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 Table of Contents

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Huye City Master Plan
 Table of Contents

6.3 Freight including Rail................................................................................................................................. 39

Contents 7. Public Transport Plan ........................................................................................................................................ 39
1. Introduction ...................................................................................................................................................... 10
7.1 Institutional Public Transport Supporting policy ...................................................................................... 40
1.1 Project Background ................................................................................................................................... 10
7.2 Integrated Public Transport Plan .............................................................................................................. 40
1.2 Project Commissioning and Objectives..................................................................................................... 10
7.3 Public Transport Network ......................................................................................................................... 41
1.3 Study Layout ............................................................................................................................................. 10
8. Freight Network ................................................................................................................................................ 45
1.4 Context and Perspective ........................................................................................................................... 10
8.1 Road Freight: ............................................................................................................................................. 45
1.4.1 Historical ........................................................................................................................................... 10
8.2 Rail Freight ................................................................................................................................................ 45
1.4.2 Climate .............................................................................................................................................. 11
9. Green Transport Plan (NMT)............................................................................................................................. 47
1.4.3 Geographical ..................................................................................................................................... 11
9.1 Non-Motorised Transport Network .......................................................................................................... 47
1.4.4 National Transportation Sector Overview ........................................................................................ 12
9.2 Green Transport Promotion Strategies..................................................................................................... 50
2. Transport Vision and Objectives ....................................................................................................................... 14
9.3 Institutional Strategies .............................................................................................................................. 50
2.1 Transportation Vision and policy for Rwanda........................................................................................... 14
9.3.1 Parking Strategy ................................................................................................................................ 50
2.2 Transport Vision for Huye ......................................................................................................................... 14
9.3.2 On-street Parking .............................................................................................................................. 51
3. Status Quo Overview ........................................................................................................................................ 14
9.3.3 Off-street Parking.............................................................................................................................. 51
3.1 Institutional ............................................................................................................................................... 14
9.3.4 Parking Requirements ....................................................................................................................... 51
3.2 Documentation ......................................................................................................................................... 14
10. PTV Visum Macro Simulation Model Development ..................................................................................... 52
3.3 Data Collection .......................................................................................................................................... 15
10.1 Overview ................................................................................................................................................... 52
3.3.1 Modal Split ........................................................................................................................................ 15
10.1.1 Proposed Road network Model development.................................................................................. 52
3.3.2 All weather Roads and Public Transport Perceptions ....................................................................... 17
10.1.2 Scenario Development ...................................................................................................................... 53
3.4 Existing Road Network .............................................................................................................................. 19
10.1.3 Transport Demand ............................................................................................................................ 54
3.4.1 Existing Urban Roads ........................................................................................................................ 20
10.2 Model Results ........................................................................................................................................... 55
3.4.2 Overall Road Condition ..................................................................................................................... 20
10.2.1 Impact of Car Ownership Increase (Existing Road Network) ............................................................ 55
3.4.3 Major Issues/ Deficiencies and Gaps ................................................................................................ 21
10.2.2 Impact of Private Car Modal Share Results (Proposed 2050 Road Network)................................... 57
3.4.4 Project Proposals .............................................................................................................................. 25
10.2.3 Volume Demand to Capacity Ratio (V/C) on Existing Road Network ............................................... 58
4. Land-Use Planning............................................................................................................................................. 29
10.2.4 Volume Demand to Capacity Ratio (V/C) on Proposed 2050 Road Network ................................... 59
4.1 Existing Land Use and Economic Conditions............................................................................................. 29
10.2.5 2050 AM Peak Hour Traffic Volumes ................................................................................................ 61
4.2 Population growth scenario ...................................................................................................................... 30
10.3 Road Network Recommendations ............................................................................................................ 63
4.3 Economic Transformation and employment opportunities ..................................................................... 30
10.4 ROW Cross-sections .................................................................................................................................. 63
4.4 City Zoning ................................................................................................................................................ 30
10.4.1 Areas with Available Space ............................................................................................................... 63
5. Road Classification ............................................................................................................................................ 31
11. Effective Transport Strategy for Huye .......................................................................................................... 67
6. Key Issues and Observations ............................................................................................................................. 36
11.1 Existing Structure: ..................................................................................................................................... 67
6.1 Road Network ........................................................................................................................................... 36
11.2 Strategy and Future Studies...................................................................................................................... 67
6.2 Public Transport ........................................................................................................................................ 37
12. Sustainable and Resilient Infrastructure....................................................................................................... 69

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13. Water Supply................................................................................................................................................. 70 Proposed Sewer Plan......................................................................................................................................... 80

13.1 Applicable Policies and Plans .................................................................................................................... 70 15. Solid Waste ................................................................................................................................................... 82
13.2 Master Plan ............................................................................................................................................... 70 15.1 Applicable Policies and Plans .................................................................................................................... 82
13.3 Key Issues .................................................................................................................................................. 70 15.2 Master Plan ............................................................................................................................................... 82
13.4 Status Quo................................................................................................................................................. 70 15.3 Key Issues .................................................................................................................................................. 82
13.4.1 Level of Service ................................................................................................................................. 70 15.4 Status Quo................................................................................................................................................. 82
13.4.2 Water Treatment & Distribution....................................................................................................... 71 15.4.1 Level of Service ................................................................................................................................. 82
13.4.3 Proposed and Ongoing Projects........................................................................................................ 71 15.4.2 Collection of Solid Waste and Existing Dump Site ............................................................................ 82
13.5 Water Demand Estimation........................................................................................................................ 72 15.4.4 Proposed and Ongoing Projects........................................................................................................ 83
13.5.1 Demand Parameters ......................................................................................................................... 72 15.5 Waste Generation Estimation ................................................................................................................... 83
13.5.2 Water Demand Calculation ............................................................................................................... 72 15.6 Planning Approach .................................................................................................................................... 83
13.6 Water Supply vs. Demand ......................................................................................................................... 72 Smart & Green Initiatives .................................................................................................................................. 83
13.7 Planning Approach .................................................................................................................................... 72 15.6.1 Proposed Level of Service ................................................................................................................. 84
13.7.1 Smart & Green Initiatives .................................................................................................................. 73 15.6.2 Adjusted Solid Waste Volumes ......................................................................................................... 84
13.7.2 Proposed Level of Service ................................................................................................................. 73 15.6.3 Waste Properties .............................................................................................................................. 85
13.7.3 Proposed Water Treatment .............................................................................................................. 73 15.6.4 Vehicle Selection ............................................................................................................................... 85
13.7.4 ................................................................................................................................................................ 74 15.6.5 Proposed Transfer Stations ............................................................................................................... 86
13.7.5 Proposed Reservoirs & Water Supply Plan ....................................................................................... 74 15.6.6 Proposed Collection and Routes ....................................................................................................... 87
13.7.6 Water Demand Management ........................................................................................................... 75 Proposed Landfill .............................................................................................................................................. 87
14. Waste Water ................................................................................................................................................. 76 16. Stormwater Drainage .................................................................................................................................... 89
14.1 Applicable Policies and Plans .................................................................................................................... 76 16.1 Stormwater Catchments ........................................................................................................................... 89
14.2 Master Plan ............................................................................................................................................... 76 16.2 Applicable Policies and Plans .................................................................................................................... 89
14.3 Key Issues .................................................................................................................................................. 76 16.3 Master Plan ............................................................................................................................................... 89
14.4 Status Quo................................................................................................................................................. 76 16.4 Key Issues .................................................................................................................................................. 89
14.4.1 Level of Service ................................................................................................................................. 76 16.5 Status Quo................................................................................................................................................. 89
14.4.2 Current Domestic Sanitation Systems & Sewage Treatment Plant .................................................. 77 16.5.1 Existing Stormwater Drainage .......................................................................................................... 89
Non-Domestic Waste Water ............................................................................................................................. 77 16.6 Planning Approach .................................................................................................................................... 90
14.4.3 Proposed and Ongoing Projects........................................................................................................ 77 Smart & Green Initiatives .................................................................................................................................. 90
14.5 Sewage Flow Estimation ........................................................................................................................... 77 16.6.1 Assessment of Current Proposal ....................................................................................................... 91
14.6 Planning Approach .................................................................................................................................... 78 16.7 Proposed Stormwater Management ........................................................................................................ 91
14.6.1 Smart & Green Initiatives .................................................................................................................. 78 17. Power ............................................................................................................................................................ 93
14.6.2 Proposed Level of Service ................................................................................................................. 79 17.1 Applicable Policies and Plans .................................................................................................................... 93
14.6.3 Adjusted Sewer Waste Volumes ....................................................................................................... 79 17.2 Master Plan ............................................................................................................................................... 93
14.6.4 Proposed Waste Water Treatment Plant.......................................................................................... 80 17.3 Key Issues .................................................................................................................................................. 94

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17.4 Status Quo................................................................................................................................................. 94 19.1 General.................................................................................................................................................... 110

17.4.1 Current Transmission Network.......................................................................................................... 94 19.2 Water ...................................................................................................................................................... 110
17.4.2 Current Distribution Network ............................................................................................................ 94 19.3 Waste Water ........................................................................................................................................... 110
17.5 Planning ..................................................................................................................................................... 95 19.4 Solid Waste ............................................................................................................................................. 110
17.5.1 Generation Mix.................................................................................................................................. 95 19.5 Stormwater ............................................................................................................................................. 111
17.5.2 Power Generation Plants ................................................................................................................... 96
17.5.3 Transmission Planning ....................................................................................................................... 96
17.5.4 Distribution Planning ......................................................................................................................... 97
17.5.5 Distribution Network Challenges ....................................................................................................... 97
17.5.6 Grid Network Infrastructure Planning ............................................................................................... 98
17.6 Institutional Capacity ................................................................................................................................. 98
17.6.1 Customer Interaction ........................................................................................................................ 98
17.6.2 Customer Categories and Tariffs ....................................................................................................... 98
17.6.3 Separating Operations and Project Development ............................................................................. 98
17.7 Urban Power Supply .................................................................................................................................. 99
17.7.1 Demand Estimation ........................................................................................................................... 99
17.7.2 Consumer Characteristics .................................................................................................................. 99
17.7.3 Existing Infrastructure ..................................................................................................................... 100
17.7.4 Planned Projects (Current) in Study Area ........................................................................................ 100
17.7.5 Planning for Urban Area .................................................................................................................. 100
18. ICT / Smart City ........................................................................................................................................... 102
18.1 Applicable Policies and Plans .................................................................................................................. 102
18.2 Master Plan ............................................................................................................................................. 102
18.3 Key Issues ................................................................................................................................................ 102
18.4 ICT in Rwanda – a country perspective ................................................................................................... 102
18.5 Rwanda from an African Perspective...................................................................................................... 103
18.6 The Impact of Broadband on Emerging Economies................................................................................ 104
18.7 Key ICT Infrastructure Building Blocks to enable Digital Transformation in Rwanda ............................. 104
18.8 Enabling Digital Transformation in Secondary Cities – Huye .................................................................. 105
18.8.1 Background to Huye ........................................................................................................................ 105
18.8.2 Business drivers of ICT development and service considerations .................................................. 106
18.9 The scaling of the agribusiness potential of the district can be best achieved by the introduction of Smart
Farming practices and thereby limiting the reliance on the scaling of human manpower................................ 107
19. General Recommendations ........................................................................................................................ 110

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List of Figures Figure 41: Huye Smart Complex Car Parking Entrance, source SMEC 2018 ............................................................. 43
Figure 42: Butare Airport in Huye City Centre .......................................................................................................... 43
Figure 1: Location of Six Secondary Cities................................................................................................................. 10
Figure 43: Proposed Transit network ....................................................................................................................... 44
Figure 2: Rwanda Transport Network Vision 2020 Source: Rwanda Strategic Transport Master Plan, MININFRA,
Figure 44: Proposed Rail connection from Kigali to Isak, Source: US National Park Services(2017) ........................ 45
Aurecon. .................................................................................................................................................................... 11
Figure 45: Kenyan proposed rail line, Source: Kenyan Railways Ethopian Rialway Commision TTCA (2017) .......... 46
Figure 3: Rwandan Roads.......................................................................................................................................... 12
Figure 46: Proposed Industrial Parks in Huye ........................................................................................................... 46
Figure 4: HY-TVC-1 Traffic Volumes, Source: 2016 RUDP Huye Report .................................................................... 15
Figure 47: Typical cross-section ................................................................................................................................ 48
Figure 5: HY-TVC-2 Traffic Volumes, Source: 2016 RUDP Huye Report .................................................................... 15
Figure 48: Existing Paved Roads with some access to NMT provision ..................................................................... 48
Figure 6:HY-TVC-3 Traffic Volumes, Source: 2016 RUDP Huye Report..................................................................... 16
Figure 49: Proposed Zones........................................................................................................................................ 49
Figure 7: HY-TVC-4 Traffic Volumes, Source: 2016 RUDP Huye Report .................................................................... 16
Figure 50: Proposed NMT Network .......................................................................................................................... 49
Figure 8: HY-TVC-5 Traffic Volumes, Source: 2016 RUDP Huye Report .................................................................... 16
Figure 51: Neighbourhood Parks .............................................................................................................................. 50
Figure 9: HY-TVC-1-5 Total Traffic Mode Split, Source: 2016 RUDP Huye Report .................................................... 17
Figure 52: Heavy Vehicles Assignment on Existing Road Network ........................................................................... 53
Figure 10: Average Total Traffic Mode Split ............................................................................................................. 17
Figure 53: Existing Road Network ............................................................................................................................. 54
Figure 11: Public Transport Usage in all four provinces ........................................................................................... 18
Figure 54: Proposed Road Network .......................................................................................................................... 54
Figure 12: Existing Road Network, Source RUDP 2016 ............................................................................................. 20
Figure 55: Scenarios Modal Split............................................................................................................................... 54
Figure 13: Huye Road Network, SMEC, 2019 ............................................................................................................ 20
Figure 56: Modal Zones ............................................................................................................................................ 55
Figure 14: Steep unsurfaced road with irregular carriageway widths and encroachment, source SMEC 2018 ...... 22
Figure 57: Trip Attractions/ Productions .................................................................................................................. 55
Figure 15: Road works carried out by ladies in the community on a unpaved roadway, source SMEC 2018 ......... 22
Figure 58: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming no growth in private
Figure 16: Load carrying bicycle, source SMEC 2018 ................................................................................................ 22
vehicle ownership (Scenario 1) on the existing road network ................................................................................. 56
Figure 17: Mini-bus taxis Pick-up and Drop off on street kerb, no walkway or stops provided, source SMEC 2018
Figure 59: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 50% growth in private
.................................................................................................................................................................................. 23
vehicle ownership (Scenario 2) on the existing road network ................................................................................. 56
Figure 18: Formalised, NMT friendly ROW and lane widths along national road, source SMEC 2018 .................... 23
Figure 60: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 100% growth in private
Figure 19: Huye Smart Complex Car Parking: no shelter or loading bays, source SMEC 2018................................. 23
vehicle ownership (Scenario 3) on the existing road network ................................................................................. 57
Figure 20: Huye Smart Complex Car Parking: Mini-bus Taxis, source SMEC 2018 ................................................... 23
Figure 61: AM peak hour vehicular demand: No increase in private car modal share vs 100% increase in private car
Figure 21: Petrol station near Complex, source SMEC 2018 .................................................................................... 24
model share (Scenario 1 and Scenario 3) ................................................................................................................. 57
Figure 22: Lack of Walkway provision along roadway to public transport facility, source SMEC 2018 ................... 24
Figure 62: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming no growth in private
Figure 23: University of Rwanda entrance with foot traffic. Narrow walkways and speed calming measures are
vehicle ownership (Scenario 4) on the proposed 2050 road network ..................................................................... 57
provided, source SMEC 2018 .................................................................................................................................... 24
Figure 63: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 50% growth in private
Figure 24: Residential area with uniformalised local roads, source SMEC 2018 ...................................................... 24
vehicle ownership (Scenario 5) on the proposed 2050 road network ..................................................................... 58
Figure 25: Proposed RUDP, 2016 phasing, Source: RUDP 2016 ............................................................................... 28
Figure 64: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 100% growth in private
Figure 26: Existing Land Uses .................................................................................................................................... 29
vehicle ownership (Scenario 6) on the proposed 2050 road network ..................................................................... 58
Figure 27: Projected Population ............................................................................................................................... 30
Figure 65: AM peak hour vehicular demand: No increase in private car modal share vs 100% increase in private car
Figure 28: Job Distribution ........................................................................................................................................ 30
modal share (Scenario 4 and Scenario 6) ................................................................................................................. 58
Figure 29: City organisation and development ......................................................................................................... 31
Figure 66: V/C for 2050 assuming no growth in private car modal share (Scenario 1) on the existing road network
Figure 30: Proposed City Zoning ............................................................................................................................... 31
.................................................................................................................................................................................. 59
Figure 31: Extract from Inner-Urban Transport and Traffic Management ............................................................... 32
Figure 67: V/C for 2050 assuming 50% growth in private car modal share (Scenario 2) on the existing road network
Figure 32: Huye Existing Road Network .................................................................................................................... 36
.................................................................................................................................................................................. 59
Figure 33: Public Transport in Huye, source: SMEC 2018 ......................................................................................... 37
Figure 68: V/C for 2050 assuming no growth in private car modal share (Scenario 4) on the proposed 2050 road
Figure 34: Public transport Facility in Huye: SMEC 2018 .......................................................................................... 38
network ..................................................................................................................................................................... 60
Figure 35: STMP, Transport Plan, 2010..................................................................................................................... 39
Figure 69: V/C for 2050 assuming 50% growth in private car modal share (Scenario 5) on the proposed 2050 road
Figure 36: Planning for Neighbourhoods. ................................................................................................................. 41
network ..................................................................................................................................................................... 60
Figure 37: Layout of integrated modes of transport and community facilities ........................................................ 41
Figure 70: V/C for 2050 assuming 100% growth in private car modal share (Scenario 6) on the proposed 2050 road
Figure 38: Transport Modes and Operating Details ................................................................................................. 42
network ..................................................................................................................................................................... 61
Figure 39: Modal share of public transport in Rwanda: source Public Transport Policy for Rwanda 2012 ............. 43
Figure 71: Traffic volumes for 2050 assuming no growth in private car modal share (Scenario 1) on the existing
Figure 40: Huye Smart Complex Car Parking: highly populated, source SMEC 2018 ............................................... 43
road network ............................................................................................................................................................ 61

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Figure 72: Traffic volumes for 2050 assuming 50% growth in private car modal share (Scenario 2) on the existing Figure 24: Waste flow in a Green City (Source: GGGI – National Roadmap for Green Secondary City Development)
road network ............................................................................................................................................................ 61 .................................................................................................................................................................................. 84
Figure 73: Traffic volumes for 2050 assuming 100% growth in private car modal share (Scenario 3) on the existing Figure 25: Composting of organic waste .................................................................................................................. 84
road network ............................................................................................................................................................ 62 Figure 26: Example of engineered landfill ................................................................................................................ 84
Figure 74: Traffic volumes for 2050 assuming no growth in private car modal share (Scenario 4) on the proposed Figure 27: Push cart .................................................................................................................................................. 85
2050 road network ................................................................................................................................................... 62 Figure 28: Flat-bed truck ........................................................................................................................................... 85
Figure 75: Traffic volumes for 2050 assuming 50% growth in private car modal share (Scenario 5) on the proposed Figure 29: Load lugger / skip loader.......................................................................................................................... 85
2050 road network ................................................................................................................................................... 62 Figure 30: Rear-end loader ....................................................................................................................................... 86
Figure 76: Traffic volumes for 2050 assuming 100% growth in private car modal share (Scenario 6) on the proposed Figure 31: Roll-on roll-off .......................................................................................................................................... 86
2050 road network ................................................................................................................................................... 62 Figure 32: 6 m3 and 30 m3 skip bin .......................................................................................................................... 86
Figure 77: Difference in Traffic Volumes between the two roads networks (Scenario 3 vs Scenario 6).................. 63 Figure 33: Typical Transfer Station ........................................................................................................................... 86
Figure 78: Proposed 2050 road classification ........................................................................................................... 63 Figure 34: Typical Transfer Station second view ...................................................................................................... 86
Figure 79: Urban Arterial, single carriageway........................................................................................................... 64 Figure 35: Proposed Transfer Routes, Transfer Stations and Landfill Site................................................................ 88
Figure 80: Urban Arterial, dual carriageway ............................................................................................................. 64 Figure 36: Stormwater Catchments .......................................................................................................................... 89
Figure 81: Arterial with public transport facilities .................................................................................................... 64 Figure 37: Existing Stormwater Network .................................................................................................................. 90
Figure 82: Urban minor arterial with no parking ...................................................................................................... 65 Figure 38: Rainwater Harvesting............................................................................................................................... 90
Figure 83: Collector with planting strip and walkways, with no cycle lane .............................................................. 65 Figure 39: Bioswale ................................................................................................................................................... 91
Figure 84: Collector with no planting strip and cycle lane........................................................................................ 65 Figure 40: Proposed Bulk Stormwater System ......................................................................................................... 91
Figure 85: Cross-sections .......................................................................................................................................... 66 Figure 41: Vegetated Swale (Source: ABC Water Guideline) .................................................................................... 92
Figure 1: Infrastructure Resilience Properties .......................................................................................................... 69 Figure 42: Bioretention Swale (Source: ABC Water Guideline) ................................................................................ 92
Figure 2: Type of Access to Improved Water Source ................................................................................................ 70 Figure 43: Bioretention Basin (Source: ABC Water Guideline) ................................................................................. 92
Figure 3: Types of Unimproved Drinking Water Source ........................................................................................... 71 Figure 44: Constructed Wetland (Source: ABC Water Guideline.............................................................................. 92
Figure 4: Kadahokwa Treatment Plant (Source: Huye Sanitation Master Plan by SMEC) ........................................ 71 Figure 45: National Electrification Plan Map (Source: Rwanda NEP) ....................................................................... 93
Figure 5: Water Supply Network............................................................................................................................... 71 Figure 46: 2017 Network Configuration ................................................................................................................... 94
Figure 6: Water Supply Hierarchy ............................................................................................................................. 73 Figure 47: Existing Rwanda Distribution Network - 2018 ......................................................................................... 95
Figure 7: Metered and Un-Metered Community Standpipe .................................................................................... 73 Figure 48: Power Generation Mix, 2024 Plan ........................................................................................................... 95
Figure 8: Individual Household Connection .............................................................................................................. 73 Figure 49: Power Dispatched per Source .................................................................................................................. 96
Figure 9: Reservoirs and Reservoir Supply Pipes ...................................................................................................... 74 Figure 50: 2024 Network Configuration ................................................................................................................... 97
Figure 10: Reservoirs and Bulk Water Pipes ............................................................................................................. 75 Figure 51: Rwanda Electricity Network (Generation Plant and Transmission Network) .......................................... 98
Figure 11: Type of Access to Unimproved Sanitation ............................................................................................... 76 Figure 52: Electricity Infrastructure - Existing ......................................................................................................... 100
Figure 12: Access to Improved Sanitation ................................................................................................................ 77 Figure 53: Electricity Infrastructure - Current Planning .......................................................................................... 100
Figure 13: Proposed sewer network and treatment plant ....................................................................................... 77 Figure 54: Power Infrastructure Assessment .......................................................................................................... 101
Figure 14: Sewer Drainage Hierarchy ....................................................................................................................... 78 Figure 55: Smart Rwanda Master Plan Overview ................................................................................................... 102
Figure 15: Sustainable sanitation cycle (Source: GGGI – National Roadmap for Green Secondary City Development) Figure 56: Landlocked countries ............................................................................................................................. 103
.................................................................................................................................................................................. 78 Figure 57: ICT in developed vs. developing continents .......................................................................................... 103
Figure 16: Sludge Reuse (Source: GGGI – National Roadmap for Green Secondary City Development) ................. 79 Figure 58: ICT Stats in Africa (Source: Cisco System VNI Index 2018) .................................................................... 103
Figure 17: Pit latrine and septic tank ........................................................................................................................ 79 Figure 59: Competitiveness Evaluation Model (Source: World Economic Forum Country/ Economic Profile 2018)
Figure 18: Waterborne Sewer Network .................................................................................................................... 79 ................................................................................................................................................................................ 103
Figure 19: Proposed Bulk Sewer System................................................................................................................... 81 Figure 50: Smart City ICT ......................................................................................................................................... 104
Figure 20: Main Methods of Waste Disposal ............................................................................................................ 82 Figure 61: ICT Infrastructure ................................................................................................................................... 105
Figure 21: Existing dump site and proposed landfill ................................................................................................. 83 Figure 62: Huye Locality .......................................................................................................................................... 106
Figure 22: Solid Waste Management Hierarchy ....................................................................................................... 83 Figure 63: Smart Services ........................................................................................................................................ 106
Figure 23: Green solid waste management hierarchy (Source: GGGI – National Roadmap for Green Secondary City Figure 64: Smart Campus ........................................................................................................................................ 107
Development) ........................................................................................................................................................... 84 Figure 65: Smart Farming........................................................................................................................................ 107
Figure 66: Fibre Optic Cable .................................................................................................................................... 108

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Figure 67: National Backbone Fibre-Optic Network, (Source: Broadband Systems Corporation (BSC)) ................ 109
Figure 68: Solid Waste Management Hierarchy ..................................................................................................... 110

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List of Tables
Table 3-1: 2019 AM peak period modal split ............................................................................................................ 15
Table 3-2: Usage rates for all-weather road (EICV5, EICV4) ..................................................................................... 17
Table 3-3: Walking distance to nearest all-weather road (EICV5, EICV4) ................................................................. 18
Table 3-4: User satisfaction and quality perception of all-weather road (EICV5, EICV4) ......................................... 18
Table 3-5: Usage rates for public transport, by province ......................................................................................... 18
Table 3-6: Walking distance to nearest public transport stage (EICV5, EICV4) ........................................................ 18
Table 3-7: Reasons for not using public transport (EICV5, EICV4) ............................................................................ 18
Table 3-8: User satisfaction and quality perception of public transport (EICV5, EICV4) .......................................... 19
Table 3-9: Road Network Classifications and Surface Type ...................................................................................... 19
Table 3-10: Details of Existing Road Network ........................................................................................................... 20
Table 3-11: Summary of Road Inventory and Pavement Condition Survey ............................................................. 21
Table 3-12: Deficiencies and Proposals, source: RUDP 2016.................................................................................... 25
Table 3-13: Details of Roads under Long List (for Vision 2030), source: RUDP 2016 ............................................... 26
Table 3-14: RUDP proposed project and route length phasing, source: RUDP 2016 ............................................... 28
Table 5-1: National Road Classes ................................................................................. Error! Bookmark not defined.
Table 5-2: Minimum Design Requirements for Intra-urban roads .............................. Error! Bookmark not defined.
Table 5-3: Road Classification Dimensions .................................................................. Error! Bookmark not defined.
Table 6-1: Huye Public Transport Strengths and Weaknesses ................................................................................. 38
Table 6-2: Huye Freight Strengths and Weaknesses ................................................................................................ 39
Table 7-1: Total Number of Different Types of Registered Vehicles: (Source: Rwanda Revenue Authority 2012) .. 40
Table 9-1: Key Strategies of Green Transport Plan ................................................................................................... 47
Table 9-2: Parking Requirements .............................................................................................................................. 51
Table 10-1: Model Demand and Supply Tests .......................................................................................................... 53
Table 10-2: External Zones Trip Attractions and Productions .................................................................................. 55
Table 10-3: Network Travel Time (Vehicle Hours) Results Comparison ...................... Error! Bookmark not defined.
Table 10-4: Network Distance (Vehicle Kilometres) Results Comparison ................... Error! Bookmark not defined.
Table 10-5: Existing Road Network Distances.............................................................. Error! Bookmark not defined.
Table 10-6: Proposed Road Network Distances........................................................... Error! Bookmark not defined.
Table 11-1: Effective Transport policy ...................................................................................................................... 67

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Huye City Master Plan
 Transportation and Infrastructure Report

development and the balanced growth of Rwanda, where the secondary cities will complement the role of the
1. Introduction Capital, Kigali, to implement a multi-nodal economic growth, reduce migration pressure on a single urban centre
and provide improved living conditions across the country.
1.1 Project Background
Part of this ideology is to develop a connectivity network that can sustain the proposed growth envisaged to
Rwanda has embarked on an ambitious journey to accelerate urbanization in order to achieve an urban population
encompass the secondary cities urbanisation and economic opportunities being developed through the master
of 35% by 2024. Such urbanisation strategy will be successfully achieved only if the secondary cities, Figure 1-1,
plan for Huye. Transportation is one of the key components in the city and regional planning, as it determines the
will be enabled to play a predominant role as centres for green economic growth, providing economic and quality
regional connectivity, as well as the accessibility of a city and within the city. The scope includes, but is not limited
living opportunities to their citizens and to the neighbouring regions.
to:
• Develop the proposed transport network;
• Develop the proposed ROW of the road network through micro-simulation;
• Identify possible freight opportunities;
• Public Transport System strategy;
• Assess the proposed green initiatives;
• Assess the Traffic Conditions; and
• Recommend the road network improvements to accommodate the future demands of the city.

1.3 Study Layout

This report is split into the following two parts:
• Part 1 – Transportation; and
• Part 2 – Infrastructure.
This Infrastructure and Transportation Master Plan Report applies to infrastructure within the Huye City Boundary,
and the National Master Plans address the integration of strategies for the country as a whole.
It is important to note that the Infrastructure Master Plan of a City provides broad recommendations for bulk
infrastructure planning. This includes the following:
• Treatment works;
• Primary bulk pipelines; and
• Secondary bulk pipelines.
More detailed planning done in master plans for individual services should feed into the above-mentioned bulk
Figure 1: Location of Six Secondary Cities.
lines. This next level of planning will include further studies to inform more detailed calculations, and therefore
tertiary pipelines down to a neighbourhood level will be proposed.
Surbana Jurong Consultants Ptd. Ltd. (SJ) had successfully delivered the Kigali City Master plan in the year 2013
and is currently reviewing the 2013 Master Plan to identify the gaps and amend/improve the tools for the Kigali
City Master Plan’s implementation. With the previous track record and presence in the country, SJ was identified 1.4 Context and Perspective
by RHA to review the Secondary Cities Master Plans and complement the growth strategies overall. 1.4.1 Historical
This section of the master plan details the transportation initiatives, Road Hierarchy (ROW) and proposed upgrades Rwanda’s government is in the process of converting Rwanda’s low-income economy to a medium-income export-
to be implemented by 2050. This study will plan the road network to accommodate the proposed urbanisation orientated economy. As a result, improving the quality and reliability of transport infrastructure amongst others
expected in Huye. Additionally, this study will incorporate previous studies and projects proposed to enhance the is paramount. Land transport is the main utilized mode of transport used in Rwanda through roads.
existing road network. Consequently, the Ministry of Infrastructure is ensuring that the national road network is expanded, rehabilitated,
upgraded, and maintained appropriately through the Rwanda Transport Development Agency, which is an
1.2 Project Commissioning and Objectives implementing agency affiliated to the Ministry of Infrastructure.
In October 2018, the Rwanda Housing Authority (RHA) awarded the contract for Consultancy Services for the The Government of Rwanda commissioned the preparation of a Transport Sector Master Plan in 2010 with the
review of the six secondary cities’ Master Plan to Surbana Jurong Consultants Pte. Ltd. (SJ). The core scope of this purpose of formulating detailed transport strategies for medium-and long-term planning (10 years and beyond).
assignment is to support the Government and each City to re-orient its social and economic strategies through a The final report of the Strategic Transport Master Plan for Rwanda (STMP) contains a review of the transport sector
green development vision to boost economic competitiveness and modernity. The objective is to drive the and has recommendations for improvement of transport sector performance, with regard to the strategic national

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transport network. The future Rwanda transport network and transport service strategies drawn out in the 2010 • To ensure reliability to use (Providing services as per standard time schedule or available on demand);
study are listed below, Figure 1-2: • To promote safety and security for passengers-To ensure monitoring and evaluation of level of service and
• New road links and road upgrades to improve network continuity; performance and satisfy from the user’s point of view.
• Planned railway network and services (including future network and service extensions); Hereafter, in 2013, there was a study undertaken for the Rwanda Transport Sector by the African Development
• Aviation classification and associated works for international, regional, and local airports; Bank Group. This study conducted a review and action plan for the transport network across Rwanda. This study
• Inland waterway ferry terminals and transport services; identified Rwanda’s transport cost to be the highest between her neighbours at 40% in comparison to 12% and
• Freight network weigh bridges and truck stops/ roadside stations; 36% for Kenya and Uganda respectively.
• One-stop border posts upgrades and multimodal transfer facility development; Furthermore, the vision for Rwanda National Transport Policy 2008, NTP, “is to gain under Vision 2020 modern
• Planned public transport networks, including a quality bus service and airport flyer bus service. infrastructure and cost-effective and quality services with due regard to safety and environmental concerns,” and
to ensure “that the infrastructure should be developed in a sustainable manner to support economic growth of
the country, mobility of the population and serve as a “pivot” for exchange of goods and services at national and
regional level. The mission is “to reduce constraints to transport in order to promote sustainable economic growth
and contribute to poverty reduction”, Africa Development bank Group, 2013. The strategies of the NTP was then
to:
• Encourage the private sector to play a greater role in the development of infrastructure and provision of
transport services;
• Supporting the provincial and district administrations in the implementation of the decentralisation policy;
• Supporting the local communities in the maintenance of rural access transport infrastructure;
• Developing the sector to benefit from and contribute to the regional integration initiatives and; and
• Developing institutional and human resource capacities for a vibrant transport sector in future.
The above studies have led to the formation of the 2018 Secondary Cities Master Plans.

1.4.2 Climate
Rwanda is a land locked and mountainous country, characterized by sub-equatorial temperate climate. The city
of Huye itself is mountainous and hilly. It lies 1755 m above sea with a tropical climate. Huye has an average
temperature of 19.1°C and1147 inch per year which is fairly well distributed throughout the year except for the
short dry season (Jan to Feb) and the long dry season ( Jun to mid-Sep).

1.4.3 Geographical
Huye District is located in the Southern Province of Rwanda. The The City of Huye, also known as Butare, is located
geographically in the centre of the district towards the southern part. The district is one of the eight districts
comprising the Southern Province of Rwanda. The city is approximately 125km from the City of Kigali, via the
National RN1 Road.

The District has a population of 328,398 inhabitants with an average density of 1,462 per sq.km. The City has a
Figure 2: Rwanda Transport Network Vision 2020 Source: Rwanda Strategic Transport Master Plan, MININFRA, population of 89,600 residents and a population growth rate of 1.9%.
Aurecon.
The City is made up of four sectors, namely Tumba, Ngoma, Mukura and Mbazi, and a total of 10 cells. Majority of
In October 2012, the government of Rwanda has approved the Public Transport Policy and Strategy for Rwanda. the population of the City of Huye resides in Huye Sector.
The strategy identified 6 key principles for the public transport sector in Rwanda, this included the following:
• To ensure universal public transport services for all citizens; Huye City is known as the intellectual centre as it is a university town. It is the home of the National University of
• To ensure accessibility (easy to use); Rwanda, Institute for Technological and Scientific Research and many Secondary Schools and TVET centres in the
• To ensure mobility (door to door); area. The city centre is located near the National Museum of Rwanda, the Ruhande Arboretum and 10km north
• To ensure availability for use (responsive to demand); is Gihindamuyaga known from workshop, gift-shops and factories.

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1.4.4 National Transportation Sector Overview

The transport sector is considered a strategic sector for Rwanda given that high transport costs are regarded as a
hindrance to the economic growth and development of a country. Although significant transport infrastructure
developments have taken place, transport service and infrastructure still require improvements and upgrades to
support the growing population and economy.
The transport infrastructure overview in Rwanda comprises of:
• Passenger transport services in Rwanda are provided by both the public and private sector, and includes
bus, taxi and airline services.
• Road Transport: Length of National paved roads increased from 1 279 km in 2015 to 1 355 km in 2016,
while the total cumulative number of registered vehicles in 2016 was 183 703 (Rwanda Statistical
Yearbook, 2017). Moreover, the road network according to the RTDA in 2011 was at 1201km of paved
road. Hence, between 2011 and 2016, 154km of roads were surfaced allowing for an average of 25km per
year, Figure 1-3.
o Bulk of freight transport on roads in Rwanda is: agricultural products, construction materials,
household goods, foodstuffs and minerals.
o Most utilised roads are the KN1 and the KN3.
o The cross-border roads are the highest traffic volume roads in the country.
o Passenger volumes are expected to increase at growth rates of 2.3% per annum or higher.
o Cross border traffic at the main borders are expected to increase by 7.5%.
o The STMP indicated that the existing LOS of the paved roads are functioning at unacceptable LOS
E and F.
o The average speeds on the paved roads is at 64km/h, while the speed limits are set at 80km/h,
the lower speeds are attributed to the mountainous terrain, thus affecting the LOS. Figure 3: Rwandan Roads
o Rwanda has a relatively good density of road network at 0.53km/km^2.
o According to the RTDA, the composition of roads in Rwanda is classified into national roads • Air Transport: According to the Rwanda Airports Company (2019), there are two international airports
(2,749km), District, City of Kigali roads and other urban roads. Class one (3,906km) according to (Kigali International and Kamembe International) and four other airports and airstrips spread across the
the Ministerial Order No.01/ Cab.M/015 of 3rd March 2015, District roads class 2 (9,706km) and country. Work has begun on the third international airport, Bugesera International Airport, which will
the unclassified roads totalling about (21,145km). With the exception of national roads, other become the primary International Airport for Rwanda.
types of roads are considered feeder roads, of which 78% are unpaved and need improvement. • Lake Transport: Limited to Lake Kivu. Other fluvial forms of transport are limited to local boats due to more
o For the 2018 and 2019 financial year, a further 262km of National paved road is to be rehabilitated convenient alternatives. Developing other modes of transport was an aspiration with RTDA developing in
at 100% complete. EDPRS II where 170km of formal inland water transport services had been targeted by the end of fiscal
o A further 401km of national paved road is to be upgraded at 100% complete. year 2017/2018.
o Rehabilitate 127.6km of feeder roads with completion 100%. • According to the RTDA Annual Report 2017/2018, the development of ports on Lake Kivu was completed
o Maintenance of 137.3 km of national unpaved roads & bridges. and is awaiting tendering and resource mobilization.
o Complete 54km of urban roads in collaboration with City of Kigali. o Four (4) ports were planned for construction by the end of fiscal year 2019, funds for two (2) ports
will be secured by government through Trademark East Africa and mobilisation continues with the
Kingdom of Netherlands in Kigali to bridge the gap.
o The Government of Rwanda is purchasing a 140-capacity boat to be available by mid-2019. The
contract was signed between the Ministry of Defence and Avalon Steel.
• Rail Transport: No rail currently in Rwanda. There are plans to build a railway between Rwanda and the
port of Dar es Salaam in Tanzania. These designs are currently in the preliminary design review phase.

These sectors are governed by institutional and Regulatory framework. This framework comprises of:
• Rwanda Civil Aviation Authority (RCAA):

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o Responsible for the aviation sector including operations, safety and security, economic regulations o Which is responsible for the actual management and distribution of funds for the maintenance of
of air series and development of civil aviation. public roads.
o Responsible for the management of civil aviation operations in conformity with the International • The Ministry of Internal Security (MININTER):
Civil Aviation Organisation (ICAO) and other international standards. o Through the Rwanda Police, has the responsibilities of enforcing traffic laws and regulations.
• Rwanda Utilities Regulatory Authority (RURA): • The Ministry of Local Government (MINALOC):
o To ensure that there is fair competition in the market, enhance quality of services provided to the o Is responsible for the planning, development, and maintenance of transport infrastructure and
consumers and ensure that operators comply with national transport service laws and regulations. services within local authorities.
• Rwanda Transport Development Agency (RTDA): The transport sector is viewed as contributing considerably towards poverty reduction and economic growth and
o Implementation of transport sector policies and project management. serving as support to other economic sectors. It will continue to play a fundamental role in the economy of
o The Agency is responsible for transport sector planning, project design including environmental Rwanda. The above overview of the transport authorities and connections is required to understand the full
and social impact assessments, and quality control and assurance. picture, which is Rwanda’s mobility and accessibility. The overview is essential to grasp the increased priority that
o Not responsible for urban transport and also lacks the capacity to handle the anticipated has been given by the Rwandan government to the accessibility and mobility within Rwanda to understand the
expansion into water and rail transport. necessity for development within the regions including Huye.
• Road Maintenance Fund (RMF):

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PART 1 – TRANSPORTATION • To ensure compliance by public utilities with the provisions of laws and regulations governing the
regulated sectors in an objective, transparent and non-discriminatory manner;
2. Transport Vision and Objectives • To ensure the continuity of service delivery by the licensed or authorized service providers and the
preservation of public interest;
2.1 Transportation Vision and policy for Rwanda
• To protect users’ and operators’ interests by taking measures likely to guarantee effective, sound and fair
Through the past ten years Rwanda has made strides in developing transportation policy and is continuing to
competition in the regulated sectors within the framework of applicable laws and regulations;
develop such policy and plans. The Rwanda Transport Policy has the following Policy Vision Pillars:
• To protect and promote consumers’ interests;
• Economy: To support sustainable economic activity and get good value for money;
• To promote the availability, accessibility and affordability of regulated services to all consumers including
• Environment: To protect the built and natural environment;
low income, rural and disadvantaged consumers;
• Safety: To improve safety by reducing accidents and improve security;
• To promote efficient development of regulated sectors in accordance with the Government economic and
• Mobility: To improve generalised travel time;
financial policy;
• Accessibility: To improve access to transport facilities;
• Promote and protect the rights and obligations of consumers and service providers;
• Integration: To ensure that all decisions are taken in the context of Rwanda’s Integrated Transport Policy;
• Issuing permits, authorizations and licenses required for regulated sectors, in accordance with the relevant
• Social Equity: Ensure affordable and reliable transport options and alternatives for all.
laws and regulations;
The Rwanda Strategic Transport Master Plan (RSTMP) has the following Vision Pillars, which are aligned to
• To monitor and ensure compliance by regulated network or service providers in line with their licenses,
Rwanda’s Transport Policies:
permits and concession obligations; and
• Economic: Develop a Transport System that supports sustainable economic activity and value for money;
• To ensure fair competition in all regulated sectors.
• Compliant: Develop a Transport System that complies with modern rules and standards, that is focused
on safety and protecting the environment;
National and district roads are reported to be the responsibility of the Rwanda Transport Development Agency
• Capacity: Develop a Transport System that is sufficient, optimal and timeous;
(RTDA). The RTDA’s roles and responsibilities are:
• Continuity: Develop a Transport System that is globally and regionally focused, integrated, stable, that
• Management and control of the national road network, in an attempt to achieve road safety and ensure
improves mobility and provides access to economic activities and transport facilities;
maintenance;
• Choice: Develop a Transport system that enables universal and quality accessible options; that ensures
• Management and control of waterways transport infrastructure with a view of ensuring their value added;
social equity through providing affordable and reliable transport options and alternatives that enable
• To develop railway infrastructure in Rwanda; and
equitable development and growth.
• Promoting transport services.

2.2 Transport Vision for Huye Republic of Rwanda Road Maintenance Fund (RMF) is an institution established by law in order to ensure the
The development of the Transport Vision for Huye will take into consideration the National Transport Vision as collection and funding for maintenance services on the Rwanda road networks associated with the Ministry of
provided above. The vision for Huye 2050 is to have a unique identify as a: Infrastructure. The roles and responsibilities of the RMF are:
• Road projects which encourages densification of the cities which helps in achieving Urbanisation target of • To receive, manage and disburse funds for the maintenance of Class 1 national, district and Kigali roads;
35% as per Rwanda Vision 2020 • To integrate with other relevant bodies in the preparations of road maintenance programs as funded by
• Road projects in line with the long term vision of the proposed master plans and Local development plans. the RMF;
Which will promote target growth in planned direction • To ensure that proposals and tender documents pertaining to road maintenance comply with the law
• Technical Criteria to address connectivity issues, traffic conditions, pavement ondition and drainage before approval of funding;
condition to avoid frequent flooding. • To ensure that work is conducted according to plans and signed contracts; and
• Projects which can encourage Local Economic Development • To expropriate the public and compensate their damaged works in accordance with relevant legal
• Projects that can promote social inclusive growth and improve overall living conditions provision.

3. Status Quo Overview 3.2 Documentation

3.1 Institutional The list of documents below was referenced and incorporated into the masterplan:
The Rwanda Regulatory Authority (RURA) was created by law in 2001 with the mission to regulate and license • Environmental and Social Impact Assessment (ESIA) Report: Development of Urban Infrastructure in six
certain public utilities including transport. The roles and responsibilities of RURA are: Secondary Cities of Rubavu, Rusizi, Musanze, Muhanga, Huye and Nyagatare of Rwanda, and the City of
• To set up necessary guidelines, in order to implement and enforce laws and regulations; Kigali (2016);

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• Huye City Local Urban Development Plan (2011-2020), Republic of Rwanda: Ministry of Infrastructures The comparison of the traffic counts peak periods, regardless of the variation of the position of the stations, still
(2011); yielded very similar results. As a result, the peak period of between 6:00-9:00am for the 2019 counts is
• Strategic Transport Master Plan for Rwanda, Rwanda Transport Development Agency (2012); appropriate. The RUDP counts results used in the model are presented below.
• National Roadmap for Green Secondary City Development, Government of Rwanda and GGGI (2015);
• RTDA, Annual Report, Fiscal Year 2017/2018;
• Public Transport Policy and Strategy for Rwanda, 2012;
• Rwanda Transport Sector Review and Action Plan, 2013; and
• Urban Development Program and Preliminary Designs for Infrastructure in Huye, Secondary City (2016).

3.3 Data Collection

Data collection was done during the inception meeting and stakeholder engagement meeting held in Huye in
December 2018. The data collected include the 2013 Master Plan and GIS proposed road network masterplan.
Transport Sector Status Quo
3.3.1 Modal Split
Other than walking, motorbikes and bicycles are the most commonly used means for local transport in Huye town.
The National Roadmap for Green Secondary City Development (2015) states that car, motorcycle and bicycle
ownership in Huye is 1.1%, 1.1% and 14.9% respectively. However, from the traffic count data extracted from the
2016 RUDP, it is noted that the trip distribution differs substantially from the ownership statistics. The counts in
Table 3-1 are the total counts of all four intersections located in the city core area. The results are shown below:

Table 1: 2019 AM peak period modal split Figure 4: HY-TVC-1 Traffic Volumes, Source: 2016 RUDP Huye Report

Category Mode Type No. of Vehicles Percentage

2-AxleTruck 223 2%
3-AxleTruck 40 0%
Heavy
Trailer 47 1%
Bus 7 0%

Minibus 270 3%
Cars 395 4%
Car
Pickups 319 4%
Jeep(4x4) 305 3%

Cycle 3657 41%

Bike Motor-cycles 3680 41%
Total 8943 100%

The 2019 AM peak period for Musanze, Muhanga and Nyagatare compared to the 2016 RUDP traffic counts was
found to have similar results in 3 of the 6 secondary cities mentioned above. The RUDP counts are less than 5 years Figure 5: HY-TVC-2 Traffic Volumes, Source: 2016 RUDP Huye Report

old and as such are still valid in the formation of the traffic models. The counts compared was that of the RZ-TVC
count stations 1-4 to determine the variation in the modal split between 2019 and 201. However, it must be noted
that the traffic counts done in 2016 were linear counts and the counts done in 2019 are intersection counts.
Moreover, the counting stations differ substantially regarding the position within the city.

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Figure 6:HY-TVC-3 Traffic Volumes, Source: 2016 RUDP Huye Report Figure 8: HY-TVC-5 Traffic Volumes, Source: 2016 RUDP Huye Report

Figure 7: HY-TVC-4 Traffic Volumes, Source: 2016 RUDP Huye Report

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Average Total Traffic Mode Split

Pickups Jeep(4x4) Bus
3% 3% Truck
Cars 4%
4%
4%

Cycle
41%
Motor-cycles
41%

Figure 10: Average Total Traffic Mode Split

3.3.2 All weather Roads and Public Transport Perceptions

In accordance with the EICV5 September 2018, indicated that in the southern province, 93.8% of the households
regularly use the all-weather roads. An increase from 82.3% in 2015 as shown in Table 3-2. This indicates that the
majority of Households regularly use all-weather roads and that this has improved by over 10%. The city itself has
maintained a 93.7 percent in this regard.

Table 2: Usage rates for all-weather road (EICV5, EICV4)

Year Usage rates for all-weather road

Total no. of
Don’t
EIVC Not at Total HHs using
Regular Often Sometimes know of
all the service
service
All Rwanda 2015 81.9 14.3 3.3 0.5 0.0 100 2,493,000
2018 90.3 7.9 1.6 0.1 0.1 100 2,708,000
Southern Province 2015 82,3 14,6 2,4 0,7 0,0 100 598,000
2018 93.8 5.6 0.4 0.0 0.3 100 626,00
Huye 2015 93.7 5.3 0.8 0.2 0.0 100 79,000
Figure 9: HY-TVC-1-5 Total Traffic Mode Split, Source: 2016 RUDP Huye Report 2018 93.7 5.9 0.4 0.0 0.0 100 82,000
Source: (National institute of Statistics of Rwanda, 2018)

Furthermore, 99.8% of pedestrians, in the city of Huye, walk less than 0-19 min to the nearest all-weather road.
The remaining 0.2% take less than an hour. The percentages are higher than the overall country. This shows a

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slight improvement from 2015 and proves that majority of households have accessibility to all-weather roads as
shown below. Usage Rates for Public Transport Stage
50%
Table 3: Walking distance to nearest all-weather road (EICV5, EICV4) 45% 43.2%
38.6% 39.5%
40%
Year Walking distance to the nearest all-weather road
Total no. of 35% 33.4%
0-19 20-59 60-119 120+ Don’t 31.4%
EIVC Total HHs using 30%
min min min min know of 25.8%
the service
walk walk walk walk facility 25%
All Rwanda 2015 87.9 9.3 1.8 0.4 0.6 100 2,493,000 20%
2018 93.4 5.9 0.5 0.0 0.2 100 2,708,000 15% 12.9% 11.6%
Southern Province 2015 88,9 8,1 1,7 0,6 0,7 100 598,000 10%
5.8%
2018 93,7 5,7 0,4 0,0 0,3 100 626,00 5%
0.1% 0.2% 0.7%
Huye 2015 98.5 1.3 0.0 0.0 0.0 100 79,000 0%
2018 99.8 0.2 0.0 0.0 0.0 100 82,000 Rwanda Southern Province Huye
Source: (National institute of Statistics of Rwanda, 2018) Regulary Often Sometimes N/A

Table 4: User satisfaction and quality perception of all-weather road (EICV5, EICV4) Source: (National institute of Statistics of Rwanda, 2018)

Total no Table 5: Usage rates for public transport, by province

Satisfaction Service Quality, last 12 months
of HHs
EICV Year Total Total
Satisfied Not Don’t using the
Declining Same Improving Table 6: Walking distance to nearest public transport stage (EICV5, EICV4)
Satisfied Know service
All 2015 76.9 23.1 100 5.9 58.8 35.0 0.3 100 2,493,000 Year Walking distance to the nearest Public Transport
Total no. of
Rwanda 2018 79.0 21.0 100 4.5 60.4 34.9 0.3 100 2,708,000 0-19 20-59 60-119 120+ Don’t
EIVC Total HHs using
Southern 2015 21,7 78,3 100 6,9 54,3 38,8 0,1 100 598,000 min min min min know of
the service
Province 2018 78.6 21.4 100 4.9 55.5 39.4 0.2 100 626,00 walk walk walk walk facility
Huye 2015 15.7 84.3 100 4.0 46.4 49.6 0.0 100 79,000 All Rwanda 2015 16,8 32,9 29,1 0 21,2 100 2,493,000
2018 79.6 20.4 100 2.3 61.1 36.6 0.0 100 82,000 2018 26.8 26.6 29.5 4.5 12.6 100 2,708,000
Source: (National institute of Statistics of Rwanda, 2018) Southern Province 2015 19,6 26,9 21,2 14,9 17,4 100 598,000
2018 17.4 24.4 30.1 4.1 24.0 100 626,00
Furthermore, 79.6% of all-weather road users found the roads satisfactory, a substantial increase by 63.9%. Huye 2015 34,2 34,5 13,1 4,7 13,5 100 79,000
However, road service quality was found to mainly stay the same in the last 12 months with a decrease of 13% of 2018 16,8 32,9 29,1 0 21,2 100 82,000
households, between 2015 and 2018, saw an improvement in the road condition. Source: (National institute of Statistics of Rwanda, 2018)

When comparing the public transport usage between the country, District and the city. The city has a lower regular On analysis of Table 3-7, the major reason for the lack of use for public transport, as citd by the EICV, was an
usage of public transport at only 5.8%. The city still has the highest combined percentage of often to sometimes infrequent to need for public transport usage in the city. This correlate to the Southern Province and overall
public transport users as seen in Figure 3-8. Rwanda percentages. 6.5 Percent cited public transport as too far to reach in the city, an increase from 3.2% in
This may be partially due to majority of the city’s households are within an acceptable walking distance to all- 2015. And poor quality saw a decrease to 0.3% in 2018.
weather roads and nearly half of the households are less than an hour from public transport as shown in Table
3-6. Unfortunately the city has seen an increase of 8% of households who do not know of any public transport Table 7: Reasons for not using public transport (EICV5, EICV4)

facility near them which can be attributed to the expansion of the urban footprint of the city. Reasons for not using public transport stage
Total no. of
EIVC Year Poor No Infrequent Total
Figure 11: Public Transport Usage in all four provinces Too far Other HHs not
quality need need

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of using the 1 Primary • Road of international

service service Paved- Bitumen and national
National Roads Major
All Rwanda 2015 7.5 1.0 17.7 68.4 5.5 100 1,243,000 & importance.
(RN) Arterial
2018 6.4 1.7 18.3 68.2 5.4 100 1,190,000 Unpaved- Gravel • 13 Routes Paved.
Southern Province 2015 4.2 0.8 18.4 70.1 6.5 100 350,000 • 30 Routes Unpaved.
2018 5.1 1.5 27.4 59.4 6.6 100 392,000 2 Secondary • Links sectors within
District Roads- Minor
Huye 2015 3.2 1.9 11.6 80.7 2.6 100 31,000 Gravel districts
Class I (RD) Arterial
2018 6.5 0.3 32.2 57.8 3.1 100 50,000 • 77 Routes Class I & II.
Source: (National institute of Statistics of Rwanda, 2018) 3 Secondary • Links district roads
District Roads- Minor with rural
Gravel
The overall result of the western province regarding the satisfaction of the public transport service according to Class II (RD) Arterial communities.
the EICV5 is 80.1% satisfied with the service with 2.1% considering there is a decline in quality and 35.4% indicating • 77 Routes Class I & II.
an improvement with quality. 4 Tertiary • Connect Roads 1-3 to
Specific Roads
Collector Gravel/Earthen attraction zones. i.e.
Table 8: User satisfaction and quality perception of public transport (EICV5, EICV4) (UC)
tourist sites
Total no 5 Other(UC)- Gravel/Earthen Tertiary • Unclassified Routes
Satisfaction Service Quality, last 12 months tracks and Other within Rwanda.
of HHs
EICV Year Total Total routes
Satisfied Not Don’t using the
Declining Same Improving service
Satisfied Know
The Huye main town and district is connect via the national and district roads: to the capital city of Kigali located
All 2015 81,7 18,4 100 2,5 56,3 40,1 1,2 100 2,158,000
133 km away, Muhunga located 83 km away, Rusizi and Rubavu located 155 and 247 km away respectively.
Rwanda 2018 82.6 17.4 100 1.7 63.0 33.3 2.0 100 2,368,000
Southern 2015 21,6 78,4 100 2,0 54,9 42,2 1,0 100 493,000
The central Southern Province where Huye is located is known for its steep road. Due to this travel speeds are
Province 2018 80.1 19.9 100 2.1 59.7 35.4 2.8 100 476,000
quite slow along the existing road network presented in Figure 3-9. Another trademark of the existing road
Huye 2015 3,6 96,4 100 0,2 41,7 57,4 0,7 100 68,000
network is the difficulty in manoeuvring through the roadway as floods and mudslides are an occurrence during
2018 59.6 40.4 100 1.7 77.9 20.1 0.3 100 64,000
rainy seasons.
Source: (National institute of Statistics of Rwanda, 2018)

3.4 Existing Road Network

Transportation in Huye and the country at large is dependent on the road network to connect all major towns,
surrounding countries. The road network is therefore crucial to economic development of the country and its
districts, importantly in the import and export business.

The existing road network and all activities within the road transport sector are managed by the Rwanda Transport
Development Agency (RTDA) which operates under the Ministry of Infrastructure (MINIFRA). The existing road
network in Huye and nationally is defined into four road classifications by the Law Governing Road in Rwanda.
Table 3-9 compares the Road Classification by law and the categories adopted in this document.

Table 9: Road Network Classifications and Surface Type

Road
Road
Classification by Surface Type Description
Categories
Law

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3.4.1 Existing Urban Roads

As per the RUDP investigation in 2016, Huye is located in the Southern Province. Figure 3-10 depicts the existing
road network categories from Primary to Tertiary in the Huye urban area.
The city area covers 4 Sectors. The details of the existing road network within the city limit along with their status
are given in Table 3-10.

Table 10: Details of Existing Road Network

National National Other Cobble

District Other Major
City Parameter Roads Roads Tarmac Stone
Roads Unpaved Road
(Paved) (Unpaved) Road Road
Total Road Length
within Urban Limit 12.2 4.3 13.6 1.1 14.5 173.9
Huye
(km)
Percentage 5.6% 1.9% 6.2% 0.5% 6.6% 79.2%

Figure 13: Huye Road Network, SMEC, 2019

3.4.2 Overall Road Condition

An inventory and condition survey were carried out for major urban roads in Huye town during the completion of
Figure 12: Existing Road Network, Source RUDP 2016
the Rwanda Urban Development Program and Preliminary Designs for Infrastructure in Huye Secondary City
(2016). During the inception meetings with the local cities’ representatives, a general concern emerged regarding
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the existing studies and proposed road upgrades that are currently underway and the acknowledgment and 29 R15 375 P R E 3.1-7.0 3.1-7.0 88 79 33
implementation of these projects, based on the future proposed road network and the relevance they will have 30 R16 3846 P R E 3.0-9.2 3.0-9.2 78 67 50
on the proposed network. 31 R6A 97 P R E 3.5-5.0 3.5-5.0 98 51 24
As a result, an update of the proposed findings from previous studies and proposed road upgrades was noted. 32 R11B 684 P R E 6.2-9.7 6.2-9.7 20 10 45
A summary of the condition of the roads for Huye is presented in Table 3-11. The masterplan update did not re- 33 R18 1216 P R E 5.0-8.8 5.0-8.8 5 0 0
do this investigation, as this was not part of the masterplan project scope and the detailed investigation was done 34 R19 424 P R E 4.6-7.6 4.6-7.6 5 0 0
in 2016, which would still remain relevant as it is within the five-year period. However, it does take note of existing 35 R26B 2873 P R M/E 5.1-9.8 5.1-9.8 100 88 24
findings and planned implementations. Below is a description of the existing road network as per the results of 36 R28 1662 P R E 5.5-7.0 5.5-7.0 94 83 38
the RUDP, 2016 report. 37 R29 2143 P R E 4.0-7.7 4.0-7.7 71 60 27
38 R32 1542 P R E 2.4-8.0 2.4-8.0 66 53 52
Table 11: Summary of Road Inventory and Pavement Condition Survey
39 R33A 828 P R E 3.0-8.0 3.0-8.0 70 51 55
Carriageway Formation Pavement Distresses (%) 40 R34 1938 P R E 4.2-8.0 4.2-8.0 63 40 19
Road Length Riding
No. Terrain Width Width Rain Pot 41 R35 1235 F/P R E 4.2-6.4 4.2-6.4 76 60 15
ID (m) Quality Type Deformations
(m) (m) Cuts Holes 42 R37 1402 F/P R M/E 4.6-9.7 4.6-9.7 38 14 10
1 R44 933 P R M/E 5.8-8.0 5.8-13.5 20 10 45 43 R39 1200 P R M/E 4.0-9.8 4.0-9.8 100 80 13
2 R4A 211 P R E 3.5-5.5 3.5-5.5 75 0 0 44 R40 744 P R E 3.0-5.0 3.0-5.0 74 58 64
3 R7 108 P R E 4.0-6.0 4.0-6.0 100 85 40 45 R41 1402 P R E 3.5-8.0 3.5-8.0 77 58 64
4 R1A 474 P R E 4.0-6.0 4.0-6.0 100 85 40 46 R38 1846 P R E 3.7-6.8 3.7-6.8 76 62 14
5 R5A 112 P R E 4.0-6.0 4.0-6.0 100 85 40 47 R20 1552 P R E 2.7-8.7 2.7-8.7 41 49 31
6 R2 371 P R E 4.3-6.1 4.3-6.1 100 85 40 48 R24 464 P R E 4.6-6.3 4.6-6.3 100 85 40
7 R26A 61 P R M/E 5.1-7.3 5.1-7.3 100 88 24 49 R22A 2319 F/P R M/E 4.5-7.2 4.5-7.2 50 13 9
8 R43 1066 P R E 3.1-6.7 3.1-6.7 89 82 22 50 R17 6859 F/P R S/E 2.7-8.0 2.7-8.0 60 14 20
9 R21A 1143 P R E 4.7-7.0 4.7-7.0 76 65 13 51 R23 1466 P R E 3.0-6.9 3.0-6.9 58 29 19
10 R31 1141 F/P R E 3.0-8.0 3.0-8.0 50 39 41 52 R22B 1172 P R E 4.5-7.8 4.5-7.8 79 65 26
11 R30A 1852 G/P R E 3.0-7.0 3.0-7.0 50 39 45 53 R27 1129 F/P R E 3.0-9.0 3.0-9.0 29 18 22
12 R42 829 P R E 4.4-6.3 4.4-6.3 70 60 30
13 R12 609 F/P R E 6.2-8.0 6.2-8.0 50 28 0 Note: Following abbreviations are used in the above table.
14 R25A 698 F/P R E 3.5-8.8 3.5-8.8 71 58 30 Riding Quality: G-Good, F-Fair, P-Poor, Terrain: P-Plain, R-Rolling, H-Hilly, C/W Type: BT-Bituminous, E-Earthen,
15 R25B 122 F/P R E 3.5- 3.5-11.2 75 55 30 M-Gravel/Moorum, S-Stone
11.2
16 R36 1081 F/P R M/E 4.6-9.0 4.6-9.0 58 36 13 In therefore mentioned study, it was concluded that all the roads that are of gravel type are not constructed as
17 R33B 1281 P R E 3.0-7.0 3.0-7.0 75 56 57 per the standards and specifications of Rwanda. The overall condition of urban roads is fair to poor, with failure of
18 R9 326 P R E 4.8-5.8 4.8-5.8 100 85 40 the pavement at a few locations. Three types of major distresses were found along the roads in accordance with
19 R3A 604 P R E 3.5-9.0 3.5-9.0 81 65 38 the study, these are: (i) Deformation/undulation with poor riding quality, (ii) Presence of rain cuts, (iii) Presence
20 R5B 106 P R E 4.0-6.0 4.0-6.0 100 85 40 of pot holes. As mentioned in the above, the condition of national and district roads is good to fair, with the
21 R11A 1024 P R M/E 5.3-9.0 5.3-9.0 26 13 41 occasional presence of pot holes, ravelling, rutting, edge failure etc. Based on the findings of the 2016 study, major
22 R30B 2118 F/P R M/E 3.0-7.2 3.0-7.2 75 60 60 issues were brought forward. These issues were then further investigated.
23 R3B 920 P R E 3.5-9.0 3.5-9.0 81 65 38
24 R1B 1020 P R E 4.0-6.0 4.0-6.0 100 85 40 3.4.3 Major Issues/ Deficiencies and Gaps
25 R4B 578 P R E 3.5-5.0 3.5-5.0 75 0 0 Due to the demand from the stakeholder engagement, the existing studies were investigated. In the 2016 RUDP
26 R6B 213 P R E 5.3-7.4 5.3-7.4 100 85 40 study, major issues and deficiencies were noted regarding the road in and checked on site. Based on the review of
27 R8 516 P R E 5.0-6.0 5.0-6.0 100 85 40 existing road network and following the 2016 RUDP study, the following deficiencies and gaps were identified:
28 R14 208 F/P R E 6.3 6.3 70 60 30 • Insufficient and irregular carriageway width;

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 Transportation and Infrastructure Report

• Degraded and bad state of disrepair;

• Poor distribution of the District network;
• Lack of rehabilitation and maintenance plan;
• Rehabilitation of the airstrip; and
• Majority of bridges made of non-durable materials.

The following figures depict some photos taken during the site visits to Huye in 2018 by SMEC.

Figure 15: Road works carried out by ladies in the community on a unpaved roadway, source SMEC 2018

There is lack of drainage channels and poor maintenance on some roadways. Figure 3-12 depicts ladies from the
community carrying out what seems to be road works on a section of road in Huye.

Figure 14: Steep unsurfaced road with irregular carriageway widths and encroachment, source SMEC 2018

Majority of inter- district, sector, cell roads and urban roads are unpaved, with varying widths and conditions.
There is also a lack of drainage channels, NMT facilities, road signs and road markings as seen in Figure 3-11
and Figure 3-12.

Figure 16: Load carrying bicycle, source SMEC 2018

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 Transportation and Infrastructure Report

Huye comprises of 42% of bike traffic on its roadways. A good share of cyclist carry loads on their bikes up and
down the steep roadways a seen in Figure 3-11.

Figure 19: Huye Smart Complex Car Parking: no shelter or loading bays, source SMEC 2018
Figure 17: Mini-bus taxis Pick-up and Drop off on street kerb, no walkway or stops provided, source SMEC 2018

Figure 20: Huye Smart Complex Car Parking: Mini-bus Taxis, source SMEC 2018

Figure 18: Formalised, NMT friendly ROW and lane widths along national road, source SMEC 2018
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 Transportation and Infrastructure Report

Figure 23: University of Rwanda entrance with foot traffic. Narrow walkways and speed calming measures are provided, source SMEC 2018

Figure 21: Petrol station near Complex, source SMEC 2018

Figure 22: Lack of Walkway provision along roadway to public transport facility, source SMEC 2018

Figure 24: Residential area with uniformalised local roads, source SMEC 2018

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 Transportation and Infrastructure Report

The dispersed housing as seen in Figure 3-21, poses challenges to development of local roads. The carriageway Applicable
No. Deficiencies Proposals Assessment 2020
widths vary substantially, from surfaced formal carriageways to very irregular narrow gravel roads for Roads
Absence of cross
drainage structures
3.4.4 Project Proposals causing
As a result of the findings above, a number of projects were proposed in the Rwanda Urban Development Program discontinuity of the
Provision of proper cross No detailed drainage investigation was
and Preliminary Designs for Infrastructure in Huye Secondary City (2016), to improve overall condition and 8. road and causing All
drainage structures. done during this study.
connectivity of the city and to cater for the urban demand of 2030. The deficiencies as discussed below as per Inconvenience to
Table 3-12 and the 2020 observations for the proposed objectives are included. It must be noted that the proposed pedestrians. It is
improvements are to align for the 2030 horizon year, while the masterplan is to align for the 2050 horizon year. also accident prone
zones.
Absence of proper
Table 12: Deficiencies and Proposals, source: RUDP 2016
cross drainage
Applicable arrangements to
No. Deficiencies Proposals Assessment 2020 facilitate storm Provision of pipes across No detailed drainage investigation was
for Roads 9. All
water project road done during this study.
The roads masterplan identifies the ROW
Provision of uniform drainage along
Insufficient and of the road classes and further specifies
carriageway to suit the
the required road reserve widths and cross road
1. irregular applicable cross section All
minimum lane widths. This is to be Absence of proper
carriageway width with absolute
implemented as far as possible. And as cross drainage
minimum resettlement
uniformly as possible. arrangements for Provision of pipes across No detailed drainage investigation was
Existing gravel road 10. All
Construction of Masterplan results indicate the ROW of continuation of cross road done during this study.
2. with poor riding asphalt/concrete/cobble All the roads and indicates proposed roadside
quality stone road Brownfield Projects to upgrade road. drains
Existing pavement Encroachment of
No investigation regarding pavement
(mostly earthen) Construction of new road formation
structures was conducted in 2019. Yet The masterplan allows for a minimum
condition pavement with (mainly the
the visual appearance of the earthen ROW. Each ROW is specified for the road
3. is poor to fair and is asphalt/concrete/cobble All portion just by the Provision of raised R44, R4A,
roads was poor. While the surfaced type as per the document. This ROW
stone to cater to side of walkway wherever and R7, R1A,
structurally roads surface condition was visually in a 11. must allow for minimum road
design loading carriageway) by possible consideration R5, R2A,
inadequate fair condition. infrastructure. As a result, during the
local people for of resettlement issues R26A
Geometric improvement implementation of the roads masterplan,
household
Poor horizontal (as far as possible the road reserves must be adhered to.
purposes almost
4. geometry at many with minimum All at all built-up areas
locations resettlement and land Detailed investigation regarding the Provision of RCC covered
acquisition) horizontal and vertical alignments were Absence of proper To be addressed in the infrastructure
12. drains alongside the All
Improvement of vertical conducted in 2019. roadside drains masterplan sections.
road
Poor vertical geometry with
5. geometry at many All Absence of proper
optimum cut-fill
locations road signs, Provision of road signs,
quantity pavement pavement markings, A national road traffic signs and markings
Insufficient and Provision of proper cross 13. markings, safety safety features and All manual should be developed for
No detailed drainage investigation was Rwanda.
6. improper cross slope as per All features and street street lighting
done during this study.
slope applicable cross section lighting
Traffic congestion Absence of high Provision of one high
and insufficient Street lights to be implemented as per
The traffic growth was assessed for the 14. mast lighting in mast lighting near R43
turning At-grade intersection the 2019 Masterplan.
7. radius at All future urbanised infrastructure, refer to market area market area
improvement
section 6 of this report.
intersection
locations The proposed roads in Figure 3-22 were selected for their major role in the development of the transport network
connectivity, traffic management, pavement conditions and drainage as noted in the 2016 RUDP study for Huye.
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 Transportation and Infrastructure Report

The 2018/2019 Masterplan Assessment used the proposed upgrades as indicated below as part of the study and 16 R36 1081 -It will act as main feeder
assessment of the road network as to utilise the existing studies. As a result, the proposed upgrades to the road -It will improve the connectivity among residential area
-It will serve the future development
network was included in the 2050 assessment of the Huye road network. Gravel/Earthen
-It will improve the connectivity with existing national road
Road
through cobble stone road
Table 13: Details of Roads under Long List (for Vision 2030), source: RUDP 2016 -It will reduce travel time and VOC
-It will increase business activity
No. Road ID Length (m) Status Criteria for Selection 17 R33B 1281 -It will act as main feeder
1 R44 933 -It will act as main feeder -It will connect the existing as well as future development at
-It will improve the connectivity among residential area as Gravel/Earthen Matyazo area with existing district road by forming a loop
Gravel/Earthen well as with existing national road Road -It will reduce travel time and VOC
Road -It will connect warehouse and prison -It will increase business activity
-It will reduce travel time and VOC
-It will increase business activity 18-19 R3A, R9 604 + 326 = -It will act as main feeder
2-7 R4A, 211 + 108 + -It will act as main feeder 930 -It will connect the existing as well as future development at
R7, 474 + 112 + -It will improve the connectivity among residential area as Gravel/Earthen Ngoma area with existing national road by forming a loop
R1A, 371 + 61 = well as with existing national road Road -It will reduce travel time and VOC
Gravel/Earthen
R5A, 1337 -It will connect public cemetery -It will increase business activity
Road
R2, -It will reduce travel time and VOC
R26A -It will increase business activity 20 R41 1402 -It will act as main feeder
-It will serve the future development
8-9 R43, 1066 + -It will act as main feeder Gravel/Earthen -It will improve the connectivity in Mba
R21A 1143 = -It will improve the connectivity among residential area as Road -It will reduce travel time and VOC
2209 well as with existing district road -It will increase business activity towards existing national
Gravel/Earthen road
-It will serve Tumba commercial area
Road 21 R308 2118 -It will act as main feeder
-It will connect Cyarwa secondary and primary schools
-It will reduce travel time and VOC -It will serve the future development
-It will increase business activity Gravel/Earthen -It will improve the connectivity with existing district road
10-11 R30A, 1852 + -It will act as main feeder Road -It will reduce travel time and VOC
R31 1141 = -It will serve the future development -It will increase business activity
2993 Gravel/Earthen -It will improve the connectivity in Mbazi towards existing
Road national road 22 R37 1402 -It will act as main feeder
-It will reduce travel time and VOC -It will improve the connectivity among residential area
-It will increase business activity -It will serve the future development
Gravel/Earthen
12 R42 829 -It will act as main feeder -It will improve the connectivity with existing national road
Road
-It will improve the connectivity of residential area with through cobble stone road, R36 and R17 road
Gravel/Earthen -It will reduce travel time and VOC
existing district road
Road -It will increase business activity
-It will reduce travel time and VOC
-It will increase business activity 23 R17 6859 -It will act as a bypass
13 R12 609 -It will act as main feeder -It will serve the future development
-It will improve the connectivity with residential area as well Gravel/Earthen -It will improve the connectivity with existing national road
Gravel/Earthen as with existing national road Road -It will reduce travel time and VOC
Road -It will serve Tumba primary school -It will increase business activity
-It will reduce travel time and VOC
-It will increase business activity 24 R27 1129 --It will act as a main feeder
14-15 R25A, R25B 698 + 122 = -It will act as main feeder --It will serve the existing as well as future development by
820 -It will improve the connectivity among residential area Gravel/Earthen forming a loop
-It will improve the connectivity with existing national road Road --It will improve the connectivity with existing district road
Gravel/Earthen --It will reduce travel time and VOC
as well as district road
Road --It will increase business activity
-It will increase the urbanized area
-It will reduce travel time and VOC 25-26 R33A, R40 828 + 744 = -It will act as a main feeder
-It will increase business activity 1572 -It will serve the future development by forming a loop
Gravel/Earthen -It will improve the connectivity with existing district road
Road through R33B road
-It will reduce travel time and VOC
-It will increase business activity

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 Transportation and Infrastructure Report

27 R32 1542 -It will act as a main feeder -It will reduce travel time and VOC
-It will serve the existing as well as future development by -It will increase business activity
Gravel/Earthen forming a loop
Road -It will improve the connectivity with existing national road
-It will reduce travel time and VOC
-It will increase business activity 49 R35 1235 Gravel/Earthen -It will act as a main feeder
28 R38 1846 -It will act as a main feeder Road -It will serve the existing as well as future development
Gravel/Earthen
-It will serve the future development by forming a loop -It will improve the connectivity with existing district road
Road
through R42 road
29 R1B 1020 -It will improve the connectivity with existing national road -It will reduce travel time and VOC
Gravel/Earthen -It will reduce travel time and VOC -It will increase business activity
Road -It will increase business activity 50-51 R14, R29 208 + 2143 Gravel/Earthen -It will act as a main feeder
30-31 R11A, 1024 + 684 -It will act as main feeder = 2351 Road -It will serve the existing as well as future development at
R11B = 1708 -It will improve the connectivity among residential area as Tumba area by forming a loop with existing district road
well as with existing national road -It will reduce travel time and VOC
Gravel/Earthen -It will connect warehouse and Karubanda prison -It will increase business activity
Road -It will serve schools 52-53 R18, R19 1216 + 424 Gravel/Earthen -It will connect proposed landfill and industrial park with
-It will serve a no. of factories = 1640 Road national road to Nyamagabe
-It will reduce travel time and VOC -It will connect existing Huye Agakiriro center
-It will increase business activity -It will reduce travel time and VOC
-It will increase business activity
32 R8 516 -It will act as main feeder
33 R4B 578 -It will improve the connectivity among residential area as
well as with existing national road through other roads
34 R6A 97
Gravel/Earthen -It will reduce travel time and VOC Moreover, due to funding constraints, the selected upgrades where divided into three phases. The three phases
35 R6B 213 -It will increase business activity
Road are currently underway with phase 1 being implemented. The phasing for Huye was identified as follows through
36 R24 464
37 R5B 106
the RUDP study:
38 R39 1200 • Phase-1: will be implemented immediately under World Bank Grants (under RUDP project) already
39 R3B 920 Gravel/Earthen -It will act as main feeder committed. The fund available for implementation under this phase is approximately 4 Million USD for
Road -It will improve the connectivity among residential area as each city. The time period to complete the project implementation in this Phase is the first 18 months of
40 R26B 2873 well as with existing national road through other roads the total 5 years duration of the RUDP project.
-It will connect public cemetery
Gravel/Earthen -It will reduce travel time and VOC
• Phase-2: will be taken upon completion of phase-1, under World Bank Grants already committed under
Road -It will increase business activity RUDP. The approximate fund available for the secondary city is 6-8 million USD. This phase will start after
completion of phase 1 and should end in the 5th year of the RUDP project schedule time line. The projects
41 R15 375 -It will act as main feeder identified under this phase are very preliminary at this stage and require an additional detail study to
-It will improve the connectivity among residential area as finalise.
Gravel/Earthen
well as with existing national road • Phase-3: This phase is not linked with the RUDP project funded by World Bank. This phase will contain the
Road
-It will reduce travel time and VOC
identified projects not prioritized under Phase 1 and Phase 2. The time line for implementation of these
-It will increase business activity
42 R28 1662 Gravel/Earthen -It will act as main feeder projects are also not linked or sequenced with respect to Phase 1 and Phase 2 projects of RUDP. These
Road -It will serve future development projects will be taken up as and when funds are available with the districts for implementation. Under this
-It is along direction of growth of Huye city study the phase-3 has a considerable number of projects, which are identified based on preliminary
43 R34 1938 Gravel/Earthen
-It will reduce travel time and VOC
Road qualitative analysis on various parameters listed above and will require detail analysis before finalization.
-It will increase business activity
46 R22A 2319 Gravel/Earthen -It will act as a main feeder However, the pool of projects under this phase may be sub-phased based on requirement.
Road -It will serve the existing as well as future development Based on the above description of the proposed phasing, the road projects were noted as follows:
47 R20 1552 Gravel/Earthen -It will improve the connectivity with existing district road • Phase-1: will be implemented immediately under World Bank Grants already committed.
Road -It will reduce travel time and VOC
-It will increase business activity • Phase-2: will be taken upon completion of phase-1, under World Bank Grants already committed.
48 R23 1466 Gravel/Earthen -It will act as main feeder • Phase-3: projects will be taken up based on funds availability for the districts.
Road -It will improve the connectivity among Kigarama residential This then resulted in the following projects and the relevant phasing of these projects, Figure 25 and Table 14.
area as well as with existing district road

27
 Transportation and Infrastructure Report

Table 14: RUDP proposed project and route length phasing, source: RUDP 2016

Phases No of Roads Total Existing Length (Km)

1 9 4,479
2 10 8,543
3 34 47,121
Total 53 60,143

In addition to the RUDP report regarding the proposed upgrades, the RTDA, Annual report 2017/2018 FY indicated
that 53 km of Huye-Kitabi roadway will be upgraded and rehabilitated. The project is financed by the African
Development Bank and the Republic of Rwanda. Upgrading activities began in July 2015 and with the extension,
the revised completion schedule is in FY 2018/2019. Works were completed at 100% by China Hunan Road and
Bridges under the Supervision of Comptran. However, there are some pending ancillary works whose procurement
started during the year in review and is advancing well.

In addition, the RTDA Annual report 2017/2018 FY indicated that the following planned studies, maintenance and
projects for the fiscal year 2018/2019, that have an effect on Huye, are as follows:
• Study for urban roads upgrading works for six (6) secondary cities (Muhanga, Nyagatare, Rusizi, Rubavu,
Musanze and Huye) Phase II;
• Climate resilient transport infrastructure study;
• Rehabilitation of National Roads Huye-Kitabi road (53 km); and
• Upgrade 66 km of paved national road Huye-Kibeho-Ngoma/Munini.

Furthermore, the RTDA in the 2017/2018 FY indicated that there were many challenges such as cost, time
overruns, construction delays, poor workmanship etc, however, these issues during the FY were managed and
controlled, yet there are several aspects that continue to cause issues with the RTDA, these are as follows:
• Overriding expropriation issues that have greatly impeded timely implementation of different projects,
some of the challenges involved are associated with lack of land tittles, complaints and non-compliancy
by some land owners. This also goes without acknowledging the high expropriation costs due to violation
of road reserves. The remedy for the latter is effective road reserve management in collaboration with
Ministry of Land & Forestry to enforce the law.
• Gaps in feasibility studies for some projects, unexpected additional scope, delays to start works by some
contractors and suspension of works at some stage during construction, immensely hinder projects
implementation the way forward. The Agency is gradually embarking on design, build and maintenance.
• Natural disasters due to changing climate change resulting into destruction of road infrastructure. This
elevates the maintenance budget for repairing damaged roads due to disasters. Liaison with the Ministry
of Finance and Economic Planning for extra budget support totalling to about 28.8 Billion for repairs.
Figure 25: Proposed RUDP, 2016 phasing, Source: RUDP 2016
• Sporadic intervention of the Agency in District led transport infrastructure development projects: The
restructuring process paves way for increasing the visibility of RTDA in Districts to support the planning,
monitoring, construction, maintenance and quality assurance.

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 Transportation and Infrastructure Report

4. Land-Use Planning
The Land use planning plays a pivotal role in the transport network plan. To understand the need for transport,
the land use must be clearly understood. This is then defined through the 2050 Vision, population growth,
economic transformation, employment distribution and city zoning.

4.1 Existing Land Use and Economic Conditions

The existing public and employment uses, such as educational institutes, civic & government buildings, commercial
areas, hotel, religious facilities, healthcare facilities and industries are identified, which would help identify
potential areas for new commercial, tourism, industrial and civic zones, Figure 26.

Figure 26: Existing Land Uses

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 Transportation and Infrastructure Report

For the urban redevelopment, it must be noted that the existing areas are a built-up environment that is further
characterised by approved projects

As a result of the above economic constraints, build up environment, natural typography, employment job
conditions and the massive drive for urbanisation, it is paramount that a revised and implementable masterplan
addresses such concerns. Therefore, this has led to the proposed 2050 township development and vision.

4.2 Population growth scenario

It is imperative to estimated population demographics as this forms the basis of the future transport network. This
estimation is to ensure adequate production zones are established for the development of the road network. The
proposed masterplan population estimation scenarios are detailed as per Figure 27. Majority of all persons living
in Huye District will urbanise by 2050. This results in approximately 370 222 people living in the city of Huye.

Figure 28: Job Distribution

4.4 City Zoning

The city zoning was then developed based on the population estimation, existing conditions and job creation and
distributions. The zoning was developed to encompass a range of development strategies:
• Establishing a range of employment centres including consolidated Industrial Parks, upgraded and new
Services Centres.
• Creating inclusive organized neighbourhoods with affordable housing and quality living environments.
• Improving regional connectivity and developing a sustainable & transit-oriented city.
• Managing and improving the green environment & infrastructure.
• Creating a unique city identity with vibrant service centres, public places and preserved urban heritage.

The result of the above zoning was then developed into 17 neighbourhood areas as shown in Figure 29

Figure 27: Projected Population

4.3 Economic Transformation and employment opportunities

The proposed employment structure is then distributed throughout Huye as shown in Figure 4-3. A total of 229 658
employment opportunities are estimated for 2050. Most being in the agricultural and Industrial and commercial
sectors.

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 Transportation and Infrastructure Report

The proposed zoning evolved into principle strategies to encompass roads, commercial nodes, public facilities and
residential nodes. The proposed road network was established with the following principles:
• Major Arterial/National Road: Every 2.5-4km
• Minor Arterial: Every 1km
• Collector Road: Every 500m
As a result, the city zoning was then used to develop the production-attraction zones used in the transport network
models.

5. Road Classification
It is imperative that country wide, the same road classification and standards are used to ensure uniformity and
to ensure developmental particulars for various road types and standards and enforced throughout Rwanda.
Moreover, if the secondary cities are to be expanded and supplement the CoK, the design standards need to be
similar.
The Rwandan government has published Official Gazette No. 04 of 23/01/2012 to establish the law governing the
roads in Rwanda. The Official gazette states that public road networks shall comprise of the following
classifications:
• National roads: National roads shall be those comprising the following categories:
o International roads that link Rwanda with neighbouring countries;
o Roads that link Districts or that link a District and the CoK; and
o Roads that link areas of tourist significance and facilities of national or international importance,
Figure 29: City organisation and development
such as ports and airports.
The city organisation above was then developed into a zoning plan, the detailed proposed city zoning is shown in • Districts and City of Kigali roads and that of other urban areas – Class 1
Figure 30. o Class 1 shall be roads linking different Sectors‟ headquarters within the same District, or those
roads that are used within the same Sector.
• Districts and City of Kigali roads and that of other urban areas - Class 2
o Districts and CoK roads and that of other urban areas - Class 2 shall be arterial roads that connect
Districts roads to rural community centres that are inhabited as an agglomeration.
• Specific roads
o Specific roads shall be those specifically constructed to connect national roads or District roads to
Kigali City and other urban areas to the centres for private sectors activities such agricultural
production, natural resources processing or to tourist sites.
The gazette also stipulates road dimensions, such as the minimum lane width, minimum carriageway width and
road reserve. The Rwandan government has published a Special Official Gazette of 03/12/2015 to establish the
law governing the road reserves in Rwanda. The road reserve includes embankments, edge areas, bollards, road
lighting facilities, storm water drainage facilities, grassy strips, central median strips, hard and soft shoulders, fills,
walls, stairs, bridges, tunnels, technological and artistic works, road signs and other elements related to road. This
is shown in Table 15 (source: Transport Master Plan for the City of Kigali, Rwanda (2013)).

Figure 30: Proposed City Zoning

31
 Transportation and Infrastructure Report

Table 15: National Road Classes

Road Width Total Road

Road Class Definition Lane Width (m)
(m) Reserve (m)
International roads that link
Rwanda with neighbouring
countries;
Roads that link Districts or that link
a District and the CoK;
National Roads 3.52 m - 44 m
Roads that link areas of tourist
significance and facilities of
Figure 31: Extract from Inner-Urban Transport and Traffic Management
national or international
importance such as ports and These four types of roads have very different geometric design and land requirements. The major factors affecting
airports; the parameters are:
Districts and CoK Roads linking different sector • Carriageway
roads and that of headquarters within the same • Pedestrian pathway
3.52 m - 44 m
other urban areas - District, or those roads that are • Cycle track
Class 1 Roads. used within the same sector; • Two-wheel vehicle drive
Districts and CoK Arterial roads that connect districts • Drainage
roads and that of roads to rural community centres • On street parking
6.03 m 24 m
other urban areas - that are inhabited as an • Row of trees
-
Class 2 Roads. agglomeration; and • Hard Shoulder
Roads specifically constructed to • Verge, with or without planting reserve and marginal strip
connect national roads or district • Central reserve and traffic island
roads to Kigali City and other urban • Service road
areas to the centres for private These items are then specified in terms of the minimum design requirements for the four different intra-urban
Specific Roads - - -
sector’s activities such as roads as shown in Table 16 in the UPC below.
agricultural production, natural
resources processing or to tourist
sites.

Rwanda has further developed an urban planning manual called the Urban Planning Code (UPC). This manual
characterises design principles and guidelines for all urban areas within the country. In this manual, there is a
section on the classification and geometric requirements of the road and transport networks within the country.
Chapter 3: Inner-Urban Transport and Traffic Management contains the definitions and regulatory specifications
of the classification of the types of roads in the country. The document refers to there being four classifications of
roads, namely:
• Primary Distributor
• Secondary Distributor
• Local Distributor
• Access Road
The definitions of these roads are shown in the extract below:

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 Transportation and Infrastructure Report

Table 16: Minimum Design Requirements for Intra-urban roads Due to the significant improvements to the road classifications done for the City of Kigali and the Special Official
Gazette and the proposed BRT routes etc., that gazetted road classification for Kigali was used to determine the
road classification of the road network for the city of Huye. The roads are still classified into four groups:

• Major Arterials (Primary Distributors)

• Minor Arterials (Secondary Distributor)
• Collector Roads (Local Distributor)
• Local Roads (Access Roads)
The groups shown above have been expanded and described in more detail below. As the city develops the
significance of the expanded detail within the four main groups will become more relevant. The minimum
carriageway width is described below as is dependent on the type of traffic, volume of traffic, terrain etc., as a
result the minimum widths for the various types of roads range between 3m and 4m. This however, is no different
to the Minimum Design Requirements for Intra-urban roads as per the UPC.
The BRT sections are included in the Major Arterial Roads as per the road types defined in Table 21. The BRT station
cross-sections according to the BRT Feasibility Study and Preliminary Design adheres to this road classification.
Table 16 shows the classification and relative dimensions for BRT routes extracted from the BRT Feasibility Study
and Preliminary Design Second Interim Report (2018) for Kigali. Based on the work already done over the past 10
years in Rwanda regarding the improvements and detailed descriptions of the ROW and essentially the road class
classifications, Table 17 below is the proposed road classification for Huye to be implemented going forward.

Table 17: Detailed RoW for the City of Huye

High
Capaci
Major Arterial Roads Minor Arterial Collector Roads Local Roads
ty
Roads
NMT
Popula Unpopu Route
Types
ted / lated / Green
Bus Main Comm Reside
Link Develo Undeve way/
Trunk Roads Rapid Bus ercial ntial
Roads ped / loped / Multi-
Transit Routes Streets Street
Urban Rural Use
Road Road Pathw
ay
Yet, for the 2018 update of the City of Kigali masterplan, there has been further developments regarding the
Descript
classification of the road network due to the proposed new BRT roads, upgraded national routes and the
ion
advancement of the cities.
Design Speeds & Geometry
The road reserve ROW includes embankments, edge areas, bollards, road lighting facilities, storm water, drainage Design
facilities, grassy strips, central median strips, hard and soft shoulders, fills, walls, stairs, bridges, tunnels, Speed
technological and artistic works, road signs and other elements related to road. The information contained in the to 90 - 10 –
75 - 40 - 75 - 30 – 30 – 40 30 – 50 - 60
gazette and in the 2013 master plan, which was further enhanced in the 2018 Kigali Master plan is thus far more achieve 120kp 30 -
90kph 75kph 90kph 60 kph kph 40 kph kph
detailed than the UPC and as such will be used to classify the road network of Huye. require h km/h
d
capacity

33
 Transportation and Infrastructure Report

and on are on are

mobility provid provid
ed) ed)

Can be Can be Can be Can be Can be

Can be Hard
reduce reduce reduce reduce reduc
Can be Can be Can be reduced Shoulde
d to d to d to d to ed to
reduced reduced reduced to r per 3m - - - - - - - - -
40kph 30kph 30kph 30kph 10kph
to 40kph to 40kph to 40kph 30kph directio
due to due to due to due to due to
due to due to due to due to n
geome geome geome geome geom
Speed geometr geometr geometr geomet Sideway
tric tric tric tric etric
Limit ic ic ic ric Easeme
challe challe challen challe challe
challeng challeng challeng challen nt /
nges nges ges or nges nges 2.5 – 6 2 – 3.5
es or to es or to es or to ges or Verge 2.5 – 6 m - - - - - - -
or to or to to or to or to m m
improve improve improve to per
impro impro improv impro impro
safety safety safety improv directio
ve ve e ve ve
e safety n
safety safety safety safety safety
2 m
Geometry Design to International Standards
min
Street Dimensions (must 2 m min 2 m min 2 m min
Min be (must be (must be (must be
ROW Footpat separa separate separate separate
38,0 27,0 29,4 21,6 15,0 15,0 15,0 21,0 8,0 4,0
(Brown h width ted d from d from d from
Field) 2 m 2 m 2 m
per from motorise motorise motorise 2 m min - -
Max min min min
directio motori d d d
ROW n sed vehicles vehicles vehicles
64,0 58,0 53,4 37,5 27,6 26,6 26,0 37,0 12,5 10,0
(Green vehicl by by by
Field) es by barrier) barrier) barrier)
Typical barrier
2 – 3
number )
lanes
of lanes 2 – 3 2 – 3 2 – 3 1 – 2 1 – 2 1 – 2 1 – 2 Footpat
plus 1 lane -
per lanes lanes lanes lanes lanes lanes lanes h
service
directio furnitur
lanes 1m - 1m - 1m - 1m - 1m - 1m -
n e / Tree 1m - 3m 1m - 3m 1m - 3m 1m - 3m
Minimu 3m 3m 3m 3m 3m 3m
pits per
m 3.5 m 3- 3.25 3- 3.25 3 m 3 m 3- 3.25 directio
3 - 3.5 m 3 - 3.5m 4 m per
Carriage per m per m per per per m per - n
per lane per lane lane
way lane lane lane lane lane lane
One- One- One- One- One- One- One-
Width One-
directi direction direction direction directi directi directi
0.6 m 0.6 m directio
Cycle onal: al: 2m al: 2m al: 2m onal: onal: onal:
(only if (only if nal: 2m
Median track 2m min min min 2m 2m 2m - -
4m 1–4m 1–4m 0.6 – 4 m 2 lanes 2 lanes - - - - min
Width width min Two- Two- Two- min min min
per per Two-
Two- direction direction direction Two- Two- Two-
directi directi directio
directi al: 3m al: 3m al: 3m directi directi directi

34
 Transportation and Infrastructure Report

onal: min min min onal: onal: onal: nal: 3m Car (Optio
3m (must be (must be (must be 3m 3m 3m min Parking nal)
min separate separate separate min min min Public Transport
(must d from d from d from
When
be motorise motorise motorise Bus
requir Yes Yes Yes Yes Yes Yes Yes Yes No
separa d d d Access
ed
ted vehicles vehicles vehicles
from by by by Yes, Yes, Yes, Yes,
Yes,
motori barrier) barrier) barrier) Yes, with Yes, with Yes, with with with with with
Only with
sed safe safe safe safe safe safe safe
Bus along safe
vehicl pedestri pedestri pedestri pedest pedest pedest pedes No
Stops service pedestri
es by an an an rian rian rian trian
lane an
barrier crossing crossing crossing crossin crossin crossin crossi
crossing
) g g g ng
Preferab Preferab Preferab Bus
Pedestri Separa 2m 2m 2m 2m 2m
ly ly ly Signali Signali Signali Signali Shelter 2m min 2m min 2m min 2m min
an ted Signalis min min min min min
Signalise Signalise Signalise sed/ sed/ sed/ sed/ Width
Crossing Grade ed/ BRT
d; Traffic d; Traffic d; Traffic Traffic Traffic Traffic Traffic -
s (if or Traffic Lanes
Calming Calming Calming Calmin Calmin Calmin Calmi 1 - 2
warrant Signali Calming per - - - - - - - - -
if if if g g g ng lanes
ed) sed directio
required required required
Vehicula n
r Pull Width
3.5 m
Overs / of BRT - - - - - - - - -
min
Ramps lane
Allowed BRT
(Droppe Station - - 4 m min - - - - - - -
d kerb Width
and Other Information
reinforc
No No No No Yes Yes Yes Yes Yes - In In
ed Statutor In In In In In In In
Roadsi Planti
sidewal y Roadsid Planting Planting Plantin Plantin Plantin Roadsid -
de ng
ks to Services e Verge Strip Strip g Strip g Strip g Strip e Verge
Verge Strip
allow
Lighting
parking
Require Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
or
d
pulling
Approxi
off
mately
road)
0.2
Not Yes (not Not Addition
Traffic between
No recomm on BRT recomm Yes Yes Yes - Yes Yes al - - - - - - - - -
Calming BRT lane
ended lanes) ended Barriers
and
On- Short-
No No No No No Yes - Yes No mixed
street term
traffic
35
 Transportation and Infrastructure Report

lanes roads, and this results in an inability for public transport to gain proper access to these villages, which then limits
(Semi- the economic opportunities for the people living in these local villages.
Traversa
ble) The existing Huye city road network in is presented Figure 6-1. It comprises of well-connected national, district
and inter-sector roads which link existing settlements and places of wok, where public transport routes and freight
The table above was them simplified to the brown field RoW and the green field RoW. The table was adjusted to movements are currently operating. The paved National NR1 road also connects the city to the capital city of
account for the expected traffic in the Huye along the BRT corridors. The analysis indicated that three lanes per Kigali.
direction as well as a dedicated bus lane would not be required for the city of Huye and thus the maximum lane
number of lanes was two per direction by 2050 and thus a preferred RoW for the green field areas was noted as
41m for the BRT/PTC corridors. The local roads in the brown field areas, due to space constraints and the idea that
these existing facilities have extremely low car ownership was allowed to a minimum RoW of 6m.

Table 18: RoW widths

Brownfield Green field

OID Road Type
Revised Revised
Width (m) Width (m)
1 Outer Ring Road – National Highway 27 44
2 High Capacity Corridor – District Roads Class 1 27 44
3 High Capacity Urban Roads - 27 44
4 Major Arterial 27 37.5
5 Major Arterial BRT/PTC 29 53,4 (41)
6 Minor Arterial 15 27.6
7 Minor Arterial BRT/PTC 15 26.6
8 Collector 15 26
9 Collector BRT/PTC 15 26
10 Collector in rural areas- Unpopulated / Undeveloped / Rural Road 21 37
8m – 6m 12.5m –
11 Local Road
10m - 8 m

6. Key Issues and Observations

Figure 32: Huye Existing Road Network
The key issues and strengths found in the road network, public transport coverage and freight network were
identified and discussed below. In the transport needs assessment and referencing the RUDP, 2016 study, there are 17 major issues identified
regarding the existing road network. Additionally, there exists strengths aligning the existing road network. These
6.1 Road Network issues and strengths are categorised as either transport planning, traffic engineering and or development control.
Issues related to transport planning:
The city is mountainous and hilly, this can have an adverse effects the transportation network.
The existing National Roads, District Roads, and Sector Roads form the basic structure of the city. This contains the • Inconsistent road hierarchy, ROW, access and mobility function, and associated typologies / cross-
existing residential settlements, which are concentrated in the city core, with developments spreading from the sections.
core area, especially along National Roads. However, this is not unusual as a city expands, urban sprawl along • Inconsistent carriageways and lack of proper NMT facilities.
major all-weather roads are expected. Moreover, isolated and sparse rural villages are scattered throughout the • No classification system for local roads.
region all along other minor local roads. The concern with such scattered local roads is that they are not all-weather • Many un-paved steep gradient roads.

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 Transportation and Infrastructure Report

• Poorly aligned local roads.

• High conflict areas between NMT and motorised transport.
• Limited road capacity.
• Limited public transport coverage due to lack of all-weather roads and distances from households to all-
weather roads.

Issues related to traffic engineering

• No formal guidelines to standardise the geometric design of roads (Rwanda forms part of the East African
Community (EAC). However, the standards are left-hand drive and Rwanda is right-hand drive, which
means it is not possible to apply EAC design standards directly to Rwandan roads).
• No formal guidelines to standardise road markings and signs are specific to Rwanda.
• Inconsistent intersection control (only few traffic roundabouts).
• Poor access through steep gradients.

Issues related to development control

• Parking provision is not systematically enforced.
• Moto-taxi parking is not included in planning.

Strengths relating to the existing road network:

• There is an extensive established network;
• Future planned upgrades exist and are being implemented;
• Existing surfaced roads in the city are in a fair condition;
Figure 33: Public Transport in Huye, source: SMEC 2018
• Planning documents have been conducted in recent years;
• Existing road network is mapped and documented,
• Freight networks exist are well established along the existing road network, and;
• There are existing public transport routes operating in Huye along the existing road network.

6.2 Public Transport

There is an existing public transport network in Huye. This network comprises of mini-buses, medium buses,
motorbikes, bicycles and buses, Figure 6-2 and Figure 6-3.

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 Transportation and Infrastructure Report

• Insufficient infrastructure to meet demands;

• Congestion at buses terminals;
• Costly and inefficient operations;
• Passenger transport services are uncoordinated;
• Most services emphasise access (multi-stops) at the cost of mobility;
• Intercity public transport services are mainly provided by minibuses having 18 seat capacity;
• There is no mechanism in place to ensure quality service and customer care;
• The whole intercity public transport industry is profit driven without any regard to quality of services;
• Road networks are generally unpaved resulting in poor quality;
• Inaccessible roads in wet conditions;
• Passenger demands in rural areas are generally low; and
• Rural transport services are generally done on large buses.

As public transport in the southern region is growing in demand, the services need to become more efficient and
more accessible. However, with the lack of all-weather roads in the region creates an initial costly investment to
ensure a reliable, cost effective and accessible service. The strengths and weakness of the existing system is shown
in Table 6-1 below:

Table 19: Huye Public Transport Strengths and Weaknesses

Strengths Weaknesses
• Projected population growth and city
Figure 34: Public transport Facility in Huye: SMEC 2018
expansion
However, with the expansion and redevelopment of the city, a revised network will need to be investigated and • Low ownership of private vehicles*:
developed. The Public Transport Policy and strategy for Rwanda 2012, indicated that the following fundamental o Car Ownership: 1.1%
principles of public transport services are to: o Motorcycle ownership: 1.1% • Poor road condition of unpaved road network
• Ensure universal public transport services for all citizens; o Bicycle ownership: 14.9% -highest • Limited road accessibility and connectivity
• Ensure accessibility (easy to use); bicycle ownership of the 6 secondary caused by underdeveloped road networks for
• Ensure mobility (door to door); cities secondary and tertiary roads, makes transport
• Ensure availability for use (responsive to demand); o None: 83.2% difficult and in accessible in all modes and
• Ensure reliability to use (providing services as per standard time schedule or available on demand); • Public transport consists of: forms.
• Promote Safety and security; o Public bus (Central Huye bus station in • Wide dispersion of communities and houses
• Ensure Monitoring & Evaluation of level of service and performance; and the city) therefore provision of public transport
• Satisfy from the user’s point of view (targeted user groups). o Minibus, becomes more expensive.
It further indicated that; o Taxi cab, and
“At present there is no railway network in Rwanda. The land public transport services are solely oriented in road o Motorcycle companies and
based public transport services.” cooperatives.
o Butare Regional Airport
Although there are registered companies and cooperatives, which operate different types of public transport Opportunities
vehicles, the major market share of vehicles come from individual operators. • Improve road network condition and connectivity to urban areas to increase accessibility and
It is concluded in the policy that public transport services organized by the private operators in Rwanda is connectivity
dominated by individual or small operators having smaller vehicles, such as minibuses and motorbikes.” Source: • Develop NMT facilities. E.g. walkways
The Public Transport Policy and strategy for Rwanda 2012. • Develop quality public transport facilities, e.g. bus stops/shelter
The study indicated that for both Rural and Urban public transport, there are major problems, problems such as:

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 Transportation and Infrastructure Report

6.3 Freight including Rail

The Government of Rwanda commissioned the preparation of a Transport Sector Master Plan in 2010 with the At present, the primary freight route is connected along roads between Huye – Muhanga- Kigali along the national
purpose of formulating detailed transport strategies for medium-and long-term planning (10 years and beyond). and district roads.
The final report of the Strategic Transport Master Plan for Rwanda (STMP) contains a review of the transport sector The key freight connectivity from the transport vision for Huye, which is as follows:
and has recommendations for improvement of the transport sector performance, with regard to the strategic • Primary Freight Corridor: RN1 (Huye – Muhanga – Kigali); and
national transport network. The future Rwanda transport network and transport service strategies are listed • Secondary Freight Corridor: RN6 into Huye.
below:
• New road links and road upgrades to improve network continuity. Table 20: Huye Freight Strengths and Weaknesses

• Planned railway network and services (including future network and service extensions). Strengths Weakness
• Aviation classification and associated works for international, regional, and local airports. • Huye is the former Colonial Capital of Rwanda
• Freight networks, weigh bridges and truck stops/ roadside stations. • The economy is supported by Agriculture and
• One-stop border posts upgrades and multimodal transfer facility development. Manufacturing and has the largest campus of
• Planning pipeline network extensions on the Uganda-Kigali Pipeline link. University of Rwanda. • Poor condition of unpaved roads. Road
• Huye District is well connected to Kigali City, infrastructure needs to be
From the master plan emerged the transport national network below. This embodies the main objectives of the capital of Rwanda and other provinces and upgraded/rehabilitated and maintained
2010 study. As can be seen, there are proposed major freight, bus, ferry, airport, truck stop, key nodes through airports of the country by the paved National • Lack of road network connectivity within
Huye, Figure 6-4. Roads (NR1) the district
• NR10 connects Huye with Nyamagabe and the • Regional Airport in bad condition
west of Rwanda
• Urban road network paved
• Butare Regional Airport for small planes

Opportunities
• Freight network, weighbridges and truck stops /roadside stations.
• Development of a quality bus service connecting Huye with Muhanga
• Development of a by-pass from Huye with Muhanga.
• Maintain truck route condition.
• Develop interior hierarchy roads network.
• Upgraded road conditions.
• Promote shared spaces between big and small freight on bicycles.

7. Public Transport Plan

The Rwandan public transport policy and strategy forms the guideline development for the public transport plan
for Huye. Overall the government agreed to the following principles to guide public transport development:
The key principles for Public Transport survives in Rwanda are:

• To ensure universal public transport services for all citizens;

• To ensure accessibility (easy to use);

• To ensure mobility (door to door);

Figure 35: STMP, Transport Plan, 2010

• To ensure availability for use (responsive to demand);
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 Transportation and Infrastructure Report

• Adopt an integrated demand and supply management approach for transport system development.
• To ensure reliability to use (Providing services as per standard time schedule or available on demand); To ensure integration of the system the NMT network policy, parking management policy, environmental
sustainability policy, transport safety policy, the walk policies are required to be enforced and adhered to. One of
• To promote safety and security for passengers-To ensure monitoring and evaluation of level of service and the major considerations to improve connectivity, especially in developing nations to design for a sustainable NMT
performance, and satisfy from the user’s point of view. network. The Rwandan policy on the NMT network has the following principle policy considerations:
• Integrate NMT into the transport system including transport and spatial planning;
7.1 Institutional Public Transport Supporting policy • Endorse and facilitate the use of NMT modes;
The key policies of an institutional framework include as per the Public Transport Policy and Strategy for Rwanda, • Develop infrastructure and maintenance standards that recognise NMT as an essential mode of transport;
2013 is to: • Enhance and enact traffic legislation that recognises NMT as an alternative transport mode;
• Separate functions or disciplines and allocate clear roles and responsibilities; • Facilitate NMT as a feeder system to other modes of transport;
• Promote the principle of good corporate and public governance, including transparency and • Empower the marginalised group promotion of Small and Medium Enterprise (SME) through NMT;
accountability; • Allocate adequate and sustainable funding for promotion and development of NMT;
• Eliminate bureaucracy and promote efficiency and cost effectiveness in the transport sector; • Promote NMT as reliable, healthy, affordable, accessible and safe transport modes;
• Promote an investor-friendly environment by creating a level playing field for all transport providers; • Reduce both the number and severity of traffic accidents for vulnerable non-motorised road users; and
• Restructure the national incumbent transport infrastructure and service providers and introduce • Facilitate research and new initiatives to improve NMT performance.
competition;
• Promote integration of the transport sector, as follows: At present, the public transport in Rwanda is as follows:
o Multi-modal: Covering all modes or transport, air, land, and water and both passenger and freight. • No Rail.
o Multi-sector: Encompassing the problems and viewpoints of government, private industry, and • Limited inland water.
public. • International air transport with chartered local flights.
o Multi-problem: Ranging across a spectrum of issues that includes national and international policy, • Dominated by road transport, Table 7-1.
planning of regional system, the location and design of specific facilities, carrier management
issues, and regulatory, institutional and financial policies. Table 21: Total Number of Different Types of Registered Vehicles: (Source: Rwanda Revenue Authority 2012)

o Multi-objective: National and regional economic development, urban development, environment

quality, and social quality, as well as services to users and financial and economic feasibility.
o Multi-disciplinary: Drawing on the theories and methods of engineering, economics, operation
research, political science, psychology, other natural and social sciences, management and law.

7.2 Integrated Public Transport Plan

Based on the policy documentation the integration, universal accessibility, mobility, accessibility, reliability, safety
and security and have an adequate Level of Service forms the basic principles for the country’s public transport
system. This then evolved into the policy for integrated urban transport. Which focuses on the following principles:
• Create a Range of Housing Opportunities and Choices;
• Create Walkable Neighbourhoods and give pedestrians the highest priority;
• Provide facilities for NMT;
• Encourage Community and Stakeholder Collaboration;
In Huye, public transport is solely road-based transport. Furthermore, public transport is the majority method used
• Foster Distinctive, Attractive Places with a Strong Sense of Place;
for motorised based transport, while NMT is the majority used mode of transport. As a result, to improve
• Make Development Decisions Predictable, Fair and Cost-Effective;
accessibility, planning for Neighbourhood-Level Public Facilities is needed to ensure integration at this level, which
• Mix Land Uses; will form the basis of an integrated public transport system, Figure 7-1. This then result in networks being
• Preserve Open Space, Farmland, Natural Beauty and Critical Environmental Areas; formulated within neighbourhoods connecting various zones and hubs, through the use of public transport. Refer
• Provide a Variety of Transportation Choices; to Figure 7-2.
• Strengthen and Direct Development Towards Existing Communities;
• Take Advantage of Compact Building Design; and

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 Transportation and Infrastructure Report

Figure 36: Planning for Neighbourhoods.

Figure 37: Layout of integrated modes of transport and community facilities

7.3 Public Transport Network

Traditional public transport hierarchy planning provides higher speed public transport services with infrequent
stops along high demand routes between communities or larger areas, low speed medium sized vehicles within a
sub-area and more private variable services over localized shorter distances.
This is to ensure that transport modes minimize travel times for the average user, while still providing them with
a service that gets the individual user very close to the destination. Costs of trips for longer distances are split
between many users, while modes such as taxis allow users better access locally.
This method of planning has received some criticism, as it can result in people having to do multiple transfers
between routes and modes. An excessive amount of transfers discourages people from using transport services.
With autonomous vehicles and e-hailing services likely becoming more prevalent, in future hierarchical public
transport planning should be done in a way that minimizes transfers where possible and in ways that can be
adapted or will complement autonomous and e-haling services. The chart in Figure 7-3 shows a breakdown of
transport modes and gives some operating details.
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 Transportation and Infrastructure Report

A good public transport system has the following characteristics:

• Readily available (where and when)
•Large, high speed trains with very high capacity
Heavy
•Separate rights of way
• High Frequency Services
Rail • Good travel speeds
•Infrequent stops
Light • Reliable
Rail •Moderate size, medium speed trains • Short boarding times
Public •Mainly separate rights of way
• Safe and secure
transp •Variable distance between stops
ort • Affordable
•Small, low speed trains • Integrated
Trams/
•Primarily on urban streets • Comfortable
Street Cars
•Short distance between stops • Accessible
• Good accommodation of users with specific needs
Bus Rapid •Medium to large buses with medium capacity
Public •Mainly separate rights of way • Good attractiveness and marketing
transport •Medium to high speeds As no individual mode is currently able to provide all of the above qualities, specific qualities are prioritized for
different modes in an integrated system to provide for user needs for each portion of the trip. For example, while
•Bus on scheduled routes
•Usually no separate rights of way a taxi provides good accessibility, it is often less affordable than a BRT which provides good mobility, but is not a
Express Bus door-to-door service.
•Medium speeds
•Infrequent stops
•Bus on scheduled routes In regards to the city of Huye which lies in the south-central of Rwanda at approximately 133 Kms from Kigali. The
•Usually no separate rights of way existing routes and interregional public transport for the city of Huye are between the main city of Kigali, Muhanga,
Fixed Route Bus Service
•Low to medium speeds
Ruhango, Nyanza, Nyamagabe, Nyaruguru and to different villages within Huye. Modes of public transport
•Frequent stops
accommodated for include cars (taxicab), bus and motor bikes.
•Boats used to transport therefore
often default rights of way There is a low rate of private vehicle ownership as seen above. However, it is noted that should there be an
Ferry Services •Low to medium speed improvement in the road network, there should be an increase in motor vehicle usage in the projected future.
•Variable stops The routes for motorbikes and smaller vehicles are more sporadic and respond to demand related factors within
•Small bus/ van with low capacity the cities.
•Demand- responsive service
Parapublic transport
•Low speed
•Stops as required As stated previously, the modal share for public transport is dominated by mini-bus taxis, followed by medium
buses and then motorcycles, Figure 7-4. These vehicles intergrate with one another at the existing main bus
•Small automated vehicles on parking Huye Smart Complex Car Parking. Amenities include small shops and food vendors, ablution fatalities and
Personal Rapid Public transport track
•Demand responsive service a Petrol Station near the complex.
The station is congested with large movements of pedestrians, bicycles, motorbikes, buses and mini-buses, Figure
7-5 and Figure 7-6.
•Vans or taxis carrying
Ride Share multiple people

•Conventional taxi
Taxi service with very low
capacity

Figure 38: Transport Modes and Operating Details

One method that helps minimize the negative effects of transfers is an integrated network where departure times
are coordinated between modes. Another method of improving public transport services is to ensure there is a
unified payment system or integrated ticketing.
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 Transportation and Infrastructure Report

Figure 39: Modal share of public transport in Rwanda: source Public Transport Policy for Rwanda 2012

Figure 41: Huye Smart Complex Car Parking Entrance, source SMEC 2018

Figure 40: Huye Smart Complex Car Parking: highly populated, source SMEC 2018

Figure 42: Butare Airport in Huye City Centre

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 Transportation and Infrastructure Report

Huye has a small civilian airport called the Butare Airport located just off the RN1 national road and is 80 km
southweat of the Kigali International airport. It is approximately 1,200 m by 20 m wide Asphalt landing strip for
small planes as seen in Figure 7-7. However, the airport in non-operational and requires rehabilitation to get it to
a functioning state. There is currently no passenger rail in Huye.

To improve the public transport network in Huye, more all-weather road coverage must be constructed.
Additionally, formalised routes should be implemented and established within the city connecting the central
economic hub to the surrounding residential areas and rural settlements. Collection points and bus embayments
should be formalised and additional terminals and transit corridors should be implemented. This must be done
with the proposed masterplan zoning projects. As a result, it is recommended that to improve the public transport
network, the following should be done:
• All weather roads be constructed along identified arterials and collectors to allow for additional transit
corridors.
• Formalised routes with embayment and loading facilities should be established along major arterials.
• Stops should be positioned that the maximum walking distance for the public does not exceed 500m
walking distances or 10min walking distance, where possible and within the city urban boundaries.
• The first and last mile principle around stations and for routes should be developed.
• Additional supporting terminals to be investigated and constructed.
• NMT networks should be established along collectors and arterials for proper integration with the
proposed system.
• The proposed green connections should link to public transport services.
• A formal investigation on the current public transport should be done and recorded every 5 years that
assesses the route utilisations, description and location, rank utilisations, description and location, stop
locations, frequency on routes, occupancy of vehicles, condition assessment of the public transport
infrastructure, NMT infrastructure assessment and utilisation along Public transport routes, Public
transport city coverage, student transport investigation and coverage and integration of modes.
Figure 43: Proposed Transit network

From Figure 7-8, an additional corridor is proposed along the proposed ring road which will form part of the Major
Arterial road connecting attraction and production zones within Huye City in addition to existing bus transit
terminals along the national road. There is a further proposed Transit Corridor, which links up the core area to
other prominent commercial nodes, residential zones and rural settlements.

The routes above are the proposed major and minor spinal transit corridors. Additional local routes operated by
motorbikes, bicycles and mini-buses linking to these terminals will be utilized to get people to the major transit
routes. The local routes and stops should be defined based on a detailed Transport Register and investigation and
would be dependent on the network of all-weather roads. The designs of the stops along the routes must be done
to ensure that urban walking distance do not exceed 400m and or at prominent collection points. These stops will
be determined through a detailed study, as and when the city develops based on demand parameters.
The Major Transit corridor operating between the major transit node and the city core passes the airport and will
link to the airport.

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8. Freight Network
Freight transport is required for the delivery of goods, but as freight traffic is the primary cause of road
deterioration it is ideal for freight traffic to be separated from regular road traffic, either through the use of rail,
or through separate freight roads. However, the cost of implementing such corridors is expensive and full
feasibilities studies would be required, that would consider all economic and typographical aspects.
Thus, as separate freight roads are usually not possible, it is important that freight routes are prescribed to major
roads and roads outside urban areas as far as possible, as these are better designed for the wear caused by heavy
vehicles.
Freight is more dangerous on local roads and access to local roads, especially during peak hours, should be
minimized to lessen the negative effects on traffic and road user safety. Logistic hubs are critical to ensure the
freight is effectively managed.

The main town of Huye is one of the freight activity nodes in the Southern Province. The network links major cities
such as Ngoma, Kirehe, Huye, Gicumbi, Nyagatare, Rusizi, Musanze, Rubavu, the capital Kigali and international
border crossings. A primary corridor runs through Huye via the Katuna border – Gicumbi – Kigali – Muhanga –
Huye – Akanyaro border.

8.1 Road Freight:

In Huye, freight movements are mostly along the National NR10 and NR1 routes suitable for heavy long-haul truck.
However due to the steep roads characteristics of the area, there are slow speeds and difficulties in movement
during the 6-7 months in the rainy seasons or in narrow roadways. For example it can take a truck up to 3 hours
to travel from Huye to Kigali despite the small relative distance.
Figure 44: Proposed Rail connection from Kigali to Isak, Source: US National Park Services(2017)
Smaller are accommodated on the minor arterials, district and in rural areas only in the dry months of the year.
Kenyan Railways has also proposed the New East African Railway line in 2017. The proposed line is shown in Figure
To improve national roads, other major roads identified in the Concept Plan within the urbanized areas, need to 8-2. The line will run from north (Uganda) through Kigali City and the Southern Province connecting to Bujumbura
be improved, and capacity assessed during the local area planning process. in Burundi.

8.2 Rail Freight

There are currently no rail lines in Huye and Rwanda, however there are future plans to link Isaka, Tanzania to
Kigali as presented in Figure 8-1. The investment plan will be implemented during the period 2018 – 2022.

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Figure 45: Kenyan proposed rail line, Source: Kenyan Railways Ethopian Rialway Commision TTCA (2017)

Acknowledging the future plan for rail, the conceptual rail alignment has been considered in this report.
Development of proposed railway network will enable an alternative mode of bulky goods transportation, Figure 46: Proposed Industrial Parks in Huye
potentially also supporting the Industrial park proposed in Huye District and open up a potential new link to
Bujumbura in the future. The rail link to Kigali will be an alternative means and more effective way to transport Based on the various freight movements and networks, it is imperative that there modes be integrated and that
goods. The proposed rail network will also accommodate the approved industrial SEZ/Industrial Parks within the strategies be developed to allow for the optimized and efficient connectivity of the modes. As a result, to establish
Huye main town as presented in Figure 8-3. this proposed freight link, the following road and rail infrastructure strategies must be investigated:
• Establish integration between the proposed rail freight movements.
• Upgrade the border post.
• Provide trade & logistics infrastructure.
• Develop transport sectors.
• Optimize on potential rail corridor.

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9. Green Transport Plan (NMT)

Promotes Healthy Lifestyle
In order to align with the transport goals and objectives, the following key strategies and key
performance indicators were developed for the green transport enabling strategy, Table 9-1.

Table 22: Key Strategies of Green Transport Plan

Good for Environment
Green Transport Plan – Key Strategies Key Performance Indicators
Develop a city-wide NMT network, which supports the public Development of an NMT
Affordable
transport system. network.
Develop a Non-Motorised Transport (NMT) network along Inclusion of NMT in road
arterial and collector roads. hierarchy and cross-sections.
Develop a strategic approach to providing pedestrian amenities, Commission of road design Improved Public Space
such as trees and street furniture. manuals and guidelines.
Develop a pleasant streetscape, especially along the NMT Inclusion of NMT in road
network. hierarchy and cross-sections. Reduced Congestion
Develop a well-connected NMT network that utilizes open spaces
Reservation of servitudes.
and the road network.
Commission of road design
Develop a pedestrian-friendly street design guidance manual for
manuals, transport legislation
use in residential and urban commercial settings.
and guidelines.
Develop green network
Develop a green network connecting green zones through NMT.
connectors.

9.1 Non-Motorised Transport Network

Green Transport Network Strategies consist of the provision of NMT infrastructure. This strategy should support
the public transport systems, but also provide an independent transport system that is comfortable and safe to
encourage walking and cycling within the City.
Attractive green transport infrastructure encourages more people to walk, which will decrease pressure on the
road network, it often improves the health of citizens who use the network, it has low capital investment required
and very low operation and maintenance costs and it has minimal impacts on the environment. The importance
of this type of transport and ensuring people continue to embrace a lifestyle with NMT is often underestimated
and yet is critical to the successful development and growth of Huye.

The NMT strategy must be rolled out to ensure that all collector and arterial roads should have NMT facilities.
Areas such as schools, hospitals, public facilities and the CBD must be the first priority and this must be rolled out
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throughout the city. It is recommended that to improve the all-weather roads accessibility, NMT infrastructure
should be implemented to allow for proper access. The NMT routes should be implemented on the roads as per
the cross section below, Figure 9-1, depending on available space. The NMT infrastructure must be universally
acceptable.

Figure 47: Typical cross-section

The NMT network should focus on the upgrading the core areas shown in Figure 9-3 below. These areas require
detailed NMT plans focusing on the land sub-division plans. Moreover, the NMT network should be implemented
with the upgrading of roads in Huye. However, it is noted that there is a rather established NMT network that have
been developed in National roads. Yet, this network only satisfies part of the proposed core and a far greater Figure 48: Existing Paved Roads with some access to NMT provision

network is required to be expanded. The roads proposed in the RUDP phasing should be designed and upgraded with a NMT network. Phases 1, 2, 3
and RTDA proposed road upgrades should have NMT facilities proposed as part of the implementation of safe,
green and accessible roads. The 2016 RUDP reports do indicate through proposed cross-sections the required
walkway widths of the walkways to be 1.5m minimum. This is as per the proposed cross-sectional minimum
requirements.

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NMT provision by creating open roadways that can be comfortable and have higher service quality for non-
motorised transportation.

Figure 49: Proposed Zones

Within the development of NMT infrastructure for roads, there is various NMT routes and a network developed
to cater primarily for the non-motorised transport users. This is supported by the high numbers of households
who are within less than an hour of an all-weather roads such as the national and district roads and public transport Figure 50: Proposed NMT Network
in general. Although the master plan update does not specify detailed NMT route upgrades and detailed
The network above connects the neighbourhood parks to each other as indicated in Figure 9-5.
investigations, it has identified the need for an extension on the existing NMT network that should be investigated
as priority.

The proposed green connectors, Figure 9-4 are the proposed NMT green routes for Huye. They connect:

• The minor green corridor served as radial network towards afforestation zones to each township.
• The major green corridor along the major arterials to form a continuous network that connects other
green features along it, such as parks, reserves etc.
• Along collector roads to connect universal and residential pedestrians to main zones.

To increase connectivity to the residential areas and rural settlements in the city and the above mentioned green
corridors. The residential roads highlighted in blue in Figure 9-4 can possibly be considered for implementation of

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• Improvements to pedestrian access/quality (e.g. safe crossings, tactile paving, dropped kerbs, disabled
access, CCTV, lighting).
• Walking events such as led walks at lunchtime or after work, pedometer challenges.
• Ensure NMT priority at intersections.
• Consider NMT only areas within the CBD and other focussed areas.
• Provision of appropriate numbers, type and location of cycle parking facilities (e.g. covered and secure).
• Availability of supporting facilities for staff (e.g. showers, lockers).
• Provision of cycle tracks or dedicated segregated infrastructure, where appropriate.
• Discounts or loans for purchase of equipment (e.g. cycle loan, tax free scheme to employees, vouchers).
• Advice or training on riding skills, use of bike buddies.
• On-site bicycle repair service.
• Cycle maintenance classes.
• Pool bikes and cycle clubs.
• Regular cycling promotion days.
• Provision of information on local cycle routes.
• Promotion of cycle hire schemes and cycle super highways.
The only option with a smaller impact on the environment than non-motorised transport is to minimise the
number of trips or need to travel. Some strategies to do this are:
• Introduce a policy on flexible working hours (e.g. teleworking, home working and flexitime).
• Adoption of 'smart' working practices (e.g. teleconferencing, audio conferencing, and hot desking).
• Local recruitment strategy and incentives for staff to relocate closer to work.
• On-site services for employees (e.g. cafe, crèche, shop).
• Web access and provision of office space in homes.
• Home delivery drop-off points.

9.3 Institutional Strategies

9.3.1 Parking Strategy
Figure 51: Neighbourhood Parks
The main objective of this parking strategy is to reduce the parking demand and not to accommodate the expected
growth in parking demand. Meanwhile, the parking strategy must also ensure adequate accessibility for the
Warrant requirements for pedestrian bridges should be developed and these should be erected where support of businesses and the economy. A parking management plan should be developed.
appropriate. The warrant should allow for the consideration of traffic volumes, pedestrian volumes, terrain, sight
distances etc.

9.2 Green Transport Promotion Strategies

For developing countries, it is expected with an increase in wealth, that there could be a mode shift from NMT to
motorised transport. This is further explained in The BRT Second Interim Report for CoK, which states that there
will be a large mode shift from non-motorised transport to alternative modes. Although this study was done for
Kigali, it holds true for the other developing cities. To ensure that Huye has a sustainable transport system, the
existing culture of walking and cycling, as a form of transport in the City, needs to be maintained and further
encouraged. Some techniques to do this are:
• Promotion of public health campaigns encouraging walking and cycling.
• Distribution of maps showing safe and convenient local walking routes to services.
• Provision of signage/wayfinding.
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Table 23: Parking Requirements

Building Types / Uses Min Parking Requirement Max Parking Requirement

Villas, Bungalows, Semi-
1 car space / unit 2 car space / unit
detached and terrace houses
Townhouses 0.75 car space / unit 1 car space / unit

0.75 car space/5 units 1 car space/5 units

Rowhouses
1.5 motorcycle & bicycle space/unit 2 motorcycle & bicycle space/unit

0.75 car space / 5 units (R2, R5 zones) 1 car space / 5 units (R2, R5 zones)

0.75 car space / 2 units (R3 zone) 1 car space / 2 units (R3 zone)
Apartments
0.75 car space / unit (C1, C3, C4 1 car space / unit (C1, C3, C4 zones)
zones)
1.5 motorcycle & bicycle space/unit 2 motorcycle & bicycle space/unit

Uses Min Parking Requirement Max Parking Requirement

9.3.2 On-street Parking
The following strategies are recommended: Restaurants, pubs, cafes, 0.75 parking space /150 m 2 GFA
1 parking space /150 m 2 GFA
• On-street parking to be allowed in accordance with the refined road classification system as indicated in bakeries, etc.
section 6. 0.75 loading/unloading
1loading/unloading vehicle
• A research project to be carried out to develop a policy and methodology for the payment of on-street Shops, convenience stores, space/1000m GFA 2
space/1000m GFA
2

parking, including pricing levels, parking bans, technology, enforcement mechanisms, legislation, parking supermarkets, department
design, revenue sharing models, etc. stores, micro-light industrial 1.5 motorcycle space/150m2 GFA
2 motorcycle space /150m2 GFA

0.75 parking space /5 beds

9.3.3 Off-street Parking
1 car parking space /5 beds
The following strategies are recommended: Hotels, motels, guest houses
1motorcycle space/100m GFA 2
• Identify areas where shared parking lots can be developed for special zones, including regional centres.
This should inform the precinct master planning for these areas. The plan should also consider urban
design principles to remove and/or ban setback parking (between the privately owned building and the 0.75 car parking space /100 m2 GFA
1 car parking space /100 m2 GFA
public road space), which obstructs pedestrian movements. Offices
1motorcycle space/100m2 GFA
• Conduct a research project to establish maximum parking standards for special zones, including regional
centres. The project should include a benchmarking exercise, as well as parking utilisation surveys. 0.75 car parking space per 200 m2 1 car parking space per 200 m2
• Identify land parcels suitable for the development of park and ride facilities particularly close to public
transport systems. These park and ride facilities will generally be located in the suburbs of metropolitan 0.75 lorry parking space per 1000 m 2 1 lorry parking space per 1000 m 2 GFA
Industrial Parks/Estate
areas and on the outer edges of the larger cities. GFA
2 motorcycle space/200m2 GFA
1.5 motorcycle space/200m2 GFA
9.3.4 Parking Requirements
0.75 car parking space /5 beds 1 car parking space /5 beds
The zoning requirements specify the minimum and maximum parking requirements for the development of the Hospitals
secondary cities. Table 9-2, contains the requirements that is proposed for Huye.
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Uses Min Parking Requirement Max Parking Requirement 10.1.1 Proposed Road network Model development
For the development of the macro-simulation model, the following procedure was followed:
1motorcycle space /5 beds 1.25 motorcycle space/5 beds
• Input Data
o Projected population figures for 2050;
Parking Space for ambulances and
o Projected employment data for 2050;
service lorries must be provided,
o Existing road network (exported from OpenStreetMap); and
depending on the type and needs of
o Existing mode split, as determined from manual traffic counts at select locations.
the hospital.
• Calculation
o VISUM uses a standard four step modelling process to calculate an origin-destination matrix;
0.75 car parking space /2 classrooms
o This matrix is used to build a dynamic model; and
Primary and secondary
1 car parking space /2 classrooms o The routing of the dynamic model is based on path of least resistance, travel times, travel
schools Bus parking space must be provided
distances, etc.
depending on the needs of the
• Output Data
educational facility
o Data from the model can be output in various formats as is illustrated by this report; and
o The outputs give an indication of problem areas, and where upgrades are necessary.
Universities 0.75 car parking space /5 lecturers 1 car parking space /5 lecturers
Only the morning peak hour was modelled, and this model was not calibrated as the expected Future Year planned
city will be a significant departure from existing operations. A match of existing conditions would therefore not
Parking space for service
add substantial value to the assessment.
Public facilities (Clinics, health Lorries must be provided, depending 1 car parking space /200 m2 GFA
Model Structure
centres, crèche) on the type and needs of the public
The demand strata in the model includes private vehicles, moto-taxis and heavy vehicles (buses and trucks). Public
facilities.
Transport person trip demand was not included in the Road Network model. Figure 10-1 shows the heavy vehicle
Museums, libraries, cultural assignment on the existing road network.
0.75 car parking space /150 m2 GFA 1 car parking space /150 m2 GFA
and tourism centres, places of
worships

Theatres, cinemas, other

0.75 car parking space /10 seats 1 car parking space /10 seats
entertainment

Stadium 0.75 car parking space /10 seats 1 car parking space /10 seats

0.75 car parking /1000 m2 of park 1 car parking /1000 m2 of park area
Parks and recreational spaces
area

10. PTV Visum Macro Simulation Model Development

10.1 Overview
A PTV VISUM macro-simulation model was used to assess the road-based forecasted AM peak hour vehicular
travel demand throughout Huye and to help make informed strategic transport decisions in terms of future road
infrastructure requirements.
PTV VISUM is comprehensive transport modelling software and was used with a standard four step modelling
process consisting of trip generation, trip distribution, modal choice and trip assignment.
Classified link traffic count surveys were used to determine existing modal split in the City. Trip Generation Rates
and Distribution patterns were determined from the Kigali Road Network Model as the secondary cities are
expected to grow similarly to Kigali by 2050.

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Table 24: Model Demand and Supply Tests

Demand Scenarios Supply Scenario

with Pedestrian Section (one-

Proposed 2050 Final Network

Proposed 2050 Final Network

2050: 100% Increase in Private
2050: 50% Increase in Private

Existing Road Network Error!

Reference source not found.
2050: Existing Mode Split
Scenario Number

Vehicle Trips

Vehicle Trips

way system)
Figure 10-3
1
2
3
4
5
6
7

The existing and proposed 2050 road network can be seen in Error! Reference source not found. and Figure 10-3
respectively. The proposed 2050 road network contains a larger number of higher class roads, such as minor and
major arterial roads.
Figure 52: Heavy Vehicles Assignment on Existing Road Network

10.1.2 Scenario Development

Various scenarios were developed to evaluate previously proposed projects and the proposed 2050 road network.
Demand changes were modelled by increasing the private vehicle demand on the network to account for an
increase in car ownership. The existing mode split is based on an assumed mode share of 15% private car trips (as
calculated by means of manual traffic counts) and was modelled as a proxy for a modal shift to non-motorised
transport or existing public transport services (i.e. moto-taxis and/or bus services).
Two sensitivity scenarios are included. These are:
• 50% increase in private car trips. This means that the volume of private cars in the network is increased
by a factor of 1.5. The volume of the other modes will not be adjusted, as this sensitivity scenario mainly
looks at increased private cars due to the planned public transport network functioning below
expectations.
• 100% increase in private car trips. This means that the volume of private cars in the network is increased
by a factor of 2. The volume of the other modes will not be adjusted, as this sensitivity scenario mainly
looks at increased private cars due to the planned public transport network functioning far below
expectations.

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Figure 54: Proposed Road Network

10.1.3 Transport Demand

Vehicle Ownership
As the City develops, an increase in car ownership is expected, therefore the number of private vehicle trips is
expected to increase. This study does not include a detailed investigation on expected car ownership increase. For
the evaluation of road network proposals, sensitivity scenarios were developed which assume a 50% and a 100%
increase in private vehicle trips between 2018 and 2050. This increase in private vehicle trips were applied to the
vehicle trips generated for the estimated population in 2050 (approximately 424 509).
Modal Share Assumptions
A modal split analysis was carried out for the AM peak hour. This is based on manual traffic counts conducted
within the city at frequently used intersections. Figure 10-4 shows this modal split. Motorcycles which serve as
Moto-taxis makes up the largest portion of modes.
Figure 10-5 shows the modal split should the private cars be increased by 50%, while Figure 10-6 shows the modal
split with a 100% increase in private cars. It should be noted that the volume of the other modes remained
unchanged. The percentage of private cars increase due to an increase in volume of that specific mode.
The following was assumed for all 3 demand scenarios:
• There will be an increase in the private car modal share, as a result of modal shift from heavy vehicles and
moto-taxis to private cars; and
• There will be no modal shift from private cars to heavy vehicles and moto-taxis. An increase in heavy vehicle
and moto-taxi volumes will only result from population growth.

Figure 53: Existing Road Network Mode Split

Heavy
4% Car
14%

Bike
82%

Heavy Car Bike

Figure 55: Scenarios Modal Split

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External Trip Assumptions

Table 10-2 shows the assumed attractions and productions of trips for the external zones. These trips are based
on the traffic counts conducted at specific locations in Huye, with a growth factor applied to account for the annual
increase in volumes.

Table 25: External Zones Trip Attractions and Productions

Attractions Productions
Zone
Private Cars Heavy Vehicles Moto-taxis Private Cars Heavy Vehicles Moto-taxis
South 100 10 200 100 10 200
West 100 10 200 100 10 200
North 100 10 200 100 10 200
SWest 100 10 200 100 10 200

Figure 57: Trip Attractions/ Productions

10.2 Model Results

For this section, the following scenarios are relevant:
• Scenario 1 – existing modal split on existing road network;
• Scenario 2 – 50% increase in private cars on existing road network;
• Scenario 3 – 100% increase in private cars on existing road network;
• Scenario 4 – existing modal split on proposed network;
• Scenario 5 – 50% increase in private cars on proposed network; and
• Scenario 6 – 100% increase in private cars on proposed network.

10.2.1 Impact of Car Ownership Increase (Existing Road Network)

In this section, an analyses of the impact of different demand assumptions relating to population growth and car
ownership, should no additional road infrastructure be implemented (Scenario 1, 2 and 3), is provided.
Figure 10-9 shows the car and moto-taxi vehicle assignment, considering congestion caused by heavy vehicles for
2050 (Scenario 1). An increase in private car trips / increase in private car mode share is not assumed in this case.

Figure 56: Modal Zones

The internal network trip attractions and productions were calculated through the proposed area employment
opportunities and population estimations for 2050 shown in Figure 10-8. The major attraction zones are zones
NH_16, NH_5 and NH_8. The top five major production zones are NH_2, NH_14 and NH_1.

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Figure 58: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming no growth in private vehicle ownership (Scenario 1) Figure 59: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 50% growth in private vehicle ownership (Scenario
on the existing road network 2) on the existing road network

Figure 10-10 shows the car and moto-taxi vehicle assignment, considering congestion caused by heavy vehicles Figure 10-11 shows the car and moto-taxi vehicle assignment, considering congestion caused by heavy vehicles
for 2050 (Scenario 2). A 50% increase in private car trips / increase in private car mode share is assumed in this for 2050 (Scenario 3). A 100% increase in private car trips / increase in private car mode share is assumed in this
case. case.

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Figure 60: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 100% growth in private vehicle ownership (Scenario
3) on the existing road network

The map illustrated in Figure 10-12 shows the difference in expected traffic volume on roads in 2050 due to no
increase in private car trips / increase in private car mode share compared to a 100% increase (Scenario 1 vs
Scenario 3).

Figure 62: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming no growth in private vehicle ownership (Scenario 4)
on the proposed 2050 road network

Figure 10-14 shows the car, Moto-Taxi and heavy vehicle assignment for 2050 (Scenario 5). A 50% increase in
private car trips / increase in private car mode share is assumed in this case.
Figure 61: AM peak hour vehicular demand: No increase in private car modal share vs 100% increase in private car model share (Scenario 1
and Scenario 3)

10.2.2 Impact of Private Car Modal Share Results (Proposed 2050 Road Network)
This section provides the analyses of the impact of different demand assumptions relating to population growth
and car ownership (Scenario 4,5 and 6) should the proposed 2050 road infrastructure be implemented. Figure
10-13 shows the car, Moto-Taxi and heavy vehicle assignment for 2050 (Scenario 4). An increase in private car
trips / increase in private car mode share is not assumed in this case.

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Figure 63: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 50% growth in private vehicle ownership (Scenario
5) on the proposed 2050 road network

Figure 10-15 shows the car, Moto-Taxi and heavy vehicle assignment for 2050 (Scenario 6). A 100% increase in
private car trips / increase in private car mode share is assumed in this case.

Figure 65: AM peak hour vehicular demand: No increase in private car modal share vs 100% increase in private car modal share (Scenario 4
and Scenario 6)

Figure 64: Private Vehicle, Moto-Taxi and Heavy Vehicle Assignment for 2050 assuming 100% growth in private vehicle ownership (Scenario
6) on the proposed 2050 road network 10.2.3 Volume Demand to Capacity Ratio (V/C) on Existing Road Network
The map illustrated in Figure 10-16 shows the comparison between the expected traffic volumes on roads in 2050 In this section, an analyses of the impact of the different demand assumptions on the Volume to Capacity Ratio
due to a 100% increase in private car trips / private car mode share and the expected volume with no increase (V/C), is presented. The Volume-Demand-to-Capacity-Ratio is a measure that reflects mobility and quality of travel
(Scenario 4 vs Scenario 6). of a facility or a section of a facility. The compares the roadway demand (volumes) with the roadway supply
(capacity).
When comparing Figure 10-16 with Figure 10-12 (which shows the AM peak hour vehicular demand: No increase For this model a well-functioning roadway operates at a V/C ratio of 0.75 or less (green sections). It is still
in private car modal share vs 100% increase in private car model share, Scenario 1 and Scenario 3), it can be seen acceptable to operate at a ratio of up to 1.2 (yellow sections). Unfavourable sections operate at a ratio exceeding
that private vehicles divert away from the Residential Roads onto the Major and Minor Arterial roads. This is the 1.2 (red sections) and require proposed interventions to increase capacity.
sign of a road network with good hierarchy, which provides sufficient capacity to prevent “rat-running” through Scenario 1 (existing modal split), 2 (50% increase in private cars) and 3 (100% increase in private cars) represent
local roads. the impact on the existing road network.
Figure 10-17 shows the V/C where no growth in private car trips / increase in private car mode share is assumed
(Scenario 1) for the existing road network. The figure illustrates that, given the existing road network and assuming
a population size of approximately 370 143, road capacity problems can be expected by 2050, assuming no growth
in the private car modal share.

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Figure 66: V/C for 2050 assuming no growth in private car modal share (Scenario 1) on the existing road network
Figure 67: V/C for 2050 assuming 50% growth in private car modal share (Scenario 2) on the existing road network

The following figures show that road capacity problems will increase should private car mode share increase as a
result of external socio-economic drivers, for example an increase in car ownership. It can be seen that increasing the private car volumes from the existing modal split to a 50% increase has a
Figure 10-18 shows the V/C where 50% growth in private car trips / increase in private car mode share is assumed significant impact on congestion of certain routes and would require upgrading of the routes affected.
(Scenario 2) for the existing road network.
10.2.4 Volume Demand to Capacity Ratio (V/C) on Proposed 2050 Road Network
In this section, an analyses of the impact of the different demand assumptions on the Volume Demand to Capacity
Ratio, is presented. Scenario 4, 5 and 6 present the impact on the proposed 2050 road network.
Figure 10-19 shows the V/C where no growth in private car trips / increase in private car mode share is assumed
(Scenario 4) for the proposed 2050 road network. The figure illustrates that, given the proposed road network and
assuming a population size of approximately 432 407, road capacity will be acceptable by 2050.

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Figure 68: V/C for 2050 assuming no growth in private car modal share (Scenario 4) on the proposed 2050 road network Figure 69: V/C for 2050 assuming 50% growth in private car modal share (Scenario 5) on the proposed 2050 road network

The following figures show that road capacity problems will not increase significantly, should private car mode Figure 10-21 shows the V/C where 100% growth in private car trips / increase in private car mode share is assumed
share increase as a result of external socio-economic drivers, for example an increase in car ownership on the (Scenario 6) for the proposed 2050 road network.
proposed road network..
Figure 10-20 shows the V/C where 50% growth in private car trips / increase in private car mode share is assumed
(Scenario 5) for the proposed 2050 road network.

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Figure 70: V/C for 2050 assuming 100% growth in private car modal share (Scenario 6) on the proposed 2050 road network Figure 71: Traffic volumes for 2050 assuming no growth in private car modal share (Scenario 1) on the existing road network

The figures above illustrate that even with 100% growth in private car modal share, the proposed road network
will have sufficient capacity except along the proposed ring road and the national major arterial where most of
the traffic volumes(upwards of 4000) will be encountered. Therefore it is proposed that two lanes per direction
be developed along these roadways to increase the capacity of the road by 2050.

10.2.5 2050 AM Peak Hour Traffic Volumes

The following images indicate the volumes on the road network per scenario

Figure 72: Traffic volumes for 2050 assuming 50% growth in private car modal share (Scenario 2) on the existing road network

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Figure 73: Traffic volumes for 2050 assuming 100% growth in private car modal share (Scenario 3) on the existing road network Figure 75: Traffic volumes for 2050 assuming 50% growth in private car modal share (Scenario 5) on the proposed 2050 road network

Figure 76: Traffic volumes for 2050 assuming 100% growth in private car modal share (Scenario 6) on the proposed 2050 road network

Figure 74: Traffic volumes for 2050 assuming no growth in private car modal share (Scenario 4) on the proposed 2050 road network
Figure 10-28 illustrates the increase or decrease in vehicle volumes on the road network after the existing road
network is upgraded to the proposed 2050 road network. It can be seen, that vehicles divert from the internal
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Residential Roads, onto the newly classified collector roads in order to travel between the proposed residential
areas and areas of higher employment within the neighbourhood zones.

Figure 78: Proposed 2050 road classification

10.4 ROW Cross-sections

There are four main road classifications, which can contain the presence of public transport. The infrastructure
Figure 77: Difference in Traffic Volumes between the two roads networks (Scenario 3 vs Scenario 6) and road classifications were done as per section 6 of the transport masterplan 2018 update. The ROW and cross
sections of these items are then calculated and shown below for the different scenarios for areas with and without
available space.
10.3 Road Network Recommendations
Based on the network analysis for the 2050 100% scenario, the following revised road network classifications 10.4.1 Areas with Available Space
within the city is proposed. The existing city network is to have the major and minor arterial road network increase. • National Road/ High Capacity urban roads / Major Arterial – 21.6-38m Brown Field: 37.5-64 green field
There is also a substantial upgrade of residential roads to collectors. This leads to an overall higher capacity and o Lane Width:
improved mobility in the city. It is recommended that the National Major aterial and the proposed ring road be  Dual carriageway: 3.5*4 = 14m
upgraded to a 2 lane road should the projected increase in the population and employment opportunities be  Single carriageway: 3.5*2 = 7m
realised by 2050. o Shoulder or Green space: 3*2 = 6m
o Median width = 1-4m, but in single carriageways, this should not be required
The revised road network for the 2050 horizon year based on the above assessment is characterised as per Figure o Verge: 2.5*2 = 5m or if both cycle lane and walkways are included on both sides of the road then
10-31. The below road network layout will be sufficient to accommodate the estimated 2050 forecasted traffic. 12m
o Footway not required on national rural. In urban conditions: 2*2 =4m (can be located in road
verge)
o Cycleway not on national or rural, In urban conditions: 2*2 =4m (can be located in road verge)
o Services in road verge

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o Inclusion of road marking space and kerbs etc = (0.18+0.3+0.3)*2 = +-1.6m o Services in planting strip
o Lighting in road verge. o Lighting in planting strip
The expected ROW for a dual carriageway urban road will require 6+14+1+12+3+1.6 = 37.5m, for a dual o Public transit: Embayment’s is 3.5m*2 = 7m
carriageway with 2 lanes per direction. For a single carriageway, the ROW of between 21.6 -38 m will be adequate The expected widths 4+1.6+4+4+6 +7= +-27m for green field areas. This then has no provision for BRT lanes, only
for Brown field areas. For Green field areas, 37.5 to 64m is required bus stops. This then has no on-street parking. For brown field areas, the ROW can be as low as 15m:

Figure 79: Urban Arterial, single carriageway

Figure 81: Arterial with public transport facilities

The expected ROW for a dual carriageway urban road will require 14+12+6+1 +1.6 = 34.6m, this is with a very
narrow median island for Brown field locations. This also does not allow for future BRT lanes. For green field areas • Minor Arterial without Public Transit
this will range from between 37.5m and 64m. o Lane Width: 3*2 =6m
o Shoulder or kerb and channel: (0.18+0.3+0.3)*2 = 1.6
o Footway: 2*2 =4m
o Cycleway: 1.5*2 = 3m
o Planting strip: 1*2 =2m
o Services in planting strip
o Lighting in planting strip
The expected widths 4+1.6+3+2+6= +-17m this then has no provision for bus lanes or stops. No on street parking.
The proposed 27m will then cater for future expansion.

Figure 80: Urban Arterial, dual carriageway

• Minor Arterial with Public Transit – 15m -27m between brown field, green field 26.6- 27.6
o Lane Width: 3*2 =6m
o Shoulder or kerb and channel: (0.18+0.3+0.3)*2 = 1.6
o Footway: 2*2 =4m
o Cycleway: 2*2 = 4m
o Planting strip: 2*2 =4m

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• Collector without public transit – 15-21m Brown Fields and Green fields 26-37m
o Lane Width: 3*2 =6m
o Shoulder or kerb and channel: (0.18+0.3+0.3)*2 = 1.6
o Footway: 2*2 =4m
o Cycleway: 2*2 = 4m
o Services in planting strip
o On street parking = 2.5*2 =5m
o Lighting in planting strip
The expected widths 7+1.6+4+4+5 = 20 this has parking both sides and has walkways and cycle lanes on both sides.
It has no planting strip though. Without parking it could be as low as 15m.

Figure 82: Urban minor arterial with no parking

• Collector (urban) with public transit -15-21m Brown Field 26-26.6 Green Field
o Lane Width: 3*2 =6m
o Shoulder or kerb and channel: (0.18+0.3+0.3)*2 = 1.6
o Footway: 2*2 =4m
o Cycleway 2*2 = 4m
o Services in planting strip
o On street parking: 2.5*2 =5m (if required)
o Lighting in planting strip
o Public transit: Embayment’s is 3.5m = 3.5m
The expected widths 6+1.6+4+4+5+3.5= +-24.6m. This has parking both sides and has public transport stops. It also
has walkways and cycle lanes on both sides. Without cycle lanes, it would be 22m and without parking, it would
be 18m. Most of collectors would have NMT where possible. Likely that selective collector roads would have bus
routes, which then would not have on-street parking. Hence, the range would be 18 to 20m. As a result, 21m is Figure 84: Collector with no planting strip and cycle lane

adequate and allows for future expansion of the bus bays and or NMT routes.
• Primary local road in communities – 8-12.5m for Brown and 12.5 for Greenfield.
o Lane Width 3 *2 =6m
o Foot path 2*2 = 4m
o kerb and channel: (0.18+0.3+0.3)*2 = 1.6
This is 6+4+1.6 = 11.6m 12.5m ROW is acceptable.

• NMT – 4m brown field and 10m Greenfield.

o Footway 2*2 =4m
This is 4m, hence 4 is adequate for the brown field area for Green field 10m is adequate.
The different classes cross sections are shown below:

Figure 83: Collector with planting strip and walkways, with no cycle lane

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Figure 85: Cross-sections

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11.2 Strategy and Future Studies

11. Effective Transport Strategy for Huye As the secondary cities develops and grows, increased communication and studies regarding the impact of traffic
In order to align with the transport goals and objectives, the following key strategies and key performance and transportation has on the cities’ infrastructure will become more demanding. Currently these issues are
indicators were developed for the effective transport policy implementation, Table 11-1. existing. Issues such as:

Table 26: Effective Transport policy The quality of the local roads within the local urban areas being in a poor condition, with little to no maintenance.
This creates drainage, congestion and other issues pertaining to these roads. As a result of the poor condition of
Implement Transport policy Effectively – Key Strategies Key Performance Indicators
the local roads, there is a lack of accessible public transport into the local neighbourhoods, as these roads are
Establish clear communications
Effectively implement the updated Secondary Cities Transport Master often not accessible in poor weather conditions and or are in very poor condition.
between the local authorities and
Plan 2018
the RTDA.
This results in long travel times, which creates a major concern for mobility within the cities, as public transport
Develop transport legislative
Authorities, roles and responsibilities clearly defined accounts for over 90% of motorised transport movements in Huye. The poor condition and lack of corridor
environment
implementation puts a limit to the ability to have proper coverage of a public transport network. Furthermore,
Develop policy and structure
Develop a hierarchy of transport plans – policy/strategy, tactical and there is a general lack of all-weather NMT infrastructure on collectors and local roads. This further exasperates
regarding transport related studies
operational level the accessibility and mobility limitations of the cities’ residents.
and planning initiatives

These issues can be resolved with articulate and regular demand studies, transport register plans and updated
11.1 Existing Structure: integrated transportation plans. These studies will identify growth areas and demands that are existing and that
The existing structure that in Rwanda should be sufficient to manage and improve the roads, traffic and arise from developments.
transportation needs with the current organisations and responsibilities as shown below.
Central: The idea of the studies is to develop the city in such a way, that the cities remain green, NMT remains priority and
Rwanda Regulatory Authority (RURA) regulate and license certain public utilities including transport. public transport remains the majority motorised mode preference. These studies must be managed and facilitated
Rwanda Civil Aviation Authority (RCAA): Responsible for the aviation sector including operations, safety and by the RTDA.
security, economic regulations of air series and development of civil aviation. Responsible for the management of
civil aviation operations in conformity with the International Civil Aviation Organisation (ICAO) and other The RDTA are then to ensure local MINALOC officials produce Local level transport plans and development plans.
international standards. These plans must form part of the city master plan and be updated every 5 years. In addition, a full transport
register study needs to be investigated and updated. As the RTDA is responsible for public transport services, it
District and National Roads: should be aligned to the development of primary, secondary and tertiary roads within the urban areas.
Rwanda Transport Development Agency (RTDA) is responsible to plan and implement national and district roads,
railway, cable car, water transport and develop public transport service. This agency is thus responsible for the The maintenance of these roads should however, be the responsibility of the local authorities and funded by the
Huye transportation studies, future plans and expansions. RMF. Yet, there needs to be regular communication as to the needs of the local cities to the RTDA officials
regarding road and route upgrades, as per the transport plans and needs assessments. The road network
Local: implementation plan should start with a focus on the upgrading and implementation of the major and minor
Ministry of Local Government (MINALOC): Is responsible for the planning, development, and maintenance of arterials and the selected high priority collectors (with the approved cross-sections) to enhance public transport
transport infrastructure and services within local authorities. coverage and NMT networks within the city.

Funding and safety and security: The following strategies and plans should be rolled out:
Republic of Rwanda Road Maintenance Fund (RMF) To receive, manage and disburse funds for the maintenance
of Class 1 national, district and Kigali roads. Ministry of Internal Security (MININTER): Through the Rwanda Police, • Establish the clear communication and priority studies and projects to be rolled out on a periodic bases
has the responsibilities of enforcing traffic laws and regulations. between the local authority and the RTDA. These studies must be done in accordance with the
development plan.
However, there is an improved strategy that the country can take to increase, on the ground knowledge and • Compile a Transport and Roads Information Register: A detailed Transport Inventory is required for the
improve the existing systems and networks. City. This should be updated every 5 years prior to the commencement of the Transport Master Plan
Update and should include details on infrastructure, operations and vehicles.
• Develop Transport Assessment Guidelines and Manuals.

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• Develop Traffic Impact Assessment and Development Application Standard Operating Procedures.
• Adopt the ROW manuals being developed for the country.
• Develop Monitoring Mechanisms to measure KPIs.
• Develop a multi-modal transport demand model to inform all planning for the City. Identify a custodian
for the model to protect its integrity and to ensure the “agreed demand and supply scenario” is utilised in
all planning matters. The custodian should keep the model accessible to third parties for planning purposes
and ensure the model is regularly updated and maintained.
• Develop a rollout plan of the proposed infrastructure.
• Revise and improve the coverage of the public transport systems and the all-weather roads expand.
• Revise the freight routes and networks as per the redevelopment of the industrial zones.
• Develop a fully intergraded transport plan that is revised every 5 years with the following chapters:
o EXECUTIVE SUMMARY
o Introduction
o Transport Vision and Objectives
o Transport Register
 Introduction and orientation
 The process
 The record
o Spatial Development Framework
o Transport Needs Assessment
o Public Transport Plan
o Transport Infrastructure Strategy
o Travel Demand Management Strategy
o Freight Transport Strategy
o Other Transport Related Strategies
o Summary of local ITPS in the case of District Municipalities.
o Funding strategy and summary of proposals and programmes
o Stakeholder Consultation
o While the LITP’s must contain the following Chapters:
 Introduction
 Transport Status Quo
 Transport needs assessment
 Transport Improvement proposals
 Implementation budget and programme
• In addition, the Public Transport Plan is as follows:
o Policies and strategies
o Overall network design
o Commuter Rail Plan
o Contracted Services Plan
o Non-contracted services plan
o Operating Licences Plan (OLS)

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 Proposed Sewer Plan......................................................................................................................................... 80
Contents 4. Solid Waste ....................................................................................................................................................... 81
1. Sustainable and Resilient Infrastructure ...........................................................................................................69
4.1 Applicable Policies and Plans .................................................................................................................... 81
2. Water Supply.....................................................................................................................................................70
4.2 Master Plan ............................................................................................................................................... 81
2.1 Applicable Policies and Plans ....................................................................................................................70
4.3 Key Issues .................................................................................................................................................. 81
2.2 Master Plan ...............................................................................................................................................70
4.4 Status Quo................................................................................................................................................. 81
2.3 Key Issues ..................................................................................................................................................70
Level of Service ................................................................................................................................................. 81
2.4 Status Quo.................................................................................................................................................70
Collection of Solid Waste and Existing Dump Site ............................................................................................ 82
Level of Service .................................................................................................................................................70
Proposed and Ongoing Projects........................................................................................................................ 82
Water Treatment & Distribution.......................................................................................................................71
4.5 Waste Generation Estimation ................................................................................................................... 82
Proposed and Ongoing Projects........................................................................................................................71
4.6 Planning Approach .................................................................................................................................... 83
2.5 Water Demand Estimation........................................................................................................................72
Smart & Green Initiatives .................................................................................................................................. 83
Demand Parameters .........................................................................................................................................72
Proposed Level of Service ................................................................................................................................. 83
Water Demand Calculation ...............................................................................................................................72
Adjusted Solid Waste Volumes ......................................................................................................................... 84
2.6 Water Supply vs. Demand.........................................................................................................................72
Waste Properties .............................................................................................................................................. 84
2.7 Planning Approach ....................................................................................................................................73
Vehicle Selection ............................................................................................................................................... 85
Smart & Green Initiatives ..................................................................................................................................73
Proposed Transfer Stations ............................................................................................................................... 85
Proposed Level of Service .................................................................................................................................73
Proposed Collection and Routes ....................................................................................................................... 86
Proposed Water Treatment ..............................................................................................................................74
Proposed Landfill .............................................................................................................................................. 86
Proposed Reservoirs & Water Supply Plan .......................................................................................................74
5. Stormwater Drainage ........................................................................................................................................ 88
Water Demand Management ...........................................................................................................................75
5.1 Stormwater Catchments ........................................................................................................................... 88
3. Waste Water .....................................................................................................................................................76
5.2 Applicable Policies and Plans .................................................................................................................... 88
3.1 Applicable Policies and Plans ....................................................................................................................76
5.3 Master Plan ............................................................................................................................................... 88
3.2 Master Plan ...............................................................................................................................................76
5.4 Key Issues .................................................................................................................................................. 88
3.3 Key Issues ..................................................................................................................................................76
5.5 Status Quo................................................................................................................................................. 88
3.4 Status Quo.................................................................................................................................................76
Existing Stormwater Drainage .......................................................................................................................... 88
Level of Service .................................................................................................................................................76
5.6 Planning Approach .................................................................................................................................... 89
Current Domestic Sanitation Systems & Sewage Treatment Plant ..................................................................77
Smart & Green Initiatives .................................................................................................................................. 89
Non-Domestic Waste Water .............................................................................................................................77
Assessment of Current Proposal ....................................................................................................................... 90
Proposed and Ongoing Projects........................................................................................................................77
5.7 Proposed Stormwater Management ........................................................................................................ 90
Sewage Flow Estimation .......................................................................................................................................78
6. Electrical ............................................................................................................................................................ 92
3.5 Planning Approach ....................................................................................................................................78
7. ICT / Smart City ............................................................................................................................................... 102
Smart & Green Initiatives ..................................................................................................................................78
7.1 Applicable Policies and Plans .................................................................................................................. 102
Proposed Level of Service .................................................................................................................................79
7.2 Master Plan ............................................................................................................................................. 102
Adjusted Sewer Waste Volumes .......................................................................................................................80
7.3 Key Issues ................................................................................................................................................ 102
Proposed Waste Water Treatment Plant..........................................................................................................80
7.4 ICT in Rwanda – a country perspective ................................................................................................... 102

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 7.5 Rwanda from an African Perspective......................................................................................................103 Figure 26: Example of engineered landfill ................................................................................................................ 84
7.6 The Impact of Broadband on Emerging Economies................................................................................104 Figure 27: Push cart .................................................................................................................................................. 85
Figure 28: Flat-bed truck ........................................................................................................................................... 85
7.7 Key ICT Infrastructure Building Blocks to enable Digital Transformation in Rwanda .............................104 Figure 29: Load lugger / skip loader.......................................................................................................................... 85
7.8 Enabling Digital Transformation in Secondary Cities – Huye ..................................................................105 Figure 30: Rear-end loader ....................................................................................................................................... 85
Figure 31: Roll-on roll-off .......................................................................................................................................... 85
Background to Huye........................................................................................................................................105
Figure 32: 6 m3 and 30 m3 skip bin .......................................................................................................................... 86
Business drivers of ICT development and service considerations ..................................................................106 Figure 33: Typical Transfer Station ........................................................................................................................... 86
8. General Recommendations ............................................................................................................................110 Figure 34: Typical Transfer Station second view ...................................................................................................... 86
Figure 35: Proposed Transfer Routes, Transfer Stations and Landfill Site................................................................ 87
8.1 General ....................................................................................................................................................110
Figure 36: Stormwater Catchments .......................................................................................................................... 88
8.2 Water ......................................................................................................................................................110 Figure 37: Existing Stormwater Network .................................................................................................................. 89
8.3 Waste Water ...........................................................................................................................................110 Figure 38: Rainwater Harvesting............................................................................................................................... 89
Figure 39: Bioswale ................................................................................................................................................... 90
8.4 Solid Waste .............................................................................................................................................110
Figure 40: Proposed Bulk Stormwater System ......................................................................................................... 90
8.5 Stormwater .............................................................................................................................................111 Figure 41: Vegetated Swale (Source: ABC Water Guideline) .................................................................................... 91
Figure 42: Bioretention Swale (Source: ABC Water Guideline) ................................................................................ 91
Figure 43: Bioretention Basin (Source: ABC Water Guideline) ................................................................................. 91
List of Figures Figure 44: Constructed Wetland (Source: ABC Water Guideline.............................................................................. 91
Figure 45: Smart Rwanda Master Plan Overview ................................................................................................... 102
Figure 1: Infrastructure Resilience Properties ..........................................................................................................69
Figure 46: Landlocked countries ............................................................................................................................. 103
Figure 2: Type of Access to Improved Water Source ................................................................................................70
Figure 47: ICT in developed vs. developing continents .......................................................................................... 103
Figure 3: Types of Unimproved Drinking Water Source ...........................................................................................71
Figure 48: ICT Stats in Africa (Source: Cisco System VNI Index 2018) .................................................................... 103
Figure 4: Kadahokwa Treatment Plant (Source: Huye Sanitation Master Plan by SMEC) ........................................71
Figure 49: Competitiveness Evaluation Model (Source: World Economic Forum Country/ Economic Profile 2018)
Figure 5: Water Supply Network...............................................................................................................................71
................................................................................................................................................................................ 103
Figure 6: Water Supply Hierarchy .............................................................................................................................73
Figure 50: Smart City ICT ......................................................................................................................................... 104
Figure 7: Metered and Un-Metered Community Standpipe ....................................................................................73
Figure 51: ICT Infrastructure ................................................................................................................................... 105
Figure 8: Individual Household Connection ..............................................................................................................73
Figure 52: Huye Locality .......................................................................................................................................... 106
Figure 9: Proposed Reservoir Locations....................................................................................................................74
Figure 53: Smart Services ........................................................................................................................................ 106
Figure 10: Proposed Water Supply Plan ...................................................................................................................75
Figure 54: Smart Campus ............................................................................................. Error! Bookmark not defined.
Figure 11: Type of Access to Unimproved Sanitation ...............................................................................................76
Figure 55: Smart Farming............................................................................................. Error! Bookmark not defined.
Figure 12: Access to Improved Sanitation ................................................................................................................77
Figure 56: Fibre Optic Cable .................................................................................................................................... 108
Figure 13: Proposed sewer network and treatment plant .......................................................................................77
Figure 57: National Backbone Fibre-Optic Network, (Source: Broadband Systems Corporation (BSC))................ 108
Figure 14: Sewer Drainage Hierarchy .......................................................................................................................78
Figure 58: Solid Waste Management Hierarchy ..................................................................................................... 110
Figure 15: Sustainable sanitation cycle (Source: GGGI – National Roadmap for Green Secondary City
Development) ...........................................................................................................................................................79
Figure 16: Sludge Reuse (Source: GGGI – National Roadmap for Green Secondary City Development) .................79 List of Tables
Figure 17: Pit latrine and septic tank ........................................................................................................................79 Table 1: Water Demand Parameters ........................................................................................................................ 72
Figure 18: Waterborne Sewer Network ....................................................................................................................79 Table 2: Water Demand Unit Rate Comparison ....................................................................................................... 72
Figure 19: Proposed Bulk Sewer System...................................................................................................................81 Table 3: 2050 Water Demand Calculation ................................................................................................................ 72
Figure 20: Main Methods of Waste Disposal ............................................................................................................82 Table 4: Water Supply vs. Demand ........................................................................................................................... 72
Figure 21: Existing dump site and proposed landfill .................................................................................................82 Table 5: 2050 Augmented Supply ............................................................................................................................. 74
Figure 22: Solid Waste Management Hierarchy .......................................................................................................83 Table 6: 2050 Proposed Reservoir Capacity ............................................................................................................. 74
Figure 23: Green solid waste management hierarchy (Source: GGGI – National Roadmap for Green Secondary Table 7: 2050 Proposed Reservoir Combinations ..................................................................................................... 74
City Development) ....................................................................................................................................................83 Table 8: 2050 Sewer Flow Calculation ...................................................................................................................... 78
Figure 24: Waste flow in a Green City (Source: GGGI – National Roadmap for Green Secondary City Development) Table 9: Adjusted 2050 Sewer Flow Calculation ....................................................................................................... 80
..................................................................................................................................................................................83 Table 10: 2050 Solid Waste Generation ................................................................................................................... 83
Figure 25: Composting of organic waste ..................................................................................................................84 Table 11: Adjusted 2050 Solid Waste Generation .................................................................................................... 84

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Table 12: Methods of waste disposal .......................................................................................................................84
Table 13: Transfer Station Sizing ...............................................................................................................................86

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SJ INTRODUCTION AND FRONT PAGE TO BE ADDED

1. Sustainable and Resilient Infrastructure

Due to rapid urbanisation and land scarcity, caused by the steep topography and wetlands that are effectively “no-
go” areas in Rwanda, efficient use of resources and sustainable management strategies are essential for its
development.

The main criteria to be considered when providing infrastructure services for a community are:

• Availability – Access to basic services;

• Reliability – Meeting performance standards for a desired duration;
• Appropriateness – Relevant service and technologies to meet demand;
• Affordability – Available funding for implementation and reasonable tariffing for consumers;
• Sustainability – Meeting current needs without compromising future social, environmental and economic
standards.

Urbanisation and population growth in emerging economies and developing countries like Rwanda, demand an
increase in infrastructure development. Efficient and effective infrastructure plays a critical role in achieving the
United Nations’ (UN) Sustainable Development Goals (SDG). Infrastructure development plays a role in many of
the SDG’s, and Goal 9 speaks specifically to “Industry, innovation, infrastructure”. This goal aims to “build resilient
infrastructure, promote inclusive and sustainable industrialization and foster innovation”. Rwanda has
Figure 1: Infrastructure Resilience Properties
implemented the SDG’s by integrating them into their National Policies such as the EDPRS 3 and the Vision 2020.
The country has a strong advantage when it comes to achieving the SDG’s due to its strong leadership, political
will and enforcement.
In order for the infrastructure in Huye to meet the previously-mentioned resilient and sustainable requirements,
The Global Green Growth Institute (GGGI) partnered with the Infrastructure Sustainability Council of Australia it is essential to upgrade the existing-aging facilities and networks. For example, many of the water supply lines
(ISCA) in October 2018 to support sustainable infrastructure development in Rwanda. ISCA has specific experience were laid in the 1970’s or earlier and need to be upgraded to pressure-resistant pipe materials to reduce the
in the Infrastructure Sustainability (IS) International rating scheme. This system evaluates sustainability across the amount of non-revenue water (NRW). Careful planning is required in the design phase of projects to ensure that
planning, design, construction and operational phases of infrastructure projects and will be implemented in appropriate materials are specified, for example: self-maintaining pipe systems.
Rwanda. This partnership will ensure the transfer of knowledge from the technical experts to support capacity
development in Rwanda and implement green infrastructure solutions.

The UN defines resilience as “The ability of a system, community or society exposed to hazards to resist, absorb,
accommodate and to recover from the effects of a hazard in a timely and efficient manner, including through the
preservation and restoration of its essential basic structures and functions”. The concept of resilient infrastructure
can therefore be related to the structural integrity of the physical infrastructure, which is essential to ensure its
continuous and optimal performance during extreme loading. This loading can be sudden (disaster-related) or
gradual (climate change). Since infrastructure is designed for long-life spans, resilient infrastructure requires long-
term infrastructure investments and planning.

The following Resilience Wheel has been taken from a document titled “Introducing Infrastructure Resilience” by
the Department of International Development (2016). It shows all of the parameters that play a role in making
infrastructure resilient.

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2. Water Supply under the Rwanda Sustainable Water Supply and Sanitation Programme. Additional projects should be
planned to ensure that all aged pipes are replaced.
Access to affordable, reliable, safe and high quality drinking water is a fundamental human need and therefore
• Management of water losses: The main concern facing the water distribution system is the large
plays a major role in the success of a functioning city and must be carefully considered at a city master planning
percentage of non-revenue water. This has been attributed to:
level. Water supply systems are also very difficult and costly to retrofit into urban environments if space has not
o Illegal connections;
been allocated for this infrastructure in the land use planning. It is therefore critical that land be allocated for
o The age of the pipes;
infrastructure in the land use plans and that city by-laws make provision for servitudes and right-of-way’s that
o Lack of pressure control.
enable the implementation of water supply infrastructure. The Water and Sanitation Corporation (WASAC) is
responsible for potable water supply and management in the urban areas in the City of Huye. The water losses in the networks can be identified by implementing Water Supply and Water Demand
Strategies within the District.

• Water management skills: In order for water to be managed efficiently, the district technicians need to
2.1 Applicable Policies and Plans
provide the local technicians with training on sustainable water management measures.
The governing policies and plans for water supply and distribution in the City of Huye are as follows:
• Issues regarding Dumping and pollution of water sources: Residents to be educated in terms of
• National Policy for Water Resources Management (2011); appropriate waste management practices to prevent dumping and pollution of the water sources.
• Rwanda Vision 2020 (2012);
• Water and Sanitation Sector Strategic Plan 2013/14 - 2017/18 (2013);
• National Water Supply Policy (2016); 2.4 Status Quo
• National Water Supply Policy Implementation Strategy (NWSPIS) (2016); Level of Service
• Economic Development and Poverty Reduction Strategy (EDPRS II) (2013); The EICV 5 has been used to assess the levels of service that the population of the City of Huye have access to, in
• National Informal Settlement Upgrading Strategy (2015). terms of water supply. 89.7% of the citizens in Huye have access to an improved water source, which is higher
than the national average of 84.8%, and approaches the target of 100% access to an improved water source. The
mean time to access an improved water source in Huye is 9.4 minutes, lower than the national average of 9.6
2.2 Master Plan minutes. 11.6% of households don’t use their nearest water source because it is either too expensive, too far, or
The city of Huye does not have a Water and Sanitation Master Plan. However, the Baseline Report prepared by it does not function.
Lotti Ingegneria Consultants for WASAC has been received and considered in the compilation of this document.
In terms of access to an improved drinking water source, most of the population get their water from a protected
The Baseline Report looks at the entire District as a whole, whereas this report is focussing on the city’s urban
spring. The percentage split of citizens using improved Water Sources is shown in Figure 2.
boundary. The overall Master Plan has not been completed and the outcomes of future Master Plans may affect
and/or change the recommendations made in this document. Unimproved
water source Improved Access to Water
This document will provide plans for the bulk infrastructure, which can then be used to inform a Water Supply 10.3%
Master Plan of the City. The Water Supply Master Plan should provide further detail in terms of new reticulation,
Protected Spring
required upgrades and any relocations which may be required. 50.1%

Improved Water
Source 89.7%
2.3 Key Issues
Some of the key issues to be addressed by the City relating to water supply are discussed below. Recommendations
to address these issues have been made by the project team and are presented later in this report. Protected Well
1.7% Public
Standpipe
• Shortage of water reticulation: As the population of the City is growing, there is also an increasing water Borehole 32.7%
demand. Without proper planning, the existing infrastructure will not be able to meet the growing water 0.5%

demand. The City has to work closely with WASAC to determine the growth centre and the projected
Piped into Dwelling
water demand. Sufficient land should be secured for the construction and expansion of water treatment 4.7%
plants and service reservoirs.
• Age and coverage of existing network: In order to meet the target of supplying water to 100% of the Protected Spring Public Standpipe Piped into Dwelling
population, WASAC needs to implement projects to reach all areas within the District. It is also essential
Borehole Protected Well Unimproved water source
to upgrade the aging facilities and networks to pressure-resistant materials to reduce the amount of Non-
Revenue Water (NRW). This is currently being done and funded by the African Development Bank (ADB)
Figure 2: Type of Access to Improved Water Source

70
Of the households with access only to unimproved water sources, most make use of an unprotected well, a The existing water network in Huye includes 5 reservoirs, with a storage capacity of 2893 m3. Most of the users
detailed breakdown is provided in Figure 3. are domestic, with a smaller demand from institutional, commercial and industrial customers. In rural areas it is
not sustainable or economically viable to provide household connections and therefore water is provided at
Unimproved Access to Water communal points. The current WASAC distribution system covers the Huye city region, but large parts of the
district do not have coverage and make use of springs and or rainwater. Figure 5 shows the existing WASAC
network in blue, as well as the WASAC proposed pipes in red.
Unprotected
Well
1.2%

Improved water Unprotected

Other Other
source Spring
10.3% 1.2%
89.7% 5.7%

Surface Water
2.2%

Surface Water Unprotected Spring Unprotected Well Other Improved water source

Figure 3: Types of Unimproved Drinking Water Source

Water Treatment & Distribution

The Kadahokwa Water Treatment Plant, is the largest water treatment plant in Huye. It treats water that is taken
from the 600 000 m3 dam on the Kadahokwa River. The plant was upgraded in 2015 to its current production
capacity of 6 000 m3 /day, and has not yet reached its original design capacity of 8 500 m3 /day. A secondary plant
located in the Ngoma area, has a capacity of around 2 m3/day.

Figure 5: Water Supply Network

Proposed and Ongoing Projects

The African Development Bank Group (AfDB) board of directors has approved two loans to finance Rwanda’s
Sustainable Water Supply and Sanitation Programme. Under the programme, water supply and sanitation
infrastructure and services will be provided in various cities in Rwanda, including Huye. The following ongoing
projects were identified for the city of Huye.

• Construction of main supply and distribution network, including 11.9 km of new pipeline and the
rehabilitation of 151.3 km of the existing distribution network;
• Construction of two reinforced concrete reservoirs, 2000 m3 at Kanazi Hill and 1000 m3 at the industrial
park.
Figure 4: Kadahokwa Treatment Plant (Source: Huye Sanitation Master Plan by SMEC)

71
The programme was planned to be implemented in 48 months. Commencement date was January 2018 and The following land uses are assumed to not have a water demand on WASAC’s supply network:
complete March 2020, but the works delayed. The new completion date is September 2020.
• Agriculture;
• Infrastructure;
• Nature;
2.5 Water Demand Estimation
• Special use;
Demand Parameters • Water bodies.
The National Water Policy states that a minimum of 20 l/person/d should be supplied in rural areas, and 80
l/person/d in urban areas. This implies that significant improvements are required for the District. The water demands have been calculated on the assumption that the City-wide goal of universal water access is
currently being met, even though this is not the case. This is assuming that all residents in low-density areas have
For the purposes of this Master Plan and to plan for future growth, the following parameters have been selected access to a standpipe within 500m and use 40 litres of water per person per day. On the other hand, also assuming
to estimate the water demand in the City based on various land uses. These have been chosen based on that all residents in high-density areas are using 100 l/person/d. It must be noted that water demands have been
international industry practice, the National Water Supply Policy and the Baseline Report by Lotti Ingegneria. calculated within the limit of the Huye City Urban boundary. The planning horizon for water supply is projected to
the year 2050, the water demand per planning area is shown in Table 3.

Table 1: Water Demand Parameters

Table 3: 2050 Water Demand Calculation

Land Use Demand Unit
Rural / Low-Density 40 l/person/d WTP Planning Area Interim 2035 (m3/day) 2050 Demand (m3/day)
Residential
Urban / High-Density 100 l/person/d Planning Area 1 11 082
32 kl/Ha/d Planning Area 2 7 237
Commercial
3 200 m3/km2/d Kadahokwa Planning Area 3 13 664
24 kl/Ha/d 28 081
Industrial Planning Area 4 13 355
2 400 m3/km2/d Planning Area 5 6 783
Total 52 121
The water demand for the urban / high-density areas is significantly higher than that for the rural / low-density
areas, to cater for a higher standard of living in urban areas. The areas that have been allocated a demand of 40 The results of this water demand analysis are less than what was presented in the Baseline Report by Lotti. This is
l/person/d are those that are denoted as “R1B” or “Rural Residential Village’ in the Land Use Plan. most likely due to the varying population numbers as a result of the growth rates applied for future projections.
For the purposes of this report, the IPAR population values have been used.
The proposed water demand of 100 l/person/d is still relatively lower than the average water consumption of
other urban cities such as Singapore, Cape Town, Amsterdam and Melbourne (refer to Table 2 for the comparison).
This relatively lower rate is adopted based on the assumption that substantial water demand management
strategies would be implemented as the City is being developed. 2.6 Water Supply vs. Demand
Table 4 shows a summary of the 2018 water treatment plant capacity measured against the projected demands
for 2050 based on 100 l/person/day in high density areas, and 40 l/person/day in low density areas. The water
Table 2: Water Demand Unit Rate Comparison supply surplus or deficit is then calculated by subtracting the water demand from the water supply, or in this case
the actual capacity. The overall results of this exercise show the inadequacy of the water supply in meeting the
City Singapore Cape Town Amsterdam Melbourne Kigali Musanze demands for 2050.
Water Table 4: Water Supply vs. Demand
Demand 130 201 135 155 120 100
(l/person/d) Water Current 2035 2050 2050 2050
Source Treatment Capacity Demand Deficit/Surplus Demand Deficit/Surplus
Plant (m3/day) (m3/day) (m3/day (m3/day) (m3/day)
Water Demand Calculation Kadahokwa Kadahokwa
6 000 28 081 -22 081 52 121 -46 121
The IPAR population data as well as the land use plan, have been used as a basis for the water demand calculations Dam WTP
on a planning area basis as discussed below.

72
2.7 Planning Approach • Rural (R1B) / low-density areas – Community standpipes accessible within 500m (40 l/person/day),
The following flow chart highlights the elements that form part of a formal water supply and distribution system. examples are shown in Figure 7;
These elements will be addressed in this Planning Approach section of the report. • Urban / High density areas – Individual household connections, such as the one shown in Figure 8 (100
l/person/day).

Water
Storage
Water Source Treatment Reticulation
Reservoirs
Plant

Figure 6: Water Supply Hierarchy

In 2050 the City of Huye would need to supply 52 121m3/day of potable water to its residents. This is significantly
higher than the current potable water supply of 6 000 m3/day from the existing water treatment plant. The Figure 7: Metered and Un-Metered Community Standpipe
following section addresses this issue by doing the following:

• Augmenting the existing water treatment capacity;

• Proposing additional reservoirs;
• Planning a water network that provides the most cost effective and sustainable solutions for the city’s
water supply system.

Smart & Green Initiatives

Some smart and green initiatives that will be considered while preparing the concepts for Huye City are:
• SCADA monitoring systems with automated control centre;
• SMART Vision Project: Water management to monitor pipelines for leakages;
• SMART metering systems to enable effective demand management;
• Promote the effective and efficiency use of water resource by encouraging rain water harvesting;
• Greywater reuse to flush toilets or irrigate crops;
• Improve sustainability of water treatment by using renewable resources for the supply of energy;
• Use of solar-powered or hand-pumped water pumps to extract groundwater without using electricity or
diesel;
• Use of sustainable materials in the construction of public water systems;
• Improving water demand management by educating consumers on water efficient appliances, fittings and Figure 8: Individual Household Connection
equipment (ultra-low flush toilets, water saving tap fixtures etc.), and implementing supply management
procedures to reduce demands.

Proposed Level of Service

In order to meet the Rwandan goals of providing 100% of the population with water the following levels of service
are proposed:

73
Proposed Water Treatment Table 7: 2050 Proposed Reservoir Combinations
The following table shows the proposed supply at the treatment facility to serve the previously-mentioned future
ID Planning Area Capacity (Ml) Area (Ha) Comments
demand. A unit ratio of 0.03 Ha / Ml has been used to determine the space allocation for the proposed plant size 1 Planning Area 1 5 0.2
with its upgrade, based on research done on other treatment plants. The current site of the Kadahokwa Water 2 Planning Area 1 5 0.2
Treatment Plant is surrounded by agricultural land that will need to be obtained for the purposes of upgrading the 3 Planning Area 2 5 0.2 Located near multiple existing reservoirs
plant. 4 Planning Area 2 5 0.2
Table 5: 2050 Augmented Supply 5 Planning Area 1 5 0.2 Located at existing reservoir location
6 Planning Area 1 5 0.2
2035 2035 7 Planning Area 3 15 0.6 Located near existing reservoir location
Water Current 2035 2050 2050 Proposed Space
Proposed Space 8 Planning Area 3 10 0.4
Treatment Capacity Demand Demand Capacity Required
Capacity Required 9 Planning Area 4 20 0.8 Located at existing reservoir location
Plant (m3/day) (m3/day) (m3/day) (m3/day) (Ha)
(m3/day) (Ha) 10 Planning Area 4 10 0.4
Kadahokwa 6 000 28 081 28 000 0.8 52 121 52 000 1.5 11 Planning Area 5 5 0.2
12 Planning Area 5 10 0.4
13 Planning Area 2 5 0.2
Proposed Reservoirs & Water Supply Plan
The existing reservoirs/ water tanks have been looked at in terms of their current capacities. This information was
taken from shape files received from WASAC, and only the primary reservoirs at the treatment plants have been
considered, excluding all tanks at other facilities. These tanks have been omitted due to their size, as they are seen
to be used as emergency water supply in instances of water cuts rather than part of the city’s supply system.

Based on the City’s projected demands, Table 6 provides recommendations in terms of the reservoir capacity
required per Township. The reservoirs are sized so as to provide their supply areas with 48 hours of water should
there be a municipal supply interruption. The reservoirs have also been sized to make provision for fire-fighting
systems should the need arise. The new reservoirs should be placed on high-ground, as far as possible, so as to
limit the pumping requirements. In terms of allocating space for the proposed reservoirs, a unit ratio of 0.04 Ha
per 1000 m3 can be used, based on research done on other reservoirs. For example, for a 20 000 m3, 0.88 Ha would
be required.

The phasing of the reservoirs will be proposed in increments of 10 000 – 15 000 – 20 000 m3 sizes where
required.

Table 6: 2050 Proposed Reservoir Capacity

2035 Required 2050 Required

Planning Area
Reservoir Capacity (Ml) Reservoir Capacity (Ml)
Planning Area 1 15 22
Planning Area 2 10 14
Planning Area 3 25 27
Planning Area 4 20 27
Planning Area 5 10 14
Total 80 104

Due to topography and location of settlements, the following combination of reservoirs has been proposed, with Figure 9: Proposed Reservoir Locations
the associated space requirements. Their locations as well as the reservoir supply pipes, which supply water to the
reservoirs from the water treatment plant, can be seen in Figure 9.

74
The provision of bulk water infrastructure follows the areas in which the population density increases. It is Water Demand Management
sustainable to provide infrastructure in areas where there is a high concentration of people. Most of the water The management of water resources and the provision of water services in Huye requires the development and
supply within the City would be distributed through the expansion of the existing water supply network. Where implementation of new approaches where Water Conservation and Water Demand Management (WC/WDM)
the network is planned, valves and meters are needed at cross connections. strategies play a crucial role in environmental sustainability, social equity and economic development.
The planning of the water distribution network expansion is based on the following factors: With particular reference to the ever increasing demand on water resources as a result of:
• Level of service - Based on the proposed levels of service discussed in a previous section of this report,
the water supply in rural and urban areas will differ. The rural areas (R1B) will have a bulk water line for • Population growth;
the provision of stand pipes accessible to all communities within 500m. The water networks in urban • The increased percentage of population with access to water services, as backlogs are being addressed;
areas will run along the road network to ensure that each stand is provided with an individual-metered and
connection. • The drive for improvement in the standard of living, increasing the per capita water consumption figures.
• Water demand distribution - The expansion of the existing water supply network focusses on areas of WC/WDM strategies are becoming an important tool to be utilized by cities to reduce their amount of non-revenue
high future demands, by considering the changes in the land use. water (NRW) and manage the resource effectively and efficiently.
• Topography – The expansion of network is considered in areas where the elevation is not significantly
higher than the existing network i.e. where pumping is still reasonable. There are many variations on the definition of water demand management, but a good general description is: The
• Integration of services – The planning of the water supply and distribution networks will consider the management of the total quantity of water abstracted from a source of supply using measures to control waste
provision of all other services in the City. This is discussed in more detail in the Infrastructure Integration and undue consumption.
section of this report. In addition, Water Demand Management can be defined as the adaptation and implementation of a strategy by a
Figure 10 shows the placement of the reservoirs and proposed bulk network plan to cater for the urban boundary’s water institution or consumer to influence the water demand and usage of water in order to meet any of the
2050 water demands. The bulk water supply pipes run from the reservoirs to a practical connection point/line for following objectives:
each planning area. Detailed reticulation from this point onwards needs to be addressed in a Water Supply Master • Economic efficiency;
Plan.
• Social development;
• Social Equity;
• Environmental protection;
• Sustainability of water supply and services; and
• Political acceptability.

Besides augmenting the water supply, it is advisable to manage the water demand from a household level to the
township level. At a household level, installing water saving devices should be encouraged to reduce water use.
Social awareness campaigns are necessary to educate communities in this regard, and to change water use
patterns. At a township level, the City should be looking at using alternative water sources such as rainwater
harvesting or treated effluent from STP for non-potable use. These strategies, if implemented properly, would
reduce the dependence on the potable water supply system.

Figure 10: Proposed Water Supply Plan

75
3. Waste Water • Technical experience - A capacity development programme will need to be put in place to train City of
Huye’s staff in terms of managing, operating and maintaining sewerage systems and waste water
The provision of adequate sanitation systems in conjunction with the safe supply of water, is essential for social
treatment plants.
and economic development and the overall health of a city. Sanitation systems are also very difficult and costly to
• Tariffs - There is no tariff structure currently in place for sanitation services.
retrofit into urban environments if space has not been allocated for this infrastructure in the land use planning. It • Bylaws and regulations – Waste water treatment bylaws and regulation must be put in place and then
is therefore critical that land is allocated for infrastructure in the land use plans and that the city by-laws make enforced.
provision for servitudes and right-of –ways that enable the implementation waste water infrastructure. The Water
and Sanitation Corporation (WASAC) is responsible for the management of sanitation services in the City of Huye.
3.4 Status Quo
Level of Service
3.1 Applicable Policies and Plans The EICV 5 has been used to assess the current level of sanitation services that the population of the City of Huye
The following key documents are applicable to the provision of waste water solutions in Musanze: have access to. 78.8% of citizens have access to an improved type of sanitation, which is lower than the national
average of 86.2%, and does not meet the target of 100% access to improved sanitation services. Of the improved
• Rwanda Vision 2020 (2012); type, 62.0% are not shared with other households.
• Economic Development and Poverty Reduction Strategy (EDPRS II) (2013);
• National Sanitation Policy 2016; In terms of access to unimproved sanitation types, most of the households in Huye have pit latrines without solid
• National Sanitation Policy Implementation Strategy (NWSPIS) (2016); slabs.
• National Informal Settlement Upgrading Strategy (2015). Improved sanitation systems include:
• Flush toilets;
• Pit latrines with solid slabs.
3.2 Master Plan Unimproved sanitation systems include:
Currently there is no Sanitation Master Plan in place, it was said that a National Water and Sanitation Master Plan • Pit latrines without slabs;
is being prepared by Lotti Ingegneria Consultants for WASAC in 2019. The Master Plan report has not been received • No toilets at all.
by the team and it does not form part of this report. However, the Baseline Report has been received and As indicated in the pie chart below, 14.8% of households in Huye use pit latrines without slabs, and 6.4% have no
considered in the compilation of this document. The Baseline Report looks at the entire District as a whole, toilet at all.
whereas this report is focussing on the city’s urban boundary. The outcomes of future Master Plans may affect
and/or change the recommendations made in this document.
Access to Unimproved Sanitation
This document will provide plans for the bulk infrastructure, which can then be used to inform a Water Supply
Master Plan of the City. The Water Supply Master Plan should provide further detail in terms of new reticulation,
required upgrades and any relocations which may be required.

3.3 Key Issues Pit Latrine without

Some of the key issues to be addressed by the City relating to waste water are discussed below: Slab
14.8%
• Direct discharge of sewage into the existing water bodies - This not only contaminates the water quality Unimproved
of the resource, but also poses a threat to public health. The City needs to progressively phase out septic Sanitation 21.2%
tanks in urban areas and provide adequate sewer connections and treatment plants to curb the problem Improved sanitation
of sewer discharge into water sources. 78.8%
• Contamination of ground water by pit latrines - As the sewage infiltrates the soil, it needs time to be
treated by the organisms and cations in the ground. Most of the contamination cases occur at areas with
high water tables or near water bodies when the sewage has shorter retention time in the soil. Due to the
density of development, this is more of a concern in urban areas. Phasing out of pit latrines in these areas No Toilet Whatsoever
will assist in significantly improving the current water quality. In rural areas careful consideration needs to 6.4%
be given for the placement of pit latrines in order to minimise the associated risks.
• Feasibility - Due to the limited number of water connections and the low density of development, a sewer No Toilet Whatsoever Pit Latrine without Slab Improved sanitation
network for the entire town is not yet feasible. The most suitable areas will have to be considered for the
installation of sewer networks;
Figure 11: Type of Access to Unimproved Sanitation

76
 The waste water from the non-domestic sector is discharged into stormwater. This of course, puts additional strain
on the limited stormwater infrastructure that is not sized for waste water. Careful water source monitoring is
In terms of access to an improved type of sanitation, of the 78.8% most of the population use covered pit
required due to industries providing high levels of pollutants as waste-products of their businesses. The Rwanda
latrines.
Water and Forestry Authority (RWFA) has an online portal where data relating to the quality of the water sources
in Rwanda can be obtained.

Access to Improved Sanitation

Proposed and Ongoing Projects
The following map shows the proposed sewer network and the proposed 46 656 m3/day treatment plant as
given in the Huye Sanitation Master Plan, This is to be implemented to meet the demands in year 2036 as
calculated in the Sanitation Master Plan Report.

Pit Latrine with Solid

Slab
Unimproved Improved 78.3%
Sanitation 21.2% Sanitation
78.8%
Flush Toilet
0.5%

Flush Toilet Pit Latrine with Solid Slab Unimproved Sanitation

Figure 12: Access to Improved Sanitation

Current Domestic Sanitation Systems & Sewage Treatment Plant

The Huye District does not have a collective waste water disposal system. According to the Huye Final Feasibility
Report (2016), it is unlikely that a waterborne sewer network will be installed in Huye for the next 15-20 years and
therefore the conclusion can be drawn that a sewer treatment plant would not be required in the short term. The
reason for this is the large amount of funding that would be required.

The current methods of waste water disposal in Huye District include on-site containment systems such as pit
latrines and septic tanks. In most cases, when the pits are full, they are abandoned and replaced with new ones.
The maintenance of these facilities on a household level lies with the owner, in both rural and urban areas.

Non-Domestic Waste Water

Non-domestic waste water refers to the waste water generated in institutions, commercial centres, industries etc.
In public places community latrines are available and the district office is responsible for their management. Most
commercial centres have their own septic tanks within their premises, with a compact waste water treatment
plant. The majority of schools in Huye have traditional pit latrines, or ventilated improved pit latrines. Eco-San
toilets have also been installed in some schools. Figure 13: Proposed sewer network and treatment plant

77
Sewage Flow Estimation
The sewage flow is estimated based on the standard assumption that 80% of the water consumption would be
Sewer
collected as waste water by the sewerage network. Realistically, this value is closer to 70%. The Baseline Report Collectors Bulk Sewer Treatment Outfall
by Lotti Ingegneria uses a ratio of 95%. The additional 15% is to account for groundwater infiltration into the Plant
network. Since a brand new system will be constructed in Huye this additional 15% is not applicable, and the widely
known proportion of 80% will be used for sewer flow calculations.

The planning horizon for sewer flow is projected to the year 2050 and this is based on the future water demand.
The results of the sewer flow calculation found in Table 8 are less than what was calculated in the Baseline Report Figure 14: Sewer Drainage Hierarchy
by Lotti. It is likely that this is as a result of the population numbers and the growth rates applied for future
projections. For the purposes of this report, the IPAR population values, as discussed previously in this report, have
been used. The waste water planning approach that has been adopted for this master plan is as follows:
It must be noted that the following land uses are assumed to not have a water demand, and therefore no • Identifying drainage catchments;
corresponding sewer flow:
• Assessing the proposed waste water treatment plant (if applicable) and proposing upgrades;
• Agriculture, • Planning a bulk sewer network that provides the most cost effective and sustainable solutions for the city’s
• Infrastructure, waste water drainage system;
• Nature, • Allowing for all future collectors, as determined by more detailed studies, to easily drain into the bulk
• Special use, network.
• Water bodies.
Table 8: 2050 Sewer Flow Calculation
Smart & Green Initiatives
Interim 2035 Sewer 2050 Sewer Flow The following smart and green initiatives will be considered when preparing Huye city concepts;
Planning Area
Flow (m3/day) (m3/day)
• Greywater harvesting;
Planning Area 1 8 866
• Replace pit latrines with EcoSan toilets to save water, prevent contamination of groundwater sources and
Planning Area 2 5 092
reuse waste as fertilizer (EcoSan toilets utilises a natural biological process to break down human waste
Planning Area 3 9 645
22 464 into a dehydrated odourless compost-like material);
Planning Area 4 10 684
• Decentralised technologies are more sustainable in the context of rapid urbanisation – septic tanks, biogas
Planning Area 5 5 426
digesters, compost toilets, VIP’s;
Total 39 713
• Implement groundwater quality monitoring system;
• Comprehensive strategies for sustainable sanitation systems – from collection to reuse (i.e.: converting
sludge into energy sources, or fertiliser etc.).
3.5 Planning Approach
The following flow chart highlights the elements that form part of a formal sewer drainage system. The bulk sewer The following image shows a sustainable sanitation cycle as presented by the GGGI, from collection and transport
and sewer treatment plant elements will be addressed in this Planning Approach section of the report. The other to reuse.
elements should be addressed during future, more detailed studies.

78
 Figure 15: Sustainable sanitation cycle (Source: GGGI – National Roadmap for Green Secondary City Development)

The following five (5) images highlight sustainable methods of waste water / sludge management and reuse.

Figure 17: Pit latrine and septic tank

Figure 16: Sludge Reuse (Source: GGGI – National Roadmap for Green Secondary City Development)

Proposed Level of Service

The Rwandan goal is to provide 100% of the population with access to an improved type of sanitation system.
Improved sanitation systems are considered to include flush toilets, EcoSan toilets and pit latrines with solid
slabs. In order to meet goal, the following general levels of service are proposed: Figure 18: Waterborne Sewer Network

• Rural (R1B) / low-density areas – On site treatment: Pit latrines with septic tanks and solid slabs, shown in
Figure 17 / EcoSan toilets (waterless composting units);
• Industrial areas – On site treatment: Industries to treat their own effluent on site, with industry-specific
technologies;
• Urban / high-density areas – Off site treatment: Flush toilets with connection to a waterborne sewer
network to be treated at a waste water treatment plant, see Figure 18.

79
Adjusted Sewer Waste Volumes The basic options for the disposal of treated sludge are:
As presented in the previous section, the proposed level of service for rural / low-density areas does not include
• Agricultural use;
the provision of a waterborne sewer network. Therefore, the proposed sewer system will be designed to exclude
• Land reclamation
the flows generated in these areas. It is also proposed that all industries treat their own effluent or waste water,
• Landfill; and
and that it is not discharged into the sewer network. This is the current situation in the city and is recommended
due to the varying nature and potential chemical composition of the waste water generated by these facilities. • Incineration with residue disposal at landfill.
With this in mind, the sewer flows have been recalculated to inform the proposed designs and land uses. The table
below shows the flow that must be planned for once industrial flow and rural flow has been removed. Proposed Sewer Plan
Table 9: Adjusted 2050 Sewer Flow Calculation The provision of bulk sewer infrastructure follows the areas in which the population density increases. It is
sustainable to provide infrastructure in areas where there is a high concentration of people.
2050 Sewer Flow
Planning Area The planning of the sewer drainage network is based on the following factors:
(m3/day)
Planning Area 1 6 204 • Level of service - Based on the proposed levels of service discussed in a previous section of this report,
Planning Area 2 4 302 the sewer supply in rural / low-density and urban / high-density areas will differ. The rural areas will treat
Planning Area 3 9 564 and dispose of their own waste water and will not be connected to a waterborne system. The urban areas
Planning Area 4 10 288 will be served by piped networks draining to a treatment plant. This networks will run along the roads, to
Planning Area 5 2 389 ensure that each stand is provided with an individual-drainage point.
Total 32 747 • Sewer demand distribution - The proposed sewer network has been planned to focus on areas of high
future demands, by considering the changes in the land use.
Proposed Waste Water Treatment Plant • Topography – The lay of the land is considered so as to maximise gravity sewer flow and the proposed
networks are placed accordingly.
Due to the topography of the area, implementation of a single, 40 Ml sewer treatment plant to serve the entire
city possible if located at the southern side of the city. This treatment plant will treat waste water to a point where • Integration of services – The planning of the sewer networks will consider the provision of all other
it can be safely discharged back into the environment. The proposed site has been selected based on the suitability services in the City. This is discussed in more detail in the Infrastructure Integration section of this report.
in terms of being level, and being able to drain the contributing catchments by gravity. The proposed plant is The figure below shows the proposed bulk network plan to cater for the city’s 2050 sewer demands. This indicates
located slightly away from the location proposed by the sanitation master plan, due to the fact that the area the bulk lines to the proposed treatment plant. The bulk lines are very similar to those proposed by the sanitation
selected is a flatter area and will thus significantly decrease the cost of construction. master plan, with the lines being straightened out and moved in places to ensure there are as few river crossings
In order to ensure that this is done with the least possible impact to the environment and public health, careful as possible. In the urban / high-density areas an intricate network should be built, and this will be handled in
monitoring must be done at all of the following stages of the process: future, more detailed studies. It is also important to note that a detailed environmental study must be done on
the wetlands that will be affected by these proposals.
• Monitoring of the source (the areas where the effluent/ waste water is generated);
• Monitoring at the treatment works (various tests done to determine strength of incoming waste to adjust
treatment processes);
• Monitoring at point of discharge (testing done upstream and downstream of discharge point);
• Monitoring of the surface water (programme to monitor pollution in large rivers and watercourses).
Waste water contains quantities of solid particles in addition to its biological and chemical constituents. On arrival
at a treatment plant, waste water is screened to remove inorganic solids, sand and grit. The screened waste water
then enters primary and secondary treatment sections where various processes are used to separate out the
biological organic contents of the liquid. The liquid is treated to prescribed standards and then discharged into the
nearest watercourse. The removed organic waste, referred to as sludge is treated and disposed of in a number of
ways. The sludge treatment process can include gravity settlement and thickening, anaerobic digestion (where
sludge is stored for extended periods of time and stabilised by means of natural biological processes without
oxygen), followed by conditioning and dewater by means of drying beds, belt and plate presses and centrifuges.

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 4. Solid Waste
Solid waste disposal is one of the most challenging issues faced by developing countries due to large solid waste
quantities, causing its management to be a worldwide challenge. Efficient collection and disposal of solid waste
is critical to protect the environment as well as the health of the population. In order to address these concerns
an Integrated Waste Management Plan (IWMP) is required for the City.

4.1 Applicable Policies and Plans

The following documents are applicable to solid waste management in Musanze:

• Rwanda Vision 2020 (2012);

• National E-Waste Management Policy for Rwanda (2016);
• National Sanitation Policy (2016);
• National Sanitation Policy Implementation Strategy (NWSPIS) (2016);

4.2 Master Plan

Solid waste management in the City of Huye is taken care of by the Infrastructure Department of the City. There
is currently no Solid Waste Master Plan / Management Plan for Huye.

4.3 Key Issues

Some of the key issues to be addressed by the City relating to solid waste management are discussed below.
Recommendations to address these issues have been made by the project team and are presented later in this
report.

• Implementation of regional landfill – Current informal dump site to be formally closed, and new
engineered/sanitary landfill to be constructed.
• Waste management plan – Huye District to develop a waste management plan.
• Waste unit - A waste unit department to be established in Huye to manage, monitor and implement the
waste management plan.
• Separation at source - A “separation-at-source” programme should be developed with supporting
infrastructure, with the aim to educate the population on efficient methods of recycling.
• Household collection issues - Frequency and coverage of removal is not in-line with the rate of waste
generation. Transfer stations are required to reduce the collection time and increase frequency of
Figure 19: Proposed Bulk Sewer System collection.
• Waste Collection Vehicles - The types and sizes of collection vehicles are not always appropriate for the
areas in which they operate.

4.4 Status Quo

Level of Service
The EICV 5 has been used to assess the waste management facilities used by the population of Huye. 55.8% of
the citizens in Huye dispose of their waste by dumping it in nearby bushes or fields. This is higher than the
national average of 46.5%, and is an environmental concern. 0.1% of residents use a collection service,
significantly lower than the 8.3% national average.

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 Rubbish Methods of Disposal
Collection Publicly Managed Other, 0.20%
Service, Refuse Area, 0.80%
0.10%

Thrown in
bushes/ Fields, Compost Heap,
55.8% 43.10%

Compost Heap Thrown in bushes/ Fields Rubbish Collection Service

Publicly Managed Refuse Area Other

Figure 20: Main Methods of Waste Disposal

Collection of Solid Waste and Existing Dump Site

According to the Huye Final Sanitation Master Plan Report (2016), the Huye District Office does not have
information regarding the waste collection coverage rate. From the EVCV 5 document, discussed in the Level of
service section it is clear that only a small number of households have access to a collection service. From the
available information it appears that collect is done by the Butare Cleaning Company and COFABU, a private
company and cooperative.

A large portion of the waste generated in Huye is reused as compost. The remaining waste is taken to dumping
sites in the Musange cell, in the Tumba Sector. Waste is also dumped in an open field, adjacent to the market area
in the city. Recycling is only done by scavengers where the recycling materials are collected from the dump sites.
Huye does not have a properly designed landfill or waste treatment facility. The following map shows the existing
Figure 21: Existing dump site and proposed landfill
dump site together with the location of the proposed landfill.

Proposed and Ongoing Projects

The Huye district office plans to construct a sanitary landfill in the Sovu cell outside of Huye City. An area of
approximately 1.48 Ha has been set aside by the district office.

4.5 Waste Generation Estimation

The planning horizon for solid waste management is based on the population projections for 2050 from IPAR, using
a generation rate of 0.6 kg /person /day. It must be noted that since the waste generation is based on population
numbers, the industrial areas do not contribute to the municipal waste. Industrial waste is treated within the
facility.

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 Table 10: 2050 Solid Waste Generation

2035 Waste Generation 2050 Waste Generation The following two images taken from GGGI documents, show the solid waste management hierarchy with the
Planning Area
(t/day) (t/day) most preferred and least preferred management options, as well as the ideal flow of waste for a green city.
Planning Area 1 45
Planning Area 2 29
Planning Area 3 39
105
Planning Area 4 67
Planning Area 5 16
Total 196
4.6 Planning Approach
The following flow chart highlights the elements that form part of a formal solid waste collection and disposal
system. These elements will be addressed in this Planning Approach section of the report.

On-Site Processing /
Generation Handling/ Collection Transportation Recycling &
Storage Disposal
Figure 23: Green solid waste management hierarchy (Source: GGGI – National Roadmap for Green Secondary City Development)

Figure 22: Solid Waste Management Hierarchy

In 2050 the City of Huye would need to cater for 196 t/day of waste generated. The solid waste planning approach
that has been adopted for this master plan to deal with the waste generated is as follows:

• Assessment of waste volumes, as well as its chemical and physical content;

• Review/ proposal for collection areas and routes;
• Appropriate vehicle selection for waste transportation;
• Intermediate waste management at transfer stations;
• Landfill management and classification;
• Public awareness and training regarding separation at source, composting, etc. Figure 24: Waste flow in a Green City (Source: GGGI – National Roadmap for Green Secondary City Development)

Smart & Green Initiatives Proposed Level of Service

Solid waste management is to be implemented in such a way that is healthy and environmentally friendly for living The vision of the National Sanitation Policy is to ensure sustainable, equitable and affordable access to waste
inhabitants. The proposed smart and green initiatives for Huye’s solid waste management are: management services for all Rwandans. In order to meet this goal, the following levels of service are proposed:

• Composting of organic waste; • Rural (R1B)/ low-density areas – On-site disposal, including composting of organic waste (District to
• Separate waste bins, clearly marked for various waste types (paper, glass, plastic, organic etc.) should be develop guidelines to formalise this process), see Figure 25;
made available in all public spaces; • Urban / high-density areas – Off-site disposal, formal collection service with recycling and discarding at an
• Reduce waste generation; engineered landfill, see Figure 26.
• Separation at source to enable efficient recycling;
• Landfill monitoring systems to ensure green and efficient sanitary landfills;
• Material recycling facilities.

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 Adjusted Solid Waste Volumes
As presented in the previous section, the proposed level of service for rural / low-density areas does not include
the collection of solid waste. Therefore, the proposed landfill will be designed to exclude the volumes generated
in these areas. It is also proposed that all industries dispose of their own solid waste. This is the current situation
in the city and is recommended due to the varying nature and potential chemical composition of the solid waste
generated by these facilities. With this in mind, the solid waste volumes have been recalculated to inform the
proposed designs and land uses. The final volumes are given in the table below.

Table 11: Adjusted 2050 Solid Waste Generation

2050 Waste Generation

Planning Area
(t/day)
Planning Area 1 41
Planning Area 2 25
Planning Area 3 39
Planning Area 4 67
Planning Area 5 14
Total 186

Waste Properties
Figure 25: Composting of organic waste There are 3 main categories of solid waste generated in the City:

• Organic Waste – Biodegradable waste is the main type of waste generated in the City. Examples of organic
waste are food, biomass and garden waste. They are usually disposed of directly into a landfill or in most
cases, composted at source.
• Non-organic Waste – Plastic, paper, glass, metal, and combustibles are the most common types of non-
biodegradable waste. Recycling of non-organic waste is not common. However, there is a national ban on
the use of plastic bags which has helped to reduce the volume of non-organic waste in the City.
• Hazardous Waste – Any waste that poses threat to human health and the environment is classified as
hazardous waste. They are mainly generated by hospitals, industries and other facilities. Currently,
hazardous waste is disposed of at incinerators and is not taken to a dump site.

The following table outlines the main methods of solid waste disposal in Huye, according to the Integrated
Household Living Conditions Survey (EICV 5).
Table 12: Methods of waste disposal

Thrown in Rubbish Publicly

Compost Dumped in
bushes / collection managed Burnt Other
heap river/ lake
fields service refuse area
43.1% 55.8% 0.1% 0.0% 0.8% 0.0% 0.2%

Figure 26: Example of engineered landfill

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Vehicle Selection
There are varied functions in the waste management process and therefore it is necessary to utilize the most
suitable vehicle to get the job done. The following factors should be considered when selecting a waste collection
vehicle:

• Operational cost per km;

• Size of area to be served;
• Method of collection;
• Width and surface of roads;
• Topography (critical for Huye);
• Type of waste; Figure 29: Load lugger / skip loader
• Degree of source separation; and
• Distance to offloading point.

A few examples of waste collection vehicles are shown below, from the basic hand cart to the more technically
sophisticated motorized options.

Figure 30: Rear-end loader

Figure 27: Push cart

Figure 31: Roll-on roll-off

Proposed Transfer Stations

A transfer station is a facility that receives waste from collection vehicles. The waste is usually compacted into
containers that are then collected by roll-on vehicles and then transported to a landfill/ processing facility. The
number of transfer stations required is a function of the proposed size of transfer stations, the more transfer
Figure 28: Flat-bed truck
stations provided the smaller they can be. This is generally based on the properties of the contributing area, and
the associated activities and waste generation patterns. Considering the proposed level of service discussed
previously in this report, the transfer stations will be sized based on the amount of waste generated and collected
from the urban / high-density areas only. Transfer stations should be located in areas where there is easy access
for collection vehicles, close to main routes and where the population is dense. The following table shows the
calculation for the number of skips required at the transfer stations to receive and remove waste, assuming that
30m3 skips are used, as shown in Table 13.

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 Table 13: Transfer Station Sizing

Item 2050 Waste

Total (t/day) 196

Urban/high-density (t/day) 186
Assumed waste density (m3/t) 3.61
Urban/high-density (m3/day) 673
No. of 30m3 skips to receive waste 22
No. of 30m3 skips to remove waste 22*
No. transfer stations 5
Total skips per transfer station 9

*Should static compactors be introduced the amount of outgoing waste will be reduced significantly, and thus less
vehicles would be required.
Figure 34: Typical Transfer Station second view

Proposed Collection and Routes

The collection and transportation of solid waste in Huye is handled by the private sector. The company pays a fee
per truck to dump the waste collected at the dump site. Billing is done directly from the service provider to the
household. The reason for the involvement of the private sector is as a result of the District not having the capacity
to provide the service, as well as the enforcement of by-laws prohibiting the dumping of waste outside private
properties.

Current waste collection should be revised by optimising the collection routes, adjusting the frequency of
Figure 32: 6 m3 and 30 m3 skip bin collection and the carefully selecting the number of vehicles required for the operation. This will be further
improved by the introduction of formal transfer stations around the city which will reduce the waste transfer time
from source to landfill. It is important to note that the collection and transfer of waste accounts for the bulk of
The following transfer station layout is proposed, with the number of skips varying according to what is required: the costs relating to waste management systems and therefore needs to be handled as efficiently as possible.

The following factors should be considered when planning waste collection routes:

• Routes should not overlap and vehicles should only travel once on the same road;
• The starting point of collection should be as close as possible to the garage/ vehicle storage area;
• The ending point should be located as close as possible to the landfill or transfer station;
• Busy roads should be avoided in peak hour;
• On hills or steep slopes, collection should be done whilst travelling downhill;
• Vehicle maintenance should be scheduled into collection routes if standby vehicles are not available.

Proposed Landfill
Disposing of waste in a landfill involves burying the waste below or above-ground. A properly-designed and well-
managed landfill can be a hygienic and relatively inexpensive method of disposing of waste materials. However,
poorly-designed or poorly-managed landfills can create a number of adverse environmental impacts such as wind-
blown litter, attraction of vermin (such as mice or rats), and generation of liquid leachate. Another common bi-
Figure 33: Typical Transfer Station product of landfills is gas (mostly methane and carbon dioxide), which is produced as organic waste breaks down
anaerobically. Not only is this a greenhouse gas, but it can create odour problems and also kill surface vegetation.

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The design characteristics of a modern landfill include methods to contain leachate, such as clay lining material.
Deposited waste is normally compacted to increase its density and stability, and covered to prevent attracting
vermin. Many landfills also have landfill gas extraction systems installed to extract the gas that is generated. Gas
is pumped out of the landfill using perforated pipes and flared off or burnt in a gas engine to generate electricity.

Using a waste generation rate of 0.6 kg/ person / day, and assuming that waste in rural/ low-density areas is not
collected for disposal at the landfill, the team has calculated the waste generation per year as follows:

• 2017: 13 337 t/ year;

• 2050: 68 049 t/ year.

In order to deal with the future waste generated in the City, the following landfill properties are proposed:

• Proposed lifespan: 50 years;

• Start year: 2020;
• Landfill to be closed: 2070;
• Waste collected in 2020: 13 337 t/year;
• Waste collected in 2050: 68 049 t/year;
• Waste collected in 2070: 182 712 t/year;
• Compaction ratio: 1 t = 1m3;
• Assumed waste stacking height: 20m;
• Space required for landfill in 2020: 0.1 Ha;
• Space required for landfill in 2050: 5.5 Ha;
• Space required for landfill in 2070: 17 Ha;
• This could be split into multiple landfill sites if required.

Before a landfill can be developed or permitted for operation, it will have to be demonstrated that any adverse
environmental impacts will be addressed in the landfill design and its operating plan. No landfill should be
developed without a fatal flaw evaluation that should consider the following factors that will influence the
selection of the potential landfill site:

• Proximity to airports (Landfills attract birds, this is a risk for airplanes landing or taking off);
• Flood lines (Potential pollution of water bodies);
• Unstable areas (Fault zones, seismic zones, dolomitic areas);
• Sensitive areas (Ecological/ historical areas should be preserved);
• Groundwater (Depth to water table to be considered and not polluted);
• Topography (Steep gradients may result in unstable slopes);
• Land use (Noise, smells and windblown litter in residential areas).

Following a public participation process, a Feasibility Study should be done followed by an Environmental Impact
Figure 35: Proposed Transfer Routes, Transfer Stations and Landfill Site
Assessment (EIA). Only once all of the environmental authorisations are granted, can the construction of the
landfill site go ahead.

The following map shows the proposed waste transfer routes and proposed landfill site to handle the waste
collected in year 2035, the proposed infrastructure will also provide adequate capacity for year 2050.. These have
been delineated along the main routes, connecting the proposed transfer stations (in areas of high waste
generation) to the site of the proposed engineered landfill. It must be noted that it may not be possible for all
areas to get their waste collected due to restricted access. Waste drop off centres should be established for citizens
in these areas.

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 5.2 Applicable Policies and Plans
5. Stormwater Drainage
Stormwater management in the district is guided by the following policy documents to achieve the desired
Huye District has a mean annual rainfall of about 1 200 mm and has 4 distinct rainfall seasons, a long rainy season
developmental goals;
(mid-February to May), a long dry season (June to mid-September), a short rainy season (mid-September to
December) and a short dry season (January to mid-February). • Rwanda National Land Use Planning Guidelines – “Storm-water is managed in a way that (1) prevents,
controls, and cleans storm-water runoff; (2) reduces flooding, erosion and sedimentation; (3) helps in
replenishing groundwater; and (4) no built structures are added in historic flooding areas.”
5.1 Stormwater Catchments • Rwanda Building Code – This document highlights various principles that should be applied in stormwater
Huye District falls within two level 1 catchments (namely NAKN and NNYU), however the urban boundary of Huye management and erosion control.
falls only within the NAKN catchment. Figure 36 shows the level 1 as well as level 3 catchments which drain Huye • Rwanda Vision 2020 – Infrastructure development forms part of the six pillars identified. Emphasis is
City. placed on water catchment areas being effectively managed and protected to mitigate disasters.

5.3 Master Plan

The stormwater drainage system in the City of Huye is constructed and maintained by the Infrastructure
Department of the City. This City plays a reactive role by identifying flood-prone areas, but there is no existing
Stormwater Management Plan and no modelling has been done.

A need has been identified for a full scale stormwater master planning study to be conducted by the city. The study
should include the creation of a detailed hydrological model for the city, in order to obtain the information
required to inform a stormwater master plan. The master plan should consider the flood line results in order to
inform land use around all natural water courses. In addition the model will highlight flood prone areas where
additional infrastructure will be required to limit and mitigate the effects of stormwater runoff.

5.4 Key Issues

Some of the key issues that are to be addressed by the City include:

• Due to poor stormwater management practices, and insufficient drainage channels, heavy rainfall causes
significant erosion which must be addressed in a stormwater management plan;
• The existing open stormwater channels are a safety hazard for both pedestrians and vehicles, and these
need to be covered after a maintenance plan is in place (to ensure accessibility for cleaning);
• Poor maintenance of channels results in siltation and reduced drainage capacity, therefore, maintenance
practices to be reviewed;
• Lack of stormwater management skills which requires providing training to District technicians on
sustainable stormwater management measures;
• Poor stormwater management practices and pollution i.e. discarding waste water into the channels;
• Lack of stormwater management skills which requires providing training to District technicians on
sustainable stormwater management measures.

5.5 Status Quo

Existing Stormwater Drainage
In urban areas, the stormwater runoff is collected in a series of open-concrete channels on the side of the road.
These lead into secondary drains that tie into streams at the bottom of valleys. In rural areas there is generally no
formal stormwater system other than some unlined road-side channels collecting excess stormwater on the road
surface. In most cases the drainage is insufficient, and very little maintenance is done on the existing drainage
Figure 36: Stormwater Catchments
structures, resulting in soil erosion and flooding. The following map shows the existing and proposed stormwater
network for Huye, taken from the Huye Sanitation Master Plan.

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 In order to improve the drainage system in the city and to ensure that the buffer zones are correctly delineated a
more detailed stormwater master plan should be developed. The stormwater master plan should follow a planning
approach which aims to minimize flood risk through on-site retention, improve the quality of discharge and to
integrate the storm water infrastructure into the urban setting. It should be planned based on the following
criteria:

• Removal of pollutant at source;

• Slowdown of stormwater runoff;
• Stormwater retention;
• Stormwater reuse;
• Beautification of the existing and future waterways.

Smart & Green Initiatives

Some smart and green initiatives that will be considered while preparing the concept for Huye City are:

• Implementation of sustainable stormwater management techniques such as permeable paving, ponds,

infiltration trenches etc. i.e. Sustainable Urban Drainage Systems (SUDS);
• Planning sufficient green spaces. Not only is this an improvement of land value and quality of life, but
reduces the risk of flooding from heavy rain storms to alternate stormwater by attenuating;
• Promoting the effective and efficient use of water resources by promoting rain water harvesting.

Figure 37: Existing Stormwater Network

According to the EICV5, 4.6% of the households in Huye have some kind of rainwater catchment system. This is
much lower than the 13.5% reported in the EICV4 and is also significantly lower than the national average of 14.5%.
Most of the households make use of a ditch-type system to capture and reuse the rainwater. Rainwater harvesting
is thus a green measure which should be looked into in the district.
Figure 38: Rainwater Harvesting

5.6 Planning Approach

The large number of impervious surfaces found in built up areas, as well as the steep slopes leads to high runoff
volumes flowing at high speeds. The high densities and increased prevalence of industries will also lead to
pollutants being picked up and carried along the stormwater runoff’s flow path. These pollutants eventually run
into the water bodies and compromise the water quality. As a result of the increased volume, speed and energy
of the flowing water, there is a greater risk of flash flooding and soil erosion.

Sustainable Urban Drainage has become popular in first world countries including, amongst others Australia,
Singapore, UK and should be seen as standard practice for stormwater management.

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 where required to suit the updated road layouts, and can be seen in Figure 40. . It must be noted that the
construction of the entire network would be required by 2035 to cater for existing drainage needs as well as for
the growing city.

Figure 39: Bioswale

Assessment of Current Proposal

A review has been done of the stormwater drainage proposal in the Huye Sanitation Master Plan, and much of the
proposed system has been carried through to this master plan. It must be noted that only Huye’s Core Area and
its contributing catchments have been considered in the report.

Three basic proposals have been suggested, as follows:

• Restoration: frequent maintenance to be done on existing channels with sufficient capacity;

• Reconstruction: existing channels that are in poor condition to be rehabilitated;
• New Proposal: various new channels proposed to handle stormwater runoff.

No fatal flaws have been identified in this report. All the stormwater is proposed to be drained with channels,
some open and others with cover slabs. In many areas there are space constraints, and constructing large open
channels may not be the most feasible option. Future planning should consider a piped stormwater network,
where the runoff is collected and transported below the road surface. An alternative to piping would be to create
enclosed channels running below the road surface acting as closed conduits.

5.7 Proposed Stormwater Management

In order to prevent damage and loss of life a number of drainage buffers must been added to the land use. These
buffers should be located in areas where stormwater would naturally be flowing due to topography. They are
required as a safety measure in order to ensure that development does not occur in flood prone areas. These
buffers must be verified and formalised by determining the 1 in 100 year flood lines, which should form part of a
greater stormwater master plan for the city.

A bulk stormwater network has been proposed. Although, since stormwater pipes are not commonly used in Figure 40: Proposed Bulk Stormwater System
Rwanda, it may be difficult to procure them in the Secondary Cities. Alternative solutions such as other types of
closed conduits, such as closed channels) can also be explored. This would save space as they can be installed
under the roadway.

The suggested network forms the bulk portion of the Secondary Drainage System. The secondary system ends in
a number of outfalls located on the river beds. The natural waterbodies form the primary drainage system. The
proposed system has been based on the system suggested in the Sanitation Master Plan with minor adjustments

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The following are examples of sustainable stormwater management practices which could be considered for Huye:

• Vegetated Swales - an open-channel drainage ways used to convey storm water runoff that can be used
as replacement for the conventional drainage system
• Bioretention Swale - is a vegetated swale with additional bio-treatment system at the base
• Bioretention Basin - is a landscaped depressions or a shallow vegetated basin that is designed to slow
down and treat the storm water runoff on-site.
• Constructed Wetland - are shallow and extensively vegetated water bodies designed to remove finer and
dissolved particles.

Figure 44: Constructed Wetland (Source: ABC Water Guideline

Figure 41: Vegetated Swale (Source: ABC Water Guideline)

Figure 42: Bioretention Swale (Source: ABC Water Guideline)

Figure 43: Bioretention Basin (Source: ABC Water Guideline)

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6. Electrical /Power The Rwanda Energy Group Limited (REG) was incorporated in 2014 to expand, maintain and operate the energy
infrastructure in Rwanda through its two subsidiaries, the Energy Utility Corporation Limited (EUCL) and the Energy
The energy sector, and thus the power sector, is systemically and intrinsically linked to almost all sectors of the
Development Corporation Limited (EDCL). EUCL is the trading arm that serves Rwanda’s electricity customers,
economy such as transport, housing and urbanization, manufacturing, agro-processing, mining and ICT services.
while EDCL focuses on developing new energy generation and transmission projects.
This linkage to all economic sectors makes the power sector pivotal to the growth and welfare of the Rwandan
economy. Electricity is an essential driver of modern technology and socio-economic development. Its use is
required at low levels for devices such as lights and mobile phones, as well as at high levels for industrial processing
activities that contribute to economic value-added products and job creation. Master Plan
The main objective of the Rwandan Energy Sector Strategic Plan (ESSP) is to ensure effective delivery of the set
The various Rwandan energy policy documents and guidelines indicate grid-based electrification as primary targets in the energy sector as set out under the EDPRS-II and to guide in the implementation of the Rwanda
solution for urbanised areas. Off-grid solutions in the form of solar home systems and mini-grids can be used to National Energy Policy (REP). The ESSP covers three subsectors: electricity, biomass and petroleum.
augment power supply to the urban area by serving customers in lower consumption tiers. The Rwanda Electricity
Access Roll out Programme (EARP) remains the flagship driver to achieve the primary electricity access targets The latest iteration of the ESSP list its key objectives as:
via on-grid solutions. • Generation capacity increased to ensure that all demand is met and a 15% reserve margin is maintained;
The Energy Sector Strategic Plan (ESSP) highlights the energy sector challenges per sector of the electricity utility • Reliability of electricity supply improved (with set targets for duration and frequency of outages);
environment. The main challenges in the generation sector are achieving the appropriate supply-demand balance, • Household access to electricity increased to 100% (on-grid and off-grid);
reaching a sustainable mix of generation sources which includes renewable energy technologies, infrastructure • Productive user access to electricity increased to 100%;
maintenance and obtaining investment funding. It is important to note that the energy mix targets are established • Existing, new major national and urban roads provided with street lighting;
and monitored at national level, with key focus on reducing fossil-fuel dependency. Efforts by the local authority • Losses in the transmission, distribution networks and commercial reduced to 15%;
in exploring local power generation options directly servicing the urban and district area, can enhance the national • Halve the number of households using traditional cooking technologies to achieve a sustainable balance
targets. between supply and demand of biomass through promotion of most energy efficient technologies;
• Petroleum strategic reserves increased to cover three months’ supply.
The ESSP lists the transmission sector challenges as alignment between transmission and generation infrastructure
including cross-border interconnections, infrastructure maintenance and investment funding. Further challenges The ESSP is aligned to the Rwanda National Electrification Plan, aimed at ensuring universal access across Rwanda.
are identified in ensuring expanded electricity access, and ensuring efficiency in energy consumption. Figure 1 illustrates the extent of electrification across Rwanda. The yellow shaded areas indicate areas to be served
by off-grid solutions, with a clear focus on more rural areas, where significant investment in grid infrastructure
The electricity sector is a key enabler of Rwandan economic development. This section of the report provides a
would not generate adequate return in terms of consumption sales.
summative overview of the Rwanda electricity sector, current institutional issues, the current planning and
relevant planning challenges.

Applicable Policies and Plans

The institutional framework of acts, policies and plans governing electricity supply and distribution in the Rwanda
include:

• Rwanda Vision 2020 (2012);

• Economic Development and Poverty Reduction Strategy (EDPRS II) (2013);
• Rwanda Energy Policy (2015);
• Energy Sector Strategic Plan (current version 2018/19 to 2023/24);
• Rwanda Electricity Law: Law No 21/2011 of 23/06/2011 Governing Electricity in Rwanda;
• Decision No 002/BD/ER-/RURA/2018 of 02/08/2018 Reviewing the End User Electricity Tariffs in Rwanda;
• Rural Electrification Strategy;
• Rwanda Grid Code;
• Regulations on Rwanda Renewable Energy Feed in Tariff;
• Rwanda Energy Group Reticulation Standards;
• Electricity Safety Regulations;
• Electricity Quality of Service Regulations;
• Regulations on Electrical Installations;
• United Nations Sustainable Development Goals.

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 Increasing access to electricity requires further expansion of the electricity to continue through the Energy Access
Roll-out Program (EARP). Policy documents place specific focus on connection of productive electricity users that
contribute to socio-economic growth and welfare.

The reliability of electricity supply must be improved significantly, reducing the frequency and duration of
outages. This will require introducing multiple transmission lines for evacuation of power from generation plants,
as well as expanding system redundancy at transmission and distribution voltages. Raising the reserve margin of
generation facilities and improving power dispatch operations at these facilities will contribute to the reliability of
supply.

The undulating terrain of Rwanda poses a challenge in laying and expanding the existing electricity network to
cover the entire City. Plans for expanding the service reach of the electricity network must identify service
corridors and inform urban planning for the city. The age, capacity and condition of the current infrastructure may
negatively impact the quality of power supply, can hamper the viability of network expansion, and ultimately may
necessitate reinvestment for upgrading of the existing network to enable the foreseen and requisite network
expansion and development.

Further initiatives in the electricity sector include public lighting, covering community area lighting and road
lighting. Public lighting contributes to improved road safety and community safety.

The Energy Efficiency Strategy seeks to improve the efficiency across the whole electricity sector value chain, with
aspects such as demand-side management elements and reduction of network losses.

Several challenges to the applicability and accuracy remains present in the forecast and planning of the generation
resources of the country. The foremost challenge is to ensure realistic assumptions and scenarios, which result in
Figure 45: National Electrification Plan Map (Source: Rwanda NEP)
realistic planning that ensures prudent investment in generation plants. Similarly important is the need to
Further to the Rwandan ESSP, it is worth noting that planning for the electricity aspects is considered at a maintain adequate strategic generation reserve margin (15%) throughout the planning period. The generation
transmission level as well as a distribution level in this work. A master plan for the electricity transmission sector plan indicates that for part of the planning period, the reserve margin is planned to reduce to levels below 15%,
exists for Rwanda as a whole and was published by REG in June 2019. Similarly, there is an electricity distribution recovering to above 15% by the end of the period.
master plan for Rwanda as a whole and was also published by REG in June 2019. The information from these
The expansion of transmission and distribution networks and the national electrification plan will bring a vast
documents is used as a departure point for planning aspects in this document and further developed.
increase in access to electricity. This will significantly increase pressure on the available generation resources.
This pressure may result in moving forward the completion of planned powerplants, as well as increased
maintenance of powerplants to ensure the requisite plant availability figures.
Key Issues
Key issues relevant to the electricity sector that should be addressed in the development of an electricity or power It is foreseen that significant strengthening of the transmission and distribution grid network will be required to
sector plan for Huye, are discussed below. adequately evacuate generated power and to service grid-connected load centres and consumers. Grid
strengthening initiatives will have multiple objectives that are to be met, such as: increased transfer capacity,
Sufficient electricity supply is vital to economic growth and expanding household electricity access. Planning must higher reliability criteria, reduced network losses, and system stability.
ensure that infrastructure adequately responds and enables commercial, industrial, and residential growth and
access. Planning for future land use must be coordinated with and incorporated into infrastructure planning.

Forecasting future electricity demand in a high-growth country is challenging; therefore, planning must be flexible Status Quo
and progressive with the analysis supporting it regularly updated. Planning of projects must be compatible with Current Transmission Network
phased implementation and expansion, given that economic growth trajectories may change significantly affecting The function of the Transmission Network (110kV and 220kV) is to evacuate power from the generation stations
the infrastructure planning and implementation. to the main substations and load/demand centres in the country. The stated REG objective is to ensure efficient
operation of the transmission network ensuring minimized losses across the network, enable reliable power supply
The diversification of power sources to include sustainable and renewable power sources must be continued and
and maintaining flexibility of network configurations.
expanded. Significant emphasis is placed on establishing and increasing the use of renewable power generation
plants at both utility scale, industry-based plants, and domestic off-grid solutions. The Rwandan transmission network consist of lines and substations at 110kV and 220kV voltage level. The current
transmission network suffers from the challenges of:

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 • Being isolated from neighbouring transmission networks (in neighbouring countries); Substations are typically equipped with high to medium voltage transformer capacity when connecting to the
• A number of transmission substations with only one source of supply; transmission grid e.g. 110/30kV and 110/15kV transformation. Additionally, the 70kV voltage level may be or has
• Some substations do not have a redundancy option to connect to the network; been used for shorter distances and higher density load centres, or as viable alternative in certain instances.
• Power plants only have one evacuation line;
• Instances of inadequate transfer capacity;
• Instances of voltage profile issues due to long feeder distance.

The Transmission Plan uses the 2017 network configuration as departure point, as shown below. As expected, the
geographic spread of the transmission network is directed towards the locations of the power generation plants
with further linkage to current primary load centres.

Figure 47: Existing Rwanda Distribution Network - 2018

Planning
Generation Mix
Figure 46: 2017 Network Configuration
The planning of the generation mix was optimised to reduce the potential of the strategic reserve margin falling
Current Distribution Network below 15%. However, the availability factor of generation plant remains a specific concern in the dry seasons, with
The function of the Distribution Network is to connect service areas (zones) to the transmission grid bringing power the reserve margin being significantly under pressure in the event of an excessively dry period (below average
supply to the customer base. The distribution network shares the objectives of the Transmission Network of rainfall).
ensuring minimized network losses, reliable power supply and maintaining flexibility of network configurations.
The current generation mix (mix of power generation sources) is specifically aimed at reducing dependency of
The distribution network has a primary role in contributing to achieving universal access.
fossil fuel powered plants and cross-border importing of electricity. A key aspect of the plan is to increase the
The Distribution Master Plan (DMP) (2018 version) presents the existing distribution network as in Figure 3 below. contribution of renewable energy sources from 44% in 2018 to 54% in 2024.
The distribution network shows concentration around the urban centres in Rwanda. The feeders emanating from
The table below depicts the changing generation mix across the planning period.
distribution substations cover vast distances of the countryside; however, these feeders do not enter the more
remote rural areas.

The voltages in use for medium voltage distribution networks are 30kV and 15kV, with 30kV voltage level better
suited for higher load feeders, interconnections between substations, and longer feeder lengths.

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 Table 14: Mix of Generation Plants Figure 5 below illustrates the evolving generation mix split over the five primary power sources, over the planning
period under consideration.
Source 2018 Contribution 2024 Contribution
Hydropower 45% 50%
Diesel 27% 5%
Methane 14% 20%
Peat 7% 17%
Solar 6% 8%
Imports 3% 0%

The Optimal Power Generation Mix at the end of the 2024 planning horizon is illustrated in the figure below.

Optimal Energy mix 2025

Solar 12.3%
Hydro 25.3%
Peat 3%

Figure 49: Power Dispatched per Source

The figure illustrates the increased contribution of hydropower, biomass and natural gas power plants, in contrast
Others (Diesel,
Heavy fuel), to the reduced reliance on diesel powered generation plants. This clearly demonstrates that planning of the
Methane
1.60% generation mix is in alignment with the policy objectives of moving towards sustainable power sources.
57.8%

Figure 48: Power Generation Mix, 2024 Plan

Power Generation Plants
The Least Cost Power Development Plan (LCPDP) lists the major power generation facilities across the country as
follows:
As shown above, the import of electricity is planned to be reduced to 0%, eliminating dependency on sources Table 15: Generation Facilities (current & future)
located outside the country. With cross-border interconnections in place, the possibility of importing electricity
Generation Facilities
remains available in the event of a shortfall in domestic production.
Installed Capacity Available Capacity
The use of diesel powered plant is planned to be greatly limited at the end of the planning period. It is evident that Plant Technology Commissioning date
(MW) (MW)
the use of diesel powered plants will in future (beyond the planning horizon) be limited to emergency operations. Current (Big 9)
The use of solar power plants is increased nominally although significant solar resource is available for exploitation KivuWatt 26.40 25.08 Methane 2016
in the country. It is also noted that the national electrification plan indicates that almost half of new consumers Jabana II 20.00 19.00 Diesel 2009
will be supplied with solar installations (off-grid) to increase access to electricity. This increased use of solar power Gishoma Peat 15.00 14.25 Peat 2017
is not reflected in the generation mix depicted above. Nyabarongo 28.00 13.44 Hydro 2014
Ntaruka 11.25 2.59 Hydro 1959
Methane power plants are planned to increase by more than 40%, indicating that plants located at or near to Lake
Kivu will be expanded or additional plants established. Peat power plants are indicated to grow by more than Rusizi II 12.00 10.68 Hydro 1986
140%, building on vast resources available in-country. Implementing methane and peat power plants must be Mukungwa I 12.00 6.00 Hydro 1982
cognisant of the extent of the available resource considering the long replenishment periods associated with these Rukarara I 9.50 3.80 Hydro 2010
resources. So Energy 30.00 28.50 Diesel 2017
Others 51.90 27.20 Mixed 1957-2017

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 Generation Facilities connections. For the purpose of urban planning, this approach must be cautiously inspected to ensure appropriate
Installed Capacity Available Capacity infrastructure response to requirements within urban boundaries.
Plant Technology Commissioning date
(MW) (MW) Given the extent of the LCPDP generation plan that more than doubles the generation capacity of Rwanda over
Total 216.05 150.60 the period of 2018 to 2024; the transmission planning has to respond with extensive expansion of the network.
This expansion is illustrated in the depiction of the 2024 network below.
Ongoing and Planned Projects
KivuWatt I extension 8.00 7.60 Methane 2019
Hakan-Mamba 80.00 76.00 Peat 2020
Rusumo FHPP 26.70 25.37 Hydro 2021
Symbion I 50.00 47.50 Methane 2022
Symbion extension 25.00 23.75 Methane 2022
Rusizi III 48.33 45.92 Hydro 2023
Nyabarongo II 43.50 24.80 Hydro 2024
Small IPPs 46.49 17.13 Hydro & Biomass 2023
Total 328.02 268.07

Total 544.07 418.67

Updates to the LCPDP will further accentuate the commitment to reducing fossil fuel dependency, achieving
targets for reduction in emissions and the use of sustainable energy sources. Additional pertinent consideration
is being given to the impacts of climate change on the significant hydro-power generation contribution to the
energy mix.

The current generation plan (prepared under the auspices of REG) has been aggregated at national level based on
the national demand forecast that was used to establish supply requirements. This methodology seeks to establish
a balance between the forecasted electricity demand and the available (current and future) power generation
facilities, with due consideration of reserve margin at generation level. This methodology is based on the
presumption of widespread grid connectivity of load centres across the country, with such load centres focused
around urbanised areas.

The current generation plan is based on an August 2018 starting point to the forecasting period, with 2024 as the
planning horizon. The generation plan includes demand forecasting considerations, energy mix targets, and review Figure 50: 2024 Network Configuration
of planned development of generation plants.
The planned network shows significant expansion in the southern (220kV) and eastern (110kV) parts of the
Transmission Planning country. Significant to the development of planning for the urban centres in Rwanda is the expansion of intra-
REG has focused the current iteration of its Transmission Network Development Plan on the following planning connections of the 110kV network. Further significant development appears on the front of establishing and
aspects: expanding transformation capacity from 220kV to 110kV level. Longer term forecasting and projections at national
level will be required in order to provide direction for development of the transmission network in terms of spatial
• Network configuration under contingency conditions to increase network operational flexibility; distribution and capacity.
• Redundancy of lines at power plants to increase the availability of evacuation options;
• Upgrading of network negating interference with ongoing operations; The current Transmission Plan provides the project listing for the planning period of 2019 to 2026 with project
• Cross-border inter-connections. values totalling more than USD 500 million.

The Transmission plan expands its forecast demand growth in terms of different growth curves for established The project listing includes provision for the following:
consumers, new electrification-based connections and bulk load additions. This approach depends on knowledge • Upgrading of existing infrastructure (increase capacity and flexibility of current lines);
of the rate and volume of new electrification connections, as well as knowledge of upcoming bulk connections. • Expansion of facilities (Additional lines and substations);
The forecast is cognisant of the split in new electrification connections between on-grid (52%) and off-grid (48%) • Increase transfer capacities to certain service areas;

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 o Increase of voltage level; The statement on the presence of long feeders does not immediately correlate with the condensed nature of an
o Increase transformer capacity (High Voltage to Medium Voltage transformation); urban setting; however, this statement gathers context in that feeder lengths requires to be limited in these urban
• General high-level assessment of infrastructure condition and response planning. settings given the density of the load in the designated service area, caused by higher residential densities, and
the presence of commercial and industrial activities.
The current planning is directed at best servicing the current and near-term load/demand centres, and evacuating
generated power. This approach to the transmission planning presents direct advantage to the urban planning for The lack of contingency options can exhibit and impact at different levels of the network hierarchy:
the capital city as well as the targeted secondary cities (which represent the major demand centres), with capacity
• Connections to the transmission network (single circuit feeders);
and redundancy of supply consistently improving.
• Singular connection to the transmission network (e.g. one transmission serving Kigali City);
Distribution Planning • Firm capacity at transmission/distribution substations (single transformers);
The DMP seeks to provide solutions to current prevalent network challenges through: • Medium voltage substation or busbar configuration;
• Medium voltage network topology.
• Reducing feeder length by introduction of new substations;
• Reducing feeder load by introducing new feeders; The presence of network instability is a factor that will require closer investigation by the utility in terms of aspects
• Reinforcing existing feeder to increase rated capacity; such as demand level, network losses, protection and control measures, etc. The impact of network instability
• Planning for contingency supply to the distribution networks; both on consumers and on network operations, is only exacerbated by the lack of contingency options.
• Planning the future network.

REG indicates in the DMP that its planning approach for the distribution network considers the following criteria
Grid Network Infrastructure Planning
throughout the process:
Combining the current transmission and distribution planning with the current generation project listing produces
• Major load centres (towns) must have reliable supply (substations); the overall grid infrastructure planned network depicted in Figure 7 below.
• All substations must be supplied from more than one line (n-1 contingency);
• Substations are planned with two transformers for contingency supply;
• Firm supply provided to Industrial Parks to enable growth and development;
• Improvement of losses on long feeders by reducing feeder length;
• Improvement of low voltage profiles on long feeders;
• Contingency supply (n-1) on long lines with many customers;
• Improvement of reliability due to exposure of very long lines (due to lightning, vandalism, rain, and other
impacts);
• Extension of the network to supply the fast-growing network;
• Cost-effective planning by considering different alternatives.

The planning approach of the DMP results in the emphasis on the importance of reinforcing the distribution
network, specifically in regard to improving losses (thus improving efficiency), low voltage profile, contingency
provision and reliability of supply. The focus of providing firm supply to industrial parks to enable and support
economic development influences the site selection for the location of additional substations near these parks.

The DMP provides a listing of more than 40 projects totalling in excess of USD 87 million, focused solely on
distribution network reinforcement. It is noted that capital expenditure programmes for distribution networks
are generally easier to plan, budget for and implement on shorter timescales when compared to transmission
network capital programmes. To some extent, this focus on reinforcement projects further contextualises the
“ring-fencing” or separation of mandates between EDCL and EUCL.

Distribution Network Challenges

The Distribution Master Plan (DMP) identifies the current prevalent network challenges as:

• Very long feeders;

• Lack of contingency options ((N-1) solutions);
• Network instability.

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 Figure 51: Rwanda Electricity Network (Generation Plant and Transmission Network) The Residential and Non-Residential categories apply an inclining block tariff structure type. The consumption
ranges of the Residential category provide insight into the provision for indigent and low-income household
The figure above illustrates the envisioned spread of electricity grid infrastructure, with distinct clustering of
consumption that REG has built into the tariffs.
infrastructure around larger urban centres such as Kigali City, Rubavu and Huye. The development of the high
voltage transmission network (110kV and 220kV) and its readiness for cross-border connections to neighbouring The three (3) monthly electricity consumption brackets (measured in kWh) are: 0 to 15kWh, 15 to 50kWh, and
countries is also visible. above 50kWh. The 50kWh mark corresponds to a very low annual consumption figure for electrified households
in this category.
The presence and density of distribution infrastructure in areas with more economic activity demonstrates the
planned prioritisation of serving productive electricity users. The geographic spread of the distribution Industrial customers are those registered as industries with Rwanda Development Board (RDB). Industrial
infrastructure may also be viewed as coinciding with the location of users who are able to afford electricity tariffs. customers are categorized based on their level of consumption: Small (below 22 000kWh), Medium (between 22
The geographic spread of the network also correlates with the strategy of utilising off-grid electrification 000 and 660 000 kWh) and Large (above 660 000 kWh). The tariff structure applied to Industrial Customers is of
technology. the “Time-of-Use” type. The tariff structure consists of consumption charges, maximum demand charges per daily
time periods (peak, shoulder, off-peak) and a fixed customer service charge.

Separating Operations and Project Development

Institutional Capacity
The Rwanda Energy Group Limited (REG) was incorporated in 2014 to expand, maintain and operate the energy
REG has offices in all districts across Rwanda, giving a presence directly within the serviced areas from which
infrastructure in Rwanda through its two subsidiaries, the Energy Utility Corporation Limited (EUCL) and the Energy
maintenance, customer services, and project implementation operations are run.
Development Corporation Limited (EDCL).
Customer Interaction The Energy Utility Corporation Limited (EUCL) is to deliver devoted attention to the provision of energy utility
REG is applying concerted efforts to ensure easy-to-use online systems for interactions with customers, service services in Rwanda through operations and maintenance of existing generation plants, transmission and
providers, stakeholders and the general public. This effort is in response to the Rwandan Government’s distribution network and the retail of electricity to end-users.
endeavours to embrace the digital landscape. Published documents and information available on the website
portal includes: The focus of EUCL is to strive to achieve:

• Post-paid customers’ database; • Optimized generation capacity and economic plant dispatch to meet short and long-term energy supply
• Environmental, Health and Safety Plans for different projects; requirements;
• Environmental and Social Impact Assessment study reports; • Enhanced operational efficiency (progressive system loss reduction, billing and collection efficiency,
• Environmental and Social Management Plans (ESMP’s) for different projects; network reliability and high quality of service);
• Resettlement Action Plans; • Improved customer service;
• Outage planning (indicating dates and affected areas); • Network growth and increased connections within the foot print of electrified areas thereby making an
• Network performance indicator data (System Average Interruption Duration Index (SAIDI) and effective contribution to the EDPRS targets.
the System Average Interruption Frequency Index (SAIFI). The Energy Development Corporation Limited (EDCL) is mandated to:
In addition, full information on tariff structuring and applying for new connections is made available on the portal.
• Increase investment in development of new energy generation projects in a timely and cost-efficient
The application process provides for different customer categories, distinguishing between low and medium
manner to expand supply in line with EDPRS and other national targets;
voltage connections, with emphasis placed on the distance from current network to desired service point. REG’s
• Develop appropriate transmission infrastructure to evacuate new plants and deliver energy to relevant
connection policy allows for negotiating the payment of connection fees in instalments, ensuring the reduction of
distribution nodes;
barriers to electricity access.
• Plan and execute energy access projects to meet the national access targets.
Customer Categories and Tariffs EDCL’s key focus is listed as the following aspects:
REG employs a tariff design structure that firstly distinguishes between Industrial and Non-Industrial customers.
Non-industrial customers include the following categories: • Development and implementation of the least cost energy development plan in line with the
Government Policy and strategic objectives;
• Residential; • Direct the Electricity Access Roll-Out Program by establishing and implementation plan and strategy in
• Non-Residential; line with the overall sector strategy;
• Telecom Towers; • Undertake economic and technical studies needed for the development of the infrastructure required
• Water Treatment plants and Water pumping stations; new electric power plants, transmission and distribution network, oil and gas infrastructure, primary and
• Hotels; social energy resources development projects;
• Health Facilities; • Establish appropriate project and contract management policies and procedures;
• Broadcasters. • Advise on the development of social energy projects.

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Urban Power Supply The demand estimation presented above is subject to future review and amendment due to the context of the
Focusing on the electricity network planning for the Secondary City of Huye requires an assessment of the demand refinement and iterative nature of the urban design process, the refinement of load characteristic data and
for the baseline year of 2018 in comparison with the horizon years for 2035 and 2050. This focus on the service adjustment of estimation factors in conjunction with relevant stakeholders.
level aspect is informed by the review of the utility service delivery framework and practices, current and planned
Consumer Characteristics
infrastructure capacity, and the classification of customer categories which identify possible customer parameters.
The current consumption figure quoted for Rwanda is 54kWh pppa (per person per annum). This figure is
The planning approach for the power supply to the urban area covers the demand estimation, assessment of significantly affected by the low access to electricity and the low level of income (especially disposable income) of
existing infrastructure and current planning, and identification of specific infrastructure interventions to support the population. The consumption figure is very low when compared with the World Bank figure of approximately
and enable the urban development plan. 2 000kWh pppa for middle income countries. For the benefit of comparison, the consumption figures for lower
middle-income countries range from 200 to 400kWh, and for upper middle-income countries the range is 1500 to
Demand Estimation 4000kWh (World Bank data).
The electricity demand estimation is based on the land use tables and the population projections that flow from
the urban planning output. Specific peak demand figures that are characteristic to the respective land uses are Given the low consumption figure, it is prudent to consider the impact of a significant shift of consumption
applied, with normalisation of peak demand to compensate for the convergence of different typical load profiles. behaviour which is foreseen through government policy aimed at raising socio-economic conditions comparable
to middle income countries. Considering such impact can reveal the sensitivity of the demand forecast results to
The developmental statements for Rwanda includes aspiration to grow to a middle-income country in the long changes in input data. This exercise may reveal valuable information to the adjustment of forecast values and risk
term. World Bank statistics for developing countries reveal estimated average electricity consumption at 2000kWh mitigation strategies.
per capita per annum for middle income countries. Although the linkage between this consumption figure and
peak demand figures is not considered as consistently and directly correlated, the demand figures and parameters It is noted that the reliability of the demand forecast is affected by the lack of wide-spread load profile recording
used in estimating the peak demand, must be selected to appropriately contribute to enabling this aspiration. history for different consumer classes, specifically the residential consumer. This is especially notable for low peak
load consumer classes, with weakening correlation between energy consumption and peak demand as the level
The consumption brackets employed by REG indicate low adoption of electricity usage, which may be a symptom of demand decreases.
of issues such as power quality (system reliability), high tariffs (affordability) and income level (current level of
disposable income). Given the nature of the urban planning and aspirational targets, the demand factors used in
the estimation correspond to higher consumption of and dependency on electricity.

It must be noted that the following land uses are assumed to have little or no demand for power supply, and
therefore do not contribute to the bulk electricity demand figure: agriculture, infrastructure, nature, special use,
and water bodies.

The electricity demand is estimated as follows for the overall urban area:
Table 16: Electricity Demand Estimation For 2018-2050

Demand 2018 Demand 2035 Demand 2050

Sector
(MVA) (MVA) (MVA)
Urban Area 40 (approx.) 184.3 312.2

The electricity demand estimate for the forecast horizon can be tabulated per identified planning area as follows:
Table 17: 2035 and 2050 Electricity Demand Estimation (per Planning Area)

DEMAND 2035 DEMAND 2050

PLANNING AREAS (MVA) (MVA)
Planning Area 1 81.5
Planning Area 2 51.8
Planning Area 3 69.3
184.3
Planning Area 4 61.3
Planning Area 5 48.2
TOTAL 312.2

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Existing Infrastructure The construction of a new substation in Huye, a transmission line and upgrading the existing infrastructure such
The existing distribution of electricity infrastructure (substations and lines) in the study area is indicated in Figure as Rukarara are key elements of the transmission planning that is required to serve the needs of the city. At 110kV
8 below. transmission level, the plan is to interconnect all 110kV substations for N-1 supply option.

The current distribution planning includes direct advantage in the form of the following reinforcement projects
(planned, ongoing and recently completed): building MV feeders to configure new MV feeder network.

The construction and upgrading of substations fulfil the primary need of increased capacity, while also facilitating
the improvement of network flexibility and redundancy. There will be a more reliable supply at Huye after a
reduced feeder length from 520km to 160km. The other impact of these projects means there is capacity available
for the industrial park. In addition to this the MV feeders will be within acceptable length and voltage limits.

Figure 52: Electricity Infrastructure - Existing

The above illustrates the following challenges in terms of electricity supply:

• Quality of supply is bad due to the excessive feeder length.

• Reliability is also poor due to long feeder exposure.
• Maintenance is difficult due to the lack of any alternative supply (N-1). Figure 53: Electricity Infrastructure - Current Planning
• Insufficient infrastructure at present to supply the planned Huye industrial park.

Planning for Urban Area

Planned Projects (Current) in Study Area The high-level assessment of the electricity infrastructure required to support and enable the forecasted demand
The current transmission planning presents direct advantage to the urban planning for the city in the form of the follows on the demand estimation, with the forecast based on convergent peak demand with derivation of the
following projects: electrical energy consumption.
• Construction of 110kV Rukarara – Huye – Gisagara transmission line This assessment is cognisant of the extent and presence of current infrastructure, the present power infrastructure
• Extension of Rukarara substation and planning, as well as the progressive development of infrastructure to the full extent required. The key aspects that
• Construction of Huye substation in Huye District (2022/23) this assessment focus on are the establishment of adequate high and medium voltage infrastructure capacity,
selection of locations for proposed substation and the reservation of service corridors in the updated urban plan.

The high-level infrastructure needs assessment is illustrated in the figure below.

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 Figure 54: Power Infrastructure Assessment

The assessment identified the following key infrastructure elements for development:

• Huye_North Substation (110/30kV),

• Ngoma Substation (110/30kV),
• Nine switching stations at across the planned areas (30kV)
• Associated high voltage lines, extending from existing positions to proposed substations, and
• Medium voltage feeders from existing and proposed substations to proposed switching substations.

It must be noted that the construction of the entire network would be required by 2035 to cater for the demand
at the time and as well as the needs of the growing city. The number of feeders at the various switching stations
could however be increased with the development needs in the various areas.

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7. ICT / Smart City
ICT services are provided and managed by numerous private companies in Rwanda. Various documents such as:
Vision 2020, ESPRS II, 7-year Government Program and Smart Rwanda 2020 Master Plan, all aim to transform
Rwanda into a knowledge-based society. One of the main aims is focused on digital Government transformation
driving a cashless and paperless economy. The Irembo platform has been developed as a one stop portal for
numerous online government services.

The definition of a smart city according to the Smart City Rwanda Master Plan is:

“A smart city uses digitalization and technology to provide a high quality of life for its citizens, businesses and
visitors. A smart city embeds technology and data across city functions to make them more efficient, competitive
and innovative. Cities become smarter through a series of steps that enable them to become increasingly resilient
and able to respond quicker to new challenges. A smart city is also a sustainable city. Through innovation, openness
and connectivity, smart cities ensure that they meet the environmental, social and economic needs of present and
future generations.”

7.1 Applicable Policies and Plans

The governing policies and plans for ICT in the City of Huye are as follows:

• Rwanda ICT in Education Policy (2008);

Figure 55: Smart Rwanda Master Plan Overview
• National Information and Communication (NICI) Plan (2015);
• National Media Policy (2014);
• National Broadband Policy (2013);
• SMART Rwanda Master Plan (2015).
7.3 Key Issues
Some of the key issues to be addressed by the City relating to ICT/ Smart City are discussed below.

• Establish commercial & public building connectivity as a requirement in zoning regulations;

7.2 Master Plan
• Free Wi-Fi areas in the City;
The Smart City Rwanda Master Plan is the governing document for smart-related initiatives in the country. This
• Fibre to key catalytic nodes;
master plan identifies projects that can be used as a starting point for towns and cities to become “smarter”. It
• Joint fibre planning bulk utilities;
must be noted that due to different cities having diverse challenges and goals, each local authority should select
• Improve and expand access to ICT skills and innovation capacity;
initiatives that meet their priorities. The following image shows an overview of the Smart Rwanda Master Plan,
with its themes, goals and core objectives. • Appointment of a “City Information Officer” to identify, promote and co-ordinate Smart City initiatives;
• Build a shared robust and resilient infrastructure to underpin service delivery and support National ICT
initiatives;
• Centralised GIS platform to prioritize, select & monitor projects.

7.4 ICT in Rwanda – a country perspective

Rwanda is a landlinked (previously referred to as landlocked) country in Africa. A landlocked country is defined as
a country with no direct access to the ocean. Approximately 20% of the world’s countries are landlocked. This
represents 46 landlocked countries in the world of which 16 are in Africa.

Typical characteristics of landlocked countries:

• Reliant on neighbouring countries for access to seaports;

• Among the poorest countries in the world – all with developing status;
• Typically some of the weakest growth rates of developing countries;
• Heavily dependent on a very limited number of commodities for their export earnings.

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 Figure 58: ICT Stats in Africa (Source: Cisco System VNI Index 2018)

As a developing economy, Rwanda has the advantage of not suffering from any legacy infrastructure; this very
Figure 56: Landlocked countries aspect giving it the capability to catapult and leapfrog itself ahead of its Africa counterparts as the centre of
excellence in a developing continent.

Despite the drive of Paul Kagame, the President of Rwanda and also the co-chair of the Broadband Commission
The African Development Bank previously noted that trade in landlocked countries is adversely impacted from a
for Sustainable Development, to transform Rwanda to a digital economy, Rwanda, from a global perspective, does
timing perspective in that on average an additional 4 days for export and 9 days for import should be factored in not rank well when compared against the new 12-pillar Competitiveness evaluation model of the World Economic
to trade transactions. The challenges are, however, common to developing countries with focus areas of health, Forum.
education, infrastructure, transport, services provisioning, communication etc. Fibre infrastructure is more
prevalent in coastal regions and there is disparity in the current deployed base between “developing” and
“developed” continents as indicatively reflected below:

Figure 57: ICT in developed vs. developing continents

Figure 59: Competitiveness Evaluation Model (Source: World Economic Forum Country/ Economic Profile 2018)
7.5 Rwanda from an African Perspective
From a market perspective Africa has latent potential and is regarded as fertile ground for economic development.
The following statistics is reflective of the foregoing.

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The World Economic Forum 2018 Global Competitiveness Index ranks Rwanda 115th and 120th for the enabling 7.7 Key ICT Infrastructure Building Blocks to enable Digital Transformation in Rwanda
pillars of Infrastructure and ICT adoption. These global comparisons are made against the 140 economies in the A fundamental element in economic development of Rwanda is the establishment of a first world broadband
world. enabled network with modern communications infrastructure of various capabilities to attract multinational
ICT adoption is key as general-purpose technologies are increasingly embedded in structure of the economy and companies to use Rwanda as a business hub in the East Africa region. This will also be a key enabler of driving the
viewed as important to the availability of power and transport infrastructure. digital transformation in support of the envisioned National Strategies and Development Themes as highlighted in
the Kigali Master Plan Analysis & Visioning report.

Strategies should be developed to create or review the ICT Infrastructure layer which will inter alia include
7.6 The Impact of Broadband on Emerging Economies
The introduction of a world class broadband enabled network will aim to address specific pillars, i.e. • National optical network infrastructure (fibre and equipment);
• Cloud data centre with a disaster recovery (DR) and network operation centre/s;
• Economic growth – business through improved ICT capability, ICT services etc.
• Hosting facilities along strategic routes;
• Public safety – combatting crime, Cyber security, border control etc.
• Communications infrastructure to provide connectivity to borders and airports, and;
• Social upliftment – health care, education, job creation, rural connectivity SMME development, tourism
• Support systems and tools (OSS and BSS) to facilitate network management and commercial operations.
etc.
The deployed ICT infrastructure build will form an efficient common platform to launch Smart Applications in
From an ICT perspective, access to communication and specifically broadband internet access is of primary concern
support of the Smart City objectives. Equipment and application servers should be hosted in a well management
as this is regarded as a key enabler in addressing the literacy challenge in developing countries. The late Kofi Annan,
data centre environment to improve the overall service stability and availability to the end users.
a former Secretary-General of the United Nations, was quoted in saying: “Literacy is a bridge from misery to hope”.
The establishment of the required ICT infrastructure will be guided and governed by the policy and regulatory
Innovative initiatives were launched in 2017 in Rwanda to improve the level of digital literacy in Rwanda, especially
framework of the Rwanda Utilities Regulatory Authority (RURA) with specific reference to the ICT sector which
targeting the rural communities. The Rwanda Ministry of Youth and Information Communication Technology
also includes the important are of Cybersecurity.
(MYICT) in partnership with the World Economic Forum’s (WEF) Internet for All Northern Corridor initiative and
Digital Opportunity Trust (DOT) launched the Digital Ambassadors Program (DAP) in 2017. The programme aimed To this end Korea Telecom (KT) in conjunction with the Rwandan Government has constructed a 2,500 km national
to accelerate digital inclusion in the country and create new opportunities for youth as they work as Digital fibre backbone to connect all the districts in the country as well as the 9 border posts on a fibre-optic network.
Ambassadors to deliver digital literacy programs in rural communities. The training programs would target 5 The project aimed to enable high speed broadband internet and improved access to the internet to a broader
million Rwandans who would receive hands-on training to use Information and Communication Technologies (ICT), sector of the country.
Internet and mobile applications.
It is, however, important that any refinement and expansion of the physical routing of the fibre network
A key enabler and pre-requisite to internalize the improved digital capability of individuals, is affordable access to infrastructure and placement of network facilities to support the national core infrastructure in Rwanda should be
broadband internet. The establishment of the required ICT infrastructure will also facilitate the migration to a a function of structured interactions between key stakeholders in Government as well as industry role players i.e.
Smart Cities and Smart Towns. main telecom operators, Internet Service Providers (ISPs), Wholesale Network Service and Network facility
providers. Key considerations will be:
A Smart City as defined by the International Telecommunication Union (ITU) is:
• Points of interest – public, education, health, social, business, security etc.;
“A smart sustainable city is an innovative city that uses ICT and
• Current Telecom Market Analysis – availability and location of current services;
other means to improve quality of life, efficiency of urban
operation and services and competitiveness, while ensuring it • Economic & Market analysis – establishment of commercialization potential;
meets the needs of present and future generations in respect of • Government security service enablement – e.g. facial recognition and bio metrics at all key locations,
economic, social and environmental aspects.” vehicle management at borders, Cyber Defence Operation Centre etc.

Under this definition, ICT infrastructure acts as a nerve center to At the heart of the ICT infrastructure development master plans should be the establishment of a cloud data centre
orchestrate all the different interactions between smart city in Rwanda. Lack of access to reliable power and connectivity, global best practice in design and local construction
elements. ICT is an essential ingredient because it “glues” expertise are typical challenges for all data centres. This is, however, more pronounced in developing markets.
together all the component parts of a smart sustainable city. ICT Building data centres in Africa is no longer simply about competing in the
also acts as a “great equalizer” – human-to-human, human-to- local markets, but about becoming globally competitive in order to attract
machine and machine-to-machine – to connect a variety of major cloud providers and multinationals, as well as local enterprises.
everyday services, such as water and power utilities, to public Figure 60: Smart City ICT Social media presents a powerful platform for creating multiple stories
infrastructure.
about Africa. Embracing the accessibility of modern technology, African
social media bloggers and commentators are using Facebook, YouTube and

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other platforms to undermine longstanding “Afro-pessimistic” stereotypes – the backward continent A research paper entitled Understanding Poverty Dynamics in Rwanda (Alfred Bizoza, Philipp Jäger, and Alexandre
characterised by strife and poverty. Simons) release in May 2018 confirmed the role of structural transformation in the economy and the increase in
education levels as important factors behind the overall poverty decline. The development of ICT infrastructure is
The Government has invested in the building of a National Data Centre which will serve as a central data storage a key to contributor to the improvement of overall education levels in a country.
facility and provide access to applications used by government institutions. This facility was completed in 2010
The aim is for the each secondary city to re orientate itself to be a contributor to a multi nodal economic growth
and a Data Mirroring Centre was launched in 2018.
model and in the process driving growth based on its unique opportunities.
Although the National Fibre Backbone and the National Data Center are key elements in the ICT value chain and
The infrastructure development plans for each secondary city should be aligned to ensure that specific challenges
key enablers of high impact growth areas such as Modern Infrastructure and Urbanization and Transformation of
can be mitigated and service opportunities as applicable to the specific city or district can be enabled by the leading
the Society, appropriate open access business models will be important to ensure these national elements can be
edge ICT network infrastructure.
leveraged and utilised by the service providers to deliver affordable internet access to the digitally deprived areas.
To fulfil the vision of migrating every secondary city to a “Smart City”, it is important that a structured process will
To further attract global players to Rwanda, it will be important that the National Data Centre has a Tier 4 be followed that will also to ensure alignment with the underlying development planning principles of stakeholder
certification and that an efficient and effective Operations and Maintenance Model is in place to ensure network inclusion and participation and envisioned growth potential.
stability and resilience i.r.o. the national fibre optic backbone.
The framework of the areas of focus that will guide the ICT infrastructure development planning to realise the
successful migration to a “Smart City”, is depicted below.
The current telecommunications infrastructure in the country does not seem adequate to match the key
functionality and capacity required to support the envisioned Smart Country initiatives.

The evolution of open access infrastructure across the value chain will be key in paving the way for Rwanda to
become a Smart Country and typical infrastructure components of the value chain to enable broadband are shown
below.

Figure 45: Value Chain to migrate to a Smart City

A key deliverable of the Integrated planning process will be a Smart City strategic plan for the secondary city that
will prioritise the deployment of ICT infrastructure to align with the Land Use development plans as well as which
Figure 61: ICT Infrastructure
smart services should be rolled out first e.g. security, health, education etc.
Appropriate last mile access technologies, fibre and wireless, should be explored by the operators and service
The Core infrastructure incorporates the physical fibre infrastructure that will route through the cities and towns
providers to enable the delivery of services to end customers and communities.
to pick up key locations, hosting facilities, data centre/s, equipment and systems as required.
The Access layer is the “last mile” infrastructure that connects the customer to the core infrastructure. This can
be fibre or wireless and will enable the delivery of the “smart” services.
7.8 Enabling Digital Transformation in Secondary Cities – Huye
The Government of Rwanda has formalised a vision through the National Transformation Strategy (NST1) to drive An overview of the Secondary City of Huye from an ICT infrastructure perspective is detailed in the paragraphs
the social and economic transformation of 6 identified secondary cities. below.

This is set to be achieved by developing flagship projects which inter alia incorporates the development of
adequate infrastructure to support thriving and sustainable urban development and to provide improved living
Background to Huye
conditions across the country.
City branding1: “The Knowledge and Culture Hub”

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 • University Town;
• High Soil Fertility;
• Tourism;
• Renewal Energy Production;
• Water springs.

The “National Roadmap for Green Secondary City Development” further inter alia identified the following priority
local economic clusters that should be considered during the development of ICT infrastructure planning.

• Education and academic research;

• Agribusiness;
• Pharmaceutical research and drug manufacturing;
• Tourism industry;
• Handicraft production including wood crafting etc.

These areas must be subjected to an integrated planning process to ensure a structured approach to the
development of all associated infrastructure to enable the envisaged “smart” services to achieve the reorientation
and migration of Huye to a Smart City.

ICT infrastructure acts as a nerve centre to orchestrate all the different interactions between smart city elements.
ICT is an essential ingredient because it “glues” together all the component parts of a smart sustainable city. ICT
Figure 62: Huye Locality
also acts as a “great equalizer” – human-to-human, human-to-machine and machine-to-machine – to connect a
variety of everyday services, such as water and power utilities, to public infrastructure.

Huye Secondary City is in the Huye District, one of the eight districts in Rwanda’s Southern Province. Located Typical “smart” services that could be deployed pending the outcome of the integrated planning process are
South-West of Kigali Capital City, the city is strategically located between two national highways that connect to shown below:
the Republic of Burundi and the Eastern part of the Democratic Republic of Congo.

The city comprises a cluster of administrative and public institutions and commercial in the centre of the city, and
residential areas in the north and south.

The city is known as a centre for knowledge and higher education, particularly in science and technology, with the
National University main campus, National Institute of Scientific Research and other educational facilities in the
city. It is also a cultural Capital of Rwanda where the National Museum complex sits at and home to Rwanda’s
national Intore dance troupe.

Agriculture is the backbone industry of the Huye District, involving 76% of the workforce, followed by trade (7%)
and the remaining workforce is in the services and manufacturing sectors. With vast resource of fertile land, the
agriculture sector can further develop together with related industries, transforming the city into an agri-business
hub.
The urban development of the city over the recent years has not been very effective and without any proper
Figure 63: Smart Services
planning. This has led to the occupation of high potential agriculture land and various informal settlements. The
city also lacks basic infrastructure to enable job creation and economic development. This has also contributed to
the low urban population density.
When looking at the specific identified areas of business potential for Huye the following “smart” initiatives should
be looked at.
Business drivers of ICT development and service considerations
University Town
The development of the ICT infrastructure in Huye is not only driven by socio economic factors and public sector
requirements, but also by the business potential demand specific to the city of Huye and the associated district. The city offers critical mass for education and scientific research. This also aligns with the identified local economic
The key areas of potential are: clusters of education and academic research.

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With a focused drive to establish Huye as a University Town, there should be an evolving trend to “smartify” the The key technology enabler to make the future farm a “smart farm” lies in the deployment of an IoT network and
current universities and institutions of higher education by leveraging Smart City principles to establish a Smart associated technologies. This IoT ecosystem that forms the bedrock of the “Connect Farm” not only refers to the
Campus. physical sensors and devices but also the ubiquitous enabling narrowband IoT infrastructure to ensure that
messages from the embedded sensors are successfully delivered to cloud application servers for the various “smart
Key to this will be the development of a Smart Campus Strategy that can help universities improve facility
farming” solutions as highlighted above.
management, lower operational costs and enhance student experiences.
The IoT has become a bit of a catch-all term for the idea of having computers, machines, equipment and devices
“Smart campus” solutions will aim to modernize the campus experience by integrating technology into services
of all types connected to each other, exchange data, and communicating in ways that enable them to operate as
such as housing, dining, stadiums and recreational centres, and transportation. It will also set to streamline the
a so-called “smart” system.
services that students use daily and provide the desired user experience.
Typical “smart campus” solutions could inter alia include: Tourism

There is much potential to develop the natural, i.e. Huye peak and surrounding mountains, as well as cultural sites
From an ICT perspective innovative, next-generation technologies will need to be embraced to create the to grow the tourism industry of Huye.
envisaged digitally-connected campus and to deliver the exceptional consumer experience. High speed The tourism industry has been transformed by the evolution of smart ICT technologies. The traditional means of
connectivity is crucial for universities in the conduct of teaching, learning, research and administration. access to the internet for tourists using mobile devices and tablets has further been augmented with the evolution
Key ICT technology considerations should include: of wearable devices4.
The hospitality sector is very competitive and customers’ demand for valuable experience is increasing constantly.
• Robust Wi-Fi networks that will provide good coverage across the entire campus; Tourism applications enabled by wearable devices such as efficient messaging, virtual hotel or lodge room keys,
• Leveraging Internet of Things (IoT) technologies to connect campus systems and modernize services; smart glasses in cultural facilities, travel management etc. are getting more traction. The use of new smart
• Internet connectivity – the growing numbers of connected devices inclusive of IoT sensors, will require a technologies must therefore be embraced to increase customer experience.
comprehensive and planned approach to ensure that the institution’s networks can accommodate them; Key to the smart technologies to further enhance customer experience and growth of the tourism industry, is the
• Network security – on smart campuses, each new connected device represents another possible point of enabling mobile and wireless technology infrastructure to ensure appropriate broadband connectivity to deliver
entry that needs to be secured; the feature rich applications enabled by enhanced operating systems of mobile devices.
• A Cloud Data Centre to accommodate hosting, data storage, application servers etc.;
Mountain tourism is still a relatively undefined concept. Recent research has established that there is a
• High capacity data connectivity to interconnect to the National Research and Education Network (NREN)
relationship between sports tourism and mountaineering due to the wide range of sports practices it offers5. Smart
of Rwanda.
technologies inclusive of IoT devices and sensors could be explored to enhance the tourist experience in
High Soil Fertility mountaineering (hiking), climbing and other active forms whose activity is in the mountains have been included,
such as bicycle touring, canyoning, horse riding, rafting, etc. as applicable.
Agriculture is the oldest human industry and the Huye district has skilled farmers, land for coffee expansion, an
active private sector, enormous potential to increase production of rice, bee keeping, coffee and mushroom It will be important that internet coverage in the primary mountain or cultural site locations are enabled to ensure
production. that tourists can use the new generation connected devices to enhance the experience of the hiker. These could
inter alia include:
The scaling of the agribusiness potential of the district can be best achieved by the introduction of Smart
Farming practices and thereby limiting the reliance on the scaling of human manpower. • intelligent headlamps;
• intelligent T-shirt contains various sensors (heart patient, GPS, accelerometer);
Smart Farming is a farming management concept using modern technology to increase the quantity and quality
• intelligent watch provided with a GPS;
of agricultural products and involves the integration of advanced technologies into existing farming practices.
• intelligent cameras.
Just about every aspect of farming can benefit from technological advancements – from planting and watering to
crop health and harvesting.
Renewable Energy Production
Typical “smart farming” solutions could inter alia include
The existing waterfalls offer potential to generate hydro power. Hydro power6 is defined as
Most of the current and impending agricultural technologies fall into three categories that are expected to become electrical energy produced through the power of moving water. Hydropower plants derive energy from the force
the pillars of the smart farm: of moving water and harness this energy for useful purposes
• autonomous robots; Sustainable power is a key enabler to ensure the development and expansion of a national broadband network to
• drones or UAVs (unmanned aerial vehicle (an aircraft piloted by remote control or onboard computers), fuel smart city solutions. A focused approach to renewal energy production will be a very important ingredient in
and the deployment of ICT infrastructure especially in the rural geographies.
• sensors and the Internet of Things (IoT).

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ICT infrastructure considerations • Public sector locations e.g. health care (hospitals & clinics), educational institutions (universities,
colleges, schools), government offices, safety & security (military, police, national intelligence) etc.;
A key part of the integrated planning process will also be the assessment and audit of existing ICT infrastructure,
• Business locations e.g. business parks, industrial areas, shopping centres etc.;
especially the passive components i.e. manholes, ducts and fibre optic cable, that could be leveraged in an open
• Residential areas e.g. multi dwelling complexes, gated communities, suburbs etc., and
access collaborative approach to expedite the digital migration process in the city.
• Peri urban areas.
The upgrade of informal settlements, new developments to provide affordable housing and the migration of
The dimensioning of the cable will be aligned with the “smart” services that will need to be supported. Access
people to the Gisagara District will be key considerations in the envisaged ICT Master Plan for the city. From an
networks will be built based on the prioritization of smart services in accordance with the integrated Smart City
implementation perspective the roll-out of the ICT infrastructure to support and enable “smart” services, needs
plan as well as demand.
to be aligned with the upgrade of the basic infrastructure in the city.
It is important to note that existing spare fibre infrastructure that has already been deployed in the city by current
Typical ICT infrastructure that will be deployed or leveraged are highlighted in the sections below. It should be
operators (fixed and mobile) and service providers will need to be considered for incorporation during the optic
noted that the responsibility for the deployment or modernisation of the infrastructure and facilities as applicable
fibre planning process. The extent to which existing fibre should be considered will, however, also be guided by
should be governed by structured interactions between key stakeholders in Government, regulatory bodies as well
the specific service requirements of the geography and the quality of infrastructure. This will also avoid the
as industry role players i.e. main telecom operators, Internet Service Providers (ISPs), Wholesale Network Service
duplication of networks in a competitive construct.
and Network facility providers.
The routing of the metro cable/s in the City of Huye will also be aligned with the physical routing and termination
of the National Fibre Backbone in Huye (see map below indicating the National Backbone Fibre Optic Network and
Fibre Optic Cable Infrastructure (Passive) the Secondary Cities of Rwanda).

Figure 65: National Backbone Fibre-Optic Network, (Source: Broadband Systems Corporation (BSC))
Figure 64: Fibre Optic Cable
The installation of fibre to link to the rapid developing areas could be optimised if done in parallel with
The installation of a core optic fibre cable in a ring configuration needs to be strategically planned to pick up key
infrastructure development projects e.g. roads and sanitation as trenches could be shared.
locations along the route. The key locations could include:
The core fibre infrastructure will preferably be ducted and located along the main transport corridors in the city.

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Data Centre • Support systems and tools (OSS and BSS) to facilitate network management and commercial operations –
all systems in support of all the layers of the OSI model;
A local data centre will be required as the hosting environment for Smart Applications and platforms as an
• The OSS systems will cover all ICT infrastructure elements (network and element management systems as
alternative to being provided from the National Data Centre. The data centre in the Secondary City does not applicable) including the environmental management systems associated with facilities.
necessarily have to be in a building and could be hosted in a containerized Tier 3 data centre. An existing facility The choice of systems will be guided by the specific Smart City services and applications that will be rolled out as
of one of the operators could also be utilized as guided by the integrated infrastructure plan of the city and well as the underlying enabling technology choices (OEM specific).
collaborative agreements. The data centre design should be guided by the specific hosting requirements of a core
transmission network and associated network management systems (OSS). Key data centre design considerations
would inter alia include:

• Usable data space i.e. how many racks will need to be accommodated, taking into account growth
requirements;
• Associated ancillary ICT energy requirements i.e. power, cooling etc;
• Cable entry diversity.

Equipment Hosting Facilities

Facilities will have to be identified along the physical optical fibber cable route to accommodate the hosting of
transmission equipment and IT infrastructure as required. The specific locations along the route will be guided by:

• Transmission design requirements;

• Customer specific locations where network equipment will be required to aggregate traffic from specific
“smart” services e.g. safety and security services at ley locations, airports and borders;
• Network management requirements e.g. remote fibre test systems etc.

The identified facilities will need to be fit for purpose to meet the equipment hosting requirements i.r.o. optic fiber
cable access, access security, space, power and cooling and could include:

• Equipment rooms in existing buildings – upgrades might be required to meet minimum hosting
requirements as specified above;
• Containerised facilities on newly established sites – fitted out to meet minimum hosting requirements as
specified above.

Network Operations Centre (NOC)

All ICT infrastructure elements need to be managed from a Network Operation Centre (NOC) for day-to-day
operating activities. This will include all infrastructure elements associated with the optical fibre network (passive
and active), data centres and facilities.

The major functions of the NOC include network infrastructure facilities surveillance, performance monitoring,
fault management, change management and other required activities for the continual operation of the ICT
network infrastructures and assurance of service levels to meet the respective committed Service Level
Agreements (SLA) and Key Performance Indicators (KPI) of end users and customers.

Systems and Associated IT Infrastructure

The following will be critical elements to ensure the effective network and service management:

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8. General Recommendations • A waste water department should be established in the District to manage, monitor and implement the
waste water plan;
The following section provides some general recommendations for the provision of infrastructure in the City.
• Capacity development programme and maintenance programme to be implemented to train district staff
8.1 General on waste water management practices;
• Population growth and urbanisation rates need to be aligned across the country to be used by government • The institutional capacity of the public authority should be assessed in terms of ability and capability to
and supply authorities for planning purposes; manage waste water systems, it may be more efficient for the public authority to provide the capital for
• Service authorities and district officials to meet annually to align infrastructure planning and budgeting; these projects and procuring a private company with the relevant experience to handle operations and
• Responsibilities of National Supply Authorities vs. Huye District to be defined; maintenance;
• Regular reviews and updates should be done to the Infrastructure Master Plan and related projects. • Waste water policy to be established;
• Waste water specific design guidelines and standards should be developed for the City;
• Standards should be established for containment, emptying and transportation of sludge to the waste
8.2 Water water treatment plant;
• A Water Master Plan for the City should be done and it would typically include: • Effluent discharge standards to be developed, this will guide what can and cannot be discharged safely;
o Status quo analysis of water supply elements already in place; • Continuous monitoring of water sources to be done to ensure that safe discharge practises are
o Framework for management of water resources; maintained;
o An engineering determination of the required elements of supply, storage and distribution of • By-laws should clearly state that it is illegal to discharge stormwater into the waste water system;
water down to a household level; • Pit latrines to be phased out in areas with high water tables to avoid groundwater contamination, and to
o Prioritization of projects required to manage and complete the water supply scheme in the short, be replaced with flush-toilets where applicable or EcoSan toilets in areas with no waterborne sewer
medium and long term; networks;
o Develop implementation plan with financial resources required; • Industries with on-site treatment to be regularly monitored to ensure that treated effluent meets the
o Develop programs for inspection and maintenance of water supply facilities. City’s standards;
• Water specific design guidelines and standards should be developed for the City; • Create tariff plan for the proposed service provision;
• Integrated Urban Water Management (IUWM) practices to be implemented to manage fresh water, waste • District Master Plan to be revised to align with National Sanitation Master Plan when issued.
water and stormwater as components of a basin-wide management plan, to meet the goals of Water
Sensitive Urban Design.
• A tariff review needs to be done with the aim to ensure that the rates for high water users are higher than
8.4 Solid Waste
that for those in rural areas who consume significantly less;
• Integrated waste management plan should be developed for the City by using a holistic approach. The
• District Master Plan to be revised to align with National Water Master Plan when issued;
plan shall resemble the hierarchy of solid waste management (reduce, reuse, recycle, recover, disposal);
• Water demand management (WDM) strategies to be implemented including the following processes:
o Water network to be modelled to determine whether the system is operating effectively;
o Visual and intrusive leak detection to be done to observe leaks at peak pressure;
o Setup and management of supply zones with boundary valves where flow is monitored per zone;
o Pressure management with the installation of pressure reducing valves (PRV) with flow monitoring
and pressure adjustments;
o Water meter assessment to ensure full functionality and adequate sizing.

8.3 Waste Water

• A Waste Water Master Plan for the City should be done, and it would typically include:
o Responsibilities of National, Regional and Local Government in respect of all aspects relating to
waste water;
o Status quo analysis of sanitation systems already in place;
o An engineering determination of the required elements of sanitation systems down to a
household level;
o Prioritization of projects required to manage and complete the sanitation scheme in the short,
medium and long term; Figure 66: Solid Waste Management Hierarchy
o Develop implementation plan with financial resources required;
o Develop programs for inspection and maintenance of waste water supply facilities.

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 This plan will include and is not limited to the following: • The building plan approval process should include a stormwater management plan that addresses how
o A situational analysis with a description of the demographics of the area, quantities and types of stormwater will be controlled on the site and points out the areas downstream of the site that could
waste generated, waste management services that are currently in place; potentially be affected.
o Responsibilities of National, Regional and Local Government in respect of all aspects relating to
waste management;
o Priorities and objectives of the waste management department and relevant authorities;
o Long and short term targets for collection, minimisation, re-use and recycling of waste;
o Approach to the planning of new facilities for disposal and decommissioning of existing disposal
facilities;
o Financial resources required to implement the plan.
• A waste unit department should be established in the district to manage, monitor and implement the
waste management plan including minimising waste to landfill by reducing waste production on a
household and manufacturing level;
• Public awareness/ education campaigns to be set up to assist with best practices in terms of waste
management;
• Waste separation at source to be encouraged by providing different colour waste bags/ bins/ containers;
• Tax rebates to be provided for products manufactured from recyclable materials;
• Guidelines to be developed for hygienic on-site waste disposal and management in rural/ low-density
areas for health purposes and to mitigate adverse environmental impacts.

8.5 Stormwater
• A stormwater management plan should be developed for the City to include:
o Responsibilities of National, Regional and Local Government in respect of all aspects relating to
water supply;
o Background information and study area profile, including hydrogeology, surface and ground
water quality infrastructure etc.;
o Catchment delineation and analysis;
o Environmental impact of stormwater from existing and planned development;
o Assessment of rainfall data, major and minor system modelling;
o Highlighting areas of concern, flood –prone regions etc. based on floodline delineation;
o Effectiveness of existing stormwater management systems;
o Identify and evaluate stormwater improvement and retrofit opportunities;
o Establish the approach for stormwater management in the area;
o Develop implementation plan with financial resources required;
o Develop programs for inspection and maintenance of stormwater facilities.
• A stormwater department should be established in the District to manage, monitor and implement the
stormwater plan;
• Floodlines to be generated with an assessment of establishments in stormwater buffer zones;
• Stormwater department to liaise with RWFA in terms of the water quality monitoring that is currently
being done;
• Stormwater specific design guidelines and standards should be developed for the City;
• City should develop a policy to deal with on-site attenuation for short-duration, high-intensity storms. This
policy should also deal with excess stormwater runoff that cannot be viably contained and how this should
be accommodated by downstream land owners.

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325 EXISTING CONTEXT AND ANALYSIS