2020 Ikorodu MasterPlan
2020 Ikorodu MasterPlan
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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.
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 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.
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.
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
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.
Chapter One
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
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.
Ijede
Plate 1.1: Cross-Section of Participants at Master plan Stakeholders Consultations and Visioning Exercise.
“To develop a sustainable and inclusive master plan that will enhance the
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.”
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
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:
1 Ecology 3.2 Farm Estates Encroach- Massive encroachment at Ofin, Odogunyan, Gberigbe and
ment Imota farm settlements
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
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.
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
6.1 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
Chapter Two
2.1 Overview
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.
Strengths Weaknesses
Opportunities Threats
• 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;
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.
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
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.
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.
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.
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
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
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.
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
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
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.
Figure 3.5: Predominant Informal Activities at different Locations across the Sub-Region.
Source: IKMP Field Survey, 2016
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
Poor inter community linkages. Inadequate public motor park and public parking spaces.
Unplanned & illegal development. Sub-standard and spatial congestion of social infrastructure
Sporadic distribution of informal activities Threat to food security/encroachment and conversion of agri-
Perennial flooding.
Availability of large expanse of land for development. Opportunities for jetty development.
Existing hierarchy of urban centres, services and facilities. Established fishing industry.
Regeneration opportunities.
Land availability for agricultural land use.
Plate 3.5: Ikorodu Sub-Region Waterfront Plate 3.6: Agbowa Plank Market
Plate 3.8: Owode-Onirin Iron-scrap Market Plate 3.9: Egbin Thermal Station
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.
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.
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.
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
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
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%.
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.
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
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:
LEGEND
The major road proposals within the Ikosi-Isheri Local Council Development Areas are presented in
Figure 3.20. Some of these include:
LEGEND
Plate 3.12(a): Artistic Rendering of the Ogun Forest Reserve and Residential Corridor
Plate 3.13(a): Artistic Rendering of the Ogun Forest Reserve and Mixed Use Corridor
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
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
LEGEND
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.
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
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:
Figure 3.27: Proposed Land use Plan for Ikorodu West LCDA
Source: IKMP, 2018
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.
Key Facts
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
Figure 3.31: Proposed Land use Plan for Igbogbo Baiyeku LCDA
Source: IKMP, 2018
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
Figure 3.32 Proposed Road Network Plan for Igbogbo Baiyeku LCDA
Source: IKMP, 2018
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
LEGEND
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
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.
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
The major land use proposals within the Ijede Local Council Development Areas include:
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.
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
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
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
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
PICS
154 Ikorodu - Draft Final Report (2016 - 2036)
Figure 3.48: Proposed Road Network Plan for Imota LCDA
Source: IKMP, 2018
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
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
Agbowa
Figure 3.51: Proposed Land use Plan for Ikosi Ejirin LCDA
Source: IKMP, 2018
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.
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
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
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
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.
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
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.
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
13%
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
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
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
Lagbus Franchises
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
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.
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:
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
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)
The mobility vicious cycle The Seven Problems of Bad Mobility urban density vs urban sprawl
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.
A
UNIVERSAL MOBILITY
URBAN SHAPE
PUBLIC TRANSPORT
SOFT MOBILITY
STREET LIFE
HIERARCHY
DENISTY
SAFETY
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;
0 5 10 20
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
5.9.2 Bogotà
0 5 10 20
Transmilenio Network
Railway
Plate 5.23:Bogotá BRT dedicated lane Plate 5.24: Bogotá BRT central station during rush hours
BRT lines
BRT lines planned
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
• 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
Figure 5.14: Public transport and transit oriented development map Figure 5.15: Johannesburg Spatial Development Framework, 2040.
5.9.5 Houston
0 5 10 20
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-
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.
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%
AM_VEHICULAR TRIPS
IN OUT
412,295 361,573
PM_VEHICULAR TRIPS
IN OUT
188,117 265,277
Source: IKMP, 2018
Cloverleaf Junction | A1 (Ikorodu Rd) & E1 (Lagos-Ibadan Spatial Imapct of Junction on an urban settelment in Scale Comparison
Expressway) Ikorodu
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.
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
Figure 5.27: ROW for Extra-Urban Arterial with no provision for Public Transport
Extra- urban Arterial | No Public transport
Figure 5.29: ROW for Urban Arterial with Public Transport enhanced
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
78%
LEGEND
• 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.
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
• 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 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
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%
LEGEND
LEGEND
BRT System - Delhi, India BRT Station, Pimpri Chinchwad, India Smart card of Astana PT System, Astana, Kazakistan
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.
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
PASSENGER CAR
271 g CO2/passenger/km traveled
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
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
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.
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
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
LEGEND
LEGEND
LEGEND
Figure 5.48: Road Network Plan for Ikorodu Sub-Region (2016 - 2036)
Source: IKMP, 2018
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
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.
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
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
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.
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
Chapter Seven
7.6.1 Industrial and Commercial Incubators
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.
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.
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.
Chapter Eight
8.4.4 Cemeteries
8.4.5 Culture, Tourism and Recreation
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
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
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
LEGEND
Nature based hospitality Private Sector Driven Eco-Lodges • Sensitisation of private sector interest in nature based hospitality structures
industry • Number of eco-lodges
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
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
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
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
Figure 9.3: The Designed Storm water drainage system and watershed for the Ikorodu Sub-Region
Source: IKMP, 2018
Table 9.5: Hydraulic Characteristics of some Designed Primary Earth 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
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
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
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
Plate 9.4(b) Cross-section of the proposed Levee walls along the reach of Ogun River at Owode-Elede during Oyan Dam Opening
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.
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.
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
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)
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.
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.
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.
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.
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
Figure 9.35: Distribution of Solid waste generated across the sub-region (Year 2016)
Source: IKMP, 2016
Figure 9.36: Projected solid waste generated across the sub region (2036)
Source: IKMP, 2018
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.
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
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.
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
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.
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.
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.
Table 9.39: Summary of components of the solid waste stream in Ikorodu Sub-region (2016 & 2036)
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).
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.
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
Table 9.43: Goals and Objectives of the 5-Year Strategic and Investment Plan
Table 9.44: Waste Water Management Deficiencies identified at the Baseline Stage
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 •
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.
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.
*These Requirements shall apply when, after treatment, the liquid waste effluent is disposed of for irrigation and on land.
*These Requirements shall apply when, after treatment, the liquid waste effluent is disposed of for irrigation and on land.
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
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).
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
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
Table 9.55: Summary of Power Supply Objectives, Strategies and 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.
Figure 9.42: Three Proposed Embedded 132kv Power Plants in Ikorodu Sub-Region
Source: IKMP, 2018.
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.
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
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
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.
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
Chapter Ten
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:
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.
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
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
• Apa-Tuntun CBD
• Igbogbo CBD
• Gberigbe CBD
• Agbowa CBD
• Maya-Adamo CBD
• Agbede CBD
5. Activity Centers
6. Mixed-Use Zone/Corridor
8. Industrial Parks
INSTITUTIONAL SECTOR
• 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
TRANSPORT SECTOR
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
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
16. Education
PHYSICAL INFRASTRUCTURE
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
• 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.
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
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.
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
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
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
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.
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
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
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.
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