527 Earth Irregular 50 1437 1.5 8
138A 0+000 1+630 Earth Irregular 15 1630 1.5 8 104A 0+000 0+601 Earth Irregular 8 601 1.5 8
138B 0+000 1+070 Earth Irregular 15 1070 1.5 8 0+601 1+194 Earth Irregular 20 593 1.5 8
103 A g b e - 0+000 1+316 Earth Irregular 15 1316 1.5 8 1+194 1+747 Earth Irregular 25 553 1.5 8
de-Ol- 1+747 2+513 Earth Irregular 35 766 1.5 8
unla
104A-1 0+000 0+835 Earth Irregular 8 835 1.5 8
1+316 3+146 Earth Irregular 40 1830 1.5 8
0+835 1+279 Earth Irregular 10 444 1.5 8
3+146 5+103 Earth Irregular 80 1957 1.5 8
104A-1-1 0+000 0+502 Earth Irregular 8 502 1.5 8
5+103 8+720 Earth Irregular 200 3617 1.5 8
104A-2 0+000 0+921 Earth Irregular 8 921 1.5 8
103A 0+000 2+126 Earth Irregular 50 2126 1.5 8
104A-3 0+000 1+066 Earth Irregular 8 1066 1.5 8
103B 0+000 1+255 Earth Irregular 25 1255 1.5 8
104A-4 0+000 0+263 Earth Irregular 8 263 1.5 8
1+255 2+021 Earth Irregular 30 766 1.5 8
104B 0+000 0+588 Earth Irregular 8 588 1.5 8
2+021 2+695 Earth Irregular 45 674 1.5 8
104C 0+000 0+756 Earth Irregular 8 756 1.5 8
103B-1 0+000 0+658 Earth Irregular 5 658 1.5 8
127 Odogunyan. 0+000 3+818 Earth Irregular 300 2200 2.5 8
103B-1 0+658 0+788 Earth Irregular 15 129 1.5 8 Parafa/
103B-1A 0+000 0+599 Earth Irregular 8 599 1.5 8 Solodo River
103B-1A-1 0+000 0+111 Earth Irregular 5 111 1.5 8 3+818 5+900 Earth Irregular 500 2082 2.5 8
103B-1A-2 0+000 0+207 Earth Irregular 5 207 1.5 8 5+900 7+067 Earth Irregular 600 1167 2 8
1+857 3+021 Earth Irregular 145 1164 1.5 8
103B-1A-3 0+000 0+323 Earth Irregular 5 323 1.5 8 132 0+000 0+868 Earth Irregular 15 868 1.5 8
103B-2 0+000 0+599 Earth Irregular 10 599 1.5 8 7+067 13+308 Earth Irregular 620 6241 1.5 8
103B-3 0+000 1+314 Earth Irregular 15 1314 1.5 8 13+308 18+713 Earth Irregular 650 5405 1.5 8
103B-3A 0+000 0+352 Earth Irregular 5 352 1.5 8 18+713 22+243 Earth Irregular 800 3530 1.5 8
103B-3B 0+000 0+242 Earth Irregular 5 242 1.5 8

Ikorodu - Draft Final Report (2016 - 2036) 377


System ID System Chainage (m) Bed/bank Cross-sections Bottom Reach Depth Setback System ID System Chainage (m) B e d / b a n k Cross-sections Bottom Reach Depth Setback
name Start End material Shape width length (m) (m) name Start End material Shape width length (m) (m)
(m) (m) (m) (m)

127A 0+000 1+267 Earth Irregular 10 1267 2 8 118B 0+000 2+541 Earth Irregular 20 2541 1.5 8
127B 0+000 1+446 Earth Irregular 20 1445 2 8 118B-1 0+000 0+578 Earth Irregular 8 578 1.5 8
127C Odonla 0+000 0+737 Earth Irregular 40 737 2.5 8
0+737 1+690 Earth Irregular 50 953 2.5 8 113 Egungun 0+000 1+406 Earth Irregular 80 1406 1.5 8
1+690 2+855 Earth Irregular 100 1165 2 8 1+406 2+499 Earth Irregular 150 1093 1.5 8
2+855 3+334 Earth Irregular 125 479 2 8 2+499 2+925 Earth Irregular 250 426 1.5 8
127C 3+334 4+490 Earth Irregular 300 1156 2.5 8 2+925 6+013 Earth Irregular 300 3088 1.5 8
113A 0+000 1+452 Earth Irregular 20 1452 1.5 8
129 0+000 2+072 Earth Irregular 15 2072 1.5 8 113B 0+000 2+459 Earth Irregular 80 2459 1.5 8
113C 0+000 0+862 Earth Irregular 25 862 1.5 8
126 Erikorodo 0+000 4+364 Earth Irregular 40 4364 2 8 113D 0+000 2+246 Earth Irregular 25 2246 1.5 8
113E 0+000 1+963 Earth Irregular 50 1963 1.5 8
124 Ijafa 0+000 1+919 Earth Irregular 35 1919 2 8
134 0+000 3+891 Earth Irregular 45 3891 1.5 8
125 0+000 2+275 Earth Irregular 40 2275 2 8
123 0+000 1+295 Earth Irregular 30 1295 1.5 8 135 0+000 2+719 Earth Irregular 30 2719 3.3 8
0+000 3+800 Earth Irregular 50 3800 3.3 8
122 0+000 1+654 Earth Irregular 20 1654 1.5 8 2+719 3+516 Earth Irregular 60 797 3.3 8
1+654 3+073 Earth Irregular 40 1419 1.5 8 135A 0+000 3+819 Earth Irregular 15 3819 3.3 8
122A 0+000 1+157 Earth Irregular 10 1157 1.5 8 135B 0+000 3+757 Earth Irregular 15 3757 3.3 8
122B 0+000 0+999 Earth Irregular 10 999 1.5 8 135C 0+000 1+919 Earth Irregular 15 1919 3.3 8
121 Babasoye 0+000 3+403 Earth Irregular 100 1694 1.5 8
121A 0+000 1+399 Earth Irregular 70 1399 1.5 8 136 0+000 4+234 Earth Irregular 60 4234 1.5 8
120 0+000 1+988 Earth Irregular 20 1988 1.5 8 4+234 5+364 Earth Irregular 70 1130 1.5 8
1+988 2+525 Earth Irregular 30 537 1.5 8 5+364 7+685 Earth Irregular 80 2321 1.5 8
2+525 3+403 Earth Irregular 35 878 1.5 8 136A 0+000 3+002 Earth Irregular 50 3002 1.5 8
120A 0+000 1+263 Earth Irregular 20 1263 1.5 8 136A-1 0+000 2+572 Earth Irregular 50 2572 1.5 8
120B 0+000 1+225 Earth Irregular 20 1225 1.5 8 136A-2 0+000 2+094 Earth Irregular 15 2094 1.5 8
136B 0+000 1+079 Earth Irregular 25 1079 1.5 8
119 0+000 1+645 Earth Irregular 10 1645 1.5 8 136C 0+000 1+193 Earth Irregular 25 1193 1.5 8
118 0+000 0+878 Earth Irregular 15 878 1.5 8 136D 0+000 2+742 Earth Irregular 30 2742 1.5 8
0+878 1+550 Earth Irregular 20 672 1.5 8 139 0+000 2+782 Earth Irregular 20 2782 2.2 8
1+550 2+020 Earth Irregular 25 470 1.5 8 139A 0+000 0+281 Earth Irregular 8 281 1.5 8
2+020 2+531 Earth Irregular 30 511 1.5 8 139B 0+000 0+738 Earth Irregular 8 738 1.5 8
2+531 5+182 Earth Irregular 35 2651 1.5 8 139C 0+000 1+157 Earth Irregular 17 1157 2 8
118A 0+000 2+933 Earth Irregular 15 2933 1.5 8 139C-1 0+000 0+555 Earth Irregular 15 555 2 8
1+857 3+021 Earth Irregular 145 1164 1.5 8 140 0+000 0+893 Earth Irregular 10 893 1.5 8

378 Ikorodu - Draft Final Report (2016 - 2036)


9.1.2.2 Preliminary Proposition for the Problem of Ogun 9.1.2.2.3 Flood mitigation Option for Ogun River Overflow
River Overflow After a preliminary hydrologic and hydraulic assessment and
The Ogun River originates from a dendritic formation of a net- analysis of the Ogun River we were able to identify the introduc-
work of streams originating from the hinterlands of Oyo, in its tion of levee walls along the banks of the river as potential means
most upstream reach is a tributary called the Oyan river (Osun to control and prevent the flood occurrence it causes in the west-
State) which hosts the Oyan dam located about 16km northwest ern zone of the Ikorodu sub-region. The boundary conditions used
of Abeokuta, in Ogun State. The effect of the flood caused in in our assessment are:
the western sub-zones of the Ikorodu Sub-Region is catastroph- • Flow hydrograph data for new bridge Abeokuta obtained
ic. Sub-catchments within the flood plain of this river include from the Ogun-Osun River Basin Development Authority
Owode-Elede, Isheri-North, Ajegunle, Itowolo, Isawo, Irawo (OORBDA).
and Owode-Onirin. The Ogun River bifurcates into a western • Stage Hydrograph deduced from Lagos Bar Time and heights of
and an eastern distributary that both have their final outfalls in high and low waters.
the Lagos lagoon after crossing the Ikorodu road at Mile12 and
It is pertinent to mention that these results of levee design are from
Itowolo and navigating through the wetlands of Owode and
preliminary assessments and should be subject to more rigorous
Itowolo respectfully.
assessment of the Ogun river vis-à-vis other contending factors
like terrain, tributaries and distributaries especially far outside the
jurisdiction of the Ikorodu sub-region master plan. This is to ho-
9.1.2.2.1 Importance of Oyan Dam
listically ascertain its efficacy. Subject to further design, the flood
Oyan dam in Oyan River, is a tributary of the Ogun River. It simulation shows that the flow within the channel levee walls will
has a reservoir capacity of 270 million cubic meters and was de- attain a maximum elevation of 4.61m with respect to the mean
signed to supply 700,000 cubic meters of raw water per day to sea level along the proposed levee wall at Owode-Elede without
the Ogun State and Lagos State Water Corporation. To prevent over-topping the walls. The proposed 29.3km levee wall would run
over topping of the dam by water in the reservoir and for supply inwards along the reach of Ogun River from the mouth of the river
of water downstream for municipal usage, the water elevation at the wetlands of Owode via Itowolo Bridge as shown in Figure
in the reservoir is monitored daily all-round the year and the 9.21.
dam’s outlet valves and spillways gates are engaged at intervals
for controlled discharge of water via the dam. The levee will be constructed to protect the flood prone commu-
nities within the project boundary without affecting the existing
direction of flow of the river. Protected flood prone communi-
9.1.2.2.2 Effect of Ogun River Overflow ties are Owode-Elede, Isheri-North, Ajegunle, etc. as shown in
Plate 9.4. It is imperative to note that the wetlands within systems
Discharge of stored water from the Oyan dam floods the planes
135,136,136A are still susceptible to flooding. As such more rigor-
of Lagos which is the most downstream reach of the Ogun Riv-
ous assessment is recommended for the headwater of the channels
er. Water flow in the Ogun River after discharge far exceeds the
which are far outside Ikorodu sub region masterplan. The levee
flow capacity of the channel Vis-a-Vis its boundary conditions
will be fitted with flood gates that will be open at Owode-Elede to
with the Lagos Lagoon. Maximum tidal elevation of the lagoon
allow for continuous flow of the river distributary.
is approximately 1.2m with respect to the mean low lower wa-
ter level. At the down Stream of Ogun River, bed elevation of
the river falls below the lagoon’s tidal elevation. Thus, as water
approaches the downstream region of the Ogun River, height of
water begins to build up to give enough hydrostatic pressure to
drive the flow into the Lagoon. Because of the unusual large flow
discharge from the dam at this period, the head built up rises
above the banks of the river forming an overland flow which is
experienced as flood as shown in Plate 9.3.

Ikorodu - Draft Final Report (2016 - 2036) 379


Plate 9.3: Aerial view of flooding in Owode-Elede as a result of the effect of the opening of Oyan dam

380 Ikorodu - Draft Final Report (2016 - 2036)


Plate 9.4(a): A fluvial flooding along the reach of Ogun River at Owode-Elede during Oyan Dam opening

Plate 9.4(b) Cross-section of the proposed Levee walls along the reach of Ogun River at Owode-Elede during Oyan Dam Opening

Ikorodu - Draft Final Report (2016 - 2036) 381


Figure 9.21: Proposed aerial view of Ogun River with Levee walls (orange colour) within Ikorodu Sub-Region
Source: IKMP, 2018.

382 Ikorodu - Draft Final Report (2016 - 2036)


9.1.3 Wetland Protection & Eco-tourism
Wetlands are terrestrial or semi-terrestrial ecosystem
characterised with slow waters or seldom stand-
ing water body filled with soil. Wetlands can be
categorised as marsh or swamp based on the floral
habitat and associated soil components. They are
also referred to as boundary ecosystem because of
their occurrence in nature at water body interface.
Wetlands also refer to areas with water level very
close to soil surface and possess water, plants, and
soils. Accordingly, wetlands within Ikorodu Sub-
Region can be classified into Forested wetlands
and Non-forested wetlands. Forested wetlands are
dominated by woody vegetation like mangrove
swamps in Ago Hausa, Iganke, Otta, Agbele, Ag-
bowa, Isiu, Ajegunle etc. while non-forest wetlands
are dominated by herbaceous vegetation or are
non-vegetated found at the banks along reaches of
Odogunyan-Parafa (Plate 9.5), Odo-Afa, Okeriya,
Agbede-Olunla Channels etc.
They have general functions and values which
significantly recognises the uniqueness of the envi-
ronment. These include recharge of the hydrology
of groundwater, sediment protection and trapping,
flood and erosion control, treatment and recycling
of waste water, and provision of breeding and
rearing ground for natural habitats, animals and
aquaculture resources as described in the baseline
report.

Plate 9.5: Non-forested wetland of Odogunyan-Parafa Channel at Parafa

Ikorodu - Draft Final Report (2016 - 2036) 383


9.1.3.1 Recommended Strategies for Wetland
Protection in Ikorodu Sub-Region
To protect, conserve and optimally use the wetlands
resources in Ikorodu Sub-Region the following strategies
recommended are:-
• Conservation of Protected Wetlands – Conservation
of wetlands to protect indigenous species of plants
and animals is essential for the future biodiversity of
Ikorodu Sub-Region. Though many attributes of
wetlands remain to be discovered and therefore, com-
plete protection of certain ecologically important wet-
lands is necessary such as forested and non-forested
wetlands of Ogun River (Ogun forest reserve, Owode
and Ajegunle) and Majidun creek/Owuru River,
forested wetlands of Aye River (Iganke, Ago-Hausa),
forested wetlands of Owuru river (Tapa, Ogolonto),
non-forested wetlands of other major primary chan-
nels (Agbede-Olunla, Odogunyan–Parafa, Odo-Afa,
Igbogbo-Solebo, etc.) and other important coastal
wetlands in Oreta, Ajebo and Agunfoye as shown in
Figure 9.22.

It is imperative that the wetlands are protected as a
result of its functions such as biodiversity of flora and
fauna, water quality improvement, flood damage pro-
tection and erosion control. The best way to manage
these wetland for protection and maintenance of the
functions it serves is a hands-off approach. The hands-
off approach means that their key components are not
changed so as not to modify the functions they natu-
rally provide. These wetlands can also be conserved to
function as research and recreational centres (Conser-
vation Park) only as long as wildlife and their habitat
are not disturbed by overuse.

Furthermore, an effective drainage system in earth
form has been provided in the wetlands of Owode
and Ajegunle to optimally convey runoff into the la-
goon especially during the peak period of rainfall with
negligible impact on the existing ecosystem as shown
in Figure 8.3. Hence, future developments (residential,
industrial and commercial) in the wetlands are not rec-
ommended. Therefore wire fencing of these areas to Figure 9.22: Protected Wetlands in Ikorodu Sub-Region
prevent human encroachment is recommended. Source: IKMP, 2018.

384 Ikorodu - Draft Final Report (2016 - 2036)


However, if certain protected wetlands are to be leased by This section aims to determine the navigability of the designed 9.1.4.2 Water Depth
the government for development, it should not exceed 20% primary channels (Akoko channel in Agbowa) in orher to extend
of the whole wetland especially the wetlands of Owode, There are many factors that affect the depth of waterway navigation
water transportation into the heart of Ikorodu Sub-Region via
Ajegunle and Isheri. It is also pertinent to perform a detailed channel in planning and design. Those can be assigned as follows:
these channels. Moreover, good ferry services will supplement the
hydrologic and hydraulic assessment of Ogun River to ascertain • Draft of the boat
conventional transportation modes to ease daily congestion
the Basin of Ogun River and its distributaries and to determine
experienced in Ikorodu Sub-Region road networks which have
the optimum area of wetland required for detention or buffer • Variation of channel flow and elevation
culminated into delayed and unpredictable travel times. It will also,
during peak period.
reduce excessive loss of energy and veritable man hour. • Accuracy of measurements of water depth corresponding to
boat draft and vertical motion.
There are also significant environmental impacts. These include
• Tenure and Use – Wetlands have in many instances been the loss of habitat due to disruption of topography, noise and air • Allowances for sedimentation, shoaling.
referred to as wasteland as such they are unsustainably used pollution. Water borne transport also has the potential to generate
*Draft of a boat is the vertical distance between the water surface
for infrastructural development and housing. Control over impacts, over the long term, diminish the character of the
and the lowest point of a boat.
the management of the wetlands by the government via the environment and call into question the sustainability of both the
Ministry of the Environment and Ministry of Physical Planning environment resources and the transportation practice
and Urban Development is paramount and there shall be no (e.g. improper operations may damage the downstream channels
leasing of any protected wetlands to any person or organisation. Table 9.7: General Classifications and characteristics of Boat
banks of Odo-Afa or Igbogbo-Solebo as result of wave action).
However, if certain wetlands are leased for partial exploitation To sustain navigation, waterways must be safe and reliable, Boat type Length (m) Draft(m)
or development by the government having successfully done an requiring certain physical characteristics related to magnitude of Small Boats (canoes 3-6 0 - 0.6
Environmental Impact Assessment especially along the coastal flow to maintain the water depth for navigation, topography of and speed boats)
towns of Laba, Ojagemo, Idirogba and parts of Oniyanrin, a channel catchment, channel width, frequency and duration of Small crew boats <9 0 – 1.2
minimum sand-filled elevation of 2.5m with respect to the mean periods when the flow is available to provide the required depth. Large crew boats >9 0.6 – 1.2
sea level is recommended. This is to protect it against storm surge The physical dimensions of boats are also taken into consideration. Large vessel >9 >1.2
of the lagoon while having also ensured that such region and all Pleasure boat 3-6 Varies
contributing watersheds are adequately drained with a network
of primary, secondary and tertiary drainage system. 9.1.4.1 Channel Width
Since specified criterion was set for waterway channel design, cer- 9.1.5 Identification of Navigable Channels in Ikorodu Sub-
tain recommendations were made by the international authorities Region
9.1.4 Identification of Sustainable Inland Navigation such as Permanent International Association of Navigation Con-
Network from Existing Channels The navigable channels in Ikorodu Sub-Region based on the least
gresses "PIANC", the International Association of Ports and Harbors available water depth (LAD) of 1.2m and maximum boat draft of
Navigation is defined as the transport of goods and persons by "IAPH", and US Army Engineers. The channel width determines the 0.8m are:
means of manoeuvrable waterborne craft (boats, vessels etc.). following:
Efficient freight transport systems play a critical and positive role • Odo-Afa Channel (System 109)
• The type of boats, considering their lengths, widths,
in the economic life of citizens. Transport systems are essential in manoeuvring characteristics to navigate these channels. • Odogunyan Parafa Channel/Beere River
a modern society, and there are substantial economic benefits to
be realized from them. There are more ferry terminals in Ikorodu • Navigation aids and communications along the waterway • Akoko-Shiwo Channel (System 114 and 114A)
Sub-Region than in any other parts of Lagos State because of its channel.
• Igbogbo-Solebo (System 105)
proximity to other parts of Lagos such as Ibeju-Lekki and Lagos • Widths for passing and turning circles.
Island via the Lagos lagoon. Existing jetties in Ikorodu Sub-Region • Edungun Channel (System 113)
are in Ibeshe, Ijede, Igbogbo, Baiyeku, Ipakodo, and Owode-Ilaje • Agbede-Olunla (system 104)
etc.

Ikorodu - Draft Final Report (2016 - 2036) 385


Navigable channels based on the least available water depth of 2m 9.1.5.3 Akoko Channel (System 114) channel during the rainy season.
and minimum boat draft of 1.2m are: This primary channel also has a total of 3.64km reach length that Navigability of this channel will connect Agbede, Isawo and Olunla
• Ogun river will be navigable after dredging to maintain the water depth to a to other inland waterway network in Lagos state via Majidun creek
minimum of 1m during the dry season. Navigation during the dry and the lagoon, thereby enhancing socio-economic development of
• Aye river season might be restricted to small boats and small crew boats as the towns.
• Owuru river/Majedun creek. result of the water depth during this period while large crew boats
and pleasure boat can ply the channel during the rainy season. It is
imperative to restore and maintain the existing ecosystem along the 9.1.5.7 Ogun River
channel reach after dredging for sustainability. Within the project area, Ogun River and its tributary is a perenni-
9.1.5.1 Odo-Afa Channel (system 109)
al river that has continuous flows along its reach throughout the
Navigability of this channel will connect Agbowa town to other
Odo-Afa channel has a selective navigable section of 5km that starts year with an average water depth 2.5m and average width of 65m,
inland waterway network in Lagos state via the lagoon thereby en-
from midstream; along Igbe road to the lagoon as shown in Figure hence its navigability potential can be harnessed. All classes of boats
hancing agricultural, tourism and socio-economic development of
9.3. The average water depth in this section of 1.1m during the dry except large vessel can navigate this channel. Additionally, the min-
the town.
season due to underground recharge (dry weather flow) and 1.3m imum bridge height required for the safe passage of the large crew
during peak period (wet season). Small boats, small crew boats and boat at Itowolo is 4m.
large crew boat are recommended to navigate this channel. Addi-
9.1.5.4 Igbogbo-Solebo Channel
tionally, routine (yearly) dredging is recommended to increase the
water depth and reduce siltation. Proper harnessing of the naviga- All the tributaries discharging into the channels is navigable with an 9.1.5.8 Owuru River /Majidun Creek
bility potential will improve the economic development of areas average water depth of 1.2 m when dredged will connect areas like
It is also a perennial channel with a continuous flow along its reach
like Eruwen, Igbe, Laga, Malakoko and Agunfoye through ease of Igbogbo, Ilemeren and Ibeshe to other inland waterway network.
throughout the year. Routine dredging of this channel to minimum
transportation, trading and commerce to other parts of the state like System 105C (Abuja Channel) has a distinctive finger-like tributary
depth of 2m will enhance inland navigation and socio-economic
Lekki, Victoria Island etc. morphology which can serve as an eco-friendly tourist attraction.
development within the catchments of this river because of the ease
Additionally, Odo-Abike Dabiri, an artificial lake located along Ip-
of transportation.
akodo-Ibeshe road which covers an estimated area of 348,000sqm
9.1.5.2 Odogunyan-Parafa Channel/Beere River (3.48hectares) can also serve as an ecological tourist park, if its po-
tential is properly harnessed.
Navigable section along the reach of the channel is illustrated in 9.1.5.9 Aye River
Figure 9.3 with an average water depth of 1.2 m during the dry Navigability of this channel will be restricted to small crew boats Aye river originates from various tributaries that drains the city of
season because of underground water recharge and sanitary dis- and canoes due to the available water depth as specified above. Ibadan in Oyo State. Some of its most upstream catchments include
charge, while an average water depth of 1.4m during the rainy sea- Oluyole, Akobo and Egbeda, in Ibadan. It traverses via Ogun State,
son is recommended. Navigation during the dry season might be and fed by more tributaries serving to drain cities like Ijebu-Ode,
restricted to small boats and small crew boats as a result of the water 9.1.5.5 Edungun Channel (System 113) Ososa, Odogbolu, Ago-Iwoye etc. Aye river finally traverses via
depth during this period while large crew boats and pleasure boat This channel has an average water depth of 1m during the rainy Ikorodu, forming eastern boundary of the Sub-Region. Within
can navigate through the channel during the rainy season. season and can be sustained with dredging. This Channel connects the Ikorodu catchment, the channel serves as drainage outfall for
The ecosystem of some areas like Isiu, Parafa, Oke-Natia, Addo Ogun State to Lekki via Ikorodu and the lagoon as shown in Figure locations such as Iganke, Oke-Odo, Ago-Hausa and part of Orugbo.
and Ajebo will be affected because of the proposed width expan- 8.3. Due to the average water depth, navigation of this channels It has a reach length of 12.59km, an estimated depth of 4m at the
sion of this channel for navigability. As such proper plans to re- will be restricted to the use of canoe and Small crew boats which mid-stream and an average width of 70m.
store the ecosystem around the channel needs to be considered. The have a maximum draft of 0.6m and 0.8m respectively.
It is imperative to note that the Lagos Lagoon of an average depth
ease of transportation of people and goods from the highlands of of 1.5m is navigable and it connects the navigable channels of
Ikorodu Sub-Region (Parafa, Maya, Itele and Odo-Alase) to the low- Ikorodu Sub-Region to Lagos Island. Small and large crew boats can
lands (Oke-Natia, Addo, and Ajebo) and the Lagos Island will not 9.1.5.6 Agbede-Olunla Channel (System 103)
navigate this water body. However, passenger vessels with a draft
only reduce the existing traffic congestion but will also improve the This channel has a navigable reach length of 4.55km after dredg- size of 1.5m are not recommended.
quality of life of residents. ing to maintain the water depth to a minimum of 1.2m during the
dry season. Navigation during the dry season might be restricted to Detailed delineation of waterway courses from the
small boats and small crew boats as result of the water depth during navigable channels of Ikorodu sub region to the Lagos Island via the
this period while large crew boats and pleasure boat can ply the lagoon is recommended. This will ensure passenger vessels of larger

386 Ikorodu - Draft Final Report (2016 - 2036)


draft can navigate this water body by dredging of the water way if • Inspection and Removal of waste before the onset of raining
required. season;
• Additional cleaning during raining season
• Records of cleaning and waste removal quantity
9.1.6 Operation and Maintenance Policies for the Drainage • Proper waste disposal
System of Ikorodu Sub-Region
The following are recommendations regarding operation and
Training and Coordination
maintenance policies to be adopted for the storm water manage-
ment based on the key subject areas: The following trainings are suggested:
• Storm water Management Policies • Civil Works – Detail design of storm water channels including
• Preserve and protect all existing wetlands and develop them as calculation of time of concentration, rainfall analysis and flow
necessary to manage storm water runoff. calculations
• Control flows from developed areas by proper storm water • Hydrologic and Hydraulic Data collection – Provision of
management (storage in wetlands or buffer zones) to prevent discharge, water level and velocity measuring instruments such
increasing flooding and erosion problems. as Acoustic Doppler current profiler, current meters for primary
• Storm Water Management Plan drainage channels.
• Plan and design primary and secondary drainage channels
including their right-of-way
• Encourage green developments and open uncovered spaces so Hydrological Data acquisition
as to reduce surface runoff of rain water.
It is pertinent to mention that about 15% of Lagos is covered with
Operation and Maintenance water, it is, thus, highly important that surface elevation of its waters
• Review of State operating budget for storm water drainage to be monitored and documented always. It will ensure more detailed
provide for adequate programmes of preventative maintenance hydrologic, hydraulic modelling and accurate flood forecast. This
and routine inspection. data should be freely made available for Town planners, hydrologist
• Inspect storm water channels (primary, secondary and even and other professional stakeholders.
tertiary channels) on a yearly cycle to monitor any deterioration • The Ministry of environment must be equipped to take and
in any concerned channel that may require repair. store real time stream data at strategic primary water channels
• Ensure that protected wetlands or buffer zones for storm water across the state. It is also imperative to construct more stream
are not encroached. gauge station sites along the banks of Ogun, Aye Rivers and
other perennial channels within Ikorodu Sub region to establish
9.1.6.1 Additional Policies for Office of the Drainage Service a gauging station network responsible for collection and analysis
This is applicable to the Office of the Drainage Construction and of hydrometric data within the sub region.
Water Resources that operates or maintains storm drainage system. • Real time data collection of the Lagos lagoon water surface
The storm drainage system functions primarily to collect and convey elevation should also be collected and stored always.
surface runoff and receive water during storms to prevent flooding.
It is a common activity to maintain the storm drainage system as in-
tended so that it functions hydraulically during storms/precipitation.
The following criteria should be adopted by the implementing de-
partment/agency.
Maintenance Schedule
Implement a maintenance schedule for all Storm water channels to
reduce solid waste discharge. Thus, it would include:

Ikorodu - Draft Final Report (2016 - 2036) 387


9.2 Water Supply

The need to provide the Ikorodu Sub-Region growing pop-


ulation with reliable supply of clean water is immense, as it is a
major contributor to the social, economic and environmental
growth and sustainability of the sub-region. Thus, the water sup-
ply component of the master plan is targeted at developing a
sustainable water supply system that will sustain the sub-region in
the next twenty (20) years and beyond.

9.2.1 Baseline Information on Ikorodu Sub-Region Water


Supply
The first urban water supply intervention project was recorded
around 1975 with the construction of the Ikorodu I mini-water- Plate 9.6: Ikorodu II Mini-waterworks, Ota Ona
works at Ikorodu, Lagos Road. It has a installed capacity of 1,620
m3/day which provided treated water supply to Ikorodu town-
ship alone. A second mini-waterworks was constructed in 1980 at
Agbowa-Ikosi, with installed capacity of 4,500m3/day with the raw
water sourced from River Aye, and it provided treated water supply
to Agbowa and Ota-Ikosi towns.
The third mini-waterworks, Ikorodu II mini-waterworks was
constructed in 1983 at Ota Ona, Ikorodu to meet the needs of the
rapidly expanding population of Ikorodu town, which had far out-
stretched the capacity of the Ikorodu I mini-waterworks. Ikorodu
II mini-waterworks has an installed capacity of 13,500m3/day and
the additional capacity resulted in extension of pipe-borne water
supply to Igbogbo, Odogunyan, Ipakodo and Owutu (Plate 9.6).
However, due to operating challenges, Ikorodu I and Ota-Ikosi
waterworks became deteriorated and were decommissioned. The Plate 9.7: New Ikorodu I Mini-waterworks, Lagos Road
plants are now replaced with the New Ikorodu I mini-waterworks
(Plate 9.7) and Ota-Ikosi Regional Scheme (Plate 9.8), with installed
capacities of 9,000m3/day and 18,000m3/day respectively
constructed at the same locations. While the coverage area of
the New Ikorodu I waterworks remains the same, the Ota-Ikosi
Regional Scheme provides treated water to communities and towns
from Isiu in the west to Ota-Ikosi in the east. A summary of existing
conditions of the waterworks are shown in Table 9.8.

Plate 9.8: Ota-Ikosi Regional Water Supply Scheme, Agbowa- Ikosi

388 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.8: Summary of LWC Schemes Existing Condition

S/N Scheme Description Distribution Network

1. Ikorodu New Ikorodu I waterworks has an installed capacity of 9,000m3/day. Raw water is provided by The treatment plant feeds the Ikorodu network by gravity from the 200m3 elevated tank through a
Mini-waterworks I 5 boreholes. 4 of the boreholes are 300m deep and the fifth is 650m deep borehole. The 650m 200mm dia delivery pipe.
deep borehole is reported to be the most reliable and has the greatest output. Pipelines were initially laid extensively in Ikorodu town in AC material, some as far back as 40 years ago,
covering Lagos Road, Sagamu Road, TOS Benson Road, Obafemi Awolowo Road, Oriwu Road, and
However, due to non-functionality of some of the boreholes and reduced raw water draft, faulty Agbele Road. But almost all the pipes are reportedly damaged by road construction works. Current status
pumps, poor Grid power supply and inability to run on alternative generator due to lack of fund. of the network is summarised below.
The current average output capacity has therefore reduced to 3,600m3/day i.e., 40% of installed • Approximately 1.0km of AC pipes and 10km of uPVC, diameters 75mm – 200mm;
capacity. • Fire hydrants provided, reported at one per street;
• No of service connections – 525, all unmetered;
At the time of visit, the waterworks plant was operational, but output capacity was only 500m3/ • Coverage of Ikorodu town – 5%.
day due to poor power supply (average supply 6 hrs per day) and faulty boreholes. Rehabilita-
tion of boreholes and power supply need to be addressed as priority here.
2. Ikorodu The waterworks installed capacity is 13,500m3/day, but due to age and deterioration of plant and The treatment plant feeds the same Ikorodu network, through but by direct pumping. It was reported that
Mini-waterworks II equipment over time, average current output is 5,400m3/day. 11 boreholes were drilled for raw the elevated tank at Bethel Primary school, which was constructed as a balancing reservoir has not been
water supply, with depths ranging between 76.2m and 82.1m, but most of the boreholes are no use. The reason for this is not known, but should be investigated, as its proper utilization could improve
longer functioning for reasons of pump damage or borehole failure. supply in the area significantly

At the time of visit, the plant operation had been suspended due to low boreholes yield, faulty
pumps, poor Grid power supply and inability to run on alternative generator due to lack of fund.
The treatment process and pumping equipment were in a very poor state of operation. Major
rehabilitation of the waterworks is required.

3. Ota Ikosi Regional The Ota Ikosi scheme, due to the availability of the abundant resource of River Aye was con- The network covers the following towns and communities: Agbowa, Ota Ikosi, Odo Ayandelu, Isiu,
Water Supply ceived and constructed as a regional scheme with installed capacity of 18,000m3/day, to supply Imota, Ajebo, Iganke, Ago Hausa and Otoikin. Actual coverage for the towns and communities range
Scheme to the entire Agbowa / Ota Ikosi region. between 10% and 45%.

Raw water is abstracted through a side intake on River Aye. The raw water is pumped through a The Agbowa distribution system comprises a 450mm diameter DI pumping main from the waterworks,
500mm diameter DI main over 840m to the treatment plant. Due to continuous flooding of the booster stations at Agbowa and Imota, 8 elevated gravity supply tanks at beneficiary towns including
low-lying pipeline alignment, the raw water is suspended on an elevated walkway over about Agbowa, Ota Ikosi, Odo Ayandelu, Imota, Ajebo, Iganke, Ago Hausa and Otoikin, and approximately
340m of its length. The treatment includes aeration, flocculation and sedimentation, filtration 50km of tertiary pipelines laid in the towns and communities.
and disinfection with the water production metered and the effluent partly recycled.
Treated from the waterworks is pumped through the 450mm diameter main to Agbowa main distribution
The waterworks raw and treated water production are metered and the effluent is partly re- tank. Supply to Ota Ikosi-and Odo-Ayandelu tanks is made by a tee-off on the 450mm diameter pumping
cycled. The scheme was commissioned. At the time of visit, the plant was not in operation as main to the two locations. From the Agbowa booster station, a set of pumps deliver water to Ajebo, Ig-
handing over process was not completed. Regular short duration operational runs are done to anke, Ago Hausa and Otoikin elevated tanks. The same pumps also lift water into a second elevated tank
“warm” the plant and thereby supply some water to the closer beneficiary towns and commu- at Agbowa for gravity supply to Imota booster station, which in turn pumps water to the Imota town
nities. elevated tank and Isiu elevated water tank.

The Isiu section is not completed yet, as the State Government is considering extending the regional sup-
ply system further to Ikorodu.
The total length of the distribution tertiary network for the towns comprising 100mm to 150mm diameter
pipes is estimated at 50km and the total distribution service storage is 6,300m3.

Source: IKMP Feild survey , 2016

Ikorodu - Draft Final Report (2016 - 2036) 389


Furthermore, it is of note to mention that from 1985, the State These existing MLG&CA facilities within Ikorodu Sub-Region are further listed by LGA/LCDAs basis in Tables 9.10 to 9.16.
Government, through the Ministry of Rural Development, now
Ministry of Local Government and Community Affairs (MLG&CA) Table 9.10: Existing MLG&CA Schemes in Ikorodu LGA Table 9.12: Existing MLG&CA Schemes in Ikorodu West LCDA
commenced construction of micro-water schemes in semi-urban and
S/N Scheme Location S/N Scheme Location
rural areas to provide water supply aimed at improving the living
conditions of rural dwellers and reduce rural-urban migration in the 1 Type 'A Rotaract club, Omini str. 1 Micro Water Scheme * Isawo
sub-region. Six schemes were constructed in the sub-region by 2000 2 Micro water scheme* Aga 2 Modified Type 'A' Ogo Oluwa
- Igbokuta, Isiu, Baiyeku, Ijede, Ofin-Oreta and Araromi, each with 3 Type 'A' Poroboge 3 Modified Type 'A' Ifesowapo I CDA Isawo
an estimated installed capacity of 1,000m3/day. 4 Type 'A' Sowunade Lara 4 Modified Type 'A' Ifesowapo II CDA Isawo
Each scheme was provided with limited reticulation of 1,500m to 5 Modified Type 'A' Solomade 5 Modified Type 'A' Ajomo CDA
2,000m long and 20 standpipe connections. Currently, there are 6 Type 'A' Ladegboye 6 Modified Type 'A' Igbo Olomu CDA
72 micro-water schemes of various capacities spread across the sub- 7 Modified Type 'A' Akasoleri 7 Type 'A' Ogundele Igbo Olomu
region. The schemes are categorised into four types – (i) Type A (ii) 8 Type 'A' Raimi Shoyiga str. Aga tuntun 8 Modified Type 'A' Agbede CDA
Modified Type A (iii) Modified Type ‘A’ with Solar Power and (iv) 9 Modified Type 'A' Hassan CDA 9 Modified Type 'A' 9* Oriokuta
Micro-waterworks (Table 9.9). 10 Type 'A' * Eruwen CDA Source: IKMP Feild survey , 2016
11 Modified Type 'A' Oke Eletu CDA
Table 9.9: MLG&CA Scheme Types
12 Type 'A' Poromosan CDA, Itamaga Table 9.13: Existing MLG&CA Schemes in Ijede LCDA
Type of Scheme Description 13 Type 'A' ltamaga II CDA Modified
S/N Scheme Location
Type ‘A’ Single motorised shallow 14 Modified Type 'A'* Ewu Oloye CDA, Eruwen
borehole with overhead tanks 2nos. by 4.5m3; 1 Modified Type 'A' Palm Avenue CDA
15 Type 'A' Aga tuntun CDA, Ekuju str
partial treatment by aeration only; Grid or 2 Modified Type 'A' Ogo Oluwa
generator powered; 150m to 200m uPVC Source: IKMP Feild survey , 2016
3 Type 'A' Palm Avenue
pipe network with 4 to 6 nos standpipes; rat-
4 Solar Modified Type 'A' Ega Community S
ed output 27m3/day as given by MLG&CA. Table 9.11: Existing MLG&CA Schemes in Ikorodu North LCDA
5 Micro Water Scheme * Ijede
Modified Type ‘A’ Single motorised shallow
S/N Scheme Location 6 Modified Type 'A' lIupeju tuntun CDA
borehole with overhead tanks 2nos by
4.5m3, with full treatment; Grid or generator 1 Type 'A' Oke Olokun Agura 7 Modified Type 'A' Ebute Abule Ipakan Kekere
powered; 150m to 200m uPVC pipe network 2 Micro Water scheme * Araromi Source: IKMP Feild survey , 2016
with 4 to 6 nos standpipes; rated output 3 Modified Type 'A' Abule Eko
27m3/ day as given by MLG&CA.
4 Type 'A' * Olorunda Table 9.14: Existing MLG&CA Schemes in Igbogbo-Baiyeku
Modified Type ‘A’ with Single motorised shallow borehole with over-
5 Micro Water scheme * Liadi LCDA
Solar Power head tanks 2nos by 4.5m3; with treatment;
with solar power; 150m to 200m uPVC pipe 6 Type' A' Maya CDA
S/N Scheme Location
network with 4 to 6 nos standpipes; estimat- 7 Micro Water scheme Isiu
ed daily output 72m3/day for 9hrs of effective 1 Micro Water scheme * Baiyeku
8 Type 'A' Itele Andu
sunlight/day. 2 Type 'A' Badejo CDA, Igbogbo
9 Type 'A' Maya Jaiyesimi
Micro-water works Deep boreholes, 3 nos. or more; 3 Type 'A' Odumade Isholomade CDA
10 Modified Type 'A' Maya Olonjo
package treatment plant with 4 Modified Type 'A' Ifedunni Solar
aeration, flocculation/clarification, pressure 11 Type 'A' Laiyeode Lafose
5 Modified Type 'A' Agunfoye idiorogbo
filtration and disinfection; Grid or standby 12 CDA Type 'A' Aleke
diesel generator 60kVA; 1.5km uPVC pipe net- 6 Micro Water Scheme Ofin-Oreta
13 Solar Modified Type Gbaga, Olorunda
work with 20 standpipes, elevated tank 45m3, 'A'* 7 Modified Type 'A' Model College
estimated installed capacity 1,000m3/day. Source: IKMP Feild survey , 2016 Source: IKMP Feild survey , 2016
Source: IKMP Feild survey , 2016

390 Ikorodu - Draft Final Report (2016 - 2036)


A summary of estimated total installed capacity of the MLG&CA schemes is presented in Table 9.17.

Table 9.15: Existing MLG&CA Schemes in IMOTA LCDA Table 9.17: MLG& CA Existing Water Supply Schemes and Installed Capacities

S/N Scheme Location LGA / LCDA Type 'A', Modified Type A Modified Type A with Solar Power Micro-waterworks Total Installed
1 Type 'A' Ori Okuta (rated output 27m3/day) (installed capacity 72m3/day) (installed capacity Capacities
1,000m3/day) (m3/day)
2 Micro Water Scheme * Igbokuta
No. Rated Output (m3/day) No. Estimated Output (m3/ No. Estimated Installed
3 Modified Type 'A' Gberigbe Owa day) Output (m3/day)
4 Modified Type 'A' Gberigbe Ojuto Ikorodu LGA 14 378 0 0 1 1,000 1,378
5 Type 'A' Gberigbe Town Hall Ikorodu North LCDA 9 243 1 72 3 3,000 3,315
6 Modified Type 'A' Gberigbe Orelade Ikorodu West LCDA 8 216 0 0 1 1,000 1,216
7 Modified Type 'A' Agundungbun CDA Ijede LCDA 5 135 1 72 1 1,000 1,207
8 Type 'A' Ago Hausa Imota LCDA 12 324 0 0 1 1,000 1,324
9 Modified Type 'A' Igbo Olomu Igbogbo/Bayeku LCDA 5 135 0 0 2 2,000 2,135
10 Type 'A' Ajebo Agboyi-Ketu 8 216 0 0 0 0 216
11 Type 'A' Oke Olokun Agura Total 61 1,647 2 144 9 9,000 10,791
12 Modified Type 'A' Abule Eko
13 Modified Type "A" Ajagunro No of Schemes 61 2 9
Source: IKMP Feild survey , 2016 Total Installed Capacities 1,647 144 9,000 10,791
Source: MLG& CA, 2017
Table 9.16: Existing MLG&CA Schemes in Agboyi/Ketu LCDA
The water schemes provided by the MLG&CA at sub-urban level is free to consumers. For the smaller schemes (Type A variables), the schemes
S/N Scheme Location
are handed over to the CDAs for operation and maintenance without subsidy. For the micro-water schemes, the managing CDAs are provided
1 Modified Type 'A'* Health Centre, Mascara ketu
a monthly subsidy to operate and maintain the schemes, including carrying out all electro-mechanical and network repairs, paying power
2 Type 'A' Erukan supply bills and employment of 5 local staff to run the scheme. However, the CDA officials stated that the subsidy is inadequate for the pur-
3 Type 'A' Agiliti I pose and funds are unavailable to carry out routine maintenance. Preventive maintenance is hardly practised at all water supply schemes at
4 Modified Type 'A' Agiliti II the LWC and MLG&CA levels and this is evidenced by the rate of breakdown of boreholes and electro-mechanical equipment across the entire
5 Modified Type 'A' * Dada aga spectrum of infrastructure provision as noticed during facilities inventories across the sub-region.
6 Modified Type 'A'* Ifelodun 2 Of note is the poor power supply which was said to be severely limiting production and distribution of treated water. Occurrence of low
7 Modified Type 'A'* Ifelodun 1 voltage supply also hampers operations, as observed at some of the MLG&CA schemes. Water production and consumption metering is ei-
8 Modified Type 'A' Shangisha ther non-existent or highly deficient, thus water produced or consumed cannot be quantified for proper planning or evaluation. Apart from
Source: IKMP Feild survey , 2016 Ota-Ikosi Regional Scheme and New Ikorodu I Mini-waterworks, Lagos Road, functional meters were not found in the facilities across the
sub-region. Plant output was estimated from the pump discharge rate and the pumping hours. Existing legal and institutional requirements to
The schemes are operated and maintained by the served communities drive private sector participation for achievement of sustainable water supply are not effective.
through the LCDA Water and Sanitation (WASH) Committees. Major
Major water supply issues identified across the sub-region is categorized thus:
operational problems are, however, attended to by the MLG&CA. The
MLG&CA gave rated outputs of 27m3/day for the Type A and Type • Inadequate water capacity to meet the current needs.
A modified schemes, based on 3 filling cycles of the 9m3 overhead • Low water production arising from frequent breakdown of plant and equipment.
tanks daily. The installed capacity of the Modified Type A with Solar • Very high leakages/losses estimated to be about 40%.
power schemes was estimated using the time required to fill the over- • Inadequate coverage of the distribution network.
head tank and number of effective sunlight hours per day. The micro- • Erratic power supply required for efficient operation.
waterworks installed capacity of 1,000m3/day was estimated from
the installed pumping capacities observed at the waterworks, while
the total installed capacity was estimated at 10,791m3/day.

Ikorodu - Draft Final Report (2016 - 2036) 391


9.2.1.1 Raw Water Resources in Ikorodu Sub-Region 9.2.1.2 Water Quality 9.2.1.3 Water Demand Gap
The raw water resources of Ikorodu Sub-Region are grouped into A water quality modeling within the sub-region was not done during A detailed water demand using the per capital consumption/use
two (surface water and groundwater resources) as the sub-region is the baseline studies. However reading were taken at random in analysis for the sub-region was presented in the baseline report.
well endowed with huge volumes of both resources. An assessment various locations. Therefore, secondary data received from LWC Therefore, water demand obtained for the sub-region as at 2016
of the water resource potentials and hydrogeologic disposition of and MLG&CA on available water quality models across the sub- is 635,610 m3/day shown in Table 9.19. The water demand gap is
sub-surface materials underlying the sub-region provides detailed in- region wre used in assessing the water quality and presented in the 584,319.07 m3/day.
formation on each resources presentated in the baseline report. baseline report. A random records of raw water analysis obtained
• Groundwater resources: These are present in shallow aquifers from MLG&CA are presented in Table 9.18.
of varying size within the sub-region. The local water quality is
generally considered to be good although polluted creeks, storm Table 9.18: Raw Water Quality Analysis of Boreholes in Ikorodu Sub-Region
water runoff and infiltration sometimes influence the water Scheme Type and Location Physico-Chemical parameters
quality especially around unconfined coastline aquifer around
Temperature (0C) PH Total Dissolved Solid (mg/l) Alkalinity (mg/l)
Baiyeku, Majidun, Ajegunle, Owode-Onirin, Ebute-Ipakodo,
WHO Guidelines 2011 None None None
Ibeshe, Oreta and Ofin.
WHO Drinking Standards 1983 6.5 – 8.5 1,000 None
The subsurface beneath the sub-region is made up Nigerian Standard for Drinking Water Quality 2007 6.5 – 8.5 No provision No provision
of sequences of sands, silts, clays and shale with Aga Micro Water Scheme 31.1 6.4 70 22
reported limestone in some of the previously drilled bore- Isawo Micro Water Scheme 28.1 7.1 100 60
hole in Itoikin at 200m depth. The underlying geologic units Araromi Micro Water Scheme 22 7.13 80 60
indicated favorable condition to holding sufficient groundwa- Bayeku Micro Water Scheme 20.5 8.76 860 12
ter for exploitation. The identified aquifers are the upper sands
Modified Type A Itamaga 20.5 4.87 10 15
found from surface level to a depth of 100m and lower sands
below 100m. Thus, it can be concluded that the sub-region Modified Type A Igbo Olomu Isawo 28.9 6.2 70 50
has enormous ground water potential with good spread to Modified Type A Idera, Odogunyan 20.9 4.82 20 24
guarantee sustainable water supply over the planning horizon, but Type A Aleke CDA, Ikorodu 31.2 5.8 30 10
exploitation must consider these key factors: Type A Ewu oloye,Eruwen 28.6 4.85 - 8
* Excessive exploitation of the upper aquifers which has already Type A Ori okuta 28 5.4 - 12
been stretched over time; Modified Type A Ipakan Kekere 28.8 4.76 10 6
* Saline water intrusion, especially at the coastline areas; Type A Olokun Agura 24.2 5.18 10 0
Source: MLG& CA, 2017
* Pollution from creeks and storm water infiltration;
In comparison with the standards, the tested raw water Identified challenges during water demand estimation across the
* Land subsidence. sub-region include:
samples in the sub-region tend to have a low pH, except in Isawo,
Araromi and Baiyeku. This makes the water corrosive. Total Dissolved • More than 95% of population are not connected to water
• Surface water resources: They expressed in the form of the Solids is low in all locations except Baiyeku, where the concentra- supply networks.
various rivers, streams and rivulets crisscrossing the sub-region. tion is as high as 860. This is indicative of saline water and agrees • Lack of adequate data on water consumption within the sub-
The Rivers Ogun, Majidun and Aye have been identified as the with findings during the site survey. It can be concluded that from region.
main surface water resources in the sub-region. Other minor the water quality analysis records obtained, quality of ground water • Lack of accurate billing system because the existing system has to-
rivers in the area include Rivers Ona, Oworu and Solodo. All the is generally good and requires conventional treatment. tally collapsed because of MLG & CA that supplies free of charge.
rivers are perennial and fresh, except the River Majidun, which
is brackish. The surface area holds tremendous potential for There may be occurrence of Iron and Ferrous sulphates. These are
municipal water supply as the rivers are endowed with however, often within acceptable or easily treated limits. The pH
considerable volume of water all year round that could serve as may be low, leading to corrosiveness of the water, but again, this
raw water sources for the sub-region. is easily treated by addition of lime of soda ash. However, at the
coastal areas, saline intrusion may be an issue and this would require
treatment beyond conventional means.

392 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.19: Sub-region Total Water Demand, 2016
Domestic Demand (m3/day) 210,779.03
Industrial demand (m /day)
3
125,000
Special Use (commercial & institutional) (m3/day) 35,048
Firefighting (m3/day) 10,539
Sub-total Demand 381,366.04
Losses (% of Total Water Demand) 40.00%
Losses (m3/day) 254,244.03
Total Demand 2016 635,610.07
Source: IKMP, 2018.

*Total Installed Capacity, LWC Waterworks - 40,500 m³/day


*Total Installed Capacity, MLG&CA Water Schemes - 10,791m³/day
*Total Current Installed Capacity of Sub-Region - 51,291 m³/day

*Current Demand Gap (2016) - 584,319.07 m³/day

Therefore, using the LWC 2010 – 2020 gross per capita


consumption for domestic use in the LWC Water Supply
Master Plan (2010 – 2020), the domestic water demand
for the sub-region is 238,677 m3/day with a current de-
mand gap of 187,386m3/day. A computed estimated water
demand for the sub-region’s population by LGA/LCDAs across
the sub-region for year 2016 – 2036 using the LWC Master Plan
is as shown in Table 9.20.

Table 9.20: Ikorodu Sub-Region Water Demand Estimate for the Period 2016 - 2036
S/N LGA /LCDA Population 2016 Water Demand Population 2021 Water Demand Population 2026 Water Demand Population 2031 Water Demand Population 2036 Water Demand
m³/day m³/day m³/day m³/day m3/Day

1 IGBOGBO-BAIYEKU 184,413 25,117 261,695 29,702 371,363 42,150 526,989 59,813 747,833 84,879
2 IKORODU NORTH 356,587 48,567 506,021 57,433 718,079 81,502 1,019,002 115,657 1,446,033 164,125
3 IJEDE 84,596 11,522 120,047 13,625 170,355 19,335 241,745 27,439 343,053 38,937
4 IMOTA 72,121 9,823 102,344 11,616 145,233 16,484 206,095 23,392 292,463 33,195
5 IKORODU 407,823 55,545 578,729 65,686 821,255 93,212 1,165,416 132,275 1,653,805 187,707
6 IKORODU WEST 282,026 38,412 400,214 45,424 567,931 64,460 805,932 91,473 1,143,672 129,807
7 IKOSI-EJINRIN 42,229 5,752 51,296 5,822 62,309 7,072 75,687 8,590 91,937 10,435
8 IKOSI- ISHERI 151,233 20,598 178,899 20,305 211,626 24,020 250,341 28,414 296,137 33,612
9 AGBOYI-KETU 171,375 23,341 202,725 23,009 239,811 27,219 283,682 32,198 335,577 38,088
TOTAL 1,752,403 238,677 2,401,970 272,622 3,307,962 375,454 4,574,889 519,251 6,350,510 720,785

Source: LWC Water Supply Master Plan (2010 – 2020)

Ikorodu - Draft Final Report (2016 - 2036) 393


The domestic total water production projected up to year 2036 is
about 667,291m3/day as shown in Table 9.21. This has, therefore,
been used in the design of the required water production for the
sub-region.

Table 9.21: Ikorodu Sub-Region Water Demand, Production And Gap (Short, Medium And Long Terms)

Year Population Water Demand Water Production Water Production Agency Report Reference
(m³/day) (mgd) (m³/day) (mgd) (m³/day) (mgd)
Demand Gap (m³/
day) (mgd)
1965 – 2016 1,752,403 238,677 (41.3mgd) 13,500 (3mgd)
10,791(2.4mgd)
9,000(2mgd)
18,000 (4mgd) 187,386 (29.9mgd) LWC
MLG & CA
LWC
LWC
Cumulative Sub-Total 238,677 (41.3mgd) 51,291 (11.4mgd)
2017 - 2021 2,401,970 272,622 (60.1mdg) 9,000 (2mgd)
27,000 (6mgd)
36,000 (8mgd)

LWC (Planned Project)


LWC (Planned Project)
Ota-Okosi Expansion II as per this Report
Cumulative Sub-Total 272,622 (60.1mdg) 123,291 (27.4mgd) 149,011(32.7mdg)
2021 – 2025 3,307,962 375,454 (83mdg) 227,000 (50mgd) 24.843 (5.6mgd) Ibeshe I as per LWS Master Plan
Cumulative Sub-Total 375,454 (83mdg) 350,291 (77.4mgd)
2026 – 2030 4,574,889 519,251(114.4mdg) 90,000 (20mgd) Proposed Solodo/Oworu scheme as per this
report
Cumulative Sub-Total 519,251(114.4mdg) 440,291 (97.4mgd) 78,640 (18.4mgd)
2031 – 2035 6,350,510 720,785 (159mgd) 227,000 (50mgd) 53,174 (11.6mgd) Proposed Ibeshe II as per this report
Cumulative Sub-Total 720,785 (159mgd) 667,291 (147.0mgd)
Total 6,350,510 720,785 (159 mgd) 667,291 (147.0mgd) 53,174 (11.6mgd) GAP balance to be met by production from
Adiyan II & III

Source: IKMP, 2018.

394 Ikorodu - Draft Final Report (2016 - 2036)


The detailed description of the various components are as follows:
Water treatment plant(s) WTP will be provided to treat water from the rivers or other surface water
sources in the sub-region. A feasibility study based on a hydrological assessment of the water sources
should be carried out to assess the reliability of the two new sources proposed to supply additional
water to meet the projected water demand taking into consideration the implementation phasing and
development plans of the Sub-Region. The proposed total capacity of the treatment/desalination plants
shall be equivalent to the estimated maximum day water demand for the sub-region, which is about
667,291 m3/day (equivalent to 7.72 m3/sec) for the ultimate phase of the sub-region development as
shown in Table 9.22.
The pump capacities have been designed and standardised to meet the projected water demand in each
of the LGA/LCDAs. This has an advantage of manpower/skill management in that, the Maintenance staff
can be recirculated within the sub-region with ease as they have thorough understanding of the major
equipment installed in all the stations. In addition, storage, procurements, repairs and servicing parts are
standardised. Table 9.22 also gives the detail breakdown per LGA/LCDAs storage volume, elevated tank
and their cost.

Table 9.22: Proposed Land Area Requirements for Reservoir and Pumps for the Sub-Region

LGA/LCDA Storage No. Of Reservoirs Elevated Tank Pumps Area Of Land Area
Volume And Elevated Tank Capacity (m3) (m3)/hr G r o u n d (m2)
(m3) Reservoir
(m2)

Figure 9.23: Projected Water Demand Supply for Ikorodu Sub-Region IGBOGBO-BAIYEKU 42,500 2 450 50 5,304 7,560
Source: IKMP, 2018. (IBESHE PHASE I & II)
IKORODU NORTH 82,000 4 450 50 5,304 7,560
It is hoped that with the addition of Adiyan II & III, the water production would be able to meet the IJEDE 20,000 1 450 50 5,304 7,560
demands on /or before 2036. IMOTA (OTA IKOSI I 16,500 1 350 50 3,500 5,400
& II)
IKORODU 94,000 4 450 50 5,304 7,560
9.2.2 Proposed Water Supply Systems IKORODU WEST 65,000 3 450 50 5,304 7,560
The following gives the proposed system design up to year 2036: IKOSI-EJIRIN 5,200 1 100 50 1,500 1,950
• Source of Water IKOSI-ISHERI 17,000 1 350 50 3,500 5,400
• Water Treatment Works AGBOYI-KETU 19,000 1 400 50 4,600 6,700
• Distribution Centres TOTAL 361,200 18 3,450 39,620 57,250
• Storage Reservoirs and elevated tanks
• Transmission mains
• Distribution network
Although projection for the 2021, 2026 and 2031 are included, they are mainly to serve as bench mark
for checking milestone achievements and monitoring exercise.

Ikorodu - Draft Final Report (2016 - 2036) 395


Distribution Centres (DCs) in each LGA/LCDAs are intended to sup- 9.2.3 Recommendations C. Expansion of Ota-Ikosi Regional Water Works
ply the different sectors of the sub-region with water. Each distribu-
tion centre “DC” acts like staging reservoir with pumping stations to
A. Water Treatment Plant The Ota-Ikosi Regional Water Supply Scheme has capacity to serve
as a mega station to produce bulk treated water for the requirement
convey the water demand to the different storage reservoirs in the The LWC has existing water supply facilities in three (3) stations in
of its catchment areas but currently with existing 18,000m3/day
sector covered by the DC. The main advantage of using DCs resides Ikorodu I & II, Ota-Ikosi and seventy-two (72) stations across the
(4mgd) and another 27,000m3/day (6mgd) planned project cannot
in making the water supply system more flexible with the phasing Ikorodu Sub-Region. The total installed capacities cannot meet the
also meet the demand of the coverage area. The source of the wa-
and the development of the project area since there is no need to sub-region demand. Therefore, more treatment plants are proposed
ter is from the Aye River with a safe yield of about 83,500m3/day
construct the whole distribution system prior to development. In to be located as shown in Table 9.23. The table also mentioned the
(18.4mgd), there is, therefore, the need to expand the plant obtain
other words, the DC shall be constructed at first and, then, addi- planned Lagos Water Supply Master Plan Schemes (2010 – 2020)
maximum yield.
tional pumps can be added to meet the demand resulting from new that are yet to be executed in the sub-region. A total of 667,291 m3/
developments. Each DC will comprise the following: day has, therefore, been recommended. It is recommended that the plant be expanded to yield addition-
al 36,000m3/day (12mgd). Similarly, obtaining 90,000m3/day
Table 9.23: Summary of Water Scheme Proposed for the (20mgd) from Owuru/Solodo rivers brings the additional supply of
• Ground reservoir directly fed from the WTP or from the up- Sub-Region about 126,000 litres/day (42mgd) from Ota-Ikosi II. Table 9.24 gives
stream staging reservoir/distribution centre. These reservoirs are S/N Water Schemes Capacity (m³/day) a summary of proposed and existing water schemes for the Sub-
area staging reservoirs with storage capacity equivalent to the Region. Table 9.23 gives the breakdown of their capacities and those
volume of water that can discharge into the reservoir within 1. Adiyan II Scheme Sub-region percentage not known out of
317,800 * already in Lagos Water Supply Master Plan (2010 – 2020).
one hour. They are considered as the minimum for the proper
control of the various pumps; Generally, six hours are consid- 2. Adiyan III Scheme Sub-region percentage not known out of
317,800 * D. Pumps and Reservoirs
ered as the optimal which will allow for the maintenance of the
pumps in case of breakdown. Since storage is allowed for within 3. Ibeshe I Scheme 227,000 *
The water produced will be transmitted to various distribution res-
the various zones of Ikorodu and to minimize the construction 4. Ibeshe II Scheme 227,000 **
ervoirs located at strategic areas within the sub-region through ded-
cost of these tanks, the minimum allowable storage capacity was 5. Ota-Ikosi II 27,000 *** (6mgd)
icated trunk mains from where it is distributed to the public for
considered. 6. Ikorodu Scheme Ex- 9,000 *** (2mgd) consumption. The said reservoirs shall be modular type that are ex-
• Pumping stations to convey water to the next Distribution Cen- pansion
pandable to meet the short, medium and long-term implementation
tre and to strategically locate storage reservoirs within the sector 7. Ota-Ikosi III 36,000 ** (8mgd) schedules. The connection of the various terms shall be expected via
covered by the distribution centre. The number of distribution 8. Oworu /Solodo 90,000 **(20mgd) a series of interconnecting pipework and valves assembly.
centres was determined so as to optimize the transmission pipes
9. Existing MLG & CA 10,791(2.4mgd)
sizing, the pump’s heads as well as the length of transmission
10. Existing LWC 40,500(9mgd)
pipes supplying the different zones from the distribution centres. 9.2.4 Proposed Trunk Main and Tertiary Distribution Net-
Total 667,291 (147.4mgd)
work in the Sub-Region
Storage reservoirs within each LGA/LCDAs have capacities equiv- A. Upgrading of Adiyan II and III Distribution Network
alent to the total estimated half day water demand. i.e. 12-hours *Planned capacities already included in Lagos Water Supply 2010 – 2020
Master plan The Lagos Water Supply Master Plan (2010 – 2020) revealed that
storage. An elevated tank shall be constructed next to each storage
**Additional water schemes proposed in this report up to year 2036. adequate water supply to three of the LCDAs would be achieved
reservoir to supply the sub-region with water at an acceptable re-
***Planned capacity by LWC not in 2010 – 2020 Master Plan. when Adiyan II and Adiyan III are fully operational. These are:
sidual pressure. The storage capacity of each elevated tank shall be
equivalent to the volume of water that can be supplied to the ele- i. Ikorodu
vated tank for a minimum duration of 15min. B. Rehabilitation of Ikorodu Mini Water Works I and II ii. Ikosi-Isheri
The 15min criteria for sizing the elevated tank are also considered Some of the existing infrastructures are old and currently installed iii. Agboyi-Ketu
as the minimum allowable to optimize the cost of construction of capacity is inadequate to meet the population growth. The reticu-
these tanks. This condition necessitates the installation of emergen- lation is decayed and requires to be changed and extended while However, there is need for their associated distribution network to
cy power supply at the distribution centres within the sub-region water treatment needs to be improved to address water quality. It be expanded to meet the expected supply. Table 9.24 gives the rec-
whereby 15min will be sufficient for starting the generators and re- is hoped that when these are fully rehabilitated, a total capacity of ommended distribution network for the Sub-Region and provides
sume pumping to the elevated tanks under conditions of power 22,500m3/hr, i.e. 9,000m3/hr and 13,500m3/hr will be achieved. the breakdown of the distribution network for each of the LGA/LC-
outages. DAs, while Figures 8.24 to 8.32 give the corresponding schematics
drawings for each of the LCDA.

396 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.24: Schematics Drawings for Distribution Networks for Igbogbo-Baiyeku LCDA

Ikorodu - Draft Final Report (2016 - 2036) 397


Figure 9.25: Schematics Drawings for Distribution Networks for Ikorodu North LCDA
Source: IKMP, 2018

398 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.26: Schematics Drawings for Distribution Networks for Ijede LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 399


Figure 9.27: Schematics Drawings for Distribution Networks for Imota LCDA
Source: IKMP, 2018

400 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.28: Schematics Drawings for Distribution Networks for Ikorodu LGA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 401


Figure 9.29: Schematics Drawings for Distribution Networks for Ikorodu West LCDA
Source: IKMP, 2018

402 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.30: Schematics Drawings for Distribution Networks for Ikosi Ejirin LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 403


Figure 9.31: Schematics Drawings for Distribution Networks for Ikosi Isheri LCDA
Source: IKMP, 2018

404 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.32: Schematics Drawings for Distribution Networks for Agboyi Ketu LCDA
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 405


B. The Proposed Rehabilitation for Ikorodu I & II Mini Waterworks 9.2.5 Impact of Road Construction on Distribution Network
The field surveys of the baseline report revealed that rehabilitation and upgrading of the Waterworks need- Road Designs construction water supply distribution network and electrical networks are the
ed to be executed urgently with the associated distribution network. infrastructures required for a progressive community. However, lack of coordination before,
during and after construction amongst these disciplines and specialists have been responsible
for the great loses of water and destruction of associated distribution network in the sub-re-
C. Upgrading of Ota-Ikosi & Ibeshe I Plant Distribution Network gion.

The provision made for Ota-Ikosi and Ibeshe I Plants trunk and distribution network are grossly inadequate. It is, therefore, necessary that:
These must be upgraded and increased. All the 72 MLG&CA mini-waterworks have distribution network a. A composite drawing of all services certified by each discipline be produced by the State
ranging from 1km to 2km which brings the network to maximum of about 144km. These are not adequate Ministry of Works, Rural Development Unit LAWMA, LWC, MLG&CA etc. during design,
for the coverage areas of these plants. construction and rehabilitation works.
b. Provision should be made for all these services in all the road designs and construction
D. New Ibeshe II & Ota-Ikosi and Owuru /Solodo I c. Each discipline should be made to confirm adequacy of their provision
The distribution network of these plants has also been estimated such that metering and future connections d. In all existing services to be affected provision should be made for replacement.
are possible. Thus, an extensive trunk, secondary, tertiary piping network needed to be executed including
metred property connections. Table 9.24 gives the distribution network for Ikorodu Sub-Region and gives
the breakdown for each of the LGA/LCDAs including Trunk, Secondary, Tertiary and Property Connections.

Table 9.24: Distribution Network for Ikorodu Sub-Region


S/N LGA / LCDA 500mm Φ Arteria 300mm Φ Collectors 200 /150mmφ Property Connections
Trunk Main (Km) Trunk Ring (Km) Tertiary Mains (Quantities)
(Km)

1 IGBOGBO - BAIYEKU 22 44 266 180,000


2 IKORODU NORTH 41 62 399 102,000
3 IJEDE 8 15 27 110,000
4 IMOTA 24 54 451 210,000
5 IKORODU 11 64 268 315,000
6 IKORODU WEST 12 54 185 216,000
7 IKOSI EJINRIN 35 52 336 142,000
8 IKOSI ISHERI 5 17 40 104,000
9 AGBOYI KETU 7 24 159 150,200
165 386 2,131 1,529,200
Source: IKMP, 2018

406 Ikorodu - Draft Final Report (2016 - 2036)


9.3 Waste Management

Waste management in Ikorodu Sub-Region is in the context of solid and liquid


wastes management activities challenges. The master plan, therefore, identi-
fies specific challenges and opportunities important to the sustainability of the
Sub-Region, thereby presenting strategies to address them. The overall goal of
the waste management master plan is to achieve resource recovery and devel-
op waste to wealth systems aimed at protecting the ground water resources of
the Sub-Region with a target of 40% on a per capita basis reduction in Munic-
ipal Solid Waste (MSW) disposal by 2036.

9.3.1 Existing Solid Waste Management System in Ikorodu Sub-Region


The Lagos Waste Management Authority (LAWMA) is statutorily charged with
responsibility of managing solid waste emanating from residences, commercial
areas, institutions and industries in the sub-region. The established system for
the wastes collection is through the involvement of the Private Sector Par-
ticipants (PSP) programme, in conjunction with LAWMA, performs a daily
collection and transportation of municipal and industrial wastes to the various Plate 9.9: Skip truck Plate 9.10: Mammoth Compactor Truck
dump sites located across the State. Specifically, solid waste collected across
the Sub-Region by PSP are transported and disposed at Ewu-Elepe dump site
while other waste collected from markets, streets and public areas by LAWMA
are transported to a waste composting facility, named EarthCare, located at
Odogunyan, which is a joint venture arrangement between the United States
Government and EarthCare Technologies Inc.
The formal means of transporting solid wastes in the sub-region consists mainly
of Skip Trucks, Double and Single Dino Trucks, Trailer Trucks, Open Back Trucks,
Mammoth Compactors and Buses which in some cases, the types of waste col-
lected determine the type of trucks (Table 9.25). Capacities of the trucks varies
from 6 to 30 tonnes (Trailers - 30 tonnes, Mammoth Compactors - 9 tonnes,
Single Dino trucks - 6 tonnes and Buses - 2.8 tonnes).

Table 9.25: Type of trucks used to transport wastes


Land use Type of Trucks

Residential Waste Skip Trucks, Compactor Trucks, Open


Back trucks, Single and Double Dino Plate 9.11: Compactor Truck Plate 9.12: Medical Waste Collection Buses
Trucks.
Commercial and Institutional Waste Open Back Trucks, Mammoth Compac-
tors, Trailer Trucks
Industrial Waste Open Back Trucks, Mammoth Compac-
tors, Trailer Trucks
Medical (Hazardous Waste) Buses.

Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 407


Table 9.26 highlights the identified solid waste management deficiencies across the Sub-Region.

Table 9.26: Solid waste management deficiencies


Baseline Analysis Issues/Gaps Planning Strategy

Population • Large volume of waste generated across the Sub-Region. Many of these wastes gener- • Enlightenment campaigns to educate the communities on the dangers of improper municipal waste disposal.
ated are not properly collected and, therefore, are disposed of in waterways, lagoons • Proper waste collection and sorting system
and open drains. • Resource recovery potential from large volume of solid waste generated using material recovery facilities.

Inefficient waste collection • Currently, 61% of the municipal solid waste generated is collected by LAWMA/PSP • Collection of municipal solid wastes along the waterfront and rural communities by LAWMA with the
system across the Sub-Region thereby leaving 39% being improperly disposed. This is more government bearing the cost.
prevalent in the rural and water front communities • Develop public enlightenment strategies for waste reduction/minimization through promotion of waste
sorting and recycling.

Transportation • Absence of automated trucks for effective waste collection and transportation. • Introduction of an automated collection system to replace the current house to house system and to reduce
the number of personnel plying designated routes along well laid out communities to only the driver.
• The automated system will gradually come into effect beginning from the medium term in the urban
settlements of Ikorodu, Odogunyan, Isawo, Ita-Oluwo, Itamaga, Ewu-Elepe, Imota, Igbogbo, Baiyeku,
Ibeshe, Ipakodo, Owutu, and then gradually progress to include the urban fringe settlements of Ajebo, Igbo-
kuta, Osorun, Ilemeron, Orupodi, Oke Iro, Oshodi, Olumo, Alaru, Oko-Ito, Lasi, Oliwo, Koboyejo, Ajebo
in the long term.
• In the short term, it is expected that the rural areas will be served directly by LAWMA free of charge up into
the medium term; when it is expected that the automated collection system will take over. It is believed that,
by this time, in line with the master plan, the socio-economy of these rural areas, would have improved
sufficiently to accommodate the new collection system. Free collection of the waste, in the short term, will
end the current indiscriminate dumping of solid waste inside the rivers, lagoons and open spaces in the rural
and coastline areas.

Waste disposal systems • Presence of illegal dumpsites across the Sub-Region • In the medium term, materials recovered from the proposed Transfer Station/Material recovery facilities
• Municipal wastes are openly dumped into the waterbodies and lagoons in the would be transported by transfer trailers and disposed of at the proposed Waste disposal site at Epe.
waterfront communities and rural areas. • Immediate commencement of Intensive enlightenment programmes coupled with enforcement of necessary
• Open incineration of solid waste generated is prevalent across the sub-region. laws prohibiting the open dumping of waste, in the short to medium term.
• There is only one approved dumpsite in the Sub-Region, this was reported to be 60% • Closure and remediation of Ewu-Elepe dumpsite and installation of facilities for the collection of landfill gas
filled. and leachate.

Source: IKMP, 2018

408 Ikorodu - Draft Final Report (2016 - 2036)


The composition of solid waste from the sub-region as identified from the baseline HHW
includes 11 categories and 91 sub-categories to include: 2%
Inorganics
i. Paper – Newsprint, High Grade Office Paper, Magazines/Catalogs, Uncoated 2%
OCC/Kraft, Boxboard, Mixed Paper - Recyclable, Compostable Paper, Other
Paper; C&D
1% Textile
ii. Beverage Containers – Milk and Juice Cartons/Boxes, Coated, Water Bottles; 13%
iii. Plastics – #1 Pet Bottles/Jars, #1 Other Pet Containers & Packaging, #2 HDPE
Bottles/Jars – Clear, #2 HDPE Bottles/Jars – Color, #2 Other HDPE Containers &
Packaging, #6 Expanded Polystyrene Packaging (EPS), #3-#7 Other – All, Other
Rigid Plastic Products, Grocery & Merchandise Bags, Trash Bags, Commercial &
Industrial Film, Other Film, Remainder/ Composite Plastic; Paper
iv. Glass – Recyclable Glass Bottles and Jars, Flat Glass, Other Glass; 15%

v. Metals – Aluminium Beverage Containers, Other Aluminium, HVACs Ducting, Organics


Ferrous Containers (Tin Cans), Other Ferrous, Other Non-Ferrous, Other Metal; 44%
vi. Organics – Yard Waste (Compostable), Yard Waste (Woody), Food Scraps, Bot- Beverages
tom Fines and Dirt, Diapers, Other Organic;C&D – Clean Dimensional Lumber, Container
Clean Engineered Wood, Wood Pallets, Painted Wood, Treated Wood, Concrete, 1%
Reinforced Concrete, Asphalt Paving, Rock & Other Aggregates, Bricks, Clean
Unpainted Gypsum Board, Painted Gypsum Board, Composition Shingles, Other
Roofing, Plastic C&D Materials, Ceramics/Porcelain, Other C&D; Plastic
20%
vii. Inorganics – Televisions, Computer Monitors, Computer Equipment/Periph-
erals, Electronic Equipment, White Goods – Refrigerated, White Goods - Not
Refrigerated, Lead-Acid Batteries, Other Household Batteries, Tires, Household
Bulky Items, Fluorescent Lights/Ballasts;
viii. HHW – Latex Paint, Oil Paint, Plant/Organism/Pest Control/Growth, Used
Oil/Filters, Other Automotive Fluids, Mercury-Containing Items, Sharps & Infec-
tious Waste, Ash, Sludge, & Other Industrial Processed Wastes, Sewage Solids,
Metal Glass
Other HHW; and 1%
1%
ix. Textiles – Carpet, Carpet Padding, Clothing, Other Textiles.
Figure 9.33: Municipal Waste Composition across Ikorodu Sub-Region
x. Others -Factory dust (soapy), Iron, Stainless Steel Source: IKMP, 2018

The baseline studies revealed that the major components of solid wastes in the
sub-region are Organics, Paper, Plastics and Textiles which collectively account for
about 94% of the overall waste generated in the sub-region, with each constituting
about 44%, 20%, 15% and 13% respectively. The composition of municipal waste
across the sub-region is shown in Figure 9.33.

Ikorodu - Draft Final Report (2016 - 2036) 409


However, the composition of the commercial, institutional and industrial waste across the sub-region
as obtained from LAWMA is shown in Figure 9.34 aside. The chart shows the prominent component
of the commercial, industrial and institutional wastes to be plastics accounting for 29% of the entire Factory Dust
waste stream, with organics accounting for 22% of the waste stream and factory dust (soapy) ac- (Soapy)18%
counting for 18% of the waste stream. Paper and Textile account for 15% and 14% of entire waste Organics
22%
stream respectively.
Due to the non-availability of current data on generation rates for land use types across the sub-
region, secondary data collected from LAWMA and existing master plans was adopted as the base
generation rate for the estimates of solid waste generation for different land uses across the sub-
region as shown in Table 9.27. Textile
14%
Table 9.27: Adopted Waste Generation Rates for Ikorodu Sub-Region (2016)

Land Use Type Waste Generation Rate


Paper
Residential 0.25 kg/resident/d 15%
Commercial 0.35 kg/m² BUA/d C&D
1%
Industrial 5.3 kg/employee/d
Institutional 3.9 kg/employee/d Beverages
Cans
Mixed Use 0.4 kg/m² BUA/d
1%
Source: IKMP, 2018

Based on these estimates, the expected quantities of solid waste currently being generated across the
sub-region by each of the land use types is highlighted in Table 9.28.
Plastics
29%
Table 9.28: Solid waste generation data across the sub-region (Year 2016)
Figure 9.34: Commercial, Industrial and Institutional Waste Composition across Ikorodu Sub-Region
LCDA Waste Generation Value per Land use (Kg/day) Source: IKMP, 2018
Residential Commercial Industrial Institutional Mixed Use Total
Ikorodu 58,308.49 1,427.38 3,458.34 59,485.06 9,298.36 131,977.64
Table 9.28 shows that Ikorodu North generates the highest industrial solid waste across the sub-region -
Ikosi-Isheri 11,762.15 521.91 2,805.37 766.75 689.62 16,545.80 135.88 tonnes/day. This is attributable to the concentration of industries in Odogunyan (Ikorodu Industrial
Agboyi-Ketu 7,287.72 1,398.16 2,089.06 17,511.10 185.09 28,471.13 Estate). On the other hand, Ikorodu LGA generates the highest residential solid waste of about 58.32 tonnes
Ikosi-Ejinrin 1,116.96 3,431.95 6,333.93 1,021.10 106.42 12,010.35 /day, while Ikosi-Ejinrin generates the lowest volume of residential waste of about 11.17 tonnes /day.
Ikorodu-West 25,474.00 582.38 6,726.32 16,278.54 4,557.54 53,618.78
Figure 9.35 shows the distribution of solid waste generated within each LGA/LCDAs across Ikorodu sub-
Ikordu-North 42,059.44 3,257.42 135,884.61 120,294.62 2,382.00 303,878.09 region.
Igbogbo- 27,864.80 442.13 26,096.28 13,017.71 1,276.14 68,697.07
Baiyeku
Ijede 9,859.66 201.04 2,331.47 71,065.72 1,597.17 85,055.06
Imota 5,867.04 1,499.40 1,184.95 6,159.85 86.55 14,797.79
Total 189,600.27 12,761.77 186,910.33 305,600.46 20,178.89 715,051.71
Source: IKMP, 2018

410 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 9.35: Distribution of Solid waste generated across the sub-region (Year 2016)
Source: IKMP, 2016

Ikorodu - Draft Final Report (2016 - 2036) 411


9.3.2 Projected Solid Waste Generation Rates for
Ikorodu Sub-Region Table 9.30: Projected Solid Waste Volumes across the Sub-Region (2036)
According to the World Bank, the projected growth rate of LCDA Waste generation value per land use (Kg/day)
urban per-capita waste generation for Nigeria is expected to Residential Commercial Industrial Institutional Mixed Use Total
be up to 30% by 2025. This increase has been adopted for
Ikorodu 459,195.63 14,272.34 11,916.93 354,351.34 44,493.14 884,229.38
the commercial, industrial and institutional waste generated
Ikosi-Isheri 73,797.01 1,317.81 2,322.14 76,693.84 9,412.38 163,543.18
across the sub-region. Therefore, from understanding and
experience of the sub-region, residential waste is projected to Agboyi-Ketu 69,125.93 8,079.02 130,367.86 48,340.66 392.56 256,306.03
increase from 0.25kg/day in the base year of 2016 to around Ikosi-Ejinrin 18,938.22 12,241.87 35,716.48 13,243.74 107.55 80,247.86
0.45kg/day by 2036. Table 9.29 shows the projected solid Ikorodu-West 313,730.20 13,798.91 390,355.90 150,393.12 43,588.72 911,866.85
waste generation rates for various land uses in the sub-region Ikordu-North 380,433.82 32,535.74 810,528.25 692,642.75 9,734.36 1,925,874.92
by the year 2036. Igbogbo-Baiyeku 210,637.42 6,562.23 191,944.63 86,980.88 31,374.92 527,500.08
Ijede 407,295.02 12,645.56 371,150.07 168,188.92 60,667.51 1,019,947.08
Table 9.29: Projected generation rates (2036) Imota 68,390.01 10,736.32 61,226.96 46,726.16 904.44 187,983.88
Total 2,001,543.26 112,189.79 2,005,529.23 1,637,561.41 200,675.56 5,957,499.26
Land use Rate (Kg/day)
Source: IKMP, 2018
Residential 0.45
Commercial 0.50
9.3.2.1 Current State-Wide Projects and Plans
Industrial 7.5
With reference to the new Lagos State Environmental Management and Protection Law, the government developed an initiative named Cleaner
Institutional 5.5
Lagos Initiative. The initiative is designed to address, enforce and regulate the challenges existing in solid waste management systems within the State,
Mixed Use 0.6
while also aiming to protect the environment, human health, social and living standards of Lagos State residents.
Source: IKMP, 2018
The goals of the initiative include:
• Making Lagos to become the greenest city in Africa by 2025
Table 9.30 presents the projected solid waste volumes that • Improving the quality of water
is expected to be generated by the year 2036 across the • Addressing treatment of wastewater and sewage, including poor practices
sub-region for the various land use types. The table shows • Environmental remediation projects addressing degradation
that Ikorodu North continues to generate the highest • Reducing the accumulation of solid waste
industrial solid waste of about 810.5 tonnes/day across the • Promoting best practices, including reducing, reusing, and recycling
sub-region, whilst Ikorodu LGA will also generate the highest • Reducing greenhouse gases emissions and air pollutants
volume of residential solid waste of about 459.20 tonnes/ • Preventing public littering and improper disposal of waste
day and Ikosi-Ejinrin still continues to produce the lowest • Lower Lagos’ crime rate with a job creation scheme
volume of about 18.94 tonnes/day. • Reversing and reducing the impact of climate change
• Working towards the UN Sustainable Development Goals

412 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 9.36: Projected solid waste generated across the sub region (2036)
Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 413


Figure 9.37 illustrates components of the Cleaner La-
gos Initiative, indicating the inter-relations, roles and
responsibilities of the major players in solid waste man-
agement in Lagos State to include Ministry of the En-
vironment, LAWMA and Mega waste collectors. Mega
waste collectors are private sector organisations that
will be granted concessions by the State government
to collect, transport and dispose municipal solid waste
across the state.

As part of its comprehensive plan towards achieving a


clean and healthy environment under the Cleaner Lagos
Initiative (CLI), the Lagos State Government, in partner-
ship with one of the concessionaires who is currently
handling residential solid waste in the State, has com-
menced construction of an 88-hectare sanitary landfill
in Epe. This new sanitary landfill site is located in close
proximity to the north-eastern part of the sub-region
and will replace the existing Epe dump site.

Upon completion, the landfill infrastructure will have


state-of-the-art environmental protection features in-
cluding engineered cells, groundwater protection,
leachate collection & treatment facilities, weigh bridges,
Material Recovery Facilities (MRFs) and an EcoPark, a
green area that supports a wide variety of ecosystems
and promotes sustainability.

Figure 9.37: The Cleaner Lagos Initiative Organogram

414 Ikorodu - Draft Final Report (2016 - 2036)


9.3.2.2 Solid Waste Management Policy and Strategy
The predominant form of waste disposal across Ikorodu Sub-Re-
gion is through open dumping or incineration. Both are the least
preferred waste management option from a sustainability perspective, in that
wastes continue to exist within the environment and pollutes land, rivers and
groundwater sources. Therefore, the need to propose actionable policies and
strategies to tackle the identified issues during the baseline studies.

Solid Waste Management Policy


The Ikorodu Sub-Regional master plan proposes to adopt zero-waste
management policy. This policy involves waste reduction, resource recovery
and waste to wealth options through waste minimization, re-use, conversion
and recycling of materials and the residuals that cannot be directly reused
including energy recovery as indicated in Figure 9.38. It is proposed that this
zero-waste policy will be achieved by the ultimate year 2036.
This policy recognises the critical impact of the action and inaction of
individuals, commercial entities, institutions and industries across the sub-
region in reducing total waste volumes and increasing resource recovery
potentials, including increasing socio-economic growth of the sub-region
through job creation and employment opportunities. The solid waste man-
agement strategy adopted for Ikorodu Sub-Region master plan will include
some of the Cleaner Lagos Initiative (CLI) of the State Government to achieve
the long-term goal of zero waste disposal in the Sub-Region.
Figure 9.38: Zero Waste Management Policy

Solid Waste Management Strategy


The Solid Waste Management Strategy proposed for the sub-region is the
Integrated Solid Waste Management (ISWM) System. The strategy includes
measures that are expected to lead to waste reduction, resource recovery
and waste to wealth through reuse, conversion and recycling of materials
that cannot be directly reused and energy recovery (Figure 9.39).
This comprises rehabilitation of existing infrastructure and development of
a platform for safe and effective storage, collection and disposal of solid
wastes in the Sub-Region.

Ikorodu - Draft Final Report (2016 - 2036) 415


Figure 9.39: Proposed Solid Waste Management Plan for Ikorodu Sub-Region

416 Ikorodu - Draft Final Report (2016 - 2036)


The communities proposed to be serviced in this manner are Oke Odo, Orugbo, Ibelefun, Iganke, Oke 9.3.2.3 Waste Stream Analysis for Ikorodu Sub-Region
Eri, Otta, Agbele, Otta Oriba, Tasan, Agboyi, Isheri, Imofa, Odogun, Oreta, Ijede, Egbin, Ipakan, Ikosi
and Ofin. This proposal is only slated for the short term as it is expected that the planned tourism de- The volume of solid waste generated in the sub-region, considered along with waste composition will
velopment in the waterfront communities, and proposed agricultural development for the rural areas provide estimates of the volume of the individual components of solid waste that is to be expected from
by the master plan would increase the socio-economic developments of these areas and, therefore, paid the sub-region. This will assist in providing estimates for the resource recovery potential of solid waste
collection services will resume in the medium term. from the Sub-Region. Tables 9.32 - 9.35 present the volume of each type of waste in the sub-region for
the years 2016 and 2036. The tables show that wastes such as organics, plastics, papers and textiles con-
stitute the highest contributors to the waste stream of the Sub-Region.
At present, collection of solid waste from waterfront/rural communities poses a major challenge due to
the socio-economic level of residents in these communities. The proximity of these communities to the la-
goon further exacerbates the challenge as residents would rather prefer to openly dump their wastes into
the lagoon than patronize designated waste collectors. Therefore, to improve waste collection in these Tables 9.32 shows volume of individual components of the residential solid waste generated across the
communities, LAWMA should directly handle the collection at no fee to the residents with the govern- sub-region as at 2016. It shows that organic waste generated across the sub-region from residential solid
ment bearing the cost of collection in the short-term. This approach will be combined with educational waste constitutes the highest waste type with a volume of 81.53 tonnes/day, followed by plastics (43.61
campaigns to sensitize residents in these regions about the health and environment risks of indiscriminate tonnes/day), paper (24.65 tonnes/day) and textiles (22.75 tonnes/day). These are the wastes with highest
waste disposal into the lagoon. recycling potential in the Sub-Region. Similar values are recorded for projected wastes in year 2036 in
Tables 9.33.

The communities proposed to be serviced in this manner are Oke Odo, Orugbo, Ibelefun, Iganke, Oke
Eri, Otta, Agbele, Otta Oriba, Tasan, Agboyi, Isheri, Imofa, Odogun, Oreta, Ijede, Egbin, Ipakan, Ikosi
and Ofin. This proposal is only slated for the short term as it is expected that the planned tourism de-
velopment in the waterfront communities, and proposed agricultural development for the rural areas
by the master plan would increase the socio-economic developments of these areas and, therefore, paid
collection services will resume in the medium term.

In consonance with the foregoing, the solid waste management strategy proposed for Ikorodu Sub-Re-
gion will be accompanied by the actionable policies highlighted in Table 9.31.

Ikorodu - Draft Final Report (2016 - 2036) 417


Table 9.31: Actionable Policies and Strategies for Ikorodu Sub-Region
Strategy Actionable policy
Waste reduction and waste minimization • Waste reduction through enlightenment campaigns on the need and benefits of re-use of waste such as plastic bags, non-wastage of food etc, source-separation into
the three main components of Organics Waste, Dry Recyclables (including paper/cardboard, metals, glass, plastic), and General non-recyclables;
• Recycling and turning materials that would otherwise become waste into valuable resources. Solid waste, such as dry recyclables, are separated from the entire MSW
at the Transfer/Materials Recovery Stations and sent to facilities that can re-process them into new materials or products

Curb uncontrolled dumping in illegal open dumps and inside • Provision of adequate temporary storage for discarded solid waste material within the sub-region prior to the collection for transportation
open drains and lagoon. • Development of efficient and effective waste collection systems that will significantly improve public health and living conditions and decrease open dumping and
burning of solid waste
• Adoption and incorporation of the provisions of the Cleaner Lagos Initiatives (CLI) in the collection of residential solid wastes through Private Sector involvement,
collection and transportation of Commercial and Industrial Solid Wastes by LAWMA

Resource recovery facilities through Public Private Partnership • Development of Transfer Loading Stations/Materials Recovery Facilities which will include sorting and recycling facilities
arrangements • Development of a Waste to Energy Facility for energy generation
• Development of Composting plants to produce low grade compost.

Remediation of existing Ewu-Elepe dump site and development • Close down and rehabilitate Ewu-Elepe dump site by capping with appropriate materials and possible installation of LFG collection and leachate control systems;
of Clean Development Mechanisms (CDM) for possible Carbon • Treatment and use of landfill gas (LFG) for power generation or Compressed Natural Gas (CNG) for vehicle fuel
Credits • Planting of grasses on the capped dump site and possible reuse of site for other purposes;
• Development of a Waste to Energy Facility for energy generation under public private partnership.
Efficient public enlightenment campaigns and advocacy pro- • Organize Education and outreach programs with the help and assistance of community leaders in the sub-region and use of social media (such as Facebook, Insta-
grammes to enlighten the residents about dangers of indiscrim- gram and Twitter). Emphasis could be placed on topics such as waste sorting at source, waste minimization (i.e., waste reduction and reuse), prevention of illegal
inate waste disposal dumping.
• Adopt Zero Waste Policy at Municipal Events and Buildings: A zero-waste policy could be encouraged at municipal events and buildings, such as, civic centers, city
hall, fire stations and community centers.
• Residents who sort their wastes and take them to the waste recycling centers located at the Transfer Loading Stations/Materials Recovery Facilities to be encouraged
through incentives such as payment of monetary value for the waste brought and percentage reduction in the waste collection tariff paid by residents if their waste
is sorted at source. A ready market for homemade compost would encourage residents to compost household organic wastes

418 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.32: Residential Waste Stream Analysis for 2016
LCDA Waste volume Organics Plastics Paper Textile Inorganics Others Glass Metals Beverage HHW C&D
(Kg) (43%) (23%) (13%) (12%) (2%) (2%) (1%) (1%) containers (1%) (1%) (1%)
Igbogbo-Baiyeku 27,864.80 11,981.86 6,408.90 3,622.42 3,343.78 557.30 557.30 278.65 278.65 278.65 278.65 278.65
Ikorodu North 42,059.44 18,085.56 9,673.67 5,467.73 5,047.13 841.19 841.19 420.59 420.59 420.59 420.59 420.59
Ijede 9,859.66 4,239.65 2,267.72 1,281.76 1,183.16 197.19 197.19 98.60 98.60 98.60 98.60 98.60
Imota 5,867.04 2,522.83 1,349.42 762.72 704.04 117.34 117.34 58.67 58.67 58.67 58.67 58.67
Ikorodu 58,308.49 25,072.65 13,410.95 7,580.10 6,997.02 1,166.17 1,166.17 583.08 583.08 583.08 583.08 583.08
Ikorodu West 25,474.00 10,953.82 5,859.02 3,311.62 3,056.88 509.48 509.48 254.74 254.74 254.74 254.74 254.74
Ikosi-Ejinrin 1,116.96 480.29 256.90 145.20 134.04 22.34 22.34 11.17 11.17 11.17 11.17 11.17
Ikosi-Isheri 11,762.15 5,057.72 2,705.29 1,529.08 1,411.46 235.24 235.24 117.62 117.62 117.62 117.62 117.62
Agboyi Ketu 7,287.72 3,133.72 1,676.18 947.40 874.53 145.75 145.75 72.88 72.88 72.88 72.88 72.88
Total 189,600.26 81,528.11 43,608.06 24,648.03 22,752.03 3,792.01 3,792.01 1,896.00 1,896.00 1,896.00 1,896.00 1,896.00

Table 9.33: Residential Waste Stream Analysis for 2036


LCDA Waste volume Organics Plastics Paper Textile Inorganics Others Glass Metals Beverage HHW C&D
(Kg) (43%) (23%) (13%) (12%) (2%) (2%) (1%) (1%) containers (1%) (1%) (1%)
Igbogbo-Baiyeku 242,012.33 104,065.30 55,662.84 31,461.60 29,041.48 4,840.25 4,840.25 2,420.12 2,420.12 2,420.12 2,420.12 2,420.12
Ikorodu North 390,168.18 167,772.32 89,738.68 50,721.86 46,820.18 7,803.36 7,803.36 3,901.68 3,901.68 3,901.68 3,901.68 3,901.68
Ijede 467,962.53 201,223.89 107,631.38 60,835.13 56,155.50 9,359.25 9,359.25 4,679.63 4,679.63 4,679.63 4,679.63 4,679.63
Imota 69,294.45 29,796.61 15,937.72 9,008.28 8,315.33 1,385.89 1,385.89 692.94 692.94 692.94 692.94 692.94
Ikorodu 503,688.78 216,586.17 115,848.42 65,479.54 60,442.65 10,073.78 10,073.78 5,036.89 5,036.89 5,036.89 5,036.89 5,036.89
Ikorodu West 357,318.92 153,647.14 82,183.35 46,451.46 42,878.27 7,146.38 7,146.38 3,573.19 3,573.19 3,573.19 3,573.19 3,573.19
Ikosi-Ejinrin 19,045.77 8,189.68 4,380.53 2,475.95 2,285.49 380.92 380.92 190.46 190.46 190.46 190.46 190.46
Ikosi-Isheri 83,209.39 35,780.04 19,138.16 10,817.22 9,985.13 1,664.19 1,664.19 832.09 832.09 832.09 832.09 832.09
Agboyi Ketu 69,518.49 29,892.95 15,989.25 9,037.40 8,342.22 1,390.37 1,390.37 695.18 695.18 695.18 695.18 695.18
Total 2,202,218.83 946,954.10 506,510.33 286,288.45 264,266.26 44,044.38 44,044.38 22,022.19 22,022.19 22,022.19 22,022.19 22,022.19

The volume of each component of the commercial, industrial and institutional waste stream is indicated in Table 9.34. Here plastics, with a current volume of 150.069
tonnes/day carry the highest volume, whilst organic waste comes next with a volume 113.23 tonnes/day, followed by factory dust (soapy) 95.53 tonnes/day, paper 75.82
tonnes/day and finally textile 74.98 tonnes/day. The situation is similar for projected wastes in the ultimate year 2036 as shown in Table 9.35.
Organic waste from this sector is currently being converted into low grade compost by Earthcare with a production capacity of 200,000 tonnes per year. Thus, it has enough
capacity to handle all organic wastes generated within the sub-region. Similarly, components such as plastics, paper and textile currently hold high recycling potential in the
sub-region.

Ikorodu - Draft Final Report (2016 - 2036) 419


Table 9.34: Industrial, Commercial and Institutional Waste Stream Analysis for 2016
LCDA Waste volume Organics Plastics Paper Textile Factory Dust (Soapy) Beverage containers C&D HHW Glass (0.4%) Metal
(kg) (21.6%) (28.6%) (14.4%) (14.3%) (18.2%) (0.7%) (1.2%) (0.3%) (0.3%)
Igbogbo-Baiyeku 40,832.26 8,799.35 11,661.69 5,892.10 5,818.60 7,423.30 269.49 489.99 134.75 179.66 147.00
Ikorodu North 261,818.65 56,421.92 74,775.41 37,780.43 37,309.16 47,598.63 1,728.00 3,141.82 864.00 1,152.00 942.55
Ijede 75,195.40 16,204.61 21,475.81 10,850.70 10,715.34 13,670.52 496.29 902.34 248.14 330.86 270.70
Imota 8,930.75 1,924.58 2,550.62 1,288.71 1,272.63 1,623.61 58.94 107.17 29.47 39.30 32.15
Ikorodu 73,669.14 15,875.70 21,039.91 10,630.46 10,497.85 13,393.05 486.22 884.03 243.11 324.14 265.21
Ikorodu West 28,144.78 6,065.20 8,038.15 4,061.29 4,010.63 5,116.72 185.76 337.74 92.88 123.84 101.32
Ikosi-Ejinrin 10,893.40 2,347.53 3,111.16 1,571.92 1,552.31 1,980.42 71.90 130.72 35.95 47.93 39.22
Ikosi-Isheri 4,783.65 1,030.88 1,366.21 690.28 681.67 869.67 31.57 57.40 15.79 21.05 17.22
Agboyi Ketu 21,183.41 4,565.02 6,049.98 3,056.77 3,018.64 3,851.14 139.81 254.20 69.91 93.21 76.26
Total 525,451.44 113,234.79 150,068.93 75,822.64 74,876.83 95,527.07 3,467.98 6,305.42 1,733.99 2,311.99 1,891.63

Table 9.35: Commercial and Industrial Waste Stream Analysis for 2036
LCDA Waste volume Organics Plastics Paper Textile Factory Dust (Soapy) Beverage containers C&D HHW Glass (0.4%) Metal
(kg) (21.6%) (28.6%) (14.4%) (14.3%) (18.2%) (0.7%) (1.2%) (0.3%) (0.3%)
Igbogbo-Baiyeku 285487.747 61,522.61 81,535.30 41,195.88 40,682.00 51,901.67 1,884.22 3,425.85 942.11 1,256.15 1,027.76
Ikorodu North 1535706.74 330,944.80 438,597.84 221,602.48 218,838.21 279,191.49 10,135.66 18,428.48 5,067.83 6,757.11 5,528.54
Ijede 551984.5494 118,952.67 157,646.79 79,651.37 78,657.80 100,350.79 3,643.10 6,623.81 1,821.55 2,428.73 1,987.14
Imota 118689.4338 25,577.57 33,897.70 17,126.89 16,913.24 21,577.74 783.35 1,424.27 391.68 522.23 427.28
Ikorodu 380540.6036 82,006.50 108,682.40 54,912.01 54,227.04 69,182.28 2,511.57 4,566.49 1,255.78 1,674.38 1,369.95
Ikorodu West 554547.933 119,505.08 158,378.89 80,021.27 79,023.08 100,816.81 3,660.02 6,654.58 1,830.01 2,440.01 1,996.37
Ikosi-Ejinrin 61202.09634 13,189.05 17,479.32 8,831.46 8,721.30 11,126.54 403.93 734.43 201.97 269.29 220.33
Ikosi-Isheri 80333.79263 17,311.93 22,943.33 11,592.17 11,447.57 14,604.68 530.20 964.01 265.10 353.47 289.20
Agboyi Ketu 186787.5391 40,252.71 53,346.52 26,953.44 26,617.22 33,957.97 1,232.80 2,241.45 616.40 821.87 672.44
Total 3,755,280.43 809,262.93 1,072,508.09 541,886.97 535,127.46 682,709.98 24,784.85 45,063.37 12,392.43 16,523.23 13,519.01

420 Ikorodu - Draft Final Report (2016 - 2036)


9.3.2.4 Proposed Solid Waste Transportation and Management Table 9.36: Project Evaluation Matrix - Transfer Loading Station (TLS)/Material Recovery Facility (MRF)
To improve the solid waste collection and transportation system efficien-
Criteria Impact Score Comments
cy across the sub-region, an automated waste collection truck system is
proposed to replace the existing waste collection trucks in the medium to
Impact on Transport Average 2 The material recovery facility will make waste transport more efficient by reducing the travel
long term development stage of this master plan. This is aimed at elimi- distance of waste trucks, however the volume of trucks close to the TLS/MRF will increase.
nating direct handling waste and the number of personnel engaged in the
Land Requirements Average 2 Approximately around 2 hectares of land would be required for the TLS/MRF in the sub-region.
system. Infrastructure deployed includes automated collection systems
Socio-Economic Impact Positive 1 The TLS/MRF would generate substantial amount of jobs in the sub region but based on the land
that require only the driver to operate the trucks, which are equipped
requirements for the TLS/MRF. The MRF/TLS would generate substantial amount of revenue for
with lifting facilities. It is, therefore, proposed that the system is to come
the sub-region.
into effect in the medium term within the urban settlements of the sub-re-
Environmental Impact Positive 1 This would greatly increase the efficiency of waste collection, transportation and disposal there-
gion such as Odogunyan, Isawo, Ita-Oluwo, Itamaga, Ewu-Elepe, Imota,
by curbing environmental issues associated with improper solid waste management such as open
Igbogbo, Baiyeku, Ibeshe, Ipakodo, Owutu, and will progress into the dumping, dumping of solid wastes into the Lagoons and drains. It would also reduce illegal
urban fringe settlements of Ajebo, Igbokuta, Osorun, Ilemeron, Orupodi, dumps from springing up across the sub-region.
Oke Iro, Oshodi, Olumo, Alaru, Oko-Ito, Lasi, Oliwo, Koboyejo, Ajebo
Environmental Risks Positive 1 The construction of the TLS/MRF is a simple engineering design and it is expected to produce
in the long term. little or no environment risks from its construction and operation
Construction Costs Negative 3 The amount of money required to construct the TLS/MRF is estimated to be about 6,800,000
USD
The collected solid waste is either directly transported to a further down-
Revenue Generation Positive 1 The amount of money expected to the derived from the recycling/reuse of the waste is expected
stream waste management location such as a sorting, treatment or a dis- to be very high.
posal point, or the waste is temporarily stored at a transfer loading sta-
Ease of Expansion Positive 1 The MRF/TLS can be easily expanded as volume of waste increases through the design period.
tion (TSL) for further handling. A TLS is a facility where solid waste from
several collection trucks are emptied, temporarily stored, reloaded into Ease of Maintenance Positive 1 The MRF/TLS would be semi-automated, hereby making it easy to operate and maintain.
larger trucks or trailers, and transported either to another waste handling Disbursement Positive 1 The structure required for the TLS/MRF is simple and, therefore, it can be constructed rapidly
facility of directly to landfills for final disposal. The advantage of a TLS and easily.
is inherent in its ability to reduce the number of vehicles on the road Score Positive 1.4
and minimize associated environmental pollution from vehicle emissions,
traffic congestion and noise. However, there are no TLS currently existing Project Evaluation Matrix Score
in the Sub-Region, therefore there is need to provide TLSs for Ikorodu Positive 1-1.5
Sub-Region. Average 1.6-2.5
Negative 2.6-3.0

A TLS can be combined with material recovery facilities (MRF) that are
equipped with sorting lines to facilitate sorting of solid waste into its The approximate area of land required for a TLS is one hectare and should be located near major roads for easy access by waste
various components for reuse, recycling and resource recovery, either at collection and hauling trucks. As much as possible, the locations of a TLS should be optimized to minimize distance to be traveled
the TLS/MRF or can be transported to another facility for further treat- by collection trucks. Therefore, to select effective and efficient location for TLS/MRF, an optimum travel distance has to be selected.
ment. The master plan has proposed that TLSs be equipped with MRFs. This is achieved by dividing the Sub-Region into five zones based on different travel distances for the waste collection trucks. For the
To confirm the feasibility of TLSs in the sub-region, an evaluation matrix sub-region, a minimum travel distance of 5,500 km was selected.
for TLS/MRF was developed. In Table 9.36, the matrix returned a score of
1.4, confirming that introduction of TLS/MRF is feasible. The presence of
the TLS/MRF would greatly improve the existing of waste collection and
transportation system in the Sub-Region.

Ikorodu - Draft Final Report (2016 - 2036) 421


Table 9.37: Zonal Coverage of TLS/MRFs

Zone LCDA Volume (Tons) Volume of TLS No. of TLS Land Requirement for Location of TLS/MRF
TLS/MRF (Sq.m)
1 Ikorodu West 792.36 1,024.73 1 26,580.78 Itowolo Village
Ikosi-Isheri 146.23
Agboyi Ketu 86.14
Sub Total 1,024.73
2 Ikorodu North 1,594.93 1,594.93 1 38,060.29 Itamaga
Sub Total 1,594.93
3 Ijede 900.99 1,063.40 1 18,473.41 Igbogbo
Imota 162.41
Sub Total 1,063.40
4 Igbogbo-Baiyeku 465.98 1,268.20 1 30,972.40 Gberigbe
Ikorodu 802.22
Sub Total 1,268.20
5 Ikosi-Ejinrin 60.95 Epe
Sub Total 60.95
Total 5,012.22 4,951.26 4 114,086.88

As shown in Table 9.37, Zone 1 will handle wastes from Ikorodu West, Ikosi-Isheri and Agboyi Ketu LCDAs, all
constituting a total of 1,024.73 tonnes (20.44%) of solid waste generated in the Sub-Region. Zone 2 will handle solid
waste mainly from Ikorodu LGA, a total of 1,594.93 tonnes (31.82%) of solid waste generated in the Sub-Region.
Zone 3, on the other hand, will handle wastes from Ijede and Imota LCDAs, a total of 1,063.40 tonnes of waste
(21.22%) of waste from the Sub-Region, whilst Zone 4 will cover Igbogb-Baiyeku LCDA and some parts of Ikorodu
LGA making up a total of 1,268.20 tonnes (25%) of wastes from the Sub-Region.
However, for Zone 5, which covers only Ikosi-Ejinrin that generates the lowest volume of waste 60.95 tonnes
(1.22%) in the Sub-Region, no TLS/MRF will be sited. As solid waste generated in Ikosi-Ejinrin LCDA will, therefore,
be transported directly to the new Epe Sanitary Landfill, which is located very close to it.

422 Ikorodu - Draft Final Report (2016 - 2036)


Ewu-Elepe Dump Site Table 9.38: Project Evaluation Matrix - Remediation of Ewu-Elepe Dump Site
Ewu-Elepe dump site is currently the major waste disposal destination for the Criteria Impact Score Comments
sub-region located within Ijede LCDA. The disposal system at the dumpsite involves
dumping solid waste on the floor, pushing and moving it with the use of bull dozers Impact on Transport Positive 1 The remediation of Ewu-Elepe dumpsite would improve the transport
system in the region by reducing the amount of truck travelling on the road.
into pre-dug cells and compaction in layers, which are mostly not covered with soil,
thereby causing waste burning with visible smoke, generation of landfill gas and leach- Impact on Economy Negative 3 The closure of the dumpsite would lead to loss of jobs.
ate at the bases of the cells. Likewise, other incidental open dump sites existing across Land Requirements Positive 1 No additional land is required for the generation of energy from the
the communities are openly incinerated accompanied with smoke and generation of remediation of the dumpsite.
leachate. These waste disposal methods have adverse environmental impacts with Social Impact Negative 3 Closure of the dumpsite would negatively impact the scavenger’ community
associated health risks to the immediate and general community. on the dumpsite. There is also a high risk of encroachment into the dumpsite
for residential purposes if the site is not properly monitored and controlled.
Environmental Impact Positive 1 The closure of Ewu-Elepe dumpsite would solve a lot of environmental issues
Consequently, it is proposed that Ewu Elepe dumpsite be closed and properly remediat- related from the open dumping of refuse. Such as uncontrolled incineration
of wastes, groundwater pollution, methane gas generation, smell from an-
ed within the medium to long term of the master plan. This treatment will be similarly
aerobic decomposition of solid wastes.
applied to the open dump sites. There is, therefore, the need to propose alternative
Environmental Risks Average 2 If not properly controlled and implemented, large amounts of methane gas
solid waste disposal sites/methods for the sub-region. An evaluation matrix to deter-
can be generated from the closure of the dumpsite.
mine the desirability or otherwise of closing down Ewu-Elepe dump site (Table 9.38)
gave an average score of 1.7, which confirms that remediation of Ewu-Elepe is a feasible Construction Costs Positive 1 The only cost required is for the venting of the dumpsite for methane gas
collection
plan for the sub-region. Closure of the dumpsite would reduce and practically eliminate
environmental risks that are associated with open dumping and burning of the wastes. Revenue Generation Average 2 Unless the gas generated is utilized properly no other revenue is expected
from the closure of the dumpsite
Ease of Maintenance Positive 1 Minimal site maintenance is required for the closure of the dumpsite
Apart from rejects that will be taken to the new Sanitary Landfill at Epe, the recyclable Disbursement Average 2 The closure would take about 3 years to be completed. Progressive closure
waste components that were sorted out at the TLS/MRF will be transferred to differ- of the site should be done to implement a resettlement plant
ent plants and facilities where they will be further treated, either through recycling, Average 1.7
reuse energy recovery or conversion into organic compost. Recyclables such as plastics,
paper, textiles, apart from organics, which constitute the bulk of waste components in Project Evaluation Matrix Score
the waste stream will be transferred to newly remediated Ewu-Elepe dump site, whilst Positive 1-1.5
organics will either be transferred to remediated Ewu-Elepe Dump site for energy re- Average 1.6-2.5
covery through Pyrolysis or for composting at EarthCare in Odogunyan. Negative 2.6-3.0

The new Sanitary Landfill Site being developed by the State Government at Oke-Osho,
along Epe – Itokin Expressway is quite close to Ikorodu sub-region. The site covers an
area of over 100 hectares, which is sufficient to accommodate all waste emanating from
the State and serving as an alternative to the existing Epe dump site along Lagos – Epe
Expressway which is located about 5km away from the new Sanitary Landfill site.

Ikorodu - Draft Final Report (2016 - 2036) 423


Resource Recovery
At present, the only form of organics recovery is composting being carried out by EarthCare Nigeria Limited located within a farm
settlement at Odogunyan. At full operation, EarthCare has the capacity to produce up to 200,000 metric tons of Grade “A” organic
fertilizer per annum under the brand name CompostPLUS. This implies that at full capacity, EarthCare should be able to convert the
ultimate 809,262.93kg/day volume of organics being generated within the sub-region from commercial, institutional and industrial
uses into compost. Table 9.39 gives a summary of components of solid waste generated in the sub-region to buttress the huge resource
potential available from solid waste generated in the sub-region by the ultimate year 2036.

Table 9.39: Summary of components of the solid waste stream in Ikorodu Sub-region (2016 & 2036)

Type of Waste 2016 2036


Organics Plastics Paper Textile Factory Dust Organics Plastics Paper Textile Factory Dust
Residential 81,528 43,608 24,648 22,752 0 946,954 506,510 286,288 264,266 0
Industrial, Commercial & Institutional 113,235 150,069 75,822.64 74,879 95,527 809,263 1,072,508 541,887 535,128 682,710
Total 194,763 193,677 100,471 97,631 95,527 1,756,217 1,579,018 828,175 799,394 682,710

The volume of organics generated from residential uses at the ultimate year of 2036 in the Sub-Region is 946,954.10 kg/day. An analysis
of the energy generation potential from organic wastes generated within the Sub-Region by 2036 will about 22 Mega Watts of electricity,
with a land requirement of 5 Hectares (Table 9.40).

Table 9.40: Electricity Generation Potential in the Region (2036)

Total Organic Waste Quantity (Kg) 946.954.10


Total Organic Waste Quantity (Ton) 947
Energy Recovery Potential (Kwh) 2,695,995.73
Power Generation Potential (Kw) 54,923.34
Net Power Generation (Kw) 10,984.67
Power Generation Potential (MW) 11
Land Required for Plant (Ha) 3

The proposed location of the pyrolysis plant is at the remediated Ewu-Elepe dump site. Based on the baseline data, it was discovered
that Ewu-Elepe, with an initial capacity of 17 hectares is 60% filled. Therefore, there is adequate land available for the pyrolysis plant.
The space analysis of the proposed pyrolysis plant vis-a-vis the available land at Ewu Elepe dump site (Table 9.41 and 9.42) confirms the
posibility of locating the plant at the Ewu-Elepe dump site.

424 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.41: Space analysis of Ewu-Elepe site for siting the Pyrolysis Plant
Ewu-Elepe Site Analysis
Initial Land Size (Ha) 17
Pecentage Filled Up 60
Amount Remaining (Ha) 6.8
Land Required for Pyrolysis Plant (Ha) 3
Comment Adequate

Table 9.42: Project Evaluation Matrix - Pyrolysis Plant at Ewu-Elepe

Criteria Impact Score Comments

Impact on Transport Average 2 The pyrolysis plant would require many trucks to transport organic wastes to
from various MRF/TLS to the plant, hereby increasing the volume of trucks
on the road
Land Requirements Positive 1 The land requirement for the plant is about 5hectares. This is would be
accommodated on the dumpsite, thereby no additional cost of land is
incurred
Socio-Economic Im- Positive 1 The plant would create jobs in the sub-region and revenue in the sub-region.
pact The electricity generated can be diverted into the local grid.
Environmental Impact Positive 1 This would effectively utilize and add value to organic wastes, thereby curb-
ing the incessant dumping of organic wastes from abattoirs, agricultural insti-
tutions into the water bodies.
Environmental Risks Average 2 The plant would generate a substantial amount of heat from its operation
negatively impacting on the locals. An extensive Environmental Impact As-
sessment would be required for the plant. This heat can be diverted and
transformed to another form of energy.
Construction Costs Average 2 The capital cost of the plant is quite high but the revenue generated from its
operation makes it a very feasible
Ease of Maintenance Average 2 The plant would require highly skilled labor for its operation and mainte-
nance.
Disbursement Average 2 The plant would take about 2 years for its construction and setting up
Project Evaluation Matrix Score
Positive 1-1.5
Average 1.6-2.5
Negative 2.6-3.0

Ikorodu - Draft Final Report (2016 - 2036) 425


9.3.3 Waste Water Management
The Lagos Waste Management Office (LSWMO) is statutorily charged with waste water management in Lagos
State. The Office developed a 5-Year Strategic and Investment Plan covering the period between 2010 and 2015
for Sewage Management in the State. The strategic plan comprises eight (8) goals broken into 20 objectives as
shown in Table 9.43.

Table 9.43: Goals and Objectives of the 5-Year Strategic and Investment Plan

No Goal Objective Level of Achievement


1 Infrastructural investment in Waste Water Plan, monitor and evaluate programs consistent with the overall project goal Ongoing
Treatment Facilities Creation of the infrastructure needed for effective sewage management in all Local Ongoing
Government of the State
Ensure that septage treatment facilities are made available with provision of reasonable Development of 3 No Pilot Modular Septage Pre -treatment Plants (MSPP)
access to haulers at Abesan, Tolu Ajegunle in Ojo and Amuwo Odofin
Revamp all existing sewage treatment plants in the state Ongoing. 4 out of the 5 existing networks are ongoing. Amuwo Odofin
network was dismantled due to ongoing expansion of Mile 12 – Badagry
Expressway. There is plan to rebuild it
Systemic sewer networking of the State Expansion of Iponri and Oke Afa ongoing
2 Coordinated development of goals and Coordinated development of goals and targets in the immediate, short, medium term
targets that are time bound. and long term
Achievement of a high level of compliance with requirements and practices that are Ongoing
clear, effective, achievable and enforceable.
3 Sewage Master Plan Develop and implement a comprehensive Sewage Master Plan for Lagos State At the preparation stage
4 Strengthen appropriate local and international Foster and sustain local, national, regional and global relationships that support actual- Not much is being done now
networks in capacity building for Sustainable ization of the plan
Sewage and Sanitation Investment Plan Promote stakeholders buy-in Ongoing. There was a sensitization programme in 2016
5 Environmental Sustainability of Sewage Ensure implementation of environmentally sound technology Ongoing
infrastructure in Lagos State
Ensure the development of better ways to manage septage as a resource Ongoing
Minimise adverse social and environmental impact of sewage management activities on Ongoing
the people and the environment and provide mitigating measures
Ensure that undesirable substances are discovered and not allowed into the system. Ongoing
6 Ensure project sustainability and effective Ensure financial sustainability of all sewage infrastructure in the state after initial invest- Lack of funds is hampering efforts.
financial management ment
Guarantee project sustainability by identifying and facilitating the implementation of Lack of funds is hampering efforts.
cost-recovery initiatives
7 Sewage and Sanitation System) SSSS through Enactment of Sewage Management Law for the State. This has been fully addressed by the New Environment Law for the State
enabling environment for Public – Private Sector Private Sector Participation Need for the law establishing LSWMO so that it will be independent like
participation the other agencies under MoE
8 Holistic programmes designed towards an Integrated approach to water supply, sewage and septage management Ongoing
integrated approach to wastewater treatment Adopt best practices through the attraction, development, and retention of competent Ongoing
and motivated manpower resources
Source: LSWMO, 2016

426 Ikorodu - Draft Final Report (2016 - 2036)


There is a huge deficiency in the existing liquid waste management infrastructure in Lagos State, especially in Ikorodu Sub-Region where there
is no treatment plant of any form existing at present. This master plan has identified and proposed suitable liquid waste infrastructure for
the sub-region. The primary focus of waste water management master plan is to develop an integrated waste management system covering
residential, industrial and commercial land-use for sewage, wastewater and sanitary sewerage systems to replace the existing waste disposal
methods of septic tanks and soak away pits, open defecation and disposal of untreated industrial wastes in open drains and river channels
with conventional waste water systems. This is to positively improve public health and prevent environmental degradation in the Sub-Re-
gion.
The identified waste management deficiencies identified in the Ikorodu Sub-Region Baseline Report are summarized in Table 9.44 with
proposed strategy to be adopted for the master plan.

Table 9.44: Waste Water Management Deficiencies identified at the Baseline Stage

Baseline Analysis Issues/Gaps Planning Strategy


Population • Large volume of waste generated. • Proper waste collection and treatment system.
• Resource recovery potential from large volume of wastewater
generated.

Urban Blight and slum areas. • Dilapidated and ineffective existing waste- • Elimination of disposal of grey water into existing drains.
water treatment and disposal methods are • Use of authorized personnel in the dislodging of existing septic
currently rampant in these areas of the tanks
sub-region. • Incessant use of improperly constructed septic tanks needs to be
stopped and replaced with centralized wastewater treatments

Infrastructure Deficit • No proper monitoring of septic tank de- • Need for upgrading of all wastewater facility in the sub-region
signs and construction in the sub-region • Replacement of all septic tanks in the sub-region to the centralized
• No centralized wastewater management wastewater system in the long term
system (except proposed ones at Lagos • Entire sub-region to be divided into sewage zones, each connect-
Homs) ed by separate sewer network and treatment systems
• Nature of topography • Alternative wastewater treatment methods to be proposed to
• High water table, coupled with low so- prevent further contamination of groundwater
cio-economic and low-income levels of the
people,

Poor water front development • Open defecation heavily practiced in the • Intensive educational and sanitary enforcement activities to curb
water front areas of the sub-region the incessant practice of open defecation.
• No form of wastewater treatment meth- •
ods is employed in this section of the • Provision of public toilet facilities in these waterfront parts of the
sub-region sub-region
• Little or no sanitary facilities evident in •
these areas of the sub-region and the few •
ones are channeled directly into the lagoon •

Ikorodu - Draft Final Report (2016 - 2036) 427


The wastewater flow rate of various land uses across the sub-region as analysed from the baseline studies is presented in Table 9.45.
Table 9.45: Wastewater flow rates
Land use Flow (l/day)
Residential 170
Commercial 93.5
Industrial 212.5
Institutional 93.5
Mixed Use 93.5

The breakdown of projected wastewater generated from each LGA/LCDAs in the sub-region by different land uses is shown in Table 9.46. The table
shows that the total volume of wastewater generated in the sub-region is 756,470.93m3/day. The biggest contributor of wastewater in the sub-region
is residential land use with a total of 638,774.56m3/day followed by industrial land use with a total of 48,802.18m3/day, whilst mixed use contributed
the lowest volume of 24,060.77 m3/day.

Table 9.46: Projected Wastewater flow in LGA/LCDAs


LCDA Waste generation value per land use (Kg/day)
Residential Commercial Industrial Institutional Mixed Use Total
Ikorodu 173,473.91 2,668.93 337.65 6,023.97 6,933.51 189,437.97
Ikosi-Isheri 27,878.87 246.43 65.79 1,303.80 1,466.76 30,961.65
Agboyi-Ketu 26,114.24 1,510.78 3,693.76 821.79 61.17 32,201.74
Ikosi-Ejinrin 7,154.44 2,289.23 1,011.97 225.14 16.76 10,697.54
Ikorodu-West 118,520.30 2,580.40 11,060.08 2,556.68 6,792.58 141,510.04
Ikordu-North 143,719.44 6,084.18 22,964.97 11,774.93 1,516.94 186,060.46
Igbogbo-Baiyeku 79,574.13 1,227.14 5,438.43 1,478.67 4,889.26 92,607.64
Ijede 6,503.00 561.00 2,494.77 678.31 2,242.85 42,479.93
Imota 25,836.23 2,007.69 1,734.76 794.34 140.94 30,513.97
Total 638,774.56 19,175.77 48,802.18 25,657.64 24,060.77 756,470.93

The distribution of generated wastewater across the sub-region (Figure 9.42) with Ikorodu LGA generating the largest overall volume of wastewater
of 189,437.97m3/day and the largest volume of residential wastewater (173,473.91 m3/day) in the sub-region. This is followed by Ikorodu North
LCDA, generating a total of 186,060.46m3/day and generates the largest volume of industrial wastewater in the sub-region of 22,964.97m3/day
which is attributable to the Ikorodu Industrial Estate at Odogunyan known to be the largest industrial estate in the State.

428 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 9.40: Wastewater generation across the sub-region (Year 2016)


Source: IKMP, 2018

Ikorodu - Draft Final Report (2016 - 2036) 429


9.3.3.1 Wastewater Management Strategy 9.3.3.2 Wastewater Treatment Plant
The wastewater management strategy for the sub-region will involve integrating There are several types of wastewater treatment plants such as Activated Sludge, Aerated Lagoon, Waste Stabilization Pond,
the existing septic tanks systems across the sub-region with sewer networks and Oxidation Ditch, Trickling Filter etc. The choice of the most suitable plant for a community depends on factors includ-
gradual connection of areas with sewer networks into the system. This will require ing treatment efficiency, land requirement, capital, operation and maintenance costs. An evaluation matrix (Table 9.48)
upgrading and renewal of old, traditional settlements in the sub-region into urban developed for the assessment of various wastewater treatment plants confirmed the Activated Sludge Treatment Plant as
settlements to facilitate introduction of wastewater collection and disposal systems the most suitable with a score of 1.8 compared to others.
through sewer networks and conventional wastewater treatment plants.
This strategy will be implemented in three developmental stages which are Table 9.48: Evaluation Matrix of Wastewater Treatment Plants for Ikorodu Sub-Region
classified into short, medium and long-term scenarios that are smart, achievable,
efficient and effective. Therefore, the sub-region was divided into three wastewater Criteria Activated Sludge Aerated Lagoon Oxidation Ditch Waste Stabilization Pond Trickling Filter
zones (Table 9.47), each to be connected by a sewer network to individual and Impact Score Impact Score Impact Score Impact Score Impact Score
separate central sewage treatment plants. These treatment plants are recommended Construction Costs Negative 3 Positive 1 Average 2 Positive 1 Negative 3
to be located at the lowest points to take advantage of the topography gravity flows Land Requirements Positive 1 Negative 3 Average 2 Negative 3 Negative 3
as much as possible in the entire Sub-Region. Operation and Average 2 Average 2 Negative 3 Positive 1 Average 2
Maintenance Cost
Aesthetics (Visibility) Positive 1 Negative 3 Average 2 Negative 3 Positive 1
Table 9.47: Wastewater zones and their parameters
Overall Score Average 1.8 Average 2.3 Average 2.3 Average 2 Average 2.3
ZONE LCDA Population Quantity of Waste Land Ratio Project Evaluation Matrix Score
water (m3/day) (Ha)
Positive 1-1.5
Average 1.6-2.5
A - Agboyi Ketu Agboyi Ketu 335,577 32,201.74 2,127.60
Negative 2.6-3.0
Ikosi Isheri 296,137 30,961.65 1,393.37
Ikorodu West 1,143,672 141,510.04 4,977.57
Sub Total 1,775,386 204,673.43 8,498.54 The Activated Sludge treatment plant has, therefore, been adopted for the Sub-Region. The advantages of Activated Sludge
B - Igbogbo - Bayeku Igbogbo-Bayeku 747,833 92,607.64 7,265.91 Treatment Plant over the other treatment technologies include the following:
(Ayetoro) Ikorodu 1,653,805 189,437.97 5,867.21 • Lesser land area requirement,
Ijede 343,053 179,060.88 2,446.56 • Robustness,
• Comparatively more efficient, and
Sub Total 2,744,691 461,106.48 15,579.67
• Operation and maintenance costs are within reasonable limits.
C - Imota Ikosi Ejinrin 91,937 10,697.54 7,689.25
Imota 292,463 30,513.97 9,117.21
Ikorodu North 1,446,033 186,060.46 7,173.58
Sub Total 1,830,433 227,271.96 23,980.03
TOTAL A, B, C 6,350,510 893,051.87 48,058.25

430 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.49: Standards for the disposal of industrial effluents
Standards For The Disposal Of Industrial Effluents
S/N Parameters Tolerance Limits for Industrial Effluents Discharged
IS: 3306-1974 (Into Public Sewer) IS: 3307-1965 (On Inland & For Irrigation) IS:2490 (Into Inland Surface Waters) IS:7968-1976 (Marine Disposal Standards)
1 PH 5.5 to 9.0 5.5 to 9.0 5.5 to 9.0 5.5 to 9.0
2 Temperature 50°C - Shall not exceed 40°C in any Section of the stream within 15m 40°C at the point of discharge.
(maximum) downstream of the effluent outlet
3 Total Suspended Solids, mg/l 650 (Relaxable to 750 by Local - 100 a. For processed
Authority)
b. wastewater- 100
c. Cooling water effluent
4 Particle size of Total Sus- - - Shall pass 850 microns IS: SIEVE (See IS: 450-1962) a. Floatable solids, Max. 3
pended Solids, mg/l
b. Settleable solids, Max.
c. 850 Microns
5 Total Dissolved Solids, mg/l 2100 (Inorganic) 2100 - -
6 Biochemical Oxygen De- 500 (Subject to relaxation or 500 30 100
mand for 5 days at 200C, tightening by the Local Authority)
mg/l (Max)
7 Chemical Oxygen Demand, - - 250 250
mg/l
8 Oil and Grease, mg/l 100 30 10 20
9 Chloride (as Cl), mg/l 600* 600 - -
10 Phenolic Compounds, mg/l 5 as (C6H5OH) (Relaxable to 50 - 1 5 (C6H5OH)
by the local authority when sec-
ondary treatment of sewage is
carried out)
11 Cyanide (as Cn), mg/l 2 - 0.2 0.2
12 Sulphates (as SO4), mg/l 1000* 1000 - -
13 Sulphides (as S), mg/l - - 2 5
14 Insecticides, mg/l - - Absent -
15 Pesticide, mg/l - - - a. 1 OrganophosphorusCompounds (as P)
b. 0.02 Chlorinated Hydrocarbons (as Cl)
16 Total Residual chloride, mg/l - - 1 1
17 Total Residual Fluoride, - - 2 15
mg/l
18 Boron (as B), MG/L 2* 2 - -
19 Arsenic (as As), mg/l - - 0.2 0.2
20 Percent sodium 60* 60 - -
21 Cadmium (as Cd), mg/l - - 2 2
22 Copper (as Cu), mg/l 3 - 3 3

*These Requirements shall apply when, after treatment, the liquid waste effluent is disposed of for irrigation and on land.

Ikorodu - Draft Final Report (2016 - 2036) 431


Table 9.49: Standards for the disposal of industrial effluents
Standards For The Disposal Of Industrial Effluents
S/N Parameters Tolerance Limits for Industrial Effluents Discharged
IS: 3306-1974 (Into Public Sewer) IS: 3307-1965 (On Inland & For Irrigation) IS:2490 (Into Inland Surface Waters) IS:7968-1976 (Marine Disposal Standards)
23 Lead (as Pb), mg/l 1 - 0.1 1

24 Hexavalent Chromium (as 2 - 0.1 1


Cr), mg/l

25 Mercury (as Hg), mg/l - - 0.01 0.01

26 Nickel (as N), mg/l 2 - 3 5

27 Selenium (as Se) mg/l - - 0.05 0.05


28 Zinc (as Zn), mg/l 15 - 5 5

29 Radio Active Materials

AD. Alpha Emitters, µc/ 7-Oct 8-Oct 9-Oct 10-Oct


ml
AE. Beta Emitters, µc/ml 8-Oct 9-Oct 10-Oct 11-Oct
32 Ammonical 50 0 50 50
Nitrogen (as N), mg/l

*These Requirements shall apply when, after treatment, the liquid waste effluent is disposed of for irrigation and on land.

432 Ikorodu - Draft Final Report (2016 - 2036)


9.4 Power Supply

The baseline studies revealed that the Sub-Region has five licensed thermal generating Table 9.51: Transmission Sub-Station within Ikorodu Sub-Region
companies as shown in Table 9.50. African oxygen and Industrial Gases Ltd licensed to
generate power under the private sector reform participation and ownership in Nigeria S/N Tr a n s m i s s i o n Location Available Public Total Source Of Status Remark
supplies some industries in the sub-region. This company only supply off-grid. Substation Transformer Private Capacity Supply
1 Ikorodu Ikorodu i.3x60MVA, Public 280MVA Egbin Functional Completed
(Sabo) ii.1x100MVA 132kV line
Table 9.50: Generation Plants within Ikorodu Sub-Region
132/33
SN GENCOs Location Installed Position Status 2 Haruna Ikorodu 1x50MVA Private 50MVA Sabo Functional Completed
Capacity (Land Craft) Transmission
1. Egbin Thermal Station PLC Egbin 1,320 MW On-Grid Functional 132/33kV Station
2. Energy Company of Nigeria Odogunyan 140 MW On-Grid Not Completed 132kV line
(NEGRIS)
3. AES Barge (IPP) Egbin 270 MW On-Grid Not Functional 3 Maryland Maryland i. 2 x 30MVA Public (10MVA Sabo Functional -
132/ 33kV ii.1 x 60MVA out of Transmission
4. African Oxygen & Industrial Odogunyan 19.0 MW Off-Grid Functional
120MVA) Station
Gases Limited
132kV line

5. MBH Power Limited Km 5, Itoikin Road 300 MW On-Grid Under Construction 4 Odogunyan Odogunyan 2x60MVA Public 120MVA Sabo Not Under
132/33kV Transmission Functional Construction
Source: IKMP Field Survey, 2017 Station
132kV line
There are seven (7) 330/132KV/33KV transmission sub-stations which are powering Ikoro-
du Sub-Region (Table 9.51). Six are located within the sub-region while one is located out- 5 Egbin Egbin 600MVA Public i. 2 x 150 MVA Egbin Functional i. 1 x 300 MVA
side the sub-region. Three out of the six sub-stations are owned by Government namely: 330/132/33kV 330/132KV ii. 1 x 300 MVA 330kV line Not Func- ii. 1 x 100
100MVA iii. 1 x 100 MVA Egbin tional MVA Under
1. Ikorodu (Sabo) transmission sub-station with an installed capacity of 280MVA/132KV/ 132/33KV 330kV line Not Func- Construction
33KV. Egbin tional
2. Odogunyan Transmission Sub-station with an installed capacity of 120MVA 132KV/ 132kV line
33KV, under construction.
6 Omni Owode- 20MVA Private 20MVA Sabo Functional Completed
3. Egbin Transmission Station with the following installed capacities Elede Transmission
Station
i. 100MVA 132/33KV (under construction). 132kV line
ii. 2x150MVA 330KV / 132KV.
7 Top Steel Odogunyan 36MVA Private 36MVA Sabo Functional Completed
iii. 1x300MVA 330KV/132KV (under construction). Transmission
Station
The remaining transmission substation within the Ikorodu sub-region are owned by private
132kV line
industries namely:
4. Land craft transmission sub-station located at Ikorodu West with installed capacity of Source: IKMP Fieldwork, 2016
50MVA/132KV/33KV.
5. Omnic Transmission sub-station located at Agboyi-Ketu with installed capacity of The existing distribution/injection stations in the sub-region are nine (9) 33KV/11KV Injection substations with
20MVA/132KV/33KV. an existing total capacity of 195MVA (Table 9.52).

6. Top Steel transmission sub-station located at Ikorodu North (Odogunyan) with installed
capacity of 36MVA/132KV/33KV.
7. Maryland Transmission Station located outside the sub-region is the means of power
supply to Agboyi Ikosi and Ikosi – Isheri.
Ikorodu - Draft Final Report (2016 - 2036) 433
Table 9.52: Distribution / Injection Stations in Ikorodu Sub-Region

Name Of Injection Coordinate Name Of Power Current Peak Load Feeders Current Peak Area Covered By Feeder
Transformer (Installed Supply Of Power Load Demand
Capacity) Transformer On Feeders
Ipakodo 7293993.35,554581.9 T1 15 MVA 5 MW Abuja 11 KV 3.5 MW Owode, Rabaka, Ibeshe, Abuja, Ilaje
Injection Sub-Station Ipakodo 11KV 1.5 MW Ebute, Ipakodo, TOS Benson Road
Owutu 734109.4065,553172.9 T1 15 MVA 9.5 MW Agric 11KV 4.5 MW Agric
Injection Sub-Station Oriokuta 11KV 5 MW Oriokuta
T2 15 MVA 9.5 MW Majidun 11KV 1.7 MW Majidun
Ishawo 11KV 5 MW Isawo
Asolo 11KV 5 MW Asolo
Sabo TS/Injection 732374.96,555967.63 T1 15 MVA 10.1 MW Ayangburen 11KV 4.2 MW Ayangburen
Sub-Station Lagos Road 11 KV 4.5 MW Lagos Road
Maryhill 11 KV 4.2 MW Okeriya, Igbo-Oluwo, Lowa
Ijebu-Ode Road 11KV 5 MW Parafa, LASPOTECH, Itamaga, Akasoleri, FLCH, Sabo
T2 15 MVA Eruwen 11KV 5 MW Sabo, Erunwen, Agbele, Ota-Ona, Kokoro-Abu
Igbogbo 11KV 5 MW Ireshe, Anibaba, Sheriff, Igbe
Ladega 11KV 5 MW Jaladugbo, Itunmaja, Ajina, Ladega, Ita-Elewa, Gbasemo, Aga, Ikorodu Club
Lasunwon 11 KV 4.7 MW Apeka, Sagamu Road
T1 60 MVA 10 MW Eyita 11KV 3.3 MW Eyita, Ojokoro Road
UNITL 33 KV 5 MW UNITL
Industrial 33 KV 22 MW MD Customers at Odogunyan, ALL
Agbowa 33 KV 20 MW Parafa, Maya, Agunfoye, Adamo, GSM, Imota, Isiu,Agbowa, Itoikin, Mojoda,
Ketu, Epe
T2 60 MVA Ijede 33 KV 26 MW Itamaga, Oke-Eletu, Gbopa
Spintex 33KV 3 MW Spintex
Owutu 33 KV 17 MW All 11 KV feeders at Owutu Injection
Ibeshe 33 KV 15 MW All 11 KV feeders at Ipakodo Injection, Ajegunle, Igbo Agbowa
T3 100 MVA 1 MW Dangote 33 KV 3 MW Dangote
Igbogbo 33 KV 18 MW All 11 KV feeders at Igbogbo Injection
Fakale 33 KV 15 MW Jubilee Estate, Fish Farm Estate, Army Barrack
Pulkit 33 KV 5 MW Pulkit
T1 15 MVA Landcraft 132 KV 17 MW Landcraft
Gberigbe 11 KV 1 MW Gberigbe
Ijede Injection Luwasa 11 KV Neg. Ijede
Sub-Station
Igbogbo Injection 728016.32,557835.96 T1 15 MVA 9 MW Bayeku 11 KV 5 MW Bayeku
Offin 11 KV 4.3 MW Offin
T2 15 MVA 7.5 MW Odofin 11 KV 4.5 MW Odofin, Igbogbo Road
Agbele 11 KV 3 MW Agbele

434 Ikorodu - Draft Final Report (2016 - 2036)


Name Of Injection Coordinate Name Of Power Current Peak Load Feeders Current Peak Area Covered By Feeder
Transformer (Installed Supply Of Power Load Demand
Capacity) Transformer On Feeders
Odogunyan /Indus- 738331.4,558053.3 T1 15 MVA 7.5 MW Agodo 11 KV 2.5 MW Odogunyan, Oba Oyefusi
trial Industrial 11 KV 5 MW Odonla, LSDPC
T2 15 MVA 11.5 MW Centex 11 KV 4.5 MW Agodo Alara
Ita-Oluwo 11 KV 2 MW Ita-Oluwo, Agodo, Agbede
Cantonment 11 KV 5 MW Odogunyan, Ayilala, Rofo, Oduyebo, Egirin, WAEC, Ojuemuren, Ita-Oloja
Agbowa 735184.6,578520.13 T1 15 MVA Not Energised Vic. II 11 KV Victoria Island II
Ota Ikosi 11 KV Ota Ikosi
Imota 737359.1,574049.41 T1 15 MVA Not Energised Imota 11 KV Imota
Ajebo 11 KV Ajebo
Ajegunle 730575.49,546616.75 T1 15 MVA Not Energised Thomas Laniyan 11 KV Not Energised Thomas Laniyan
Owode Onirin 11 KV Owode Onirin
Source: IKMP Field Survey, 2016

Also, there exists renewable power supply in the sub-region such as Light loads Electrification systems in most Primary Health Centres, Public Schools and other public facilities powered by Solar System
(Table 9.53). Also, there have been rural electrification schemes executed by the Federal Government in some parts of the sub-region (Table 9.54).

Table 9.53: Solar and Storage System Installed in Ikorodu Sub-Region


Size Of Installation Number

5kW 29
7.5kW 8
10kW 9
12.5kW 3
15kW 7
10kW (PHC) 3
25kW (PHC) 1
Source: Lagos State Electricity Board (LSEB). 2016

Table 9.54: Rural Electrification Scheme in the Sub-Region


S/N Project Title State Geo-Political Zone Date Of Award

1 Installation and procurement of 10nos 500kva transformer at oreta, ofin, igbe okeeletu, gbopa, otunba oluku- Lagos South west 11/04/2013
ga, can imota chapter, owode communities ogolonto and ipakan, lagos state.
2 Provision of 500kva transformer in odogunyan, ikorodu north l.G.A. Lagos east senatorial district, lagos state Lagos South west 11/04/2013

3 Provision of 500kva transformer in eruje oresanya st. Ijede, ikorodu l.G.A. Lagos east senatorial district, lagos Lagos South west 11/04/2013
state
4 Provision of 500kva transformer in Tolobun st. Imota ikorodu l.G.A. Lagos east senatorial district, lagos state Lagos South west 11/04/2013

Source: Rural Electrification Agency (REA), Abuja. 2016

Ikorodu - Draft Final Report (2016 - 2036) 435


Identified power supply issues during the baseline studies include:
• The consumers in the Sub-Region have been experiencing regular power outages from National Grid
and unwarranted estimated energy bills. The privatisation of the power sector and its management
under the licensed generation, transmission and distribution operators have not provided the needed
solution.
• Non-completion of on-going 2x60MVA 132/33KV sub-station at Odogunyan and 1x100MVA 132/33KV
sub-station at Egbin are adversely affecting the transmission of power to the needed 33/11KV sub-
stations. The only functional 132/33KV sub-station at Sabo has already been overloaded resulting in
constant load shedding.
• Encroachment within the corridor of 330KV & 132KV transmission lines right of way (ROW) have
posed a major risk to TCN and illegal occupants. Also, some residents of the sub-region have violated
the standard right of way for Transmission lines.
• Four (33/11KV) sub-stations at Odogunyan, Ikorodu-Sabo, Igbogbo and Owutu out of Nine injection
sub-stations in the sub-region are already old with overloaded Transformers and can no longer operate
at its designed capacities. Other challenges in the Sub-Region inlude;
* Lack of maintenance / upgrading of the existing equipment in the injection sub-station.
* Unavailability of pre-paid Meters for the customers. Over 90% of the customers in Ikorodu Sub-
Region are yet to be supplied with prepaid meters.
* Ageing and deteriorating condition of the existing distribution system, such as transformers, feeder
pillars and overhead Aluminium conductors etc.
* Unavailability of power transformers to some of the towns and villages within the Sub-Region.
Table 9.55 gives the summary of power supply objectives, strategies and actual policies for the Sub-Region.

Table 9.55: Summary of Power Supply Objectives, Strategies and Actionable Policies

S/N Objectives Strategies Actionable Policies

1 To promote micro-grid system specially to some criti- • Encouragement of private consumers to • Encourage private consumers to establish their own solar system by
cal facilities and in remote locations using alternative establish their own solar system regularly organising workshops between the communities and LCDAs.
power supply sources
2 To ensure the provision of adequate power genera- • Promote embedded Electrical Power • Create an enabling environment for the establishment of embedded power
tion, transmission and distribution for meet the needs Generation Companies in major load generation companies in major load centres to supply from the National
of the sub-region centres to support / back-up the power Grid.
supply from the National Grid or work in • Encouragement of District cooling and District energy system in new
isolation from on-grid supplies residential and commercial development.
• Installation of solar system for all public schools, health facilities, water
pumps, etc.

436 Ikorodu - Draft Final Report (2016 - 2036)


9.4.1 Proposed Power Supply Strategies for Ikorodu Sub-Region
Power supply data was not readily available during the baseline studies. Therefore, to estimate the Table 9.57: Ikorodu Sub-Region Load Demand with High Growth Rate (10%)
existing of peak demand, the total installed load and peak load demand data were obtained from
Year Nigeria Populaton High Growth (Mw) Ikorodu Population Ikorodu Load
the Transmission Company of Nigeria (TCN). However, for the determination of Demand Load for
Demand (Mw)
Ikorodu Sub-Region based on the National Energy Master Plan, Electrical demand for Nigeria, had
High Growth Rate (10%)
been computed by pro-rating the expected population growth with that of the country as shown in
Tables 9.56 & 9.57. 2015-2016 181,181,744 30,236 1,752,403 292
The tables give the Sub-Region a load demand based on the GDP growth rates of 7%, 10%, 11.5% 2020-2021 206,152,701 63,363 2,401,970 738
and 13% respectively compared with that of the country between 2016 and 2036. 2025-2026 233,691,888 103,859 3,307,962 1,470
2030-2031 264,067,527 196,875 4,574,889 3,411
Table 9.56: Ikorodu Sub-Region Load Demand with Reference Growth Rate (7%) 2035-2036 297,323,173 - 6,350,510 4,460
Year Nigeria Populaton Reference Growth Ikorodu Population Ikorodu Load Optimistic Growth Rate (11.5%)
(7%)(Mw) Demand (Mw) 2015-2016 181,181,744 36,124 1,752,403 349
2015-2016 181,181,744 24,380 1,752,403 236 2020-2021 206,152,701 76,124 2,401,970 87
2020-2021 206,152,701 45,490 2,401,970 530 2025-2026 233,691,888 145,113 3,307,962 2,054
2025-2026 233,691,888 79,798 3,307,962 1,130 2030-2031 264,067,527 251,224 4,574,889 4,352
2030-2031 264,067,527 115,674 4,574,889 2,004 2035-2036 297,323,173 - 6,350,510 6,000
2035-2036 297,323,173 - 6,350,510 2,616
Optimistic Growth Rate (13%)
2015-2016 181,181,744 41,133 1,752,403 398
For year 2016, Tables 9.56 & 9.57 show the sub-region estimated load demand based on NEMP are 2020-2021 206,152,701 88,282 2,401,970 1,029
236MW, 292MW, 349MW and 398MW for 7%, 10%, 11.5% and 13% growth rate respectively.
These show that the growth rate applicable to the sub-region is 13%. 2025-2026 233,691,888 170,901 3,307,962 2,419
2030-2031 264,067,527 315,113 4,574,889 5,459
From Table 9.57, using optimistic growth rate of 13% and considering 70% increase on power
demand between 2026 - 2031 to project to 2036, the expected demand is about 7,587MW. There- 2035-2036 297,323,173 - 6,350,510 7,587
fore, the load estimation based on the National Energy Master Plan has been used for subsequent
design, implementation and budgeting.
The projected load for the Ikorodu Sub-Region calls for a major upgrade to existing electrical net-
work within the Sub-Region. Power plants, transmission and distribution networks need to be con-
structed to cope with the projected load. For that reason, several options for supplying the Sub-Re-
gion with the required power, ranging from connection to the national grid to the construction of
new generating plants is discussed. The sub-region is getting between 90 – 110MW as 9% Average
Power allocation to IKEDC while the other three private companies in Ikorodu Sub-Region on 132KV
Transmission line get allocation range of 30MW – 40MW. Therefore, Ikorodu Sub-region is getting
average total power allocation of (140 – 150MW).
This is inadequate for the present power demand of about 327MW in the sub-region as shown in
Table 9.58. The table also gives a detailed breakdown of the power demand based on the baseline
studies.

Ikorodu - Draft Final Report (2016 - 2036) 437


Table 9.58: Installed Capacity and Power Demand of the Existing Substations in the Sub-Region 132kV cables shall have the following features:
• Insulation: XLPE
S/N Substation Installed Capacity (Mw) Total Cummulative Power
• Number of cores: Single-core
Demand(Mw)
• Conductor: Copper
1 Ikorodu (Sabo) Sub Station
• Cross-section: 630 mm2
a. T1 60 MVA Transformer 48 54.90
b. T2 60 MVA Transformer 48 54 The 132KV cables shall have the following installation details:
c. T3 100 MVA Transformer 80 70 • Cable cross section: Single-core 630mm2
d. T4 60 MVA Transformer 48 46 • Cable Installation: Directly buried
Sub-Total 224 224.90 • Soil resistivity: 1. 2°C.m/W
2 Odogunyan sub-station 33KV Feeder (Under 96* - • Ground temperature: 30°C
construction) • Depth of laying cables: 2m
3 Egbin sub-station 33KV Feeder 80* - • Cable spacing: 0.2m centre to centre
(Under construction)
Using the National Energy Master Plan, the projected energy source mix figures have therefore been
4 Maryland sub-station (8 out 96) 8 used projected in computing for the Sub-Region (Table 9.59).
Ajegunle 33KV Feeder
5 Landcraft on Maryland L1 132KV Feeder 40 17 Table 9.59: Energy Matrix Calculation for Ikorodu Sub-Region
6 Omnic on Maryland L2 132KV Feeder 16 4
7 Top Steel on Sagamu 132KV Feeder 29 8 S/N System National Energy Mix Ikorodu Energy Mix Ikorodu Energy Mix
8 25% household, companies, institutions and 65.50 Percentage By 2030 Percentage By 2030 Percentage By 2036 (C)
factories etc not connected to PHCN (A) (B)
Total 493* 327.40 1 Hydro (Lhp) 12,132 NIL NIL
2 Hydro (Shp) 2,600 NIL NIL
* Asterisk figures are for sub-stations under construction
3 Solar Pv 30,000 520 714.4
Also, from NEMP for 7%, 10%, 11.5% and 13% growth rate, the 2036 total load for the Sub-Region are 4 Solar Thermal 18,132 314 431.4
2616MW, 4460MW, 6,000MW and 7587MW. However, considering the growth rate and development 5 Biomas 100 11 11
of the Sub-Region, the 13% optimistic growth rate has been computed for the master plan estimated 6 Wind 54 NIL NIL
load of 7.5GW by 2036, for Ikorodu Sub-Region. Therefore, the establishment of three Embedded Gas 7 All Renewable (Mw) 63,018 845 1156.8
power plants at 132KV voltage levels to work independently or in conjunction with the main grid is 8 All Energy Resources (Mw) 315,000 5,459 7500
proposed for the Sub-Region. The 132KV transmission network from the power plants must be construct-
* Asterisked figure is as per the information about the capacity of power supply to be generated from the
ed in such a way that at whichever stage of the implementation plan, the existing power plants would be
expected biomass waste products within the sub-region.
able to supply power to the entire sub-region. Figure 9.42 and 9.43 give the locations of the proposed
power plants and route of the proposed 132 KV network across the sub-region.
The underground 132kV cables laid in concrete cable channels will be utilized. Depending on the capacity
of the transmission substation to be fed, or power plant interconnection each trench will be occupied
with at least three single-core 132kV cables. At road crossings, cables shall be laid in ducts. The required
width for the underground cable route shall be 2.5m for each circuit. Cables will be mainly routed along
the arterial and collector roads.

438 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.41: Proposed 132KVA Embedded Power Plants in Ikorodu Sub - Region

Ikorodu - Draft Final Report (2016 - 2036) 439


LEGEND

Figure 9.42: Three Proposed Embedded 132kv Power Plants in Ikorodu Sub-Region
Source: IKMP, 2018.

440 Ikorodu - Draft Final Report (2016 - 2036)


The power plant in Odogunyan with its 132KV switchboard shall distribute power with 132KV under- Table 9.61 gives the details of the existing and proposed transmission/injection substations and recommendations
ground cables to three zonal 132KV/33KV sub-stations at Ikorodu-North, Agboyi-Ketu and Ikosi–Isheri while Figure 9.45 gives their proposed location. Each proposed transmission substation is to house one proposed
LCDA. The second 132KV switchboard at Igbogbo shall feed the three 132/33KV sub-station at Ijede, injection substation. It also gives the details of the proposed transmission substations in the sub-region. Each
Igbogbo-Baiyeku and Ikorodu West LCDA. The third one at Imota shall feed Imota, Ikorodu and 132/33KV transmission substation shall be radially fed from the Power Plant via 132KV cables. 132KV cables shall
also be used for the interconnection of the three proposed power plants. Each 33/11KV injection substation shall
Ikosi-Ejinrin LCDA. From each 132KV/33KV, sub-station, underground 33KV cables shall be used to
be radially fed from the transmission substation via 33KV cables.
feed various 33/11KV sub-stations within each area in open loop, configuration. Table 9.60 states the
required land area for the proposed power plants. Depending on the capacity of the transmission substation to be fed, or power plant interconnection each trench
will be occupied with three single-core 33kV cables. At road crossings, cables shall be laid in ducts. Underground
Table 9.60: Required Land Area for Proposed Power Plants in Ikorodu Sub-Region 332kV cables laid in concrete cable channels will be utilized. The required corridor for the underground cable
route shall be 1m for each circuit. Cables will be mainly routed along the arterial and collector roads.
S/N Description Qty Location Required Land Size (m²) 33kV cables shall have the following features:
• Insulation: XLPE
1 2500MW NATURAL GAS POWER PLANT 1 IMOTA LCDA 65,000 • Number of cores: Single-core
2 2500MW NATURAL GAS POWER PLANT 1 IKORODU NORTH 65,000 • Conductor: Copper
LCDA • Cross-section: 630 mm2
3 2500MW NATURAL GAS POWER PLANT 1 IGBOGBO-BAYEKU 65,000
LCDA The 33KV cables shall have the following installation details:
4 TOTAL 3 195,000 • Cable cross section: Single-core 630mm2
• Cable Installation: Directly buried
• Soil resistivity: 1.2°C.m/W
• Ground temperature: 30°C
It is expected that by 2036, the projected electrical demand would be met (Figure 9.45). • Depth of laying cables: 1m
• Cable spacing: 0.1m centre to centre

For gas distribution pipeline, there would be an upgrade of the existing pipeline at Egbin to include the extension
required for the recommended three stations listed in Table 9.61.

Figure 9.43: Projected Electricity Demand/Supply in Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 441


Table 9.61: Existing and Recommended Injection / Transmission Sub Stations in Ikorodu Sub-Region

Ikorodu Ikorodu North Ikorodu West Ijede Imota Igbogbo-Baiyeku Agboyi-Ketu Ikosi-Ejirin Ikosi-Isheri
Existing Rec. Existing Rec. Existing Rec. Existing Rec. Existing Rec. Existing Rec. Existing Rec. Existing Rec. Existing Rec.
Injection Substation
1 x 15MVA - - - - 1 - 1 1 - - 1 - 1 - - -
2 x 15MVA *1 - *1 - - - - - - - *1 - - - - - - -
4 x 30MVA - 14*** - 20*** - 12*** - 6*** - 8*** - 14*** - 5*** - 5*** - 2***
Transmission Substation
1x 60MVA - - - - - - - - 1*** - - - - - - - -
3x 60 MVA *1 - - - - - - - - - - - - - - - - -
1 x 100MVA - - 1 - - - - - - - - - - - - - -
2 x 150 MVA - - 1 - - - - - - - - - - - - - - -
1 x 300MVA - - - - - - 1 - - - - - - - - - - -
2 x 60MVA - - 1** - - - 1*** - - - - - - - - - - -
2 x 300MVA - - - 1*** - - - 1*** - - - - - - - - 1** -
3 x 300MVA - - - - - - - - - - 1*** - - - 1*** - - -
4 x 300MVA - - - -- - 1*** - - - - - - - - - - - -
5 x 300MVA - - - - - 1*** - - - - - - -- - - - - -
6 x 300MVA - - - - - - - - - - - 1*** - - - - - -

NOTE:
* single asterisk gives substations to be upgraded
** Double asterisk gives sub-station under construction
*** Triple asterisk gives recommended new substations

Table 9.62 gives the land use requirement for the proposed transmission substations in Ikorodu Sub-region.

Table 9.62: Land Size Required for Proposed Transmission Substations in Ikorodu Sub-Region
SN Description Capacity (Mva) Qty Location Land Size Required
(m2)
1 3 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 900 1 AGBOYI-KETU LCDA 17,000
2 2 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 600 1 IKORODU NORTH LCDA *
3 4 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 1,200 1 IKORODU NORTH LCDA 17,000
4 6 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 1,800 1 IGBOGBO -BAYEKU LCDA *
5 2 x 300MVA x 132/33KV TRANSMISSION SUBSTATION 630 1 IJEDE LCDA **
6 5 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 1,500 1 IKORODU WEST LCDA 17,000
7 3 x 300MVA + 1 x 60MVA 132/33KV TRANSMISSION SUBSTATION 960 1 IMOTA LCDA *
8 4 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 1,200 1 IKORODU LCDA 17,000
9 2 x 300MVA, 132/33KV TRANSMISSION SUBSTATION 600 1 IKOSIN-EJINRIN LCDA 12,000
NOTE:
*Single Asterisk gives Substations to be located in the Embedded Gas Power Plant Substation.
** Double Asterisk gives Substations to be located in The Existing Transmission Station

442 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 9.44: Proposed Injection Substation in Ikorodu Sub-Region


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 443


To achieve energy efficiency in the power supply the provision of real time centralised control and produce electricity. The minimum wind speed required for a wind turbine to produce power is known
monitoring device is important. This is done by means of integrated automated system. Thus, the as the ‘cut-in’ speed and the maximum wind speed at which a wind turbine can produce power with-
following automation facilities shall be provided for the power distribution of the sub-region. out being damaged is known as the ‘cut-out’ speed. The typical cut-in and cut-out speeds of wind
• Main receiving sub-station automation through IEC 61850 compatible SCADA system. turbines used for typical grid applications is about 4m/s and 25m/s respectively.
• The SCADA system automation shall enable faulty detection along transmission lines and e. Gas: Due to the proximity of gas supply lines in the sub-region and the cost effectiveness of gas power
interchange power source between the sub-station. plant, it is recommended that all the power plants to serve the sub-region be gas powered.
• Home automation through automated metering infrastructure (AMI).
• Smart Lighting controls.
Tables 9.63 - 9.72 below give the details of the 33KV cable Network from the proposed transmission
9.4.2 Other Sources of Power Supply stations to the proposed injection substations within the sub-region as shown in Figure 9.45.
To meet the projected total power demand for the sub-region, the master plan evaluated available Table 9.63: 33kv Network Cable from Igbogbo Transmission Station to Injection Substation
alternative power sources in the sub-region with an emphasis on power generation within the
sub-region. The identified sources that can be utilised for power generation include: Injection Substation Location Total Length (Km) Capacity(Mva) Land Size Required (m²)
a. Biomass: Recently, Biomass Power Technology has drastically improved to an extent where the I.S. – 1 Park 1.2 120 5000
associated carbon emissions are less than emissions from fossil fuels such as coal and natural gas. It is I.S. – 2 Proposed Cbd, Igbogbo 5.4 30 Existing
projected that from the central waste power plant in the sub-region, about 11MW of electricity can I.S. – 3 Olu Odo 5.8 120 5000
be generated.
I.S. – 4 Ibiye 5.2 120 5000
b. Solar: The cost of solar power plants is relatively very high compared to biomass, natural gas and I.S. – 5 Agunfoye 10.2 120 5000
petroleum powered plants. Therefore, to meet the proposed 10% renewable source contribution to I.S. – 6 Oke Iro 8.8 120 5000
the energy mix, it is recommended that production of solar panels be encouraged and incentivised I.S. – 7 Proposed Train Station 11.2 120 5000
in the sub-region. It is expected that this would lead to a gradual reduction in price and increased ac-
I.S. – 8 Ginti Igbe Road 16 120 5000
cessibility to consumers. This would lead to an increase in the use of solar plants for both commercial
I.S. – 9 Igbe 18 120 5000
and residential developments.
I.S. – 10 Proposed Institutional Use 13.1 120 5000
c. Hydropower: Here, power is produced from the movement of water. This can be generated in two I.S. – 11 Ofin 7.3 120 5000
ways; the movement of the ocean (wave power) and tides (tidal power). It can also refer to the use I.S. – 12 Recreational Park 6 120 5000
of energy in water movement of the ocean (wave power) and tides (tidal power). This source of
I.S. – 13 Ibeshe 6.2 120 5000
energy is the cheapest source of energy all over the world and it is a renewable source. However, it
is not easily accessible in the Ikorodu sub-region especially for electricity generation. I.S. – 14 Proposed Conservation 9 120 5000
Area
d. Wind Energy: Wind turbines use the flow of air to generate electricity and they are particularly I.S. – 15 Neighbourhood Park 11.4 120 5000
attractive in windy areas and/or where other sources are not easily available. This source of energy TOTAL 134.8 70,000
is intermittent as the wind turbines require a certain level of wind speed for the turbines to run and

444 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.64: 33kv Network Cable from Ikorodu North Transmission Station To Injection Substation Table 9.66 : 33kv Network Cable from Ikorodu Transmission Station to Injection Substation
Injection Substation Location Total Length(Km) Capacity (Mva) Land Size Required (m²) Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²)
I.S. – 1 PARK 1.2 30 Existing I.S. – 1 Proposed Institutional 1.2 120 5000
I.S. – 2 KAJOLA VILLAGE ROAD 2.6 120 5000 Uses
I.S. – 3 KOBOYEJO 2.8 120 5000 I.S. – 2 Mowo I 2.4 120 5000
I.S. – 4 MAYA 4.0 120 5000 I.S. – 3 Proposed Linear Park 5.0 120 5000
I.S. – 5 ADAMO 5.8 120 5000 I.S. – 4 Gberigbe 8.4 120 5000
I.S. – 6 MOPENIFA 9.2 120 5000 I.S. – 5 Akonwu-Ajebo 7.1 120 5000
I.S. – 7 ALEKE 12.7 120 5000 I.S. – 6 Oke 5.0 120 5000
I.S. – 8 GBOKUTA RIVER 17.4 120 5000 I.S. – 7 Igbe Road 12.4 120 5000
I.S. – 9 SAGAMU APEJE ROAD 22 120 5000 I.S. – 8 Erunwen Road 10.0 120 5000
I.S. – 10 PROPOSED IMOTA RE- 22.2 120 5000 I.S. – 9 Malakuku 7.4 120 5000
GIONAL MARKET I.S. – 10 Itamaga 4.8 120 5000
I.S. – 11 PROPOSED CEMETERY 16.7 120 5000 I.S. – 11 Shoteru 14.8 120 5000
I.S. – 12 ODOKEKERE ROAD 1.2 120 5000 I.S. – 12 Oriwu Road 17.2 120 5000
I.S. – 13 ODO 3.6 120 5000 I.S. – 13 Low Cost Housing Es- 7.2 120 5000
I.S. – 14 OLOJA 7.8 120 5000 tate
I.S. – 15 PARAFA /LUCKY FIBRE 12 120 5000 I.S. – 14 Itamaga 2.4 120 5000
I.S. – 16 OLOJA 10.2 120 5000 I.S. – 15 Ikorodu Sabo 10.8 30 Existing
I.S. – 17 EMUREN 2.64 120 5000 TOTAL 116.1 70,000
I.S. – 18 OJUEMUREN 4.7 120 5000
I.S. – 19 PROPOSED INDUSTRIAL 5.2 120 5000
PARK Table 9.67: 33kv Network Cable from Ikorodu West Transmission Station to Injection
I.S. – 20 AGBEDE TRANSFORMER 7.1 120 5000
Sub-Station
ROAD Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²)
I.S. – 21 OLOYA 5.5 120 5000 IS - 1 Incubator Centre 1.2 120 5,000
TOTAL 176.54 100,000 IS - 2 Ogun Forest Reserve 2.6 120 5,000
Zone
IS - 3 Itowolo 4.8 120 5,000
Table 9.65: 33kv Network Cable from Ijede Transmission Station to Injection Substation IS - 4 Train Station 5.9 120 5,000
Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²) IS - 5 Owutu 2.3 30 Existing
I.S. – 1 Egbin Thermal Station 1.2 15 Existing IS - 6 Isawo 6.7 120 5,000
I.S. – 2 Ibopa 3.0 120 5000 IS - 7 Fanta Road 6 120 5,000
I.S. – 3 Ijede Road 4.8 120 5000 IS - 8 Jokoro 5.8 120 5,000
I.S. – 4 Proposed Institutional Uses 4.8 120 5000 IS - 9 Eyita Ojokoro Road 8.1 120 5,000
I.S. – 5 Ginti 9.6 120 5000 IS - 10 Ikorodu Cbd 4 120 5,000
I.S. – 6 Agura Gberigbe Road 10.2 120 5000 IS - 11 Ipakodo 7.6 120 5,000
I.S. – 7 Agura 6.2 120 5000 IS - 12 Ologede 10 120 Existing
TOTAL 39.8 30,000 IS - 13 Majidun Ilaje 12.4 120 5,000
IS - 14 Near Odogun 15 120 5,000
TOTAL 92.4 60,000

Ikorodu - Draft Final Report (2016 - 2036) 445


Table 9.68: 33kv Network Cable from Ikosi-Ejinrin to Transmission Station to Injection Sub-Station
Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²)
IS - 1 Ikordu Itoikin Road 13.2 15 Existing
IS - 2 Proposed Recreational Park 17.1 120 5,000
IS - 3 Oke Odo 20.9 120 5,000
IS - 4 Ago- Hausa 24.7 120 5,000
IS - 5 Proposed Agbowa Ind. Acquisition 17.1 120 5,000
IS - 6 Proposed Agricultural Zone 26.6 120 5,000
TOTAL 119.6 25,000

Table 9.69: 33kv Network Cable from Imota to Transmission Station to Injection Sub-Station
Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²)
IS - 1 Proposed Wildlife Park 1.2 120 5,000
IS - 2 Gberibe - Imota Road 4.9 120 5,000
IS - 3 Proposed Cbd 8.8 120 5,000
IS - 4 Proposed Ind. Park 14.8 120 5,000
IS - 5 Caleb University 20.5 120 5,000
IS - 6 Proposed Ikorodu Abatio 8.6 120 5,000
IS - 7 Proposed Agricultural Zone 10 120 5,000
IS - 8 Proposed Institutional Use 13.2 120 5,000
IS - 9 Imota 7.2 15 Existing
TOTAL 89.2 40,000

Table 9.70: 33kv Network Cable from Agboyi-Ketu toTransmission Station to Injection Sub-Station

Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²)
IS - 1 Oriba 1.2 120 5,000
IS - 2 Proposed New Town High Residential Area 3.8 120 5,000
IS - 3 Proposed Owode Onirin Industrial Park 3.1 120 5,000
IS - 4 Proposed Train Park 5.3 120 5,000
IS - 5 Proposed Water Park 2.6 120 5,000
IS - 6 Ajegunle 6.7 15 Existing
TOTAL 22.7 25,000

Table 9.71: 33kv Network Cable from Ikosi-Isheri to Transmission Station to Injection Sub-Station
Injection Substation Location Total Length (Km) Capacity (Mva) Land Size Required (m²)
IS - 1 Idena 7.4 120 5,000
IS - 2 Itowolo 7.7 120 5,000
TOTAL 15.1 10,000

446 Ikorodu - Draft Final Report (2016 - 2036)


Road & Park Lighting
The street lighting, traffic signals and park lighting installation for Distance between 2poles................40m Arrangement Type.......................Double row with offset
the Ikorodu sub-region will be carried out in accordance with In-
Arrangement type..........................Single row No of luminaire per pole...............2
ternational and Local Regulations. The street lighting system will
consists of single arm and / or double arm steel poles with different No of luminaire per pole...............2 Option 2:
heights for the Arterial, Collector and Local roads. The poles will
be constructed with galvanised steel supported on concrete foun- Luminaire Mounting Height.............10 x 1.5m arm
dation. Collector Road Type of proposed Luminaire.............Thorn 96270349
Lighting Design Criteria Option 1: Distance between 2 poles.................40m
The street lighting installation for the several types of road will be Luminaire Mounting Height..............12m x 1.5m arm Arrangement Type............................Single row
carried out in accordance with "recommendations for the lighting
of roads for the motorized traffic" Standard Code BS 5489 - 1: 2013 Type of proposed Luminaire..............Thorn 96 264 346 Dyana LED No. of Luminaire per pole................1
Luminaire Flux .................................13,640m
Proposed Lighting Installations
Luminaire Wattage............................167W
The proposed lighting installations will be based on the use of Light-
ing Emitting Diode (LED) lamps. These types of lamps have been Distance between 2 poles..................50m
selected for their long life, energy conservation and high efficacy in Arrangement Type.............................Double row, opposing
addition to their good appearance. Calculations are based on the
road classification R3 with QO – 0.07 and a maintenance factor of No. of Luminaire per pole..................1
0.83. Two options are being considered for each road. They are:
Option 2:
Arterial Road
Luminaire Mounting Height.............12 x 1.5m arm
Option 1:
Type of proposed Luminaire..............Thorn 96 264 346 Dyana LED
Luminaire Mounting Height..............12 x 1.5m arm
Luminaire Flux..................................13,640m
Luminaire mounting Height...............12m x 1.5m arm
Luminaire Wattage.............................167W
Luminaire Flux .................................13,640m
Distance between 2 pole....................50m
Luminaire Wattage............................67W
Arrangement Type..............................Single row
Type of proposed Luminaire..............Thorn 96 264 346 Dyana LED
No. of Luminaire per pole..................2
Distance between 2 poles.........................60m
Arrangement Type..........................Double row
Local Roads
No. of Luminaire per pole...............1
Option 1:
Option 2: Luminaire Mounting Height..........12 x 1.5m arm
Luminaire Mounting Height .........12.0m x 1.5m arm Type of proposed Luminaire..........Thorn 96 264 346
Type of Proposed luminaire...........Thorn 96 264 346 Dyana LED Luminaire Flux..............................13,640m
Luminous Flux ...............................13,640m Luminaire Wattage........................167W
Luminaire Wattage.........................167 W Distance between 2 poles..............60m

Ikorodu - Draft Final Report (2016 - 2036) 447


9.5 Telecommunication

This Section provides an overview of the telecommunications


and Closed-Circuit Television (CCTV) infrastructure goal and
objective for Ikorodu Sub-Region. It incorporates the communi-
ty basic service needs, the existing telecommunications facilities
and infrastructure plans that will meet an expected smart city
technology by year 2036. The proposed framework is designed
to connect narrowband and broadband data services (voice,
internet connection, Video, VoIP, etc.) to serve every residence,
facility, Industry and institutions.
The planning is prepared with the understanding that build-
ing of telecommunications stations, implementation of new
distribution network (fibre network telecommunications) will
provide services to both the existing built-up and planned areas.
The existing situation in the sub-region focuses on Telecoms
Tower (Base Stations) and Fibre cable network infrastructure.
This includes an overview of the available value-added tele-
communications services, such as the GSM network and Internet
connectivity in the Region.
During the baseline studies, identified issues for telecommunica-
tion include:
• Many subscribers do not have access to modern telecommu-
nication services such as high-speed internet, HDTV.
• Non-provision of public access WIFI Network.
• Unsightly Telecom Cell Towers within the sub-region.

The Telecoms towers in the Sub-Region are about 153. SWAP


Tower controls 17, the total of 18 are owned by Helios Tower
and MTN owned 5. IHS Tower controls 52, 9mobile has 39 and
Airtel owned 32, which is under American Towers supervision,
while Globacom controls its own BTS as shown in Table 9.72, Figure 9.45: Distribution of GSM Tower across the Sub-Region
while Figure. 9.45 gives graphical illustration of the spread of
various operators.

448 Ikorodu - Draft Final Report (2016 - 2036)


Table 9.72: Tower Locations and Addresses in the Sub-Region with their Operators
A. MTN C. HELIOS
S/N Site Address Long Deg Lat Deg Site Id S/N Site Address Long Deg Lat Deg Site Id
1 Pengo Ikorodu 3.565094 6.624308 LG2142 1 No. 18 Chima Udeze Street, Blessing Estate, Behind 3.473222 6.557278 HT/SW/LA/022
2 IHS Colo IGBOKUTA 3.660689 6.621881 LG4649 Keme Balogun College, Ibeshe, Ikorodu, Lagos State
3 Oduntan Street Beside PHCN Office, Oke, Ejinrin 3.894581 6.615889 LG4908 2 No. 36 Igbogbo Road, Ikorodu, Lagos State 3.514556 6.607220 HT/SW/LA/031
4 Offin Road Baiyeku Ikorodu 3.524103 6.518194 LG4094 3 No. 46 Abayomi Street, Olutoye B/Stop, Owutu/Isa- 3.480556 6.653444 HT/SW/LA/037
wo Road, Agric, Ikorodu, Lagos State
5 Poboyejo Street, Odonla 3.530667 6.665611 LG4557
4 12 Ejinrin Ekun, off Lasunwon Road, Opposite Laspo- 3.509300 6.652939 HT/SW/LA/071
tech First Gate, Ikorodu, Lagos State
B. SWAP
5 20 Ogunowo Street, Ita-Oluwo, Ikorodu, Lagos State 3.507961 6.682181 HT/SW/LA/081
S/N Site Address Long Deg Lat Deg Site Id 6 No. 2 Church Street, Ayegbami, Igbogbo, Ikorodu, 3.514556 6.593611 HT/SW/LA/082
1 Plot 21 Abayomi Odubena Street, Olutoye B/ 3.47941 6.6535 SW/LAG/302 Lagos, Lagos State
Stop off Isawo Road, Agric Ikorodu, Lagos. 7 19120 Nathaniel Osagie Avenue, Laniyan Estate, 3.419731 6.608511 HT/SW/LA/092
2 Abimbola Onayemi Olatunji Street, Ewu Elesin 3.56508 6.62081 SW/LAG/374 Ikorodu Road, Owode, Ajegunle, Lagos State
Behind Framich Primary School, Ijede Rd. 8 No 3 Beatrice Kolawole Street, off Obasekumade 3.483611 6.611667 HT/SW/LA/101
3 1 Olatufewa Street Igbogbo, Ikorodu Lagos 3.514933 6.59366 SW/LAG/333 Road, Ipakodo, Ikorodu, Lagos State
State. 9 26 Ayayo Road, Imota, Lagos State 3.671389 6.667500 HT/SW/LA/130
4 3, Ladejobi Street, Ita Laje-Aga Ikorodu Lagos 3.505 6.609166667 SW/LAG/354 10 Itele Road, Morocco Compound, Maya, Ilori-Ijo, 3.576900 6.653911 HT/SW/LA/131
5 off Ikorodu Town, Ikorodu. 3.5154 6.66058 SW/LAG/070 Ikorodu, Lagos State
6 114B, Anibaba Str, Off Iresha Rd. Ikorodu. 3.51208 6.61208 SW/LAG/094 11 Ikorodu Express Road 2, Majidun, Ikorodu, Lagos 3.473211 6.620169 HT/SW/LA/160
7 123 Lagos Road Ikorodu 3.48968 6.62462 SW/LAG/355 State
8 Km 4 Ikorodu-Lagos Express-way, Majidun 3.44851 6.61934 SW/LAG/134 12 Eyita Estate, Ikorodu, Lagos State 3.504819 6.627961 HT/SW/LA/161
Ikorodu, Lagos. 13 No 45 Ijede Road, Itamaga, Lagos State 3.539800 6.632281 HT/SW/LA/234
9 5 Thermal Station Road, Egbin Ijede, Ikorodu , 3.60288 6.56331 SW/LAG/131 14 11, Ibidapo Street, Church Close, Owutu Market, Oja 3.483670 6.621760 HT/SW/LA/241
Lagos. Bus-stop, Ikorodu, Lagos
10 Mr. Bisoye Ibrahim Oshinloye St, Igbokuta, 3.66069 6.62188 SW/LAG/370 15 5/7, Unity Crescent, Unity Estate, Ojokoro, Owutu, 3.486140 6.643730 HT/SW/LA/477
Imota, Agric, Ikorodu, Lagos
11 Isiwu Town, Off Lagos-Ijebu Road, Lagos 3.62608 6.66455 SW/LAG/369 16 2 & 3 Ogunbowan Street off Oshorun road, Isashi 3.480500 6.553920 HT/SW/LA/507
12 8 Onileaje Adeoye Str, Itowolo AJ, Ikorodu 3.4407 6.6142 SW/LAG/326 Ibeshe, Ikorodu
Road Lagos 17 Afolabi Yusuf Str, Off Efunlaruja Str, Ojoro Mosan Vil- 3.492683 6.648983 HT/SW/LA/541
13 3 Orofo Street, (Opp. LASPOTECH) Ikorodu 3.5094 6.6513 SW/LAG/330 lage, Ori Okuta, Ikorodu West LGA
Lagos 18 Sola Mogaji Street, Off Justice Longe Crescent, GRA, 3.491110 6.592030 HT/SW/LA/551
14 19 David Crescent, Ipakodo Ikorodu, Lagos. 3.49441 6.60025 SW/LAG/156 Ipakodo, Ikorodu.
15 No. 1 Amaeze Ajayi Street Off Ojokoro Ayifa 3.50547 6.62973 SW/LAG/357
Road Ikorodu
16 Itaoluwo Street, by Itaoluwo B/Stop (Beside 3.50784 6.68286 SW/LAG/348
PZ). Ikorodu Lagos
17 40, Owoduni Street, Off Ikosi Rd, Off Ikorodu 3.384351944 6.60123 SW/LAG/210
Road

Ikorodu - Draft Final Report (2016 - 2036) 449


D. 9MOBILE
S/N Site Address Long Deg Lat Deg Site Id
1 2, Oba Oyefusi Road, Ikorodu 3.49630 6.62235 B3045
2 No11, Dauda Street, Igbogbo, Ikorodu, Lagos 3.51962 6.59412 B3051
3 1, Aliyu Sanusi Street, Ita Oluwo 3.50858 6.68194 B3052
4 No 47, Otunba-Adetilewa, Ori-Okuta, Ikorodu 3.48169 6.65300 B3055
5 8 Rasaki Bello Street Ajegunle Ikorodu Road, Ikorodu Lagos. 3.42035 6.60860 B3071
6 5 Abubaka Street, Abuja Village Off Owode Ibeshe Road, Ikorodu, Lagos State 3.49254 6.57383 B3160
7 Plot 6 Adebayo Aniyera Street, Ijede, Ijede LGA, Lagos State 3.59017 6.57491 B3162
8 By Gbaga Bus Stop Opp. Bestar Nurs. Pri. School, Boge Town, Along Ijede Road, Ikorodu, Lagos State 3.55282 6.62600 B3163
9 Plot 100, Shagamu Road Ikorodu, Lagos State 3.51128 6.63464 B3166
10 10,Ita Oloja Road By Mountain Of Fire, Ikorodu Lagos 3.51269 6.65761 B3167
11 28, Ganiyu Street, off Ishawo Igbo Olomu Road, Ikorodu, Lagos State 3.46540 6.66966 B3168
12 Along Ikorodu Road by Cele(Block Factory) Bus-stop Ikorodu Lagos 3.45454 6.62171 B3172
13 Tosfeb Montessori Nur./Basic Schools, Oke Agbo Junction, Gberigbe Orelade, Ikorodu Lagos State 3.62390 6.60083 B3173
14 28 Ibadan Street, Owode-Onirin, Ikorodu, Lagos State 3.42168 6.60032 B3191
15 5, Ajayi Close, Eyita Ikorodu North, Ikorodu, Lagos State 3.50481 6.62832 B3682
16 Ikorodu BSC, Banjoko Ogidi Estate Ginti, 45, Ewu-Elepe Residential Scheme, Ikorodu, Lagos State 3.57228 6.60288 B3683
17 No 5, Kamoru Raheem Street, Itele Audu, Maya Road, Ikorodu, Lagos state 3.57232 6.66778 B3684
18 Oremeji Street, Agura, Ikorodu, Lagos State 3.62875 6.57904 B3974
19 1,Rashidi Lamidi Street ,Weigh Bridge B/Stop, Ikorodu Road, Lagos State 3.41321 6.60349 B3993
20 Karon Gas, Along Lagos Ikorodu Road, Owode Onirin, Lagos State 3.41259 6.61201 B5047
21 Plot at Middle belt, Logun Logun, Igbo - Olomo area, Ikorodu, Lagos State 3.47006 6.68720 B5089
22 18 Muftaau Odintan Abafin Compound, Ogijo Ikorodu, Lagos State 3.52011 6.69817 B5091
23 22,F&G Road Odonla Ikorodu Lagos 3.53660 6.67586 B5093
24 7 Agbaje Iloro Street Off Odonla Road Odogunyan Ikorodu, Lagos State 3.52350 6.66444 B5094
25 Blk Plot 1, Agbede Meeting Oloshugbo Road, Ikorodu, Lagos State 3.47850 6.66507 B5095
26 2 Joseph Adeyeba Crescent Oko Pineapple Ojokoro, Ikorodu, Lagos State 3.49727 6.64096 B5097
27 24, Ibuowo Street Ebute Ipakodo, Ikorodu, Lagos State. 3.48756 6.61100 B5098
28 23, Yomi Oshinkoya Crescent Solebo Estate, Ikorodu, Lagos State 3.49947 6.60083 B5099
29 7 Osholigbehin Street Off Awolowo Road, Oke-Ota Ona Grammar School, Ikorodu Lagos State 3.52122 6.62038 B5100
30 1, Igoriola Block Industry, Erunwen Road, Ikorodu - Lagos State 3.53796 6.61461 B5101
31 Waloye Hotel Parafa Ikorodu Lagos State 3.55443 6.64427 B5103
32 9 Obaijaola Street, Elepe Town, Ijede Road Via Ikorodu, Igbogbo-Baiyeku LGA, Lagos State 3.56694 6.61504 B5104
33 Plot Behind Methodist Primary School, Oke- Eleku, Ikorodu, Lagos State 3.58940 6.60235 B5106
34 Igbe Laara Village Off Ijede Road Ikorodu Lagos 3.56818 6.58928 B5107
35 Idi-Orogbo site, Agunfoye Igbogbo Ikorodu, Lagos State 3.54982 6.56792 B5108
36 Church Street, Off Akin Ogunlewe Way, Igbogbo, Ikorodu Lagos State. 3.52978 6.58346 B5109
37 1 Anu Oluwapo Street Offin Road, Igbogbo, Ikorodu, Lagos State 3.50983 6.55757 B5110
38 1, Oluwakemi Street, Oluwakemi Bus Stop, Oke-Oko Isawo Ikorodu 3.21392 6.57892 B5161
39 1, Owoseni Street, Obadore, Isheri , Lagos State 3.21909 6.51952 B5676

450 Ikorodu - Draft Final Report (2016 - 2036)


E. AIRTEL
S/N Site Address Long Deg Lat Deg Site Id
1 1, Akesan Str., Itowolo, Ikorodu Road, Ikorodu, Lagos. 3.44047 6.61253 LG0062
2 94, Owode-Ibeshe Road, Baale Bus/Stop, Owode Ikorodu, Lagos 3.48158 6.56935 LG0084
3 21 Fal Alara Avenue, Off Otunubi Road. Palace B/Stop, Ori-Okuta, Ikorodu, Lagos State 3.48461 6.65033 LG0246
4 Osholonge Street, Owutu Agric B/Stop, Ikorodu Town 3.48442 6.62565 LG0277
5 No. 13, Musade Street, Ikorodu Town, Lagos 3.48976 6.65291 LG0285
6 Beach Rd Owutu 3.47794 6.63885 LG0287
7 No. 9 Atinuke Agoro Street, Aga, Ikorodu, Lagos 3.50334 6.59932 LG0350
8 Solumade Area, Off Baiyeku Road, Igbogbo, Ikorodu 3.53489 6.54883 LG0602
9 Mama Tunde Building, Lambo, Lasunwon, Sawmill, Santana Ice Cream Building, Ikorodu Garage, Ikoro- 3.51326 6.64311 LG0913
du
10 14 Obatedo Street Agbowa Town Ikorodu Lagos 3.71487 6.64809 LG0924
11 No. 9, Odugunwa Street, Behind 1st Bank, Ikorodu, Lagos 3.49633 6.62509 LG0989
12 Behind Central Mosque, Ikorodu 3.50491 6.61999 LG0990
13 2 Disu Adeigbe Street, Off Ebute Road Ikorodu 3.49987 6.61175 LG0995
14 28/30 Old Ojokoro Owutu Agric, Ikorodu, Lagos 3.48646 6.6363 LG1632
15 Lajo Junction, Aiyegbami Village, Lajo Road, Igbogbo Ikorodu Lagos 3.51344 6.56418 LG1634
16 Ibeshe 3.48067 6.55577 LG1638
17 14/16 Aderibigbe Shitta Street, Ipakodo, Ikorodu 3.49103 6.58765 LG1640
18 Behind PZ Quarters, Alara Street, Losi Oba, Opposite Barracks, Losi Oba, Odogunyan, Ikorodu 3.51313 6.67777 LG1641
19 1 Otunba Awolesi Street Along Ijede Road, Ewu Elesin, Ikorodu 3.56528 6.61751 LG1797
20 Along Ere Road, Iiogbo, Ajangbadi, Lagos 3.14232 6.47274 LG1858
21 Selewu Igbogbo, Ikorodu, Lagos 3.53166 6.58428 LG2010
22 Eruwen Estate Ikorodu 3.53734 6.61067 LG2011
23 Selewu, Igbogbo, Ikorodu, Lagos State 3.60111 6.64775 LG2005
24 Oledeinde Town, Igbe, Igbogbo, Baiyeku, Ikorodu, Lagos 3.56634 6.59253 LG2008
25 Space At Igbala Town, Beside Deeper Life Camp, Ikorodu, Lagos State 3.64817 6.58966 LG2004
26 Odomode Olowo Compound Imagbon Imowo-Nla 3.60058 6.6169 LG2006
27 No 45 Oke-Eletu Ijede Road, Oke Eletu, Ikorodu 3.57058 6.59711 LG2009
28 At Egbin Rd, Off Ijede Rd, Ikorodu LGA. 3.6019 6.5638 LG2264
29 11 Kamoru Raheem Str, Itele Andrew, Ikorodu, Lagos 3.57275 6.66545 LG2108
30 No 6 Otuniyi Street Agbede Road Ajegunle Ikorodu Lagos State 3.49337 6.68287 LG2179
31 Glory Standard Block, Elepete Via Igbo Olomu, Ikorodu Lagos 3.46529 6.70041 OG0803
32 Moshood Abiola Road, Majidun, Ikorordu LGA 3.459 6.618361 LG1405

Ikorodu - Draft Final Report (2016 - 2036) 451


F. IHS
S/N Site Address Long Deg Lat Deg Site Id
1 Oke Oko Street, Ayetoro Road, Baiyeku, Ikorodu, Baiyeku-Igbogbo LGA, Lagos State 3.55319 6.54355 IHS_LAG_018
2 Plot of land at Agaward, Ikorodu LGA, Lagos 3.50748 6.60644 IHS_LAG_033
3 No 15 Igbe Ogunro Road, Ijede Ikorodu Lagos 3.57027 6.57204 IHS_LAG_034
4 3/7, Ademoti Adedokun Crescent, Onimedo Ita Oluwo, Ikorodu Lagos 3.50156 6.68709 IHS_LAG_037
5 Molupa Str., Off Eluku Road, Ikorodu, Lagos State 3.51059 6.61526 IHS_LAG_038
6 Olusegun Asekuro Street, Eyita Ojokoro Ikorodu, Lagos 3.49818 6.64144 IHS_LAG_039
7 Renecon Road, Macauley Way, Bayeku, Ikorodu, Lagos 3.53702 6.5509 IHS_LAG_043
8 No 37, Ajose Str., Off Isawo Rd, Agric, Ikorodu, Lagos State 3.47966 6.63062 IHS_LAG_048
9 Property at Otuja Family Land, Off Ikorodu-Shagamu Road, Agbala Ikorodu, Lagos 3.50807 6.63139 IHS_LAG_068
10 A Piece of Land At 8, Governor Gbolahan Mudashiru Street, Hilltop Estate Ikorodu Lagos-State 3.53278 6.6246 IHS_LAG_074
11 Aina Atiloye St, Off Forey Rabiu St, Lowa Estate, Ikorodu 3.492134 6.62083 IHS_LAG_090V
12 16,Ori-Ire Nitemi B/Stop, Itoikin-Lagos Road, Parafa 3.557356 6.644344 IHS_LAG_132V
13 Oriola Oladujoye Street, Agbala Ikorodu 3.506284 6.631275 IHS_LAG_133V
14 Plot 8, Olusola Crescent, Ori Okuta, Agric B-Stop, Ikorodu 3.482727 6.648394 IHS_LAG_134V
15 Christ Followers Church Of Nigeria Km4, Lagos Ikorodu Expressway Lagos 3.448646 6.619614 IHS_LAG_135V
16 241, Lagos Road, Ikorodu 3.479318 6.620975 IHS_LAG_136V
17 2, Olaleye St, Odogunyan, Ikorodu 3.515213 6.66017 IHS_LAG_149V
18 25, Pashokun Street, Ikorodu 3.504781 6.610139 IHS_LAG_150V
19 12, Aje Street, Opopo Imota, Ikorodu 3.672338 6.6682 IHS_LAG_187V
20 1, Alado Comp'd, Opp Isiu Grammar School, Ikorodu 3.624773 6.661186 IHS_LAG_188V
21 23, Ganiu Hazzan Street, Offin- Ile Ikorodu 3.506793 6.544596 IHS_LAG_215V
22 Likosi Town Powerline Road, Off Sagamu-Ikorodu Road Mossomi, Lagos 3.538734 6.763476 IHS_LAG_701E
23 2, Oba Oyefusi Road, Ikorodu 3.4963 6.62235 IHS_LAG_721E
24 No. 11, Dauda Street, Igbogbo, Ikorodu, Lagos 3.51962 6.59412 IHS_LAG_726E
25 No. 47, Otunba-Adetilewa, Ori-Okuta, Ikorodu 3.48169 6.653 IHS_LAG_729E
26 8 Rasaki Bello Street Ajegunle Ikorodu Road, Ikorodu Lagos. 3.42035 6.6086 IHS_LAG_741E
27 5 Abubaka Street, Abuja Village Off Owode Ibeshe Road, Ikorodu, Lagos State 3.49254 6.57383 IHS_LAG_797E
28 Plot 6 Adebayo Aniyera Street, Ijede, Ijede LGA, Lagos State 3.59017 6.57491 IHS_LAG_798E
29 By Gbaga Bus Stop Opp. Bestar Nurs. Pri. School, Boge Town, Along Ijede Road, Ikorodu, Lagos State 3.55282 6.626 IHS_LAG_799E
30 Plot 100, Shagamu Road Ikorodu, Lagos State 3.511278 6.6346389 IHS_LAG_800E
31 10, Ita Oloja Road By Mountain Of Fire, Ikorodu Lagos 3.512694 6.657611 IHS_LAG_801E
32 28, Ganiyu Street, Off Ishawo Igbo Olomu Road, Ikorodu, Lagos State 3.4654 6.66966 IHS_LAG_802E
33 Along Ikorodu Road By Cele (Block Factory) Bus-Stop Ikorodu Lagos 3.45454 6.62171 IHS_LAG_804E
34 Tosfeb Montessori Nur./Basic Schools, Oke Agbo Junction, Gberigbe Orelade, Ikorodu Lagos State 3.6239 6.60083 IHS_LAG_805E
35 28 Ibadan Street,Owode-Onirin, Ikorodu, Lagos State 3.42168 6.60032 IHS_LAG_812E
36 Plot At Middle Belt, Logun Logun, Igbo - Olomu Area, Ikorodu, Lagos State 3.47006 6.6872 IHS_LAG_893E
37 18 Muftaau Odintan Abafin Compound, Ogijo Ikorodu, Lagos State 3.520111 6.698167 IHS_LAG_894E
38 22, F&G Road Odonla Ikorodu Lagos 3.5366 6.67586 IHS_LAG_895E

452 Ikorodu - Draft Final Report (2016 - 2036)


S/N Site Address Long Deg Lat Deg Site Id
39 7 Agbaje Iloro Street Off Odonla Road Odogunyan Ikorodu, Lagos State 3.5235 6.66444 IHS_LAG_896E
40 Blk Plot 1, Agbede Meeting Oloshugbo Road, Ikorodu, Lagos State 3.478498 6.665066 IHS_LAG_897E
41 2 Joseph Adeyeba Crescent Oko Pineapple Ojokoro, Ikorodu, Lagos State 3.497265 6.640959 IHS_LAG_898E
42 24, Ibuowo Street Ebute Ipakodo, Ikorodu, Lagos State. 3.48756 6.611 IHS_LAG_899E
43 23, Yomi Oshinkoya Crescent Solebo Estate, Ikorodu, Lagos State 3.49947 6.60083 IHS_LAG_900E
44 7 Osholigbehin Street Off Awolowo Road, Oke-Ota Ona Grammar School, Ikorodu Lagos State 3.52122 6.62038 IHS_LAG_901E
45 1, Igoriola Block Industry, Erunwen Road, Ikorodu - Lagos State 3.53796 6.61461 IHS_LAG_902E
46 Waloye Hotel Parafa Ikorodu Lagos State 3.55443 6.64427 IHS_LAG_903E
47 9 Obaijaola Street, Elepe Town, Ijede Road Via Ikorodu, Igbogbo-Baiyeku LGA, Lagos State 3.56694 6.61504 IHS_LAG_904E
48 Plot Behind Methodist Primary School, Oke- Eleku, Ikorodu, Lagos State 3.5894 6.60235 IHS_LAG_905E
49 Igbe Laara Village Off Ijede Road Ikorodu Lagos 3.56818 6.58928 IHS_LAG_906E
50 Idi-Orogbo Site, Agunfoye Igbogbo Ikorodu, Lagos State 3.52978 6.58346 IHS_LAG_907E
51 Church Street, Off Akin Ogunlewe Way, Igbogbo, Ikorodu Lagos State. 3.54982 6.56792 IHS_LAG_908E
52 1 Anu Oluwapo Street Offin Road, Igbogbo, Ikorodu, Lagos State 3.50983 6.55757 IHS_LAG_909E

9.5.1 Radio Stations in Ikorodu Sub-region c. Data Services Platform: Internet web access, Intranet, E- mail system, ftp, LAN,
A sizable number of international and local radio broadcasting stations such VPN, VPL, music streaming, music on demand, Network Management System,
as Voice of Nigeria(VON)Transmission Station, Radio Nigeria, Federal Radio etc.
Corporation of Nigeria (FRCN), Radio Lagos and Caleb Radio Station owned by d. Voice Services Platform: fixed telephony, IP telephony, fixed and mobile wire-
Caleb University are in the sub-region as shown in Table 9.73. less voice communications.
e. Other ELV Systems: Building Management System (BMS).
Table 9.73: Radio Stations in Ikorodu Sub–Region • Access Control & Security Systems / CCTV / Intrusion Detection.
• Fire Alarm System.
S/N Station Location Type of Remark
Broadcasting • E-Government.
• E-Services / Maps (GIS) /Schedules.
1 Voice of Nigeria Transmission Station Ibeshe International Functional
• E-Banking.
2 Radio Nigeria Ijede Local Non-Functional • E-Work /E-Commerce.
3 Radio Lagos Transmission Station Itamaga Local Functional • E-Learning.
4 FRCN Ibeshe Local Functional • Utility Systems Telemetry (electricity, gas, fire, temperature, etc.).
5 Caleb Radio Station Imota Local Functional • Utilities Monitoring, Control and Automation.
Source: IKMP Field Survey, 2016 • Environment Monitoring.
• Emergency / Safety Management.
• Traffic Monitoring and Control.
9.5.2 Telecommunication Services To Be Provided
• Smart Roads / Hot Lanes / Traffic Lights.
FTTH is a broadband telecommunication which is based on Fibre Optic cables and • Emergency Lighting Systems.
associated optical electronics for delivery of multiple advanced services to homes • Parking Management Systems.
and business. Fibre to the Home (FTTH) shall be deployed in the Sub-Region to • Points of Sales.
provide the following: • Lighting Control.
a. Surveillance/ Security Infrastructure including CCTV. • Telematics.
• Internet / Multimedia Services / TV to the Car.
b. Voice Services Platform: fixed telephony, IP telephony, fixed and mobile wire- • Tele-Medicine.
less voice communications. • Location Based Services.

Ikorodu - Draft Final Report (2016 - 2036) 453


9.5.3 Surveillance/ Security Including Cctv
Security systems is designed, utilising the fibre optic infrastructure
allowing security to monitor the security points and other public
areas from anywhere within the community and from outside.
Wireless IP Cameras shall be considered for this proposal.
a. Wireless IP Video Surveillance System
Wireless solutions are the best and most cost-effective option for
IP video surveillance installations in cities and sub-regions. The
components needed for the wireless IP cameras solution for
Ikorodu Sub-region shall include: IP Wireless CCTV Cameras,
Transmitters, Receivers, Control Antennas, and Control Transmit-
ters.
The IP cameras connectivity with the components mentioned
above is shown below (see Figure 9.47).

b. Camera Coverage
The Wireless IP Cameras selected for this proposal are IP66 Pole
mounted high definition PTZ dome and IP66 Pole mounted high
definition fixed camera, Panasonic product, one of the leading
products globally. All Arterial and collector roads will be smartly
monitored to:
• Support police to maintain Law and Order
• Improve Traffic Management
• Monitoring of suspicious people, vehicles, objects etc. with Figure 9.46: Typical Wireless IP Cameras and Transmitters
respect to protecting life and property and maintaining law
and order in the city.
• Continuous monitoring of some vital installations/ public plac- Table 9.74: CCTV Assumptions and Planning Parameters for Ikorodu Sub-Region
es in area for keeping an eye on regular activities & for disaster
management support Category Working Assumptions Bandwidth
• Providing alerts/ feedback to the Police Department about ab-
CCTV # of Major Street/Highway CCTV cameras 0.1km/camera
normal movements/ suspicious objects etc.
CCTV Camera Bandwidth (Mbps) 1.5

c. Distribution Network
equipped with an RF Signal boater to avoid line drops. The RF transmitter which is a PoE (Power Over Ethernet) device shall be powered
A total of 4750 IP cameras are designed to be installed along
by the nearest fibre optic network. IP cameras on each loop shall be monitored from the base stations located in the LCDAs headquarters
475km roads (arterial - 165 and collector - 310) with 0.1km range
and a repeater station in the police station for proper screens monitoring and crime management. Wide area network transmitters shall be
apart for the sub-region.
wirelessly connected to a central unit which shall be in Itamaga, Ikorodu for centralised monitoring of the whole sub-region as shown in
Each CCTV base station contains a wide-area transmitter which Figure 9.48.
set up a wide area signal that communicates with all the transmit-
ters in each of the LCDAs. Each loop of the transmitters shall be

454 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.47: Proposed Main Cctv Schematic Diagram For Ikorodu Sub-Region

Ikorodu - Draft Final Report (2016 - 2036) 455


Figure 9.48: Proposed CCTV Schematic Diagram For Igbogbo Baiyeku LCDA

456 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.49: Proposed CCTV Schematic Diagram For Ikorodu North LCDA

Ikorodu - Draft Final Report (2016 - 2036) 457


Figure 9.50: Proposed CCTV Schematic Diagram For Ijede LCDA

458 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.51: Proposed CCTV Schematic Diagram For Imota LCDA

Ikorodu - Draft Final Report (2016 - 2036) 459


Figure 9.52: Proposed CCTV Schematic Diagram For Ikorodu LGA

460 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.53: Proposed CCTV Schematic Diagram For Ikorodu-West LCDA

Ikorodu - Draft Final Report (2016 - 2036) 461


Figure 9.54: Proposed CCTV Schematic Diagram For Ikosi-Ejinrin LCDA

462 Ikorodu - Draft Final Report (2016 - 2036)


Figure 9.55: Proposed CCTV Schematic Diagram For Ikosi-Isheri LCDA

Ikorodu - Draft Final Report (2016 - 2036) 463


Figure 9.56: Proposed CCTV Schematic Diagram For Agboyi Ketu LCDA

464 Ikorodu - Draft Final Report (2016 - 2036)


9.5.4 Ftth Infrastructure Table 9.75: Bandwidth Estimation Assumptions & Planning
Fibre-To-The-Home / Business shall be implemented in the Sub- Parameter
c. Network Strategy
Region utilising fibre optic cable. The following section presents Category Working Assumptions Bandwidth
the various design guidelines and considerations that should be The fibre optic cable shall be laid on both side of the arterial and
followed in designing the civil and cable works infrastructure. It HSI Residential & Business Bit rate (Mbps) 0.128 collector roads (with minor collector roads) in the Ikorodu Sub-
also explains the characteristics of the different network compo- VoIP VoIP Erlang per Line (average hour) 0.12 Region for easy connectivity to user on demand. Each LCDA shall
nents that should be included in the design. The design and size of be connected from the central office via feeder fibre cable to the
VoIP Bandwidth (Mbps) 0.064
cables, ducts, pathways and manholes of the network should be Distribution Unit centrally located at the headquarters of each of
Video Residential Video Telephony base Bandwidth 0.384
dimensioned to cater for the ultimate capacity of the sectors as well the LCDAs. The distribution point unit sited at each LCDAs head-
Telephony (Mbps)
as the technology selected to carry and deliver the required and quarters connects fibre Network to each of the proposed areas in
Business Video Telephony Bandwidth (Mbps) 0.768
evolved services. the sub-region as shown in Figure 10.15.
HDTV Bandwidth of HDTV (720x1280) --> 12
a. Design Criteria (1080x1920) (Mbps) – MPEG4 i. Core Network: There is the need to incorporate existing fibre
VoD Simultaneous VoD sessions per thousand 50 network backbone from any of the provider such as Globacom,
The implementation of FTTH concept as the latest telecommuni- dwellings MTN or main-one. Figure 10.16 shows the existing and proposed
cation infrastructure shall consider the following; fibre optic along the arterial and collector roads in the sub-re-
• Comply with Codes and Standards locally and internationally. gion.
• Bandwidth Calculations: The bandwidth forecast the peak
• Meet the specified communications requirements of systems
bandwidth required to provide adequate link for applications ii. Central Office: The central office is to house the Optical line
and equipment.
considered - High Speed Internet (HSI), Voice over IP (VoIP), Terminal OLT and Optical Distribution Frame ODF which pro-
• Safety and protection measures for People and Equipment.
Video Telephony, Closed Circuit Television (CCTV), Internet vide the necessary powering. The main distribution takes place
Protocol Television (IPTV) and Video-on-Demand (VoD). An in central office. There is a fibre link route from the backbone to
Key factors such as Cost, Energy conservation, Coordination with average bit rate (128 kbps) or a constant bit rate per user of 1 central office located in ITAMAGA area (Ikorodu LGA) which is
other design elements and System Installation, Operation & Main- Mbps is considered for IHS. the proposed location for the central office that will serve the
tenance shall be given due consideration. sub-region as shown in Figure10.16.
b. Design Considerations For VoIP, a connection for each user is assumed. The number of iii. Fibre Distribution Frame FDT: Each of the LCDAs is pro-
connections is then used to calculate the bandwidth needed for this posed to have a centralised Fibre Distribution Frame
The telecommunication services will cover the various land use in application. Normal voice has a bit rate of 64 kbps. The amount of (FDT) to easy fibre connection to consumers. The feeder
each of the LCDAs. The design and size of cables, ducts, pathways bandwidth required to carry voice over an IP network is a function cable extends from optical distribution frames (ODF) in the
and manholes of the telecoms and Surveillance system has been of several factors: central office CO to the distribution points. These points, usually
dimensioned to cater for the ultimate capacity of the sectors as well
• Codec (Coder/Decoder) and Sample Period: G.711 uses a 20 ms street cabinets are called Fibre Disruption Frames FDT. The feed-
as the technology selected based on the following;
sample period. er cable is usually connected as ring topology.
• Bandwidth: The volume of information per unit of time that a • IP Header: Used to refer to the combined IP, UDP and RTP in-
transmission medium (such as internet connection) can handle. iv. Fibre Access Terminal FAT: The FAT is connected to the fibre
formation placed in the packet. In total, the IP/UDP/RTP head-
It is expressed like 60mps. How much bandwidth you need distribution frame with different splitter levels. Access points are
ers add a fixed 40 octets to the payload.
depend on what you plan on doing with your internet connec- strategically placed throughout the fibre routes to allow easy
• Transmission Medium: the physical transmission medium is Eth-
tion. interconnection with facilities located across all the LCDA.
ernet that has 38 octets of overhead.
• Bandwidth Forecast: This is a function of the following;
It is also assumed that each user needs a connection for video tele-
* Knowledge of existing data such as assumption phony. Residential and business video telephony bitrates are spec-
* Usage Cut time ified to be 384 kbps and 768 kbps respectively, in addition to that,
for business users. For CCTV, the total bandwidth needed consists of
* Pattern in similar technology or pilot programmes bandwidth coming from cameras for street monitoring and cameras
This is necessary as too high forecast leads to extra bandwidth which for employee surveillance (inside hotels, companies, facilities, etc.).
can be costly. Conversely, too low forecast may bring about poor It is assumed that a camera requires a bandwidth of 1.5 Mbps at a
quality of product or cause other network application to suffer due frame rate of 30 fps, a resolution of 640 x 480. On the other hand,
to bandwidth capacity overflow. Table 9.75 gives some assumption camera range of 0.1 km for arterial and collector roads recording
and planning parameter for the Sub-Region. for 24/24 are considered for city surveillance.

Ikorodu - Draft Final Report (2016 - 2036) 465


Figure 9.57: Proposed Main Schematic For Fibre Network

466 Ikorodu - Draft Final Report (2016 - 2036)


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Ikorodu - Draft Final Report (2016 - 2036) 467


10
10.0 MAKING IT HAPPEN
10.1 Phasing
10.1.1 Phase One (2016 - 2021)
10.1.2 Phase Two (2021 - 2031)
10.1.3 Phase Three (2021 - 2036)
10.2 Recommendation

Chapter Ten

Ikorodu - Draft Final Report (2016 - 2036) 469


Agbekin Island
10.0 Making It Happen

The preparation of the master plan is only the first step in realizing the set vision for Ikorodu Sub-Region. It is
important to put in place an implementation strategy for the actualisation of the projects and programmes as
proposed by the master plan. This is to ensure that the master plan is not just an “on-the-shelf” document but
a dynamic decision making tool used to drive the development of Ikorodu Sub-Region over the next 20years.

The key processes considered to aid the successful implementation and actualisation of the Ikorodu Sub-Re-
gion master plan (2016 – 2036) include the following.
• Phasing Strategy – in what sequence will the proposals be implemented?
• Recommendation – what actions are required for the plan to be actualised?
• Role of MDAs – who is responsible for the implementation?
• Public Participation – how will the people accept the proposals?
• Development Guidelines – what are the Zoning requirements?

10.1 Phasing
The Ikorodu Sub-Region Master Plan consists of projects and programmes that should be systematically
executed in a seamless sequence to maximise the benefits derivable from the implementation of the master
plan. This approach will enhance the efficient and economic deployment of human, financial and other
resources for the achievement of the Ikorodu Sub-Region master plan. The phasing classification goal is to
achieve an integrated, cost efficient and seamless accomplishment of the various components of the Ikorodu
Sub-Region master plan. The identified objectives include:

a. To meet the need and aspiration of the stakeholders in the Sub-Region.


b. To ensure stakeholders' acceptance of project prioritization in the execution of the master plan.
c. To ensure the accomplishment of the plan's objectives in an efficient, economic and orderly manner.
d. To ensure seamless integration of projects and development needs of the Sub-Region.
e. To ensure proactive, flexible and amenable implementation of the master plan.

Based on our terms of reference, the plan period for the Ikorodu Sub-Region Master Plan is 20 years (2016 – 2036).
Therefore, for efficient and sustainable execution of the master plan, the 20 years period has been structured
into three (3) phases as stated below.

• Phase One: 2016 – 2021


• Phase Two: 2021 – 2031
• Phase Three: 2031 – 2036

Ikorodu - Draft Final Report (2016 - 2036) 471


10.1.1 Phase One: 2016 – 2021
The Phase One 2016-2021 period is the first five years of the are expected to serve as the commercial hubs at the western one are presented in Table 10.1 and are also indicated in Figure 10.1.
plan implementation. During this period of the master plan and eastern parts of the Sub-Region during the phase one of the
implementation, priorities are given to the quick wins and on-going implementation of the Ikorodu Sub-Region master plan.
projects in the Ikorodu Sub-Region which have been integrated The selection of projects in the phase one are streamlined with the
into the proposed master plan. Thus, emphasis is placed on the provision of infrastructure to support the economic viability and
stabilization and protection of existing land use assets, immediate During the phase one period, existing industrial areas are proposed ease of implementation. This will be backed-up by policies and
and critical needs of the communities established at the policy to be upgraded with provision of the needed infrastructure such as direct budgetary funding or joint finance and management by
focused group discussion during data collection. Generally, all the roads and power supply equipment installations. Such developments government at various levels with the private sector and multilateral
LGA/LCDAs have fair share of developmental projects in the first include Ikorodu Industrial Estate in Ikorodu North LCDA, Industrial development partners at local and international levels. Also, critical
phase with consideration to the sustainability of such projects. Hub at Igbogbo-Baiyeku LCDA, Agbowa Plank Market/Sawmill to the development of the proposed mixed development hubs at
and Ipakodo Dangote Industrial hubs. Efficient monitoring should the Lagoon front is a section of the east-west coastal road running
be put in place to protect industrial areas from encroachment by from Ipakodo through Ilemeren, Ofin, Oreta and Baiyeku linking
As shown in Table 10.1 in the phase one, five (5) areas are scheduled individuals especially the Ikorodu Industrial Estate at Odogunyan in the proposed Fourth Mainland Bridge Road. The eastern section of
for urban regeneration studies namely: Agboyi in the south western Ikorodu North LCDA . the coastal road running at the northern end of the proposed fishing
part of Agboyi-Ketu LCDA and Ogolonto in the southern part of industry, aquaculture centre and Agbowa Plank Market/Sawmill
Ikorodu West LCDA along Lagos Road. Other areas proposed for is also proposed for construction in phase one. These roads will
urban regeneration in the first phase are the core area of Ikorodu, Furthermore, with the view to laying the foundation for the economic activate development in this part of Ikorodu sub-region.
Imota and Agbowa township. These locations are the oldest urban growth of the sub-region, and more in particular, to accommodate
core that require rejuvenation to invigorate them in preparation the sporadic informal economic activities across the sub-region, in
for the transformation that the Ikorodu Sub-Region will experience this phase one of the plan implementations, some of the newly Integrated into infrastructure facilities development in phase one are
during the plan period. This will not only improve the quality of the earmarked industrial incubator centres are proposed to be opened the proposed Fourth Mainland Bridge Road, upgrading of Itoikin
environment in these locations but will enhance the social, economic for development. The industrial incubators are to be developed as Road, the proposed north-south arterial links with the first running
and cultural conditions of these settlements and their capacities to business/industrial park to accommodate the small, medium and from Maya Adamo in the north to Egbin Thermal Station in the
contribute more to the income generation for the various level of cottage industries which are currently uncoordinated across various south and the second running from Imota in the north to intersect
government. locations in the sub-region. These include the proposed industrial the proposes coastal road in the south. These arterial roads are also
incubators at the eastern border of Ogun Forest Reserve in Ikorodu supported with proposed collector roads to facilitate the smooth
West LCDA, at Ofin in the southern part of Igbogbo Baiyeku LCDA, flow of traffic and interactions in various parts of the Sub-Region.
The implementation of urban regeneration in the locations above around Agunfoye in Imota LCDA and the proposed Fishing Industry The collector roads proposed for upgrading and used to effect better
will require detailed studies and in-depth report on the regeneration at Ikosi along the Lagos Lagoon in the south eastern part of Imota spatial interaction include the following: Irawo Road, Isawo Road,
strategies most suitable for each location. In addition to the proposed LCDA. Solebo Road, Oreta Road, Baiyeku Road, Ginti-Igbe Road, Ijede
urban regeneration, the phase one period has also proposed the Road, Maya-Itele Road, Kajola Village Road, Gberigbe-Imota Road,
completion and allocation of all on-going government housing through Imota to Sagamu-Aiyepe Road, Otta Road across Itoikin
schemes to ameliorate the housing shortages in anticipation of the These incubators will complement the proposed commercial hub of Road to Ikosi Road.
exponential growth in the region at the commencement of the plan the Sub-Region at the Ikorodu Centre which infrastructure upgrade
implementation. The implementation of the plan is underpinned is earmarked to commence in phase one and the completion of
on the community participation and continuous enlightenment the on-going Imota Regional Market. The development of the
on the need for the preparation of Local Area Plans for planning Ikorodu CBD is hinged on the upgrade of three critical roads that
permit administration before commencement of development to provide accessibility to the CBD - Sagamu Road, Itoikin Road and
encourage sustainable growth in the Sub-Region. Ayangburen Road.

It is also proposed that upgrading of the current main commercial Furthermore, new institutional areas and recreational areas are
hub of the Sub-Region at Ikorodu Roundabout now classified as the also proposed at Odogunyan, Malakoko, wildlife park at Imota,
Sub-Region CBD should commence and the completion of the on- conservation area at Oke Agbo, aquaculture centre at Oriyanrin and
going construction of Imota Regional Market. These two locations agricultural zones mainly in the eastern part in Ikosi-Ejinrin LCDA to
come up within the phase one. A summary of these projects in phase

472 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 10.1: Proposed Land Use Phase 1 (2016 – 2021)


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 473


10.1.2 Phase Two: 2021 – 2031 10.1.3 Phase Three: 2031 – 2036
The phase two period 2021-2031 is the intermediate stage of plan Some of these roads are the proposed Ogun Forest Reserve Ring The phase three (2031 – 2036) which is the last phase of the
implementation covering a period of 10years. Phase two stage of Road, Ogun Forest Reserve-Isawo Road link road, Agboyi low implementation programme will see the completion of major
the master plan implementation is the consolidation period during density residential area collector road, Eyita Ojokoro Road linking infrastructure projects embarked on from both phase I & II. These
which the programmes and projects at the Phase one are coming Isawo Road, Olu Odo Road link with the coastal road and upgrading projects will provide the support required to launch the Sub-Region
on stream. This phase will consolidate on the progress made during of Erunwen Road. into a viable investment destination in Lagos State.
phase one with implementation of various urban regeneration
strategies for the blighted areas identified in Phase 1. In continuation
of this regeneration, other blighted areas in the sub-region as listed The proposed rail line for the Sub-Region will commence during
in Table 10.1 are proposed for renewal studies to establish the the second phase period with the construction of eight (8) train
appropriate regeneration and implementation strategies for each stations as shown in Figure 10.2 of the phasing land use plan. These
location. The locations scheduled for urban regeneration studies and train stations are located around Owode Onirin, Majidun, Ikorodu
implementation in phase two include Ajegunle, Itowolo, Majidun- CBD, Itamaga Central Train Station, Gberigbe, Ikosi, Ago Hausa and
Ilaje, Agric/Isawo, Mowo-Nla, Ibeshe Core, Ofin Core, Oreta Core, Agunfoye. The rail line will open up the rural-urban areas within
Baiyeku, Ebute-Iga Core, Ijede Core, Agura, Isiu and Ikosi. the Sub-Region while at same time preparing ground for various
projects/development that will emerge.

In continuation of the housing strategy in phase one and in addition


to the completion and allocation of government housing schemes, The major commercial centres at Agbede, Igbogbo and Gberigbe
new housing areas are proposed to be opened up especially for are earmarked to be implemented during the phase two period,
the medium and low-density categories. New housing schemes are while the various mixed use corridors are expected to be an on-
proposed in south eastern part of Ikosi Isheri LCDA at Idera and going process to support the commercial areas needs of the people.
the southern part of Agboyi-Ketu LCDA for low density residential More institutional areas will be implemented at the second phase,
housing schemes as well as in the central part of Ikorodu West LCDA especially in areas where adequate circulation facilities havebeen
occupying part of the Ogun Forest Reserve. Other new residential provided in form of roads and rail line. The institutional areas are in
areas earmarked for phase two period are Itowolo-Majidun Mixed the following locations Agboyi, Isheri, Majidun, Igbogbo, Itamaga,
development scheme, Otta scheme, Oke Eri Scheme, Ago Hausa Ijede, Maya-Adamo, Imota, Agbowa and Ipanmi.
Scheme and Oke Odo scheme. The development of these residential
schemes will be through varieties of methodologies which will
Also, the Owode Onirin Iron Scrap Market is to be relocated to the
include those to be fully built by government, full private developers
new location in the northern part of Agboyi town from its present
schemes, individual development and the development of site and
location which has been proposed to be used as train station. The
service schemes. Appropriate development plans must be put in
proposed industrial parks at the northern part of Ikosi Ejinrin LCDA
place to guide the development of these scheme.
at Odo Ayandelu and the one at the southern part abutting the
north eastern part of Agbowa Plank Market/Sawmill are earmarked
The east-west coastal road also tagged as the lagoon front road is for implementation in the second phase. More recreational areas
proposed to be completed at the second phase of implementation are proposed for implementation during the second phase. They
of the Ikorodu Sub-Region master plan which will cover the sections are the proposed tourism, recreational and hospitality zones at
between the fourth mainland bridge to Oke Odo and the Agbowa Ajegunle, Agboyi Water Park, Osorun/Ishashi/Ofin recreational park,
Plank Market to Orugbo Road. The construction of the northern entertainment park at Ayetoro along the Lagos Lagoon, the linear
boundary with Ogun State will commence within this phase. This park along Beere River tributaries, Ibopa recreational park, Agbowa
road is proposed to be used mainly for freight movement and also recreational park and the tourism zone and conservation zone at
serve as a major traffic pressure relief for movements to and from the Ipanmi along the Lagos Lagoon. An aquaculture zone is proposed at
core areas. All other collector roads will also be completed during the Tasan to be implemented during the second phase period.
phase two stage. This will involve upgrading and interconnectivity
of various districts hitherto separated by water bodies.

474 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 10.2: Proposed Land Use Phase 2 (2021 – 2031)


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 475


LEGEND

Figure 10.3: Proposed Land Use Phase 3 (2031 – 2036)


Source: IKMP, 2018.

476 Ikorodu - Draft Final Report (2016 - 2036)


Table 10.1: Phasing

S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
HOUSING SECTOR

1. Built-Up Areas
• Densification
2. New Development Areas
• Agboyi New Town Development
• Ogun forest Reserve Residential Zone
• Idera Residential Zone
• Itowolo-Majidun Mixed development scheme
• Otta Scheme
• Oke Eri Scheme
• Ago Hausa Scheme
• Oke Odo Scheme
3. Urban Regeneration

• Agboyi
• Ogolonto
• Ikorodu Core
• Agbowa Core
• Imota Core
• Ajegunle
• Itowolo
• Majidun-Ilaje
• Agric/Isawo
• Mowo-Nla
• Ibeshe Core
• Ofin Core
• Oreta Core
• Baiyeku
• Ebute-Iga Core
• Ijede Core
• Agura
• Isiu
• Ikosi

Ikorodu - Draft Final Report (2016 - 2036) 477


S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
COMMERCIAL SECTOR

4. Central Business Districts


• Ikorodu CBD

• Apa-Tuntun CBD
• Igbogbo CBD
• Gberigbe CBD
• Agbowa CBD
• Maya-Adamo CBD
• Agbede CBD

5. Activity Centers

• Imota Regional Market


• Igbogbo District Activity Center
• Parafa Local Activity Centre

• Ofin District Activity Center


• Agbele Local Activity Centre
• Maya Local Activity Centre
• Imota Abattoir

6. Mixed-Use Zone/Corridor

• Ikosi-Isheri Mixed Development


• Ofin-Oreta Jetty Mixed Development Hub
• Ibeshe Mixed Development Hub
• Bayeku Mixed Use Zone
• Obafemi Awolowo Mixed Use Corridor
• Igbogbo Mixed Use Corridor
• Ijede Road Mixed Use Corridor

• Itowolo Mixed Use Zone


• Majidun Mixed Use Zone
• Agbowa Mixed Use Zone
• Lagos-Ikorodu Road Mixed Use Corridor
• Isawo Road Mixed Use Corridor
• Ikorodu-Sagamu Road Mixed Use Corridor
• Bayeku Road Mixed Use Corridor
• Agura-Gberigbe Road Mixed Use Corridor

478 Ikorodu - Draft Final Report (2016 - 2036)


S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
INDUSTRIAL SECTOR
7. Incubators

• Ogun Forest Incubator center


• Ofin Incubator center
• Agunfoye Incubator center
• Ikosi Fishing Industry
• Ilemeren Fishing Industry
• Owode-Onirin Scrap Market

8. Industrial Parks

• Isiu Industrial Park


• Oreta Industrial Park
• Imota Industrial Zone
• Agbowa Industrial Acquisition
• Ibelefun Industrial Park

INSTITUTIONAL SECTOR

9. • Agboyi Institutional Zone


• Igbogbo Institutional Zone
• Itamaga Institutional Zone
• Ijede Institutional Zone
• Agbowa Institutional Zone
• Ipanmi Institutional Zone
• Imota Institutional Zone
• Maya Institutional Zone
• Ikosi-Isheri Institutional Zone
• Majidun-Awori Institutional Zone
• Itamaga Institutional Zone
• Agura Institutional Zone
• Ibelefun Institutional Zone
• Isiu Cemetery
• Ikosi-Isheri Cemetery
• Marine/Coast Security, Itowolo

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S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
RECREATION/TOURISM SECTOR

10. Recreational Parks

• Itowolo Park
• Ologode Park
• Malakoko Park
• Odogunyan Park
• Oke Agbo Park
• Mowo Nla Park
• Odo-Afa Channel Linear Park
• Owode-Onirin Park
• Agunfoye Linear Park
• Ibopa Park
• Oreta Park
• Ilemeren Park
• Isawo Park
• Itele Park
• Maya Park
• Agbowa Park I & II
• Odogunyan-Parafa Channel Linear Park
11. Hospitality/Entertainment

• Oriyanrin Aquaculture Center


• Imota Wildlife Park

• Ajegunle Tourism Zone


• Ipanmi Tourism Zone
• Ayetoro Entertainment City
• Tasan Aquaculture Zone
• Agboyi Water Park
• Agura Tourism Zone
• Igbogbo Stadium
• LASPOTECH Stadium
12. Conservation Areas

• Ogolonto Conservation Area


• Oke Agbo / Oke Odo Conservation Area
• Ibeshe Conservation Area
• Imota Conservation Area
• Ago-Hausa Conservation Zone/ State park

480 Ikorodu - Draft Final Report (2016 - 2036)


S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
AGRICULTURE SECTOR

13. • Orugbo Agricultural Zone


• Otta Agricultural Zone
• Oke-Eri Agricultural Zone
• Itoikin Agricultural Zone
• Imota Agricultural Zone
• Igbokuta Agricultural Zone

• Agbowa Dairy Farm


• Agbowa farm Estate
• Ofin Oil Palm Estate
• Idera Agric Estate

TRANSPORT SECTOR

14. Transport Infrastructure

Arterial Roads
• Construction of Agboyi – Owode Ilaje Road
• Expansion of Ikorodu-Itoikin Road
• Construction of two sections of the east-west Coastal Road
from
- Ipakodo to Agunfoye linking the 4th Mainland Bridge.
- Oke Odo to Agbowa Plank Market.
• Reconstruction and expansion of Ikorodu-Sagamu Road
• Construction of 4th Mainland Bridge
• Realignment/expansion of Ayangburen - Beach Road and
Owode-Ibeshe Road
• Construction of Maya Adamo-Egbin Road (north-south
road)
• Construction of Imota-Ikosi Road

Collector Roads
• Upgrading of existing roads
- Irawo Road
- Ipakodo Road
- Isawo Road
- Solebo Road
- Oreta Road
- Baiyeku Road
- Ginti-Igbe Road
- Ijede Road

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S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
- Maya-Itele Road
- Kajola Village Road
- Gberigbe-Imota Road
- Odo Ayandelu Road
- Otta Road
- Ikosi Road
- Oke Agbo Road
• Construction of new roads
- Ibelefun Road
- Odo Ogun-Agric Road
- Parafa-Itele Road
Arterial Roads
• Completion of the east-west Coastal Road
• Construction of northern Boundary Road
• Construction of Agboyi – Owode Ilaje Link Bridge

Collector Roads
• Upgrading of existing roads
- Irawo Road
- Eyita Ojokoro Road
- Erunwen Road
- Olu Odo Road
- Construction of new roads
- Ogun Forest Ring Road
- Ogun Forest-Isawo Road
• Construction of new roads
- Agboyi New Town Roads

Rail Infrastructure
• Construction of Light Rail Track (east-west) and Train
Stations
15. Transport Hubs

• Upgrade of existing Jetties


• Odo Ogun Lighter Terminal
• Train Stations (Owode, Ikorodu CBD, Itamaga etc.)
• Majidun Multi-Modal Transport and Consolidation Hub
• Agbowa Consolidation Hub

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S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
SOCIAL INFRASTRUCTURE

16. Education

• Construction of 28 primary schools


- 1 in Agboyi Ketu
- 6 in Igbogbo Bayeku
- 2 in Ijede
- 6 in Ikorodu
- 5 in Ikorodu North
- 2 in Ikorodu West
- 1 in Ikosi Isheri
- 5 in Imota
• Construction of 11 secondary schools
- 1 in Agboyi Ketu
- 2 in Igbogbo Bayeku
- 1 in Ijede
- 1 in Ikorodu
- 4 in Ikorodu North
- 1 in Ikorodu West
- 1 in Ikosi Ejinrin
• Construction of 33 primary schools
- 7 in Igbogbo Baiyeku
- 10 in Ikorodu
- 4 in Ikorodu North
- 4 in Ikorodu West
- 3 in Ikosi Ejinrin
- 1 in Ikosi Isheri
- 4 in Imota
• Construction of 9 secondary schools
- 2 in Igbogbo Baiyeku
- 3 in Ikorodu
- 2 in Ikorodu North
- 1 in Ikosi Isheri
- 1 in Imota
• Construction of 9 primary schools
- 2 in Igbogbo Baiyeku
- 2 in Ikorodu North
- 2 in Ikorodu West
- 3 in Ikosi Ejinrin
• Construction of 3 secondary schools
- 1 in Ikosi Ejinrin
- 2 in Imota

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S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
17. Health
• Construct 31 Primary Health Centres
• Construct 4 General Hospital
18. Safety and Security

• Upgrading of Ikorodu Fire station


• Construction of 1 Fire Station each at Igbogbo and Ikorodu
West LCDAs
• Construction of Police Posts
- 4 in Oreta, Ofin, Igbogbo and Olu Odo
- 1 in Oke Eletu
- 1 in Gberigbe
- 1 in Isheri
- 3 in Oke Agbo, Agura and Igbokuta
• Construction of 1 Fire Station each at Ikorodu North, Ijede
and Imota LCDAs
• Construction of Police Posts
- 4 in Baiyeku, Ofin-Oreta junction, Federal Housing
estate areas and Igbe
- 2 in Agunfoye and Erunwen
- 2 in Ojokoro
- 1 in Odo Ayandelu

• Construction of 1 Fire Station each at Agboyi Ketu, Ikosi


Isheri and Ikosi Ejinrin LCDAs
• Construction of Police Posts
- 2 in Agunfoye (south) and Ibeshe
- 1 in Itamaga
- 1 in Agbede

PHYSICAL INFRASTRUCTURE

19. Storm Water Drainage Management

• Preparation and implementation of operation and


management plan for primary storm water channels and
wetlands

• Dredging and Expansion of all existing drainage channel


• Detailed hydraulic design and construction of flood
protection structure for the flood prone areas along Ogun
River.

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S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
20. Water Supply Management
• Secure Row Waiver at State and Local Government for
additional infrastructure
• Construction of Adiyan Plant - Phase III as per LWS Master
Plan 2017-2018
• Phase Rollout Plan of Extending Distribution Network to
Unserved Areas
• Review and Update Lagos State Water Corporation Laws
• Development and Maintenance of a Comprehensive
Customer Data Base and Collection of Revenue
• Construction of Ibeshe (Desalination) Plant as per LWS
Master Plan 2017-2018
• Development and installation of distribution pipe network
for Adiyan Phase III

• Construction of Ota Ikosi Plant - Phase II


• Development and installation of distribution pipe network
for Ibeshe Plant
• Development and installation of distribution pipe network
for Ota Ikosi Phase II
• Integrate all Water Supply Stations with the Embedded
Power System Nearest for each of the Station
21. Waste Management

Solid Waste
• Development of efficient public enlightenment campaigns
and advocacy programmes to enlighten the residents about
the dangers of indiscriminate waste disposal
• Enforcement of waste management policies stated in
harmonized Lagos Environmental Law across the Sub-Region
• Establishment of Transfer Loading Stations (TLS) / Materials
Recovery Facilities within the four identified catchment
zones.
Wastewater
• Setting up and enforcement of standards for septic liquor
collection, treatment and resource recovery to prevent
disposal into the rivers and lagoon.
• Construction of central sewage treatment plants at
- Agboyi Ketu (1st Catchment Area)
- Igbogbo Baiyeku (2nd Catchment Area)
- Imota (3rd Catchment Area)
Solid Waste
• Remediation of existing Ewu-Elepe Dump Site and
development of Clean Development Mechanisms (CDM)
for Carbon Credits
Wastewater
• Incremental upgrade of existing septic tanks and connection
to the sewerage network for treatment and safe disposal for
all Zones.
• Installation of sewer network across the three identified
catchment zones.
Ikorodu - Draft Final Report (2016 - 2036) 485
S/N Projects Phase I (2016 - 2021) Phase II (2021 - 2031) Phase III (2031 - 2036)
22. Power Supply Management

• Secure Row Waiver at State and Local Government for


additional infrastructure
• Phase rollout plan to unserved Areas and allocation of land
for power infrastructures

• Construction of 2.5GW Embedded Gas power plant at


Imota LCDA
• Upgrade of existing Injection Substation and Transmission
Stations
• Construction of New Injection Substations and Transmission
Stations
• Construction of 2.5GW Embedded Gas power plant at
Odogunyan (Ikorodu North) LCDA
• Upgrade of Gas Pipeline
• Construction of 2.5GW Embedded Gas power plant at
Igbogbo / Bayeku LCDA

23. Telecommunication Management

• Review and update state communication Act


• Secure ROW Waiver at Federal, state and Local Government
levels.
• Develop Fibre network routes to connect all LCDAs in
Ikorodu Sub-Region.
• Deployment of CCTV Surveillance System on major roads
across the Sub-Region.

486 Ikorodu - Draft Final Report (2016 - 2036)


10.2 RECOMMENDATION
Following the preparation of the Ikorodu Sub-Region master plan, zoning plans to drive the development of the communities. It will to be released. The recommendation is premised on the challenges
there are necessary actions required for the plan to be actualised. also ensure that adequate provisions for infrastructures required to the authority would face in the demolition of such communities
There is no gainsaying that implementation of the master plan for the to sustain the growth of the communities are planned for and put which are already fully built up. However, the master plan process
Sub-Region could pose a major challenge considering the sprawling in place. recognizes the need to put in place programme that will transform
and haphazard developments across the sub-region. In addition to every part of the Sub-Region into a livable community fit to live,
the sprawling developments across the Sub-Region, is the challenges work and play.
of the land tenure system that has led to the fragmentation of land • Land Acquisitions Management
and, thus, making the implementation of such large tracts of land Out of the 48,058.25 hectares total coverage area for Ikorodu
that have been proposed for major land uses to transform the sub- Sub-Region, various government acquisitions cover total area of Therefore, with the view to ensuring the above, it is also
region a mirage. 17,472.52 hectares accounting for 36.36% of the Sub-Region. This recommended in addition to the release of the land, preparation
invariably implies that over one-third (1/3) of the entire Ikorodu of Local Area Plans to engender harmonious development of
Sub-Region coverage are within government acquisition. As earlier the area while the State Government initiates the process of land
Such proposed development as the Central Business Districts documented in this report, the scenario has not only drastically regularisation to ensure that all illegal developments within these
(CBDs), industrial/business parks, consolidated transportation reduced the land available for development within the Sub-Region, acquisitions are properly documented and granted legal title where
hub, institutional uses, tourism/theme parks etc maybe wishful it has also encouraged massive encroachment of residential buildings applicable. The illegal occupants should also be mandated to obtain
thinking by the master plan because some of the areas earmarked on government acquisitions especially the committed Agriculture planning approval (As-built development permit) from the Planning
for these land uses are densely built up. Therefore, in view of the and Industrial lands. Authority.
aforementioned scenario, the need for proactive recommendations
to guide the development of these areas to maximize the use of land
for the attainment of sustainable Implementation of the masterplan As a matter of fact, about 5,309.56 hectares (30.39%) of the areas However, for communities where the level of encroachment is less
is immense. under acquisitions/allocations across the Sub-Region have been than 4%, the master plan recommends that the State Government
encroached upon. The reason(s) for the massive encroachment can should take possession of the encroached areas and appropriate
be attributed to the following: measures should be put in place to deter future encroachments.
In order to achieve seamless and sustainable implementation of the These measures include cordoning-off the area with ornamental
masterplan, it is, therefore, important to bring to fore the necessary trees or wire fencing, erection of clear and visible signages to deter
actions that need to be immediately taken for the actualisation of - Failure of the government to utilize the acquired lands over long land grabbers and trespassers etc.
the proposals in each sector/component of the master plan. period of time.
- Lack of proper monitoring of the acquisitions by the coordinating Category II – Allocated Acquisition for Special Land Use
• Preparation of Local Area Plans agencies.
The fragmentation of land and intensity of the built-up area across
The Ikorodu Sub-Region Master Plan (2016 – 2036) has been - Limited available land for development and expansion of the sub-region was a major task to ensuring equitable distribution of
prepared to serve as a 20-year blueprint that will foster sustainable various communities in the sub-region due to huge government major land uses for socio-economic and infrastructural development
urban growth and socio-economic development of the Sub-Region. acquisitions. across the Sub-Region. Thus, the need to ensure land availability for
The master plan document presents a flexible and broad land use the implementation of the masterplan provision is great.
options to guide the development of smaller regions/zones across To this end, the provision of the masterplan was the consideration of
Considering the foregoing, it is important to put in place
the Sub-Region. Hence, the document, once approved by Lagos the acquisition area where applicable to be earmarked for major land
implementable policies to curtail the rate of uncontrolled
State Government, should be adopted as a high-level planning uses such as commercial (CBD), Institutional, industrial, recreational
developments encouraged by these underutilized large-scale
policy framework and development guide for Ikorodu Sub-Region (parks) etc. across the Sub-Region. In view of this, therefore, it is
acquisitions. However, in order to bring about the required
over the next 20years. recommended that a detailed Development Plan in addition to
interventions, the acquisition areas were divided into the three
categories discussed as follows. Resettlement Action Plans (RAPs) be prepared for the affected areas.
However, to engender the growth of the various local communities
across Sub-Region, Local Area Plans (LAPs) should be prepared to
Category I – Global and Committed Acquisitions with
translate the broad long-term strategies of the Ikorodu Sub-Region
encroachments
Master Plan. This approach allows for the most effective location
and designs based on community needs, local knowledge and the The communities where encroachment areas/built up within the
economic conditions. The LAPs will provide detailed land use and acquisitions exceed 4% of the acquisition area are recommended

Ikorodu - Draft Final Report (2016 - 2036) 487


• Special Land Use Development the areas and formulation of a land pooling policy under which out to determine the most appropriate regeneration strategies suitable
Over the years, Ikorodu Sub-Region has grown organically without the areas should be declared as special development areas. Land for each one of the areas identified. Based on the recommendation
any holistic development plan to guide the Sub-Region’s spatial pooling also known as land readjustment or land reconstitution of the proposed studies, Local Area Plans should be developed to
and socio-economic development, thus, lacking the infrastructures is a land acquisition strategy where ownership rights of privately guide the redevelopment process of the identified blighted areas.
required for living in an aesthetically pleasing environment. This held land parcels are transferred to an appointed agency, with these This will discourage gentrification occurring in the blighted areas i.e.
lacuna has also encouraged the sporadic emergence of informal land parcels being pooled as a result. The land pooling system has redevelopment without provision for the basic services or required
activities especially along major transport corridors. had significant impact in several developed countries and when infrastructures.
implemented well, it is considered a more efficient, equitable and
financially viable form of urban expansion than those relying on
Therefore, one of the major considerations of the master plan traditional land acquisition. In order to make urban renewal process successful, it is also very
include the provision of special land uses to cater for the service and important to engage the appropriate stakeholders especially the
infrastructural needs of the Sub-Region to engender a functional and affected communities as redevelopment projects without people’s
sustainable region. These land uses include the following: The land pooling strategy will allow for the consolidation of smaller participation invariably turn the case studies into a failure.
parcels of land into larger parcels to accommodate large-scale
- Central Business Districts developments. Further to this, the land pooling policy framework
should entail the preparation of a development plan to effectively • Development of Transport infrastructure
- Public Land Uses guide the new developments within the special land use areas for The population of the Ikorodu sub-region is bound to grow
- Parks and Recreational Areas the best and most optimal usage. This will also ensure that the dramatically in the next 20 years. By 2036, it is estimated to
infrastructure required to service the proposed developments are reach 6.4 million and the current transport infrastructure, already
- Industrial Areas
adequately planned for. insufficient to support the population will have to give way to a
- Transport infrastructure new, denser and better organized infrastructure. Thus, urban growth
and mobility development must proceed together, as two faces of
The successful implementation of these land uses as proposed across The land pooling policy should not be used as a tool to force the same medal, rather than two separate plans. A proper urban
the Sub-Region has a huge role to play in fostering sustainable people out of their landed properties but rather to engender the growth is fueled and promoted by an adequate level of accessibility,
economic growth of Ikorodu. The CBDs are proposed to provide harmonious development of the special land use areas. Therefore, which will be granted by a precisely tailored transport system. The
spaces for contemporary business and commercial activities with land owners within the areas allocated for the special land use transport system on the other hand, must adapt itself to the urban
support facilities, which will attract regional and foreign investment should be encouraged to key into the programmed while existing growth to avoid being under-dimensioned and, therefore, congested
to the Sub-Region. So also, the areas earmarked for major public, developments should be phased out gradually over a period of or over-dimensioned, leading to waste of resources.
industrial, parks and recreational areas across the Sub-Region time before the expiration of the master plan in the year 2036. If
will be developed to serve as employment, retail, educational, the land owners fail to do so within the stipulated time frame, the
entertainment and recreational zones which will engender the government should act as a facilitator to co-ordinate the process of Therefore, the master plan proposes to improve the existing road
socio-economic development and sustainable growth of Ikorodu redevelopment. system and its capacity to guarantee mobility and accessibility within
Sub-Region. Ikorodu Sub-Region. This was achieved by majorly restructuring
the existing roads to develop a more robust and hierarchized
• Development of Blighted Areas (Urban Renewal road network consisting of arterials, major/minor collectors and
However, if these areas are left uncoordinated, the emerging Opportunities) local roads. Further to this, the master plan proposed new roads
developments may conflict with the intention of the master plan
In the last three decades, Ikorodu Sub-Region has witnessed a rapid to link neighboring communities hitherto disconnected due to the
proposal. There is the need to put in place proactive measures to
rate of urbanization, recording a remarkable population influx due web of water bodies within the Sub-Region. Two major transport
guide the development of these areas for the attainment of sustainable
to urban sprawl from the Lagos Metropolis. As a result, many areas infrastructures were also integrated into the master plan. The first
development. Therefore, it is important for the State Government
within the Sub-Region have developed without proper planning is the Fourth Mainland Bridge proposed by the State Government
to intervene and ensure that development of the special land use
and required infrastructure to enable a functional and sustainable while the second is the East-West Rail Mass Transit Alignment which
areas take place in a planned manner.
environment, thereby leading to the emergence of slums. The is proposed to key into the Lagos Urban Rail Network proposal.
Ikorodu Sub-Region Master plan Stage 2 report identified fourteen
For developed areas which have been proposed for special land blighted areas in dire need of intervention.
The proposed transport system together with a vibrant public
use by virtue of its strategic location and service radius, the Therefore, as part of the implementation strategy, the master plan transport network will act as “urban activators” prompting
recommended intervention includes the declaration/legislation of recommends that detailed urban renewal studies should be carried development especially around emerging areas across the Sub-

488 Ikorodu - Draft Final Report (2016 - 2036)


Region. The plan also made provisions for major transport hubs
which will become “centres of growth” within Ikorodu Sub-Region.
Achieving the transport proposals will include construction of newly
proposed roads, major expansion works and realignments of existing
roads which are outlined in Table 10.1.

To actualize these major transport infrastructures, the master plan


recommends that measures to secure the right-of-way for the road
alignments and land area for transport hubs should be immediately
put in place. For areas with high intensity development, detailed
resettlement action plans (RAPs) should be carried out to appropriately
deal with the affected buildings. Also, detailed developments
plans should be prepared for the proposed transport hubs located
strategically across the Sub-Region. Furthermore, as most of the
transportation proposals are capital intensive projects, the transport
infrastructures can be developed by private sector exclusively or
under joint partnership with government. Such proactive actions
will enhance the attainment of sustainable development of the
master plan provisions.

Table 10.2 presents a summary of the actions that need to be taken


immediately for the actualisation of the proposals in each sector/
component of the master plan. It also outlines the MDAs responsible
for the implementation.

Ikorodu - Draft Final Report (2016 - 2036) 489


Table 10.2: Summary of Recommendations and Coordinating MDAs

S/N SECTORS ACTIONS CO-ORDINATING MDAs


1. Housing Built-Up Areas • Adopt master plan as a high-level planning policy framework. • Ministry of Physical Planning and Urban Development
(MPP&UD)
• Preparation of Local Area Plans.
• Mandatory procurement of Planning Approval in accordance to the Local
Area Plans.
• Possession of acquisitions with encroachment less than 4% (See List B in • Ministry of Physical Planning and Urban Development
Appendix I). (MPP&UD)
• Put in place measures to deter future encroachment e.g. planting of natural • Office of the Surveyor General
fencing trees, display of visible signages etc.

• Release of acquisitions with encroachment exceeding 4% (See List A in • State Lands Bureau
Appendix I).
• Office of the Surveyor General
• Regularization of Title.
Existing G.R.As • Provision of appropriate infrastructure. • Ministry of Works and Infrastructure Development
• Repossession of areas with encroachment. • Office of the Surveyor General
• State Lands Bureau

New Development Areas • Adopt master plan as a high-level planning policy framework. • Ministry of Physical Planning and Urban Development
(MPP&UD)
• Preparation of Development Plans.
• Ministry of Housing (MoH)
• Release of acquisitions for New Town Development.
• Office of the Surveyor General
• Preparation of policies for new housing developments and implementation.
• State Lands Bureau
• New Town Development Agency (NTDA)

• Preparation of Schemes along the waterfront areas. • Ministry of Waterfront Infrastructure Development
• Ministry of Physical Planning and Urban Development
(MPP&UD)

Urban Regeneration • Declaration and legislation of the identified blighted areas for urban • Ministry of Physical Planning and Urban
regeneration. Development (MPP&UD)
• Conduct of urban renewal /needs assessment studies. • Lagos State Urban Renewal Agency (LASURA)
• Preparation of redevelopment and Resettlement Action Plans.
• Preservation of indigenous core areas and the various heritage resources.
• Redevelopment of the blighted areas.

490 Ikorodu - Draft Final Report (2016 - 2036)


S/N SECTORS ACTIONS CO-ORDINATING MDAs
2. Commercial Central Business Districts, • Declaration/legislation of the CBD and areas with the major commercial • Ministry of Physical Planning and Urban Development
districts as Special Development Areas. (MPP&UD)
Activity Centers,
• Release of acquisitions earmarked for commercial use. • Ministry of Commerce and Industry
Mixed Use Zone/Corridor
• Formulation of a land pooling policy for built-up areas. • State Lands Bureau
• Preparation of Development Plans/ Resettlement Action Plans. • Ministry of Works and Infrastructure Development
• Provision of appropriate infrastructure.
3. Industrial Existing Industrial Areas • Provision of appropriate infrastructure. • Ministry of Works and Infrastructure Development
• Repossession of areas with encroachment. • State Lands Bureau
• Office of the Surveyor General
Incubator Centers, • Declaration/legislation of the centers as special development areas. • Ministry of Physical Planning and Urban Development
(MPP&UD)
New Industrial Parks. • Release of acquisitions earmarked for industrial use.
• Ministry of Commerce and Industry
• Preparation of Development Plans.
• Ministry of Works and Infrastructure Development
• Provision of appropriate infrastructure.
• State Lands Bureau
• Relocation of Informal activities to the Incubator centers.
• Office of the Surveyor General
4. Institutional / Social Infrastructure New Institutional Areas • Declaration/legislation of the institutional areas as special development areas. • Ministry of Physical Planning and Urban Development
(MPP&UD)
• Release of acquisitions/ acquisition of areas earmarked for institutional use.
• Ministry of Commerce and Industry
• Preparation of Development Plans.
• Ministry of Works and Infrastructure Development
• Possession of areas earmarked for social development infrastructure
(Education, Health & Safety and Security) • State Lands Bureau
• Provision of appropriate infrastructure • Office of the Surveyor General
• Ministry of Education (MoEd)
• Ministry of Health
• Nigeria Police Force
• Lagos State Fire Services
5. Recreation & Tourism Recreational Parks, • Declaration/legislation of the areas as special development areas. • Ministry of Physical Planning and Urban Development
(MPP&UD)
Hospitality, Entertainment & • Release of acquisitions earmarked for recreational/tourism use.
Sports • Ministry of Environment
• Preparation of Development Plans.
• Ministry of Tourism
• Provision of appropriate infrastructure.
• Ministry of Youths, Sport & Social Development
(MOYS &S)
• Ministry of Waterfront Infrastructure Development
• Lagos State Parks and Gardens Agency (LASPARK)
Conservation Areas • Possession of conservation areas • Ministry of Environment
• Put in place measures to deter future encroachment e.g. planting of natural • Lagos State Parks and Gardens Agency (LASPARK)
fencing trees, display of visible signages etc.

Ikorodu - Draft Final Report (2016 - 2036) 491


S/N SECTORS ACTIONS CO-ORDINATING MDAs
6. Agriculture Agricultural Lands • Possession of Agricultural land. • Ministry of Agriculture and Cooperatives
• Development of policies and programmes to ensure optimal use for the • Agricultural Land Holdings Authority (ALHA)
production of agricultural produce.

7. Transportation Transport Infrastructure • Acquisition of ROW for road proposals • Ministry of Physical Planning and Urban Development
(MPP&UD)
• Preparation of Resettlement Action Plans.
• Ministry of Works & Infrastructure (MOW&I)
• Planning and Design of proposed road infrastructures
• Lagos Metropolitan Area Transport Authority
• Construction of proposed roads and Expansion/Realignment of existing roads.
(LAMATA)

Transport Hubs • Declaration/legislation of the areas as special development areas. • Ministry of Transport (MOT)
• Release of acquisitions/ acquisition of areas earmarked for transport hubs. • Ministry of Physical Planning and Urban Development
(MPP&UD)
• Preparation of Development Plans.
• Ministry of Works & Infrastructure (MOW&I)
• Provision of appropriate infrastructure.
• State Lands Bureau

Road Safety measures and • Establish a mobility management system to manage the travel demand within • Ministry of Transport (MOT)
improvements the Sub-Region
• Lagos Metropolitan Area Transport Authority
• Carry out regular education, training and publicity (ETP) to encourage safe (LAMATA)
driving behavior amongst private car owners and transport operators.
• Lagos State Traffic Management Authority (LASTMA)
• Undertake road markings and signage improvement on major roadways.
• Carry out Road Safety audits to support transport project implementation
phases.
• Undertake road accident analysis to identify “hot spots” and build an accidents
data base.
8. Physical Infrastructure Storm Water/ Drainage • Preparation and implementation of operation and management plan for • Ministry of the Environment (MOE)
primary storm water channels and wetlands.
• Office of Drainage Services
• Plan and design primary and secondary drainage channels including their right-
of-way
• Dredging and expansion of the Identified navigable channels.
• Encourage green developments.
Water Supply • Secure Row Waiver at State and Local Government for additional • Lagos State Water Corporation
infrastructure
• Construction of Adiyan, Ibeshe and Ota Ikosi Plants
• Phase Rollout Plan of Extending Distribution Network to Unserved Areas
• Review and Update Lagos State Water Corporation Laws
• Development and Maintenance of a Comprehensive Customer Data Base and
Collection of Revenue

492 Ikorodu - Draft Final Report (2016 - 2036)


S/N SECTORS ACTIONS CO-ORDINATING MDAs
8. Physical Infrastructure Solid Waste • Development of efficient public enlightenment campaigns and advocacy • Lagos State Waste Management Authority (LAWMA)
programmes to enlighten the residents about the dangers of indiscriminate
waste disposal
• Enforcement of waste management policies stated in harmonized Lagos
Environmental Law across the sub-region
• Establishment of Transfer Loading Stations (TLS) / Materials Recovery Facilities
within the four identified catchment zones.
• Remediation of existing Ewu-Elepe Dump Site and development of Clean
Development Mechanisms (CDM) for Carbon Credits.

Wastewater • Setting up and enforcement of standards for septic liquor collection, treatment • Lagos State Waste Water Management Office
and resource recovery to prevent disposal into the rivers and lagoon. (LSWMO)
• Construction of central sewage treatment plants and connection to the
sewerage network for treatment and safe disposal for all Zones.
• Installation of sewer network across the three identified catchment zones.
Power Supply • Secure Row Waiver at State and Local Government for additional • Federal Ministry of Power, Works and Housing
infrastructure.
• Phase rollout plan to unserved Areas and allocation of land for power
infrastructures
• Construction of Embedded Gas power plant
• Upgrade of existing Injection Substation and Transmission Stations
• Construction of New Injection Substations and Transmission Stations.
• Upgrade of Gas Pipeline
Telecommunication • Establish policies in the state that regard FTTH networks and installations as • Ministry of Information and Strategy
critical infrastructure that qualify for special government protection.
• Nigerian Communications Commission (NCC)
• Introduce necessary regulatory measures to ensure better performance levels in
the delivery of FTTH (broadband) services.
• Facilitate the upgrade of the existing Telecommunications infrastructure.
• Secure land for telecoms projects.
• Encourage Public-Private Partnerships for telecoms projects.

9. Environmental Management/ Environmental Management • Preparation of Strategic Environmental Management Plan (SEMP) for the Sub- • Ministry of the Environment (MOE)
Streetscape/Urban Design Region.
• Lagos State Environmental Protection Agency (LASEPA)
• Formulation of strategic policy to manage the following:
- Development of wetlands and forest reserves.
- Protection of endangered species habitat including Manatee and Stingray
within the creeks and tributaries.
- Mandatory inclusion of neighbourhood parks in Local Area Plans
- Restoration of degraded lagoon shoreline through afforestation using
indigenous species.

Ikorodu - Draft Final Report (2016 - 2036) 493


S/N SECTORS ACTIONS CO-ORDINATING MDAs
9. Environmental Management/ Urban Design • Relocation of informal activities to incubator centers. • Ministry of Physical Planning and Urban Development
Streetscape/Urban Design (MPP&UD)
• Redefinition of streetscape to accommodate planting strips that will support
urban trees. • Ministry of the Environment (MOE)
• Lagos State Parks and Gardens Agency (LASPARK)

494 Ikorodu - Draft Final Report (2016 - 2036)


10.3 PUBLIC PARTICIPATION

Many projects fail to live up to their potential because the


stakeholder engagement especially the affected community(ies)
were not recognised as an integral part of the process. Stakeholder
engagement, from the outset, helps build involvement and a sense
of continuation to a new future.

Therefore, it is important that continuous involvement of the various


stakeholders in the Sub-Region is ensured so that the implementation
process is not seen as government’s projects but as their own.

Ikorodu - Draft Final Report (2016 - 2036) 495


10.4 PLANNING DEVELOPMENT GUIDELINES

The purpose of these development


guidelines is to provide a proactive
tool for communicating and achieving
the future vision and desired character
for Ikorodu Sub-Region.

They are intended to assist the


community, property owners,
developers, design professionals and
MDAs as they reinvest in and design
development projects, public spaces,
and public infrastructure within the
Sub-Region. As a set of guidelines
rather than requirements, they are
intended to provide direction for future
development, while leaving room for
individual expression and flexibility to
enable creative development projects.

It is therefore, imperative to note that


the Planning Development Guidelines
has put into consideration the growth
pattern of the Sub-Region segregated
into Metropolitan Areas and Urban -
Rural Fringe (Figure 10.4 refers).

Figure 10.4: Map showing Settlement Pattern for Ikorodu Sub-Region


Source: IKMP, 2018.

496 Ikorodu - Draft Final Report (2016 - 2036)


LEGEND

Figure 10.5: Proposed Zoning Plan (2031 – 2036)


Source: IKMP, 2018.

Ikorodu - Draft Final Report (2016 - 2036) 497


Table 10.3: Approval Order
1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
1. High Density High-Density 330 10 6 10 60 2car parking Development • Commercial - Retail, Offices, 1 - 4 floors • Parking
Residential space/unit along Arterial Shopping Centres, Hotels requirement
Front: 6.0m
Roads for permissible
• Institutional - Education, Health, Sides: 3.0m uses shall be as
Religious, Cultural, Government
Rear: 3.0m per the general
Institution, Utility
provision for
• Service Industry- Warehouse & the use in the
Logistics, Showroom and Service 5 - 8 floors Approval Order
centres Front: 6.0m • Ditto for
• Mixed Use Sides: 3.0m Airspaces/Setback
• Recreational Park Rear: 4.5m

9 floors &
above
Front: 6.0m
Sides: 4.5m
Rear: 4.5m

330 6 4 10 60 2car parking Development Ditto Ditto


space/unit along
Collector/
Minor Collector
Roads

330 4 4 10 60 2car parking Development • Recreational Park Front: 6.0m


space/unit along Local
• Neighbourhood Store Sides: 3.0m
Roads
Rear: 3.0m

498 Ikorodu - Draft Final Report (2016 - 2036)


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
2. Medium Medium- 120 6 4 10 60 2car parking Development • Commercial - Retail, Offices, 1 - 4 floors • Parking
Density Density space/unit along Arterial Shopping Centres, Hotels requirement
Front: 6.0m
Residential Roads for permissible
• Institutional - Education, Health, Sides: 3.0m uses shall be as
Religious, Cultural, Government
Rear: 3.0m per the general
Institution, Utility
provision for
• Service Industry- Warehouse & the use in the
Logistics, Showroom and Service 5 - 8 floors Approval Order
centres Front: 6.0m • Ditto for
• Mixed Use Sides: 3.0m Airspaces/Setback
• Recreational Park Rear: 4.5m
120 4 4 10 60 2car parking Development Ditto Ditto
space/unit along
Collector/
Minor Collector
Roads
120 4 4 10 60 2car parking Development • Recreational Park Front: 6.0m
space/unit along Local
• Neighbourhood Store Sides: 3.0m
Roads
Rear: 3.0m
3. Low Density Low - Density 40 3 3 10 55 2car parking Development • Commercial - Retail, Offices Front: 6.0m Ditto
Residential space/unit along Arterial
• Institutional - Education, Health, Sides: 3.0m
Roads
Religious, Government Institution, Rear: 3.0m
Utility
• Recreational Park

40 3 3 10 55 2car parking Development • Parking requirement for permissible Front: 6.0m


space/unit along uses shall be as per the general Sides: 3.0m
Collector/ provision for the use in the
Minor Collector Approval Order Rear: 3.0m
Roads
• Ditto for Airspaces/Setback

40 3 3 10 55 2car parking Development • Recreational Park Front: 6.0m


space/unit along Local
• Neighbourhood Store Sides: 3.0m
Road
Rear: 3.0m

Ikorodu - Draft Final Report (2016 - 2036) 499


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
4. Central Business Prime offices, N/A 15 N/A 10 70 1 car parking Ikorodu CBD • High density residential 1 - 4 floors • Parking
Hotel, space per 60 sqm requirement
Districts • Institutional - Education, Health, Front: 9.0m
Retail, F&B, of lettable space for permissible
Religious, Cultural, Government Sides: 3.0m
Transport uses shall be as
Hub, Institution, Utility
Rear: 3.0m per the general
Entertainment 2 car parking • Light Industrial - Service Centre, provision for
spacesfor every Warehouse & Logistics, Showroom the use in the
three (3) hotel/ 5 - 8 floors
• Mixed Use Approval Order
guest rooms
Front: 9.0m • Ditto for
• Multi-Level Car Park
Sides: 4.5m Airspaces/Setback
1 car parking
space for every Rear: 4.5m • Development
20sqm of above 4 floors
auditorium, place shall be provided
9 floors & with facilities
of assembly or
above for physically
event centres
floor space Front: 9.0m challenged such
Sides: 6.0m access ramps,
toilets and
1 car parking Rear: 6.0m parking at a ratio
space for every
of 1:20
40sqm of eating
area in the case • Development
of restaurant and above 4 floors
fast food outlets shall assigned a
special floor for
N/A 10 N/A 10 70 Ditto Odo-Ogun Ditto Ditto services/utilities,
CBD fire hydrant,
water hydrant

N/A 6 6 10 70 Ditto Others Ditto Ditto


(Agbede,
Maya-Adamo,
Igbogbo,
Gberigbe,
Agbowa)

500 Ikorodu - Draft Final Report (2016 - 2036)


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
5. Other Offices, N/A 6 4 10 70 1 car parking Within the • High density residential 1 - 4 floors • Parking
Commercial Banks, Hotels, space per 60 sqm permissible area requirement
• Institutional - Education, Health, Front: 9.0m
Shopping of lettable space for permissible
Religious, Cultural, Government Sides: 3.0m
Malls, uses shall be as
Restaurant, Institution, Utility
Rear: 3.0m per the general
2 car parking • Light Industrial - Service Centre, provision for
spacesfor every Warehouse & Logistics, Showroom the use in the
three (3) hotel/ 5 - 8 floors
• Mixed Use Approval Order
guest rooms
Front: 9.0m • Ditto for
• Multi-Level Car Park
Sides: 4.5m Airspaces/Setback
1 car parking
space for every Rear: 4.5m • Development
20sqm of above 4 floors
auditorium, place shall be provided
9 floors & with facilities
of assembly or
above for physically
event centres
floor space Front: 9.0m challenged such
Sides: 6.0m access ramps,
toilets and
1 car parking Rear: 6.0m parking at a ratio
space for every
of 1:20
40sqm of eating
area in the case • Development
of restaurant and above 4 floors
fast food outlets shall assigned a
special floor for
services/utilities,
fire hydrant,
water hydrant
6. Mixed Use 100% of N/A 10 6 10 70 Ditto Within the • Multi-Level Car Park Ditto Ditto
either permissible area
Residential,
Commercial,
Recreation,
Institutional
or
combination
of
use.

Ikorodu - Draft Final Report (2016 - 2036) 501


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
7. Waterfront Resort, N/A 20 N/A 10 70 1 car parking Development • Multi-Level Car Park 1 - 4 floors • Parking
Development Residential, space per 60 sqm along Proposed requirement
• Transport Hub Front: 9.0m
Area Prime Offices, of lettable space Lagoon-front for permissible
Retail, Hotels, Highway • Jetty Sides: 3.0m uses shall be as
Convention delineated as Rear: 3.0m per the general
Centre 2 car parking mixed use provision for
spacesfor every
the use in the
three (3) hotel/ 5 - 8 floors Approval Order
guest rooms
Front: 9.0m • Ditto for
Sides: 4.5m Airspaces/Setback
1 car parking
space for every Rear: 4.5m • Development
20sqm of above 4 floors
auditorium, place shall be provided
9 floors & with facilities
of assembly or
above for physically
event centres
floor space Front: 9.0m challenged such
Sides: 6.0m access ramps,
toilets and
1 car parking Rear: 6.0m parking at a ratio
space for every
of 1:20
40sqm of eating
area in the case • Development
of restaurant and above 4 floors
fast food outlets shall assigned a
special floor for
services/utilities,
fire hydrant,
water hydrant

502 Ikorodu - Draft Final Report (2016 - 2036)


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
8. Institutional Education, N/A 5 4 10 60 1 car parking Within the N/A 1 - 4 floors • Parking
Health, space for every permissible area requirement
Front: 9.0m
Religious, 60sqm floor for permissible
Cultural, space of admin Sides: 3.0m uses shall be as
Government facilities Rear: 3.0m per the general
Institution, provision for
Utility the use in the
1 car parking 5 - 8 floors Approval Order
space for
every three (3) Front: 9.0m • Ditto for
classrooms for Sides: 4.5m Airspaces/Setback
schools
Rear: 4.5m • Development
above 4 floors
1 car parking shall be provided
space for every with facilities
three (3) bed for physically
spaces for challenged such
hospitals access ramps,
toilets and
parking at a ratio
1 car parking
of 1:20
space for every
• Development
20sqm
above 4 floors
of auditorium shall assigned a
and place of special floor for
assembly floor services/utilities,
space for religious fire hydrant,
facilities
water hydrant
• 1/3 of the total
number of car
parking shall be
provided for
visitors

Ikorodu - Draft Final Report (2016 - 2036) 503


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
9. Industrial Industrial, N/A 10 4 10 60 1 car parking Within the N/A Front: 9.0m • Parking
Warehouse space for every permissible area requirement
Sides: 6.0m
90sqm lettable for permissible
& logistics,
floor space Rear: 6.0m uses shall be as
Incubator per the general
centres,
provision for
2 truck/trailer
Infrastructure the use in the
parking spaces
Approval Order
for every light
industrial facility • Ditto for
Airspaces/Setback

5 truck/trailer • Development
parking spaces above 4 floors
for every factory/ shall be provided
industrial facility with facilities
for physically
challenged such
Loading and off- access ramps,
loading bay shall toilets and
be provided parking at a ratio
for every factory of 1:20
apart from the
• Development
parking area
above 4 floors
shall assigned a
special floor for
services/utilities,
fire hydrant,
water hydrant
10. Recreational Amusement N/A 4 4 N/A 40 1 car parking Within the • Hotel Front: 9.0m
parks/ permissible area
space for every • Restaurant Sides: 4.5m
Playground, 20sqm
• Café Rear: 4.5m
Resort,
of auditorium
Zoological • Eatery
or space for
Garden/Park, • Multi-level car park
gathering
Open spaces.

504 Ikorodu - Draft Final Report (2016 - 2036)


1 2 3 4 5(a) 5(b) 6 7 8 9 10 11 12

S/N ZONE APPROVED UNITS/ NO. OF FLOORS SOFT PLOT PARKING BOUNDARY/ PERMISSIBLE USE AIRSPACE/ REMARKS
HECTARES (MAX) LANDSCAPE COVERAGE SETBACK
USE REQUIREMENT LOCATION
METRO- URBAN (MIN %) (MAX %)
POLITAN FRINGE
AREA
11. Agricultural Farmland, N/A 2 2 N/A 20 1 car parking Within the • Farm house/Barn Front: 9.0m
Mechanized space for every permissible area
Sides: 4.5m
Farming, 90sqm lettable
Greenhouse floor space Rear: 4.5m
farming,
Abattoir,
Ranch
Animal
husbandry

Ikorodu - Draft Final Report (2016 - 2036) 505


Tel:

506 Ikorodu - Draft Final Report (2016 - 2036)

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