07 transportation steering committee draft

07_Transportation_SteeringCommitteeDraft 1 3/29/2010

R W A N D A N A T I O N A L L A N D U S E M A S T E R P L A N - T R A N S P O R T A T I O N


07_Transportation_SteeringCommitteeDraft 3/29/2010 3/29/2010

Transportation -----------------------------------------------------------------------------------------3

Introduction-----------------------------------------------------------------------------------------3 Economic Competitiveness------------------------------------------------------------------4 Good and Equal Social Conditions --------------------------------------------------------4 Sustainable Environment---------------------------------------------------------------------4

Present and Future Travel Patterns--------------------------------------------------------5 Existing Trends----------------------------------------------------------------------------------5 Future Outlook-----------------------------------------------------------------------------------6

Air Transport ---------------------------------------------------------------------------------------9 Water-bound Transport-----------------------------------------------------------------------13

Lake Kivu ---------------------------------------------------------------------------------------13 Future Directions------------------------------------------------------------------------------14 Transport Strategy----------------------------------------------------------------------------15 Implement Supporting Actions------------------------------------------------------------15 Adjust Service Levels------------------------------------------------------------------------19 Supply Infrastructure-------------------------------------------------------------------------19

---------------------------------------------------------------------------------------------------------19 Rapid Transit for Kigali -----------------------------------------------------------------------19 Park and Ride ------------------------------------------------------------------------------------19 Air Transport Infrastructure-----------------------------------------------------------------19 Water-bound Transport Infrastructure--------------------------------------------------19 Future Transport System --------------------------------------------------------------------19 Key Elements-------------------------------------------------------------------------------------19

Land Transport --------------------------------------------------------------------------------19 Air Transport -----------------------------------------------------------------------------------19 Water-bound Transport ---------------------------------------------------------------------19

Guidelines----------------------------------------------------------------------------------------- 19 REFFERENCES ------------------------------------------------------------------------------------- 19 LIST OF TABLES ----------------------------------------------------------------------------------- 19 LIST OF FIGURES---------------------------------------------------------------------------------- 19

The National Land Use and Development Master Plan is referred to as the Plan in the Text.



Transportation Introduction Rwanda is a landlocked country in the heart of Africa and far from the maritime ports on the Indian Ocean, with the distance to the nearest port of Dar es Salaam being around 1.400km.The transport sector is a strategic sector for Rwanda, and the situation of being landlocked has a negative impact on economic growth and development of the country. The exceptionally high cost of transport at national as well as international levels, as well as insufficient affordable and accessible modes of transport for people in both urban and rural areas, constitute a major constraint which must be taken into account with the sector policy to achieve the short medium and long-term development goals that Rwanda has mandated. This poses a major limitation in her national development efforts. With the end of the war, the Rwandan Government, with the support from development partners, has committed itself to the reconstruction of the country.

Specific importance has been attached to the rehabilitation of transport infrastructure and road infrastructure in particular, which are vital for a country whose internal and external economic dealings are essentially accomplished over the road transportation system.Transport infrastructure in Rwanda is comprised of the following:

Road transport, which until now is the main form of passenger and goods transportation, with a network of about 14,000 km corresponding to a road density of 0.53 km/km²;

Air transport with, two international airports and five aerodromes spread across the country, and

lake transport, which is limited mainly to Lake Kivu. Rwanda does not have a rail transportation system, but the rail road systems of the neighbouring countries (Tanzania, Uganda and Kenya) which are used as transit routes, contribute in a small way for goods originating or destined for Rwanda in a multi-modal railwayroad combination. The planned railway connecting Rwanda to the Tanzanian port of Dar es Salaam will provide a direct link to international transit routes. Over and above physical infrastructure, the sector is also comprised of transport

services, which are provided by the public and private sector alike and includes bus, taxi and airline services.

The transport sector contributes considerably towards poverty reduction and economic growth, and serves as support to other economic sectors. It plays a fundamental role in the economy of Rwanda as it contributes about 7% to the GDP, and represents about 15% of total service delivery. Most of the transport infrastructure in the National Economy has been continuously growing since 1995, and is expected to grow further with the putting in place of the proposed policy. There has been a steady increase in the allocation of resources to the transport sector both from internal and external sources of finance, which is a clear demonstration of the importance that the Government of Rwanda places in the development of the sector.(National Transport Sector Policy 2008)

A transportation strategy is a core element of the Plan. It outlines a series of transport investment proposals and policy priorities designed to activate and support wider national spatial development strategies. Importantly, it integrates the fields of land use and transport and by so doing it promotes more sustainable travel patterns.

Rwanda has a complex and a difficult transport situation. The demand for travel and transport is growing fast. This is leading to overloading of existing transport facilities which, in turn, decreases economic productivity and the quality of life. If the recent positive economic development will be geared towards a period of sustained economic growth (annual average growth rate of between 7.6 to 9.6 percent over the next 10 years), more traffic in all fields – land, water-bound and air – will occur. A solution to meet this challenge is vital.



Goals

Transport is critical to the economic activity and community services of Rwanda. The primary goal of the transport system is to move people and goods effectively, efficiently, safely and reliably within an environmental friendly framework. This supports long-term sustainable development in the nation in terms of three dimensions economic competitiveness, good and equal social conditions and sustainable environment.

Economic Competitiveness Economic growth in the Rwanda is threatened by congestion in key transport corridors and by inadequate connections to the national and global markets by land, water-bound and air. Inadequate development of transportation infrastructure impedes economic development and has proven to be a cause of poverty in many developing countries. Sustaining and expanding the economic vitality of the nation is dependent upon:

Providing greater mobility for both passenger and freight traffic by adding more capacity, by better use of existing facilities (e.g. road space), and by upgrading service levels and integrating transport modes.

Recognizing transport’s wider role at inter-provincial, national and international levels. What is happening in neighbouring countries impacts Rwanda in a number of ways.

Transport networks do not stop at borders. Transport networks provide essential access across the Rwanda, East Africa, European locations and onward to the rest of the world.

Good and Equal Social Conditions Good and equitable living conditions involve opportunities for working, living and education as well a having a healthy, safe and secure environment. Serious efforts are needed to:

Ensure safety within the transport system and maintenance of existing assets. Safety should be the number one concern of all transport system users and providers.

Offer greater choice in travel modes. This means strategic expansion of public transport. Cycling and walking should also be recognized as important components of urban traffic. Continued heavy reliance on the private car is inefficient from a number of perspectives.

Create an acceptable level of transport service throughout all geographic areas and for all user groups, including those with special needs.

Sustainable Environment A long-term sustainable environment implies a built environment which is healthy and has strong aesthetic and life-style qualities. Transportation is one of the largest sources of air pollution especially in Kigali City. The combustion of fossil fuels to power vehicles and engines – cars, trucks, buses, air and marine – has major adverse impacts on the environment and health of urban areas. Ways to improve matters are:

Adopting initiatives to reduce emissions from vehicles, engines and fuels can produce significant positive effects on air quality, acid rain, smog and climate change. Measures to protect the environment include a host of actions such as developing regulations for vehicles and engines, promoting environmentally sustainable transportation options, ensuring efficient modes of transportation and promoting improved land-use planning and practices.



Transport can do much to promote vital and liveable communities by, for example, arranging efficient access to major activity centres including convenient commuting to work.

Present and Future Travel Patterns The above goals and objectives represent what can be achieved. Before looking at ways to achieve these goals, it is necessary to appreciate the characteristics of the existing transport system and its future outlook.

Existing Trends One of the most basic forces propelling change in Rwanda is a growth in population.

The number of jobs, another basic force driving land transport, is expected to increase. This means that the demands on the transport system – from people travelling to work – will increase even faster than population.

Recent travel patterns from surveys carried out in 2009 and depicted below show that motorization is already quite high, especially in the Kigali City, and mode split is switching strongly to private car use.

Table 1: Number of Registered Vehicles by Category, 2010

Category 2005 2006 2007 2008

BUS 15 16 46 91

CAR 1796 889 1805 1922

HALF-TRAILER 13 12 12 23

JEEP 1793 676 1032 1327

MICROBUS 7 2 13 15

MINIBUS 724 279 212 657

MOTORCYCLE 4893 3347 5115 7735

PICK-UP 1497 859 1290 1225

SPECIAL ENGINE 26 14 83 62

TRAILER 56 68 120 49

TRUCK 276 171 301 198

UNKNOWN 1 1 1

Total: 11096 6334 10030 13305

Source:RRA



Future Outlook L A N D T R A N S P O R T

The trend is that traffic is growing quicker than both population and employment and Rwanda is heading towards a more car dependent society and the public transport share of all trips will continue to drop. The number of cars is increasing rapidly along with vehicle-km travelled. The total driving distance can nearly double by 2020 if no action is taken. Today there are only a few locations in the Rwanda that suffer from serious congestion at rush hours, but the problem will become much more widespread in 2020, up to a four-fold increase based on heavily congested roads.

Figure 1: The Public Transport



Medellin in Colombia with the same hilly configuration as Kigali has introduced a cable car system integrated with other public systems that works well and is highly appreciated by the citizens by its fast and environmental friendly mode of transportation.

Figure 2: Cable Car Transport in Medellin-Columbia

Figure 3: National Road Network 2010 (see next page)


Public transport in Rwanda;Transportation by road is the most common mode of public transport. The routes radiate between the capital Kigali, other major towns and corners of the country and with neighboring countries Major local transport companies. The major nationwide companies are: ATRACO; Virunga; Volcano Express; SOTRA; Belvedere with minibuses; and, ONATRACOM, which offers a big bus services. There are also ‘taxi minibus’ services serving major towns, and making frequent stopovers on the way.

There are bus companies renowned for the across border services namely: Jaguar Executive Coaches, which connect Kigali to Kampala via Gatuna to Kayonza and Kagitumba; Regional Coach Services, which connect with Kampala, Nairobi and Dar es Salaam; ONATRACOM Express, between Kigali and Kampala; and, AMAHORO Couch Express, normally serving between Bujumbura and Kampala via Kigali.

Figure 4: Bus Terminal- A busy node within, to and from Kigali City.

P U B L I C T R A N S P O R T I N K I G A L I C I T Y .

Public transport within Kigali is exclusively by “taxi minibus”, with a number of different routes, connecting the main hubs: City centre, Nyabugogo, Kacyiru, Kimironko and Remera. The mini buses frequently stop to pick up and drop off en route.

The other common means of transport in Kigali are the motor cycle taxis (Motos), mainly used by the majority, and the ‘saloon car taxis’ that are only affordable to higher income groups.

Without any action, the traffic safety picture will remain dismal. There are some 1704 reported fatalities a year in the Rwanda today and about 300 resulted into death in 2008. With a concerted effort in improving the safety situation, the number of fatalities can be halved by the year 2020. If nothing is done about the road safety situation the number of fatalities is expected to double in the next 10 years.

Despite traffic growth, it is expected that the effects of less-polluting and more fuel efficient new vehicles will cause a net decline in air pollutants. Technical breakthroughs in engine design (e.g. fuel cells) will help.

Air Transport New airport to be located at Bugesera: Rwanda’s main air gateway is Kigali International Airport, located at Kanombe, approximately 10 km from Kigali City centre. The airport has international flights to Nairobi, Entebbe, Addis Ababa, Bujumbura, Johannesburg and Brussels, and is the main airport for the national carrier Rwanda Air Express. Plans to construct a new international airport at Bugesera, 40 km south-east of from Kigali CBD using the national road are in progress.

Figure 5: Rwanda Airports 2010 (next page)


D O M E S T I C A I R T R A N S P O R T

Domestic air transport passengers have almost tripled from 1,371 to 4,029 in years 2005 and 2006 respectively. This has been a result of the increase in the number of flights by the national carrier (Rwandair Express) which flies thrice a week to and from Kamembe.

Table 2: Airports and Aerodromes of Rwanda

Town Name ICAO Code

IATA Code Use Customs

Runway (Typ)

Runway (m)

Kigali

Kigali International Airport HRYR KGL Civ Yes Paved 4 800

Butare Butare HRYI BTQ Priv No Paved 930

Gabiro Gabiro HRYO - Priv No Unpaved 800

Gisenyi Gisenyi HRYG GYI Civ No Paved 1070

Kamembe Kamembe HRZA KME Civ No Paved 1630

Nemba Nemba HRYN - Civ No Unpaved 1200

Ruhengeri Ruhengeri HRYU RHG Civ No Unpaved 1600

Source:RCAA

Concerning aircraft movements, over the last five years Kamembe International airport has had a fluctuating number of air crafts movement with the highest being 2,124 in 2002. In 2006 the number of aircrafts arriving and departing the airport went as far as 89.0% increase, while Gisenyi aerodrome saw a decreasing number of aircraft movements for the last five years. However, there are hopes that the number will rise again due to plans by Rwandair Express, the local carrier, to open up a scheduled service.

Figure 6: Kigali International Airport



I N T E R N A T I O N A L A I R T R A F F I C

The number of International Aircrafts movement has not been stable for the last five years with the highest being 10,141 recorded in 2002. From that period, the number went on decreasing to the extent that by 2006 it was 6,052. The reason for the decrease is due to pulling out of some international airlines.

Total International passenger movements embarking, disembarking and transit have registered an increasing trend over the last five years. The figures recorded in 2005 showed an extraordinary increase spurred by international conferences taking place in the country by that time. International air traffic, whether for business, social or leisure purposes, can be closely correlated with the growth of the national economy. Domestic air traffic is also related to GDP growth and is assumed to be about 2% of international traffic in 2008. Based on recent air traffic demand forecasts, the number of international air passengers is expected to be about 500,000 to one million passengers a year at an inter-national airport by 2020, compared to about 247,843 now. Domestic passengers would amount to about 20,000 a year compared to some 5,588 now.

Table 3: Aircraft Movements, Commercial Passengers and Cargo

I: Aircraft Movements 2007 2008

(a) Passenger and combi (combination)

Aircrafts 5,422 7,719

(b) All Cargo Aircrafts 389 347

(c) Total Air Transport Movements 5,811 8,066

(d) General Aviation and other Aircrafts

Movements 3,595 2,610

Total Aircraft Movements(c+d) 9397 10676

II: Commercial Passenger

(a) International Passanger (emplaned

217409 247843

+deplaned)

(b) Domestic Passenger (emplaned +

deplaned) 4084 5588

(c) Total Terminal passenger (a+b) 221493 253431

(d) Direct Transit Passengers 17416 22684

Total Passengers(c+d) 238909 276115

III: Cargo (Freight &mail) in Metric tones

(a) International Freight (Loaded +

Unloaded) 5,006.68 6,022.72

(b) Domestic Freight (loaded + unloaded) 0 1.71

(c) Total Freight (loaded +unloaded) 5,006.68 0

(d) Total Mail (loaded +unloaded) 260.09 2,519.36

Total Cargo(c+d) 5,266.77 2,519.36

Source: Rwanda Civil Aviation Authority



Figure 7: Location of Kigali Master Plan and existing situation site for the New International Airport 2010.The deadline for finalization is set in 2014?

Water-bound Transport Lake Kivu This is by far the largest of Rwanda's lakes, forming the border with the DRC. There are occasional boat services between the ports of Rusizi, Karongi and Gisenyi but these do not run to a regular timetable and often have to be chartered. There are also boats used to ferry people to some of the islands in the lake, but these also do not run regularly. Local fishermen operate along the entirety of the lakeshore, usually in dug-out canoes or other hand-crafted boats. The Rwandan navy operates a few boats on the lake to protect the country against infiltrators from the Congolese side.



Figure 8: A boat from RDC with goods for sale arriving early in Rufuwo

The growth in water-bound transport is expected to parallel that of air transport since it is highly correlated with the growth in the economy. There may be unforeseeable, external effects changing this forecast due to the Rwanda’s ongoing transformation to a market economy, but these are not expected to be very significant. In terms of cargo flows, the existing capacity at the ports and programmed improvements will be able to handle the increase in imports.

It should be noted that the volume of imports in tons in the nation is overwhelmingly higher, more than 10 times, than exports. This reflects the trade balance of the country as a whole. Unbalanced cargo flows can create capacity planning and container storage problems both to land transportation utilities and for port authorities and liner service. Terminal capacity and the carriers must match the direction of heaviest demand. The unbalanced flows represent a challenge for efficient inter-modal cargo transport and logistics that need to be accounted for.

Future Directions Future directions in transportation investment can take several paths. In transportation there are four levers to make changes to attain the desired path.

L A N D - U S E L E V E R

Control land use (especially where people live and work). The geographic location of people and economic activities is one of the most important drivers of transport demand. It determines how much travel occurs between any two points in the nation, province, district or town T R A N S P O R T A T I O N L E V E R S

Adjust transport service levels (e.g. alter the speed, convenience, frequency or other quality of the service provided). Apply transport management measures (i.e. make best use of existing infrastructure). Examples include public transport priority measures, intelligent highway systems, congestion pricing or tolls for automobiles, inter-modal freight facilities, geographic positioning systems, and instrument landing systems for air traffic. Supply transport capacity (i.e. build more capacity). This includes a wide range of options. Examples in the land sector include the addition of traffic lanes to a road network in the form of an upgrade (e.g. the conversion of an existing two-lane road to a four-lane limited-access highway) or an entirely new link (e.g. the extension of an existing road). Air transport examples include airport runway lengthening, apron expansion, and additional terminal gates. Construction of terminal facilities and improving road access are examples for the maritime sector.



Transport Strategy A transport strategy comprises a series of transport investment proposals and policy priorities designed to activate and support the spatial development strategy. The measures to be included in the transport strategy were identified in the following manner.

An inventory of potential transport improvements has been done during the Plan preparation. It includes those considered in previous studies ideas presented by others such as district staff and other public administrations, and entirely new proposals.

The Green Scenario is based on the combination of a balanced development of rural areas and of large and medium sized towns, on concentrated urban development and more efficient use of existing urban and urban mixed areas. The transportation strategy to support this spatial development pattern is “public transport oriented”. Features of this ‘green scenario’ transport Strategy include reduced car dependence, rapid transit lines in Kigali, bus systems in other big towns, passenger and freight railway connection between main towns. It also includes increased capacity at a new International Airport while Kigali Airport will function as a city airport catering mainly for business travellers in smaller planes with reduced environmental impacts.

Implement Supporting Actions There are a number of actions that underpin the transport strategy by providing a solid foundation for its implementation. They are predominantly cross-modal in character, applying to all modes, land, water-bound or air, and are largely independent of the spatial development strategy adopted.

I N T E R - T R A N S P O R T

Inter-Transport connects Rwanda to neighbouring countries and beyond. These are important economic linkages. International co-operation and integration is a prerequisite for creating inter-modal networks. Impediments to trade, commerce and tourist travel between the Rwanda and the rest of the world need to be minimized. This is highlighted through the concept of gateways which provide nation-wide connections for goods, services and passengers.

Specific actions include:

Support the development of the national road network including the East-African and Trans-African Highway Corridors initiatives of Railway line and the underseacables;

Support the efficiency of international land border crossings ;

Enhance the Rwanda’s position as a Gateway to East Africa by encouraging and strengthening international air links from the nation and by supporting the continued viability of the nation’s ports and by ensuring their integration with Transport networks;

Support the rail initiative across the country from Isaka to Kigali that will provides service to and through Rwanda;

Ensure that the Transport system maximizes access to the city of Kigali given its capital city functions and national significance as a major traffic generator or attractor.

Figure 9: Rwanda Connected to the Region



S E C U R I T Y A N D S A F E T Y

It should be safe and secure to travel in the country. Most of all, an incident management and response system needs to be improved across all modes. For water-bound transport, the highest risk is likely a large spill of contaminants creating high environmental hazards. For air transport it could be a plane crash in an urban area.

For land transport, the number of road accidents with fatalities and severe injuries needs to drastically decrease. Three key ways to reduce the severity of accidents are abiding by the speed limit, wearing seat belts and not driving under the influence of drugs. Bylaw enforcement and action in these three areas can make a significant change in the number of fatalities and severe injuries. Road safety publicity campaigns should be carried out targeting the most vulnerable road users and those who have an impact on their safety. It is also important to separate cars from vulnerable road users such as pedestrians and cyclists by, for example, proper sidewalks, bicycle paths, and pedestrian traffic signals.

The design of urban spaces is essential. Existing and new road construction should be adjusted to the increasing demands of safety, security and aesthetics. Pedestrians’ need for safety and freedom of movement should be satisfied when, for example, they are walking to a bus stop or their final destination such as a school, shop, or recreation area.

In rural areas it is of extreme importance to decrease the severity of human errors. Measures to accomplish this include cleaning up roadside areas from boulders, trees and other solid objects, providing roads with centre guard rails, grade-separated intersections and crashworthy barrier systems.

Figure 10: Conditions of Some of National Roads 2010 (next page)


E N V I R O N M E N T

For the road sector to be able to enhance the environment in the nation, measures such as improved public transport, a change in travel habits and new technologies for cars and fuels are required. Of these, the Plan mainly deals with strengthening the public transport sector and encouraging changes in travel habits.

Congestion is a big problem for the environment. One of transport planning’s basic goals is to make the transport system operate as efficiently as possible. Congestion leads to delays and high environmental impacts. Congestion needs to be tackled by a multi-modal system wide approach. Intelligent Transport Systems can help in this.

A big environmental concern is transport of heavy and dangerous goods. This type of transport places special demands regarding safety and security on designated links in the transport system.

Air noise impacts are another concern. The environmental impact of airports in the nation, for instance, arises mainly from aircraft noise.

E C O N O M I C D E V E L O P M E N T

Good accessibility to and from Kigali City would not only improve its competitive position but also the competitiveness of the Rwanda as a whole. It is an economic maxim that areas with better access to the locations of input materials and markets will be more productive, more competitive and more successful than remote areas. The transport system, in its own sake, can also serve as a tool for generating economic activities. Taking the case of a major capital investment such as a new airport or inter-modal passenger terminal, primary effects are produced by building the facility, secondary effects by running the facility, tertiary effects by using the facility and perpetual effects by changing the economy.

Ideally, the projects create new jobs, attract private investment in the country and expand the country’s tax base.

One way to incorporate much needed transport infrastructure and also foster economic growth is through the implementation of strategic mega-projects. They

should be genuine investment projects where private investments are likely. Possibilities include:

Intelligent Transport System Master Plan to improve mobility and safety

A Kigali City cable car system, which could serve as a prominent landmark and symbol in Kigali. Importantly, the cable car system would be a vital part of the transport system serving all residents, tourists and others around the hilly urban landscape.

C U S T O M E R O R I E N T E D T R A N S P O R T S E C T O R

The current approach to planning and project delivery needs to focus more on the traveller. User needs should be placed at the heart of the transportation system. The principle is that the transport sector should be designed to serve its customers. It is modelled after the private sector in which businesses are dependent upon having satisfied customers in order to sell their products.

This means that systems, processes, and the organizational make-up are all re-designed to create a customer-oriented transport system. Such a clear customer-oriented strategy will provide a solid economic base and will result in transport agencies providing a more efficient and useful range of services, offering quality door-to-door service, for passengers or freight, with easy transfers between travel modes.

F I N A N C I A L S T A B I L I T Y

An important consideration in assessing the viability of the transportation strategy is its cost. How the future improvement projects are going to be funded and by whom is a wide and complex topic. Operations and maintenance expenditures also must be considered. Governments in many parts of the world are turning towards private sources of capital such as user charges to help fund transportation improvements.



I N T E L L I G E N T T R A N S P O R T A T I O N S Y S T E M S

An ITS Master Plan is recommended be developed for the Rwanda. Its purpose would be to define a strategy for using ITS right from the national to local levels. Such a strategy would improve services to the transport user. This would address a critical national need regarding improving traffic safety and mobility throughout the country.

Themes to include in the plan could include:

Traveller information (real time data about the road network such as congestion, construction areas)

Incident management

Vehicle operations (e.g. public transport, commercial vehicles)

Easing border formalities (visa and customs facilitation) using new information communication technology.

M A I N T E N A N C E C U L T U R E

Design, operating and maintenance practices must all take into account the strategic need to extend the useful life of the infrastructure investments as much as possible. An asset management system is a key element.

I N S T A B I L I T Y O F A D M I N I S T R A T I V E S T R U C T U R E S

The instability of administrative and policy-making structures in the transport sector are creating major difficulties in effective future operations, planning and development. For implementation of the future transportation strategy, unparalleled co-operation among agencies is needed along with a more constructive approach to the expansion of facilities.

E F F E C T I V E P L A N N I N G A N D P R O J E C T D E L I V E R Y

If the authorities for air, maritime roads and bridges merge into one agency it would to effective planning and project delivery and would provide more authority and co-ordination.

Likewise, more coordination is needed by all the bodies with jurisdiction at national borders – Ministry of Interior (security), Immigration, Customs, Agriculture, Veterinary, and Standards – to improve good governance and public delivery and prevent uncertainties, confusion, and most importantly, delays. A bill of lading, for instance, needs signatures of all of these jurisdictions which are a time-consuming task.

R O L E O F T H E P R I V A T E S E C T O R

The trend world-wide is that the private sector is increasing its role in the provision of transport infrastructure. A good model to follow may be that the infrastructure is established and managed by the state while the actual passenger and cargo handling operations (including control and safety systems) are the responsibility of the private sector. In other words, the state is the infrastructure manager while the private sector is the operator.

E D U C A T I O N A N D T R A I N I N G

Education and training is a foundation for the future. Vocational training opportunities should be provided as a priority. Airplane and ship maintenance are two activities that would benefit from this. Along with its new terminal and adopting its role as a gateway to Africa, Kigali International Airport could become a national centre for airplane maintenance.

Intelligent Transportation System (ITS) uses computer information technology to manage vehicles and routes, control signals and variable message signs, and provide traveler information. ITS can enhance safety, reduce congestion and travel time, and greatly improve transport service by all modes.



T R U C K I N G A C T I V I T Y

Trucking is vital to the national economy because most goods are transported by truck at some stage in their production cycle. Either the entire journey is by truck or if it is hauled by ship or aircraft, truck transport still happens at one or both ends of the trip. The following are especially important for truck activity:

Efficient border crossings Improved connections to ports and urban freight terminals Safety regulation and enforcement Figure 11: Long cues waiting for protocols to be processed at border crossings.

C O N T R O L L A N D U S E

This spatial development option with its concentrated urban development offers a good base for increasing public transport usage. People are likely to use public transport when employment is concentrated in centres. Secondly, higher densities decrease trip lengths.

A P P L Y T R A N S P O R T M A N A G E M E N T

Transport management measures applicable to Kigali City and other major urban settlements are outlined below. They must be designed carefully in order to attain maximum benefit.

B U S L A N E S

Devoting road space to exclusive use of public transport, especially during peak hours, should be considered whenever possible. This is an effective way to increase the status of the bus system. The bus lanes should be for buses only and it is important to enforce the restriction for cars in this lane.

D I S C O U R A G E D R I V I N G A L O N E

Incentives should be introduced to discourage driving alone and increase the proportion of people ride-sharing, using transit or in the urban areas walking and cycling. Measures to do this include enhancing alternatives to driving alone through attractive pedestrian, cycling and public transport facilities and maximizing the mobility, through traffic management measures, of these priority modes.

P A R K I N G C O S T S

Today it is more or less free to park in the centre of the towns in the nation. In this strategy, parking charges are introduced in the major settlements in the nation to decrease car traffic in the city centres and to increase public transport usage. To be effective, the new parking costs should be enforced by special assigned traffic wardens. This action will reduce the congestion in city centres.

H I G H E R F U E L P R I C E S

By placing a tax on fuel, it becomes more expensive to drive a private car and which will make more people chose public transport or other more environmental friendly modes. The tax should be transferred back to the road users, for example for road maintenance or public transport.

T E L E C O M M U T I N G F R O M H O M E

By building up an information society, new possibilities arise. One outcome is that people can start to work from their own homes. Although the empirical evidence on the impacts of telecommuting on transport is unclear, the number of trips made during peak periods is expected to drop, which leads to less traffic congestion.



P R O M O T E F L E X - T I M E W O R K I N G

Flex-time working is a way to flatten out the morning and afternoon peak hours in dense urban areas. This leads to less congestion and consequently shorter travel times and less pollution.

C Y C L I N G A N D W A L K I N G

Cycling and walking should be recognized as important components of urban traffic. Safe bicycle paths (and bicycle parking spaces) and walking paths should be provided. The attractiveness of these modes of travel should be enhanced by ensuring proximity of work places and services to residential areas, as well as by beautification such as tree planting.

Adjust Service Levels B U S S Y S T E M

Internal bus systems are proposed for all the main towns. The existing bus system in Kigali is adjusted in line with the introduction of a rapid transit system (as described in “supply Infrastructure” below). There will be fast connections from the new main railway station to city centre and to the airport.

The Transportation and Infrastructure Plan locates Transportation and Infrastructure recommendations which would best serve the needs of Kigali as it grows and develops in the future. It also aims to support the vision of Kigali as a regional hub for Rwanda and a continental hub for Africa. Infrastructure and transportation networks need to be structured in such a way to connect and serve proposed major regional and economic centers such as the new Bugesera International Airport and the new City Center with existing centers of economic activity such as Central Business District, Greater Kigali Circulation Concept and Kigali Regional Circulation Plan.

Within the overall transportation and infrastructure plans, thought needs to be given to the total road reserves for the transportation corridors. Establishment of a transportation corridor also includes the establishment of utility infrastructure locations as they are typically located in the same corridor or reserve. As these corridors are planned, consideration needs to be provided for future people moving (such as rail) along the boulevard corridors, utility infrastructure within all corridors and where that is

located within the roadway reserve, the provision of greenways or landscaping within the corridors and how the location for that relates to the utility infrastructure, and lastly, the provision of pedestrian, bicycle, and motorcycle areas within the roadway reserve. Each type of roadway will have specific needs that should be considered when planning the corridor, rather than after construction.

The main ideas illustrated in this plan are as follows:

The design and location of a new parkway following the Nyabugogo river that would improve linkages between Bugesera District and the Nyabugogo Bus Terminal without having much of an impact on the existing urban area.

A northeastern bypass road connecting the road to Byumba and the road to Rwamagana. This road would provide much better accessibility to the interior of Gasabo District, and would continue south through the Masaka Sector where it would be able to connect with the new Airport or Lake Mugesera.

Creating a regional road hierarchy through the upgrading of existing roads, and the construction of new roads.

The closure and redevelopment of the Nyanza Landfill into a regional park and the location of new landfills located in one of the new proposed sites identified in the Plan. These sites were identified using general site selection criteria that take into account transportation, land use, public acceptability and safety, along with geologic, hydrologic, and geomorphic conditions. Before a site is chosen, a detailed environmental assessment should be preformed to determine the appropriateness of these or any other sites before developing a landfill.

The construction of a new dam at the upper end of Lake Muhazi. The existing dam on Lake Muhazi is inadequate as it is located on an observed fault-line and does not adequately regulate flood control of the watersheds draining into the lake.. A new dam should be built in more geologically stable area that can better regulate flooding along the Nyabugogo River. If a new dam was constructed, Lake Muhazi could also serve as an increased water source to sustainably and efficiently meet the infrastructure needs for Kigali in the future (Kigali city master plan 2009)

For other major towns, the bus systems focus on the connection between the city centre and the railway station. The bus system in these towns will, clearly, also be a major asset for those who are “transit captive”, i.e. they do not own or have access to a



car. It is also important for equity reasons, e.g. for the young and the elderly, to be able to travel on their own.

Intercity bus service is expanded. There are routes between Kigali and most of the settlements in the nation. (MAP) Their frequency varies from one to four buses during the morning peak hour. Since there can be many different bus lines on one link, some settlements have especially good accessibility to Kigali and to neighbouring towns.

M O T O T R A N S P O R T

Motor cycle taxis are a means of commonly used transport mode in Kigali City and other major towns in Rwanda, they are easily accessible and convenient during the rush hour and through the traffic jams, they are used in rural areas where other public transport is not available, however they are relatively costly compared to the minibus and sometimes also can cause accidents at main road junctions and major crossings. In Kigali they serve about ??% of person transport s (data not found).

Figure 12:Moto and Bicyoto



Supply Infrastructure P R O P O S E D I N F R A S T R U C T U R E T R A N S P O R T A T I O N P R O J E C T O F N A T I O N A L I N T E R E S T

The proposal comes from Ministry of Infrastructure:

Mulitnational Railway project ;

Rehabilitation of Ruhengeri - Gisenyi Road (Works about to be completed)

New Bugesera Airport ;

Improvements to Kigali International Airport ;

One Stop Border post at Nemba - Gasenyi (Burundi). This opened in April 2009 ;

Rehabilitation of Kigali – Ruhengeri Road (83.5km) (tender process ongoing);

Rehabilitation of Kigali Urban Roads (36km) These works began in July 2009 and are scheduled to last 2 years;

Rwanda Road Signage project ;

Transport Master plan, to be approved by Cabinet by the end of 2011 (tender process ongoing);

Construction of Multinational Road Project, Rwanda – Burundi, Nyamitanga- Ruhwa-Ntendezi- Mwityazo- Karongi (273km): construction expected to start in 2010.

N E W R O A D L I N K S

Road infrastructure is the most important means of transportation in Rwanda and a significant contributor to socio-economic development. The country has a very dense

classified road transport network consisting of National and District roads and a dense unclassified feeder road network. The average road network density for the entire country is estimated to be about 0.53km/sqKm. The high rainfall regime and rolling terrain in Rwanda cause erosion on the roads to be very severe, increasing maintenance frequencies, which subsequently increase road maintenance costs. The importance of road maintenance is well known and understood and the Rwandan Government has placed high emphasis on the development and maintenance of roads in the country as a vehicle for socio-economic development.

For the road network to provide an acceptable Nation wide level of service and to reduce congestion close to urban areas, some new road links are required. In addition there are many roads in the road network that are proposed to be upgraded.

Figure 13: Ideas for National Road System Improvement

R A I L W A Y I N F R A S T R U C T U R E

Rwanda is facing Transport high prices due to its landlocked situation. This situation results in deficit of its commercial balance and its continuous dependence vis-à-vis



external assistance. At the internal level, the achievement of goods and services exporting promotion is impossible without the amelioration of Transport and Communications infrastructures which necessarily need rehabilitations and modernisations.

With the financial support of the African Development Bank (AfDB), the three neighbouring countries of the United Republic of Tanzania, the Republic of Rwanda and the Republic of Burundi are planning to implement a railway connection to provide an efficient access to the Port of Dar-es-Salaam (DSM) for the landlocked countries.

The sector objective of the project is to contribute to the implementation of an efficient and economical community transport program which fosters regional economic integration, opening-up and development of areas with a high mining and industrial potential and the agricultural production areas of Rwanda, Kagera and Shinyanga Regions in Tanzania, Burundi, the East Region of the Democratic Republic of Congo and Southern Uganda.

The specific objective of the study project is to find the optimal solution to the construction of a railway line, between Isaka in Tanzania and Kigali in Rwanda, with a link to Burundi. The results of the topographical, alignment, hydrologic and structures studies linked with the transport demand analysis and traffic forecasts have led to the recommendation of the final routes in Rwanda (Isaka – Rusumo – Bugesera –Kigali) and Burundi (Keza – Ruvubu – Gitega – Musongati).

The approved alignments mean railway lengths of 494 km and 197 km for Isaka –Kigali and Keza – Musongati respectively, and 35 stations and stops. On the Burundi link, four mines are connected via branch lines to Nyabikere, Mukanda, Waga and Muremera.

Figure 14: Previous Inter-African railways proposals from Indian Ocean that never reached Rwanda

Figure 15: Proposed Railway Line

Figure 16: Main Roads and Proposed railway 2010

(See next pages)

(


Rapid Transit for Kigali In a densely populated Kigali there is a good opportunity to develop a high capacity public transport system. Rapid transit lines would typically have to cater to demands in the range of 5,000 to 10,000 persons per hour in each direction. To achieve capacity at this level will require dedicated transit facilities. These may be provided by dedicated bus way or rail transit. The exact technology to be used will depend on the physical feasibility and the most cost-effective solution.

Figure 17: Bus Rapid Transit System

Light Rapid Transit (LRT) which offers an intermediate solution with lower costs and capacity than a metro but with a better image and higher capacity than a bus way. Tunis, for instance, has a modern at-grade tramway system with priority at signals and full segregation from other traffic.

The cheapest and easiest system to start with is the bus-rapid-transit (BRT). This system consists of normal buses (usually seating more than 50 persons) which are running on separate lanes or separate streets. The system has a high capacity with relatively low cost. In the Rwanda case they can be utilize powered by gas from Lake Ruvu. There is no need for expensive infrastructure like railway tracks; the only thing needed is separation from the ordinary car traffic. Another advantage is that the system is relatively easy to upgrade to light rail or tram. Since the buses already are running in separate lanes one just needs to add the railway track and extend the platforms to create a light rail or tram system.

At the other extreme, bus ways which have good carrying capacity, have flexibility and are inexpensive to install but may have a poor image. Examples of highly successful ones are in Curitiba, Brazil, the transit way in Ottawa, Canada, and the bus rapid system in Bogotá, Colombia. Also South Africa, BRT is being introduced in major towns.

Park and Ride Parking facilities, park-and-ride lots, connected by high frequency public transport services, should be provided at strategic locations at the outskirts of Kigali.

Air Transport Infrastructure Here two alternatives for 2020 should be considered:



N E W I N T E R N A T I O N A L A I R P O R T A T B U G E S E R A B E F O R E 2 0 2 0 .

The new proposed Kigali International Airport located in the Eastern District of Bugesera, South east of Kigali busness district is at about 40 km, this airport will serve as the main embarkation point for Rwanda’s Tourism and a major source of commerce.

N O N E W I N T E R N A T I O N A L A I R P O R T A T B U G E S E R A B E F O R E 2 0 2 0

Kigali International Airport remains as Rwanda’s main international and domestic airport. Due to its strategic location, it will build on its existing gateway function and become a East African hub for both passenger and freight traffic. To attain this status, new features for 2020 include:

New passenger terminal for international flights. The existing terminal will serve domestic flights;

Rapid transit connection from the city centre to the airport; New navigation aids; Improved logistic facilities for cargo; New hotel in the near vicinity of the airport.

It appears that a new runway will not be required within the planning period. But as it is impossible to predict all the conditions under which the transport system will operate in 10 years’ time and since a new runway will be required at some point in the future, the land area required for the new runway should be reserved. Water-bound Transport Infrastructure Coastal shipping for freight and passengers can be introduced and would be a good candidate for a pilot study.

New water and sewerage systems are required in the ports.

In the future direct rail connection is desirable with the port’s berths being directly served by rail sidings.

Future Transport System The following table lists all the new or improved transportation connections along with the policy commitments required in order to realize the 2020 Transport Strategy. The actions are roughly divided into two areas – infrastructure and management. Infrastructure is the additional physical transport capacity that is added. The amount, type and location are specified. For the management actions, the most important ones, other than supporting the proposed spatial strategy, are introducing transport demand measures (both “carrots” and “sticks”) and supplying management at the national level.



Table 4: Transport Strategy,Infrastructure Actions, 2020

Sector Action

New roads Upgraded roads

Road Transport

Bypasses

Railway for freight and passenger traffic

Inter-city bus system covering major settlements in Rwanda Internal bus system within major settlements, minibuses

Bus Rapid Transport system in Kigali in combination with cable-car system Park-and-ride lots in major settlements

Public Transport

New International Airport or improved existing

Improved logistic facilities for cargo

Logistic centre at Kigali Airport

Extended runway at ??? airfields

Coastal shipping for freight and passengers

Road access to ports

Air Transport

Ship repair facilities

Table 5: Transport Strategy, Management Actions, 2020

Sector Action

Cross-modal Supporting actions

Provision of bus priority measures (separate bus lanes)

Higher and more extensive parking charges

Higher fuel prices

Land Transport

Promotion of telecommuting

Air Transport Kigali International Airport is a national hub for air traffic operations and maintenance

Training and expertise of workforce

Raise maritime administration to same status as air and road agencies

Incident management – emergency response

Water-bound Transport

Private public partnership arrangement; infrastructure managers (the state) and operators (private)

The presentation of the Transport strategy below is based on the extensive analysis of the above infrastructure and management actions in a computerized model that predicts travel behaviour. International experiences were used to assess the results of many possible changes in spatial land-use structure, transport networks and policies. A typical model output is depicted in Figure below.



The results of the land transport plan (including all of the infrastructure and management actions listed in Tables) compared with the situation today is depicted in Figure below. As also can be seen below, the projected growth in population and the economy between 2010 and 2020 means more traffic of all types. Under the ‘green scenario’ spatial development pattern and its transport concept, the nation would become more public transport oriented. Under this scenario, during the morning peak hour the total trips by car would be higher that in 2010, but public transport riders would increase more rapidly. Public transport share of all trips would increase by nearly 90percent.

Key Elements Land Transport A core emphasis is necessarily on roads; high quality roads replacing the existing roads and with new or upgraded roads connecting settlements. Roads and road right-of-ways are the most important element of the transport system, and their safety is a prime characteristic. So far the Plan preparation has not come across a set of Nation Road Standards that should be applied for new roads and upgrading of roads. It is there recommended for national sector planning as well for District and Urban Development Plan that standards for the road system are agreed on and applied in the future.

Figure 18: Example on Comprehensive Road System Standards for Land Use Planning: Section, Photo example and Road Classification



There is a similar case for rail. The geographic extent of the country and the concentration of population, agriculture, industry and other activities in particular corridors and places mean that the Rwanda is inherently suitable for the operation of a railway system. Quality, comfort and frequency of service are required for passenger and freight traffic alike.

There are adequate roadside services along the main road network.. The roadside service area would include a parking area with other services such as toilets, restaurants, fuel, tourist information services, accommodation, and full 24-hour service.

The provision of bypasses around major settlements will ease traffic movement and enhance safety.

Within the capital city and its metropolitan area, better quality roads are only part of the solution. A high quality, public transport system will reduce congestion and cater for future rapid population growth. A high-capacity transit system is required and Kigali has the opportunity to establish an ultra-modern and attractive one, leapfrogging over old technologies. The new system could take full advantage of modern technology such as computer applications allowing for driverless rapid transit. There would be no need to re-fit old technology. This would be complemented by traffic management measures such as bus priority lanes and intersection treatments (where warranted) to give higher priority to public transport, make it more attractive and build up usage.

Inter-city bus service will run along Quality Bus Corridors (QBC) that will be established. QBCs are an important step in improving public transport services. This involves the introduction of a series of measures designed to improve bus reliability and enhance passenger facilities along inter-city links by measures such as new vehicles, increased frequencies, reduced bus journey times, more reliable bus services, improved passenger facilities at terminals and other bus stops, better passenger information, and a safer environment.

Taxis would complement the bus service by focusing on settlements that are remote from bus (and in the future rail) service. It is important that these two modes are structured as complementary services to the buses, not competitive ones.



Electric motored ‘Motos’ should be the final leg of the public transport service with orderly pick-up stops.

Air Transport A high quality, efficient aviation sector is critical to the capacity of the economy. It is an important industry in itself; it is also important for high-tech modern industries, business and cargo (high value goods), for social integration and for tourism.

The sector should be positioned for growth if it is to enhance, and promoted rather than hindered. Growth in air traffic in the nation, both passenger and freight, is expected due to economic growth and trends towards lower fares, integrated networks (alliances and mergers), and liberalization.

The new Bugesera International Airport, as a regional aviation hub, will be completely equipped into a world-class airport with new passenger terminal, concourses, parking facilities, public transport service to the city and all logistics support. It will serve as a landmark in the country, functionally and aesthetically.

Kigali Airport could fulfill one of three roles ranging from full commercial domestic operations to complete closure. The final decision is mainly dependent on noise impacts and urban development pressure. In 2020 it is envisaged that Kigali Airport will function as a city airport catering mainly for business travelers in smaller planes with reduced environmental impacts.

Improvements to terminal facilities in 2010 as a tourist destination and in 2020 as a provincial logistics centre are supported as well.

Water-bound Transport Ports can become an importand link in the supply chain and hold a market share of the Rwandan foreign trade to Congo.

The 2020 Green Scenario increases the efficiency of the Rwandan transport system, encourages growth of trade with other countries, overcomes congestion of the main land corridors to the ports, enhances transport links with other countries, introduces coastal shipping, and strengthens the multimodal aspect of the national transport system.

Lack of Data

Data to use for important comparative indicators showing distribution, quality, performance, etc. have not been found. Consequently it is not possible to compare inequalities of, for example, proportion of the population that use public transport, persons /car ratio and persons / moto ratio BETWEEN Districts, which is a fundamental comparative analysis in a National Plan. It is therefore recommended that the sector authority make such data available so it can be accessible for District Development Plan revision that is due in 2012.

Guidelines A transportation strategy comprises a multi-modal package of policy actions that are working together and mutually supporting one another; (1) common policies across all modes, and (2) the four policy levers of controlling land use, applying demand management, adjusting service levels, and supplying infrastructure. They need to be implemented together.



Guidelines – Transportation

General External transport linkages that extend beyond the borders of the nation should be strengthened in order to meet the needs of inter-provincial, national and regional travel.

Safety and security should be secured by reducing serious and fatal accidents. A road safety program should be strengthened in order to reduce the unacceptably high accident rates by focusing on controlling speeds and the use of seat belts.

An emergency response system should be established across all modes.

The environment should be enhanced by supporting measures to control and reduce noise, air pollution and other emissions.

Economic development should be supported by improving accessibility to commercial and retail sector activities and promoting circulation of people and goods. The implementation of some landmark transport-related national development mega-projects should be considered in order to spur development.

Transport customers, the users, should be put at the heart of the transport system.

A maintenance culture should be imposed. Existing transportation systems should be maintained in a safe and usable state. An Asset Management System should be developed and implemented to manage the infrastructure needs and to optimise the investment in maintenance and rehabilitation.

An acceptable level of accessibility should be provided throughout all geographic areas to all user groups, including those with special needs, of the transport system.

Institutional development should be promoted by reducing the instability of administrative and decision-making structures, streamlining organisational

structures to enable more effective planning and project delivery, increasing the role of the private sector, and upgrading vocational training opportunities.

Land Use

Road system standards for national sector planning as well for District and urban development planning are agreed on and applied in the future.

Concentration of economic activity should be encouraged. Growth should be clustered in centres and along high-density corridors that can be targeted for intensive public transport services. (Umudugudu)

New urban areas should be as self-sufficient as possible and be discouraged from becoming “bedroom communities” with high commuting to the central business district(s).

Pedestrian and bicycle-friendly urban design should be supported through mixed use developments, so residents can find more of their services and jobs closer to home.

Demand Management

Efficiency and capacity of transportation infrastructure and facilities should be improved by supporting transport management activities such as signalisation, pricing strategies, public transport priority measures, aiming at maximum efficiency of the existing system.

Implementation of pricing alternatives should be investigated to encourage more sustainable travel patterns.

Telecommuting should be encouraged as a means of reducing peak period travel.

Service Level

Efficient multi-modal access to national gateways and inter-urban facilities should be promoted, such as airports, ports, inter-city rail stations and border crossings.



The potential for heavy rail for goods and passenger traffic should be exploited.

“Quality Bus Corridors” between settlements should be established.

Trucking activity should be supported through more efficient border crossings, improved road connections to terminals, and safety regulation and enforcement.

Education (particularly vocational training) and research should be actively supported.

Border crossing transport infrastructure should be improved, as well as operational procedures, reducing delays.

Roadside services should be provided along the nation’s main road network.

Supply Infrastructure

All major towns should be supplied with a high-quality public transport system and Kigali with a high capacity transit system.

Capacity should be added to the existing transportation system by constructing new highways and upgrading existing ones. The road networks should be expanded to ensure that acceptable service standards are met.

Guidelines for all classes of roads and right-of-way standards should be developed, maintained and applied.

Measures to reduce through traffic (e.g. bypasses or ring roads) should be considered since congestion and pollution problems and their damaging effects are concentrated to inner-city areas.

Rail transport should be supported to achieve greater efficiency of goods movement.

Park-and-ride lots should be provided at strategic locations around Kigali which are connected by high-frequency shuttle express bus service.

Use of ports for coastal shipping and short-water-bound shipping services should be encouraged.

Airport modernization and expansion plans should be supported, like a new international terminal and preservation for a future new runway.

Air services from Rwanda into the network of international destinations should be strengthened.

Equipment handling and interchange facilities at water-bound ports should be improved. Inter-modal transports should be promoted.

Figure 19: Area of National Interest in Transportation (next page)


REFERENCES 1. Rwanda Vision 2020, Pillar number four, Infrastructure Developement

2. MINICOFIN, 2007, Economic Developement and Poverty Reduction Strategy for Rwanda (EDPRS)

3. MININFRA, 2008, National Transport Sector Policy

4. MINICOFIN, RRA, 2008, Number of Registered Vehicles by Category

5. MININFRA, 2010, National Road Network

6. MININFRA, 2009, Rwanda Civil Aviation Authority (RCAA)

7. MINALOC, 2008, Integrated Development Program (Infrastructure)

8. MININFRA, 2009, Transport Development Agency (TDA)

9. RWANDA NATIONAL POLICE, 2010, Road Safety

10. NISR, 2009, Statistical year book, www.statistics.gov.rw

11. Rwanda Demographic and Health Survey 2005

12. NISR, 2008, Rwanda Deveopement Indicators, 2006,

13. The World Bank, 2009, www.worldbank.org

14. Kigali City Conceptual Master Plan, 2009,

15. Kigali City Council , February 2007, www.kigalicity.gov.rw

16. Rwanda Development Board, doing busness statistics, 2008

LIST OF TABLES TABLE 1: NUMBER OF REGISTERED VEHICLES BY CATEGORY, 2010..............................5 TABLE 2: AIRPORTS AND AERODROMES OF RWANDA....................................................11 TABLE 3: AIRCRAFT MOVEMENTS, COMMERCIAL PASSENGERS AND CARGO ...............12 TABLE 4: TRANSPORT STRATEGY,INFRASTRUCTURE ACTIONS, 2020 ..........................19 TABLE 5: TRANSPORT STRATEGY, MANAGEMENT ACTIONS, 2020 ...............................19

LIST OF FIGURES FIGURE 1: THE PUBLIC TRANSPORT---------------------------------------------------------------------- 6 FIGURE 2: CABLE CAR TRANSPORT IN MEDELLIN-COLUMBIA------------------------------------------ 7 FIGURE 3: NATIONAL ROAD NETWORK 2010 (SEE NEXT PAGE)---------------------------------------- 7 FIGURE 4: BUS TERMINAL- A BUSY NODE WITHIN, TO AND FROM KIGALI CITY.------------------------ 9 FIGURE 5: RWANDA AIRPORTS 2010 (NEXT PAGE) ----------------------------------------------------- 9 FIGURE 6: KIGALI INTERNATIONAL AIRPORT ----------------------------------------------------------- 11 FIGURE 7: LOCATION OF KIGALI MASTER PLAN AND EXISTING SITUATION SITE F ------------------- 13 FIGURE 8: A BOAT FROM RDC WITH GOODS FOR SALE ARRIVING EARLY IN RUFUWO-------------- 14 FIGURE 9: RWANDA CONNECTED TO THE REGION---------------------------------------------------- 15 FIGURE 10: CONDITIONS OF SOME OF NATIONAL ROADS 2010 (NEXT PAGE) ---------------------- 16 FIGURE 11: LONG CUES WAITING FOR PROTOCOLS TO BE PROCESSED AT BORDER CROSSINGS.- 19 FIGURE 12:MOTO AND BICYOTO------------------------------------------------------------------------ 19 FIGURE 13: IDEAS FOR NATIONAL ROAD SYSTEM IMPROVEMENT ----------------------------------- 19 FIGURE 14: PREVIOUS INTER-AFRICAN RAILWAYS PROPOSALS FROM INDIAN OCEAN ------------- 19 FIGURE 15: PROPOSED RAILWAY LINE----------------------------------------------------------------- 19 FIGURE 16: MAIN ROADS AND PROPOSED RAILWAY 2010 ------------------------------------------- 19 FIGURE 17: BUS RAPID TRANSIT SYSTEM ------------------------------------------------------------- 19 FIGURE 18: EXAMPLE ON COMPREHENSIVE ROAD SYSTEM STANDARDS FOR LAND USE--------- 19 FIGURE 19: AREA OF NATIONAL INTEREST IN TRANSPORTATION ------------------------------------ 19

07 transportation steering committee draft

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