Ibom Industrial City is located at the south-eastern corner of Akwa Ibom, one of the nine States of the country’s highest oil and gas producing region, Niger Delta.
It faces the Atlantic Ocean to the south and Calabar Channel to the east. On land it is bounded by the Cross River State
to the east and by the Rivers and Abia State to the west.
The area surrounding the site is characterised by dense vegetation. Similarly, to the rest of the region, low relief and poor ground drainage are the primary factors responsible for the low number of large settlements within Akwa Ibom, especially along the coast. According to the Niger Delta Region Development Master Plan (2004), the population density in coastal Akwa Ibom is less than 100 people per square kilometre.
There are a few scattered urban settlements just outside the site to the north, the largest being Ibaka, Erwang and Unyehe.
A photographic survey of the site and the surrounding area can be seen in Figure 1.4. The numbers on the photos and
on the illustrative map in Figure 1.3 associates each photo to its own geographical location. The camera viewing direction is also indicated.
Site Size and Characteristics
The site comprises of 14,500 ha of mainland, including water bodies and Tom Shot island which faces the Cross River to the east.
The site is primarily swampy forest. A number of creeks traverse the site in an east
to west direction. The designated Stubbs Creek Forest Reserve forms part of the site.
The predominant economic activities are agriculture and fishing. There are several small villages scattered around the site, including several fishing villages along the coast. At the time the Worley Parsons Master Plan was issued (2010), there were 22 settlements located within the site boundary, 17 of which on the mainland and only five on Tom Shot island. These are listed in Table 1.1.
Industrial City Formation
A corridor of industrial zones can be observed forming along the Nigerian coast.
There are three industrial estates in the Delta Region, which are located in existing urban settlements (Port Harcourt, Warri and Calabar);
The Port Harcourt and Warri industrial zones are located within the existing urban areas;
The nearest industrial estates around Lagos can be found in Apapa and Lekki.
There is one deep sea port located on the coastline near Lagos, which experiences congestion frequently.
A higher concentration of ports can be found along the south-eastern coast.
There is greater margin growth in the south-eastern part of the coast.
The proposed deep sea port at IIC, would facilitate growth in the wider region, reinforcing the efficiency of the coastal industrial belt.
In this section the transportation infrastructure required to enable the development, by providing appropriate levels of multi-modal accessibility for the movement of goods and people, is identified conceptually. Enabling infrastructure (shown in Figure 7.26) has been identified within the context set by the analyses of existing and future transportation networks described above.
Concepts may be developed further, and recommendations made for the sizing of infrastructure, based on the estimates of the demands for movements that will be generated by the master plan options.
A network of dual-carriageway roads connecting the main urban, industrial and agricultural areas of Akwa Ibom, and connecting these, with the national strategic road network, is being developed. Subject to clarifications on the status of current road construction schemes, this network would appear to be nearing completion. Enabling road infrastructure will then consist of the connections between the Port and the Industrial City and the East-West Road.
Provisionally, prior to the analyses of generated traffic demand, a minimum of two connections to the East-West Road are proposed. One will primarily serve the Port, logistics and heavy industrial areas and one will serve the rest of the Industrial City. The potential need for a third connection in a later stage of development will be assessed based on forecast
Subject to the assessments of potential traffic demand the connections to the East-West Road could be implemented
as single carriageway roads initially with reservations for later upgrading to dual carriageways.
The implementation programme for other outstanding road improvement proposals in Akwa Ibom should be reviewed taking into account the master plans for the Industrial City and Port, and their phasing. Given the substantial levels of traffic that will be generated by the developments, in particular HGV traffic, further improvements may need to be advanced
in terms of their priority, including a by-pass on the East-West Road for Eket.
A high quality public transport system should connect the Industrial City with the main destinations in Akwa Ibom.
The principal public transport corridors are likely to be northwards towards Uyo and west towards Eket and Ikot Abasi.
This system is likely to be bus-based as demand levels are unlikely to justify rail-based solutions, unless passenger services are provided in conjunction with a rail link to the Industrial City.
A high quality bus system should also be implemented within the Industrial City. Interchange facilities should be provided
to facilitate transfer between internal and inter-urban services.
The Port and Industrial City should be connected to the national rail network. Land uses within the industrial City that are likely to generate freight movements that could economically be handled by rail, may be located to facilitate direct
access to the rail line. If a viable passenger service is also feasible then a link into urban centre of the Industrial City
will be required.
Options for the provision of the rail connection, and its implementation timescale, are to a large extent determined by the plans for development of the national rail network.
Subject to the completion of the new railway line between Aba and Calabar via Uyo, the obvious option for connecting the Port/Industrial City to the national railway system would be by means of a direct link to this line at or in the vicinity
of Uyo. This would involve the shortest length of additional line, would presumably then be the least costly option,
and could be expected to have the greatest potential for passenger traffic.
Other options do exist for connecting the Port/Industrial City to the railway network, as shown schematically on Figure 7.26. These could be considered if they facilitated rail access to other major traffic generators such that higher freight and passenger demand (and hence revenues) would justify the likely additional costs.
Timing of the implementation of the rail connection will depend on the phasing of the Port/Industrial City development and how freight demand is forecast to develop, and the priority accorded to it within the national rail network development programme. It is unlikely to be implemented in the early phases of the development.
A Feasibility Study is required to identify an alignment for the rail connection to the Port/industrial City, and to provide
a cost estimate and implementation plan.
Enabling infrastructure should facilitate the exploitation of the scope for moving freight, and to a lesser extent people,
by waterway. Realisation of this potential will, of course, then depend on the measures to improve the capacity of the waterway system discussed above - channel dredging and the improvement/expansion of loading/unloading/trans-shipment facilities – being carried out.
Enabling infrastructure to facilitate water transportation could include east-west canals to connect to the north-south waterways, most importantly the Cross River. These, however, have to be subject to feasibility studies, particularly with regards to their impacts on drainage and the environment. Facilities for trans-shipment between maritime vessels and inland waterway vessels would be required at the port, together with jetties for loading and unloading at appropriate locations
in the Industrial City.
An assessment of the potential demand for waterway transportation, in terms of the generated commodity flows that could be carried, will allow the requirements for water transportation infrastructure to be considered further.