Why The Abuja Metro Is A Mass Transportation Failure.
On a Thursday Morning, in the 12th of July, 2018, President Muhammadu Buhari took a ride from the Central Business District of Abuja to the Nnamdi Azikiwe International Airport. It was a train ride marking the first official trip of the Abuja Metro which he had just commissioned. During the commissioning ‘ceremony’, President Buhari said that the project is in line with his Change agenda and that the “accomplishment clearly demonstrates our (his current administration’s) commitment to addressing critical infrastructural projects.” The Abuja Metro, under the Abuja Mass Transit System, is the first light rail system in West Africa and the entire project was flagged off in 2007 by then President, Olusegun Obasanjo.
The commissioning sparked off political debates on whose presidential administration is most responsible for the success of the (launch of the) Metro. Some claimed that previous PDP tenures deserve more accolades as most of the progress was made then. Others argued that the current APC administration put in the more effort to ensure its completion. This was then regarded to simply be a campaign strategy for the upcoming elections.
Amidst it all, I wondered whether the project was done to score political points for the benefit of the politicians or to primarily enhance mass transportation within Abuja, which is currently very problematic.
I’ll digress for a bit (for a lot, really).
The Abuja Master Plan was made for a population of about 3 million people living in its four phases. The plan was conceived to divide the entire city into sectors (a number of sectors in each phase) having 100,000 to 250,000 inhabitants which would function as self-sufficient mini-cities. These sectors were to be developed, serviced, and inhabited — in that order — successively with non-residential services at walkable distances to residents.
Currently, only the first phase of the Master Plan comprising Asokoro, Central Area, Garki, Maitama, and Wuse Districts has attained a commendable level of infrastructure development and availability of services. The second phase with Districts including Utako, Mabushi, Kado, Katampe, Jahi, Wuye, Jabi, and more was already being inhabited before the development of infrastructure, which is still far from completion. In phase three, where massive estates like Sun City, Sunny Vale, and CITEC are, different directions of traffic flow share the only developed half of the bordering ring road, causing traffic congestion during peak hours (an issue for another day).
This digression highlights one of the major causes of the mass transportation problem Abuja faces. If Sectors were fully developed before they were inhabited, they may have had the chance of being mini-cities; where residents could live, work, learn, and play within a single Sector, reducing inner-city inter-sector commuting. However, many Sectors in other phases of the City currently do not have sufficient working, playing, and learning facilities, forcing a high influx of people into Phase One during working hours. This is in addition to the influx from the other five Sub-Districts (Kubwa, Nyanya, Karu, Jikwoyi, and Gwagwalada); settlements that were never in the Master Plan but sprung up due to other factors such as Lugbe (again, an issue for another day); and from neighbouring Nasarawa and Niger States.
So, while it is arguable that the City itself (only Phase One to Three considered) does not currently accommodate up to 3 million people, the work-hour population surpasses it. To put this into context, during work hours, just one (maybe two) phase(s) of the City accommodates way more than all four phases of the City was planned for. The challenge, therefore, is to transport all these people into Abuja’s most active Phases and back out to their residences at early and closing hours respectively, en masse.
Now, let’s get back away from all this boringness.
On a Wednesday Morning, in the 1st of August, 2018, I took a ride from the Central Business District of Abuja to the Nnamdi Azikiwe International Airport on the now operational Abuja Metro Line. The trip started at the Abuja Metro Station located behind the World Trade Center under construction. The Station may be a bit hard to find for people not too familiar with the city and even for some cab drivers. Google Maps doesn’t help much as the location is yet to be added, making it equally hard for the station to be located personally or with services like Uber and Taxify. The road signs placed along Constitution Avenue, with directions up to the station are helpful but here’s a map anyway. (If the point I pinned isn’t showing, it’s along 15th street, north of Constitution Avenue).
I had gone to board the 10am ride to the airport knowing I’ll have to find another mode of transport back into the city as the train makes only three trips in one way per day. To return by train, after arriving at the Airport at 10:40am, one will have to wait for the next ride back which is scheduled for 1:30pm. I understand that scheduling the rides is very complex as it requires ride times for one trip to be in sync with other connecting or passing trips. But, bearing in mind that the Metro Station is in a working District (the CBD) and that the train operates only on workdays (Mondays to Fridays), the target commuters should be the working population in the CBD. It is, therefore, impractical that the earliest arrival time to the Metro Station is 9:40am.
Let’s have a scenario of a commuter living at Kubwa who has to be at work in the City by 9am. I’m using Kubwa because it’s the only major settlement with an operational train terminal (we’ll get to that later). Spoiler: she goes late to work and loses her job.
Firstly, she’ll have to be at the Kubwa Train Station by about 8am to join the train commuting from Kaduna to Idu. The train arrives Kubwa at 8:28am and departs for the Idu Station at 8:31am. Arrival at Idu is scheduled for 8:43am. These are based on the time schedule of the Abuja-Kaduna train service which has been in operation for about two years. In Idu, she’ll have to wait until 9:20am to board the next train heading to the Abuja Metro Station with final arrival time at 9:40am.
Let’s stick with our soon-to-be-unemployed lady for a little longer. After arriving at the CBD, she’ll not easily access any other mode of public transport to get to her final destination. Some embassies make up the closest functional buildings so, unless she works in one of them, walking to her office is out of the question. Currently, commercial motorcycles and tricycles do not function within the District and cabs are also scarce at the terminal. Ideally, mass transit should reduce (private) vehicle dependency. Commuters should be able to walk from their houses to the nearest terminal (“…with non-residential services at walkable distances to residents.” Remember this?) and from terminals to their work places, schools, or other such facilities. Like with most of Abuja, however, the ideal is not the case. To save her job, she’ll be better off getting a cab or bus ride from Kubwa to either Berger Junction or Area 1 Junction for N150 or N200. This is the same cost for bus rides from Gwagwalada and Nyanya — the other two City entry routes.
That brings us to the fares. I was curious to know how much the tickets cost. “It’s free,” a lady at the Ticketing Office told me with a smile. She was polite and so were other staff. But in this Premium Times review, a commuter was reported to have said, “This is still a promo. They just started so everyone is being nice.” Whatever the case, it was refreshing to see that they were all smartly dressed in their yellow and green outfits and provided services as endearingly as expensive hotel staff.
I was happy to smile back and embrace whatever form of politeness I got. “Why?” I asked.
She chuckled. “It’s like a promo till 16th of August.” That commuter was right after all.
“That’s nice. How much will a ticket cost after the promo is over?”
“I don’t know. They’re yet to fix a price.”
She didn’t know. Now, neither do I. My best guess is only mathematical. The two hour train ticket from Abuja to Kaduna costs N1300 for morning rides and N1500 for rides after. First class tickets are more expensive. Therefore, the cheapest rate I expect for the forty minute trip from Abuja Metro Station to the Airport Station is N430 Naira. The tickets will either be N450 or N500. Private cab services cost about N4000 from the Airport into the City. Uber rides cost N3300. But a public taxi (more commonly referred to as ‘along’), which are not the most comfortable as drivers can pick up four passengers in the back seats costs a mere N200. The N500 fare seems reasonable to me, but not to the minimum wage earner (N1000 daily for 20 working days in a month > N18000 minimum wage). Ideally, mass transit should be the most affordable form of non-pedestrian/non-cycling transportation in a city. Like with most of Nigeria, however, the ideal is not the case.
The ride on the train was smooth, comfortable, safe, and very convenient. A good number of the commuters were there simply for the experience; taking selfies and group photos at the terminal, in the coaches, at the Airport Station, and even with the train crew. Some parents brought their children in family matching outfits to experience their first train ride. Their kiddy excitements reminded me of mine the first time I saw an aeroplane during a primary school excursion to Mallam Aminu Kano International Airport years ago. In the train, I was lucky to sit across from a man who discussed its speed and efficiency with a Chinese CCECC worker. He instructed that they should consider providing pedestrian bridges where the train passes through small communities as the barricades built on both sides are already being vandalized by locals who need to cross the line. In retrospect, I should have asked for his name and relevance. But he seemed relevant enough to also instruct that similar framed pictures that hung inside the coaches be made available to decorate his office with.
The Abuja Metro is the best affordable and convenient means of transport between the Airport Station and the CBD Metro Station. The 40 minute trip duration is similar to the drive time along Umaru Musa Yar’adua Expressway (Airport road). Unfortunately, it does not provide a sensible transport alternative from the settlement it connects to. The schedule is also impractical but that can be excused due to its complexity. It will only get more complex when more lots are active.
(Not just the scheduling of trips, but this review, too. At this point, you can end your read having gotten enough to know how the Metro operates and what to expect from it. It gets complicated-ish and as boring as my earlier digression from here on.)
The rail lines are referred to as lots. There are six lots within the Abuja Metropolis with one and half of the lots, 1A and 3, currently functional. While reading the lot routes and terminals below, please, try to note lots that go through the more popular Districts if you’re familiar with Abuja.
Lot 1A (National Line): Idu > Gwagwa > Dei Dei > Jibi >Gbazango > Byazhin > Kubwa > Bwari > out of Abuja > to Kaduna. The terminals at Idu and Kubwa are the only operational terminals along this route in Abuja.
Lot 1B: (Seperates from Lot 1A at Gwagwa): Gwagwa > Karmo > Gwarimpa I > Ring Road III > Jabi II > Jabi > Utako > Employment Center > Wuse > Transportation Center (at CBD) > Garki > Ring Road I. Most, if not all, these terminals are yet to be constructed.
Lot 2: From Nasarawa > into Abuja > Nyanya > Asokoro > OSEX > Federal Secreteriat > ONEX > Maitama > Katampe > Jahi > Gwarimpa > Kafe > Karsana > Kagini > Kaba.
Lot 3: Abuja Metro Station > Stadium > National Park > Ring Road II > Wupa > Idu > Airport. This is the just commissioned line with three operational terminals.
Lot 4: Unclear, but runs from Garki II > Gudu > connecting Districts including Galadimawa, Lokogoma, Kabusa and more to Kaura > Durumi > Garki I.
Lot 5: Unclear, but begins at Gwagwalada and heads into Niger State.
Lot 6: Airport > Kuje > Gwagwalada > Dobi.
In my opinion, Lot 3 is the least essential lot considering the current population distribution of Abuja and its environs. When I first heard of the Metro Rail, my thought was that it will be most beneficial to the residents of Lugbe, as the Expressway from the Airport into the City passes that settlement. But during a conversation with Sam who resides there, I learned that some residents were not even aware of the new development. My assumption was an ill informed one as I would later learn that the rail line goes nowhere near Lugbe and, as such, a terminal can’t be provided there. The false assumption has no effect on my opinion, though, as Lot 3 is still unarguably the least essential. I’ll try to explain with a sketch.
The sketch above shows the built up areas of Phase 1, 2, 3. It also shows other settlements outside these phases including Kubwa, Lugbe, Nyanya, etc. These settlements have sprung up along the three entry points into the FCT. These are the major pressure routes that bring a bulk of population into the City. They come from:
- Niger/Kaduna States, through Suleja, Zuba, and Kubwa.
- Kogi State, through Gwagwalada, Kuje, and Lugbe.
- Nasarawa State, through Mararaba, Nyanya, Karu.
The sketch also shows three major bus stops within Abuja. At the close of work, these stops are full of people struggling and pushing each other (no exaggerations) to get a seat in the next public taxi that slows down, to get home, mostly outside the City.
With all these factors, one would predict that the Lot to be commissioned first will either go through any of the existing settlements or come into the city parallel any of the three entry roads to reduce the pressure. One would be wrong.
Who exactly does Lot 3 serve? What problem does it solve? These are questions that haunt me when I look at the sketch above, considering all factors already established.
Lot 3 goes through only one currently active District; Idu, an Industrial District. While it is good planning practice to connect ports to Industrial Districts by rail for the transportation of heavy goods, machinery, or industrial produce, Idu just doesn’t have enough production capacity to require an operational rail line. Not yet. The District is currently scanty with some furniture and bottling industries active.
Some air travelers will take advantage of this line because it provides convenience at the cheapest rate. But with only three trips from the airport per day, a good percentage will still use the Umaru Musa Yar’adua Expressway to go to or come from the Airport. Lot 1A which connects the Airport to Kubwa has already been proven to be inefficient.
Does this mean the entire Mass Transit System is useless? Of course not. Other lots should have had much more impact, specifically Lot 2 and Lot 1B that go through Districts such as Wuse and Garki and go out towards Nasarawa and closer to Kubwa. See sketch below.
But until the next rail commissioning from among the lots of the Abuja Metro (hopefully, one of these two lots), the residents of Abuja and environs will still have to struggle to get into commercial vehicles at Berger, Federal Secretariat, and Area 1 junctions, and continue to suffer the consequences of not having an effective Mass Transit system.
