INTRODUCTION
This planning report for the proposed Ogun Agro Airport was initiated to establish the preliminary onfiguration of the airport and its surrounding areas. The requirements of the airport were established by quantifying the goals and objectives provided by the State of Ogun for the Airport and applying international accepted planning standards to develop the
required facilities.
One of the goals of the airport is that it will be established as an agricultural cargo airport
that will be an economic vehicle for the local development and will raise the international
profile of the State of Ogun. However, the challenge to develop the Ogun Agro Airport as a
cargo airport will be on its ability to divert cargo, passengers and services from Lagos
International Airport. This will be a challenge because the carriers and their support
structure are well established at Lagos International Airport.
This report presents the results of the quantitative analysis performed by the consultant to
evaluate the demand for the airport and the facilities required to meet that demand. The
analysis was performed considering that even though some of the facilities were not part of
the original scope of work, they were deemed necessary for the proper functioning and
development of the airport, to meet the stated policy goals of the government and to
provide for a “full service” airport.

1.1 PURPOSE AND GOALS
The Minister of National Planning and at the same time Deputy Chairman of the National
Planning Commission has stated that “the crisis of movement of passengers and goods at
the Murtala Muhammed International Airport has made another airport imperative.” Lagos
International Airport can not longer cope with the influx of passengers and cargo. The
proposed site, between the Sagamu interchange along the Lagos-Ibadan expressway and
the Sagamu-Benin expressway, has been identified as a potential location because of its
strategic location.
The airport has been identified as a potential center for the export of flowers, vegetables,
fruits and other perishable goods. Also, the state of Ogun has envisioned the airport as a
potential hub for a new industrial town providing for services and business opportunities to
the people of Ogun. Other proposed uses for the airport include services for mail and
courier operators, a pilot training school, an aircraft maintenance facilities and general
aviation facilities including a pilot training school, helicopter and air taxi services.

 

1.2 BACKGROUND
The State of Ogun is promoting the development of the airport as part of its economic
development strategy that will raise the standard of living of its residents. The proposed
airport will enable the Ogun State to import consumer goods, machinery and industrial raw
products and to export agricultural products and perishable goods.
The purpose of this effort, the outline planning for the airport, is to present and recommend
the long-term development plan for the Airport. The report is organized in logical and
analytical steps that include the analysis of the demand for cargo at the airport, the
development of the facilities to meet that demand and the development of the concept to
address the requirements.
The report includes the following sections:
 Aviation Demand Forecast
 Geological Setting of the Project Area
 Airside Requirements Analysis and Concept Development
 Cargo Requirements Analysis and Concept Development
 Passenger Terminal Building Requirements Analysis and Concept Development
 Airport Support Facilities
 Airport Utilities Requirements
 Airport Land Use Compatibility Criteria
 Outline Master Plan for the Surrounding Areas
 Delineation of Phase 1 Development

1.3 APPROACH AND METHODOLOGY
The first phase of the project was the data collection, site reconnaissance, utility
investigation, topographic survey and mapping, obstacle surveying, geotechnical

The second phase of the project and the phase that is developed in this report is the outline
planning of the airport and its surrounding areas. The main objectives of this section are:
to identify the land requirements for the airport and the surrounding areas land uses, to
identify potential facilities that are needed at the airport, recommendations for land uses
around the airport and identification of the demand for various utilities.
Future activity projections were developed for the long term planning horizon, starting with
the opening of the airport. The aviation demand forecast were used to establish the future
facility requirements for passenger terminal building, support and ancillary facilities and the
most important the requirement for the development of the cargo facilities. It should be
noted that the design schedules were based on the short, medium and long term
development because of the uncertainty of the development for these services at the
airport. The technical analysis and quantification of these needs were performed based on
the design schedules (short, medium and long) as discussed in the report.
The facility requirements for the various components of the airport (i.e. airfield, terminal,
support/ancillary, and ground access facilities) were used to identify the Phase 1
development Plan.

1.4 PREFERRED DESIGN DEVELOPMENT PLAN
The Phase 1 Development Plan is presented in Figure 1.1. Recommended Phase 1
Development elements include:
 Runway and associated connecting taxiway.
 Navigation and Visual Navigation Aids,
 Electrical Substations, Radar Antenna and Support Facilities and Transmitter and
Receiver,
 Air Traffic Control Tower (ATCT)
 Terminal Building
 Cargo Facilities
 Security Checkpoints and Boundary Enclosures
 Central Utility Complex
 Air Rescue and Fire Fighting Facility
 Technical Support Facilities
- Warehouse & Maintenance for Motors & Civil Works
 Fuel Farm
 Catering Facility
 Aircraft Maintenance Hangars
 Airport Maintenance Workshops
 General Aviation Building
The Phase 2 will include all the facilities illustrated for Phase 1 and the following:
 Full parallel taxiway.
 Rapid Exit Taxiway.
 Taxiway connections.
The Phase 2 is illustrated in Figure 1.2
The ultimate phase provides for an additional parallel runway at 760 m from the runway in
Phase 1 and associated taxiways as illustrated in Figure 1.3.

AVIATION DEMAND FORECAST
INTRODUCTION
The “Vision” for the future development of the Ogun State includes the establishment of a
major airport which will act as a catalyst for stimulating economic activity within the State
and particularly in the Development Pressure Area (DPA) included in the Ogun State
Regional Plan 2005-2025. It is envisaged both as a key facility in its own right in terms of
the movement of international cargo, and for domestic passenger traffic.
The State of Ogun has envisioned the airport as a hub for a new industrial town providing
for services and business opportunities, as well as importing consumer goods, machinery
and equipment for industry and the gas and oil sector, and industrial raw materials. Other
uses for the cargo area include services for mail and courier operators.
This section develops the aviation demand forecast for the proposed Airport. Development
potential in Ogun State will be largely related to prospects in the agricultural sector, and
because of its strategic location, between the Sagamu interchange along the Lagos-Ibadan
expressway and the Sagamu-Benin expressway, the airport could provide the foundation on
which an export-oriented horticulture sector exporting vegetable, fruit and other perishable
goods could be developed along the lines of other African countries such as Kenya and
Ghana.
At the same time it could play a key beneficial role in the future in terms of facilitating
passenger and cargo movements at a national level, through providing an alternative to the
existing Lagos Murtala Muhammed Airport (MMA), to relieve it of future pressures related to
capacity constraints, and negative impacts arising from significant congestion and
infrastructure constraints.
In order to estimate throughput for the airport and related planning parameters a number
of assumptions on future development prospects are made below in the following areas:
 Existing and future socio-economic conditions and prospects in the airport’s zone of
influence;
 The potential for agriculture production in the “Zone of Influence” of the airport, and
specifically for high value added crops susceptible for commercialisation through air
transport;
 Likely future throughput of exports of horticulture products and imports of high value
commodities at Ogun Agro Airport;
 Potential diversion of traffic from Murtala Muhammed Airport.
It is also considered useful for planning purposes to draw on parameters from other African
countries exporting similar agricultural produce by air.
Other proposed uses for the airport but addressed in other sections of the report include:
 Pilot Training School
 Aircraft Maintenance Facilities
 General Aviation Facility including, helicopter and air taxi services.
2.2 EXISTING SOCIOECONOMIC CONDITIONS
2.2.1 Population
The population of Ogun State during the 1991 census was estimated at 2.3 million.
Projections at that time assumed a natural growth rate of 2.83% per annum, and on this
basis, population for 2005 was projected at 3.5 million for 2005, with around 45 per cent
urban based and 55 per cent living in rural areas. Population is skewed towards youth, with
children under 5 accounting for 19.1% of the population. In the event these forecasts based
on the 1991 census, have been greatly exceeded. According to one source, the current
population of Ogun State is estimated at 4.2 million in 2007 (Source: World Gazetteer). The
official website for the Ogun State estimates the population at over 5 million - a figure
which had previously been forecast for the year 2020. A large part of this growth can be
attributed to immigration attracted by the significant industrial and commercial
development experienced in Lagos and its surrounding areas. The population of Abeokuta is
estimated at around 630,000 at present. Trends towards greater urbanisation are expected
to continue.

Gross Domestic Product
Real change has been erratic with
overall growth rates of between 4.6% and 9.6%. The International Monetary Fund (IMF)
estimates a growth rate of 4.3% for the current year, although this is likely to be on the
conservative side given the high price of oil – estimated at $100 per barrel as against $60
per barrel used as a basis for the government budget. In parallel, the non-oil sector has
consistently shown high growth rates.

Employment opportunities have not matched the high population growth rates experiences
in Ogun State, and unemployment levels are high – 25.4% of males were unemployed in
the Central District, with 16.3% unemployed in the 15-24 age group. The government is
attempting to provide significant employment opportunities through the implementation of
the SEEDS (State Economic Development Strategy) programme, and in particular greater
involvement of the private sector in both the agricultural and Industrial sectors. The latter
covers a wide range of products manufactured in large-scale and small-scale industry in the
public and private sectors. Amongst the promotional strategies, the Ogun State
government is developing Free Trade Zones such as Idi-Iroko in Ipokia with 32 hectares.
Possibilities will exist for linking such developments with the proposed Ogun Agro Airport.
2.3 TOURISM
The establishment of a new Airport in Ogun State could also provide a stimulus to the
Tourism industry – a sector neglected by the previous administrations. The current
government is attempting to revitalize this, with steps to bring about a tourism boom to
boost employment and the local economy. Tourism potential in Ogun state which has not
been exploited will be based on historical monuments, and natural assets such as the Olumo
Rock, waterfalls, eco-tourism and wildlife. Current development plans include the Iwopin
Waterfront, with its boat regatta, and Laogo Island in the Ijebu Waterside, a hotel, minizoo,
arts and craft centre to be built at Oyan Dam and a planned amusement park is
proposed in the Sagamu-Abeokuta axis with a botanical and zoological garden.
2.3.1 Local Agricultural Production
Current agricultural production is subsistence based, with commercialisation restricted to a
number of cash crops. Table 2.2 shows the current production of major produce in Ogun
State. Cassava is the main crop grown in the Region accounting for nearly 50% of the area
under cultivation, and 89% of the output. A major trend to note is the considerable increase
in areas under cultivation in 2004 and 2005.

 

GEOTECHNICAL SETTING OF THE PROJECT AREA
INTRODUCTION
This report describes the geology and geotechnical characteristics of the proposed cargo
airport in Ogun State. Ogun State is located in extreme south-western corner of Nigeria.
The state shares an international border with the Republic of Benin to the West and
interstate boundaries with Oyo State in the north, Lagos State in the south and Ondo State
in the east as depicted in Figure 3.1.
The project area is located in Ikenne local government jurisdiction between Iperu-Ijebu Ode
Road and Ode-Ilara Road, in the east central part of Ogun State. It is accessible from the
northwest through Sagamu-Lagos-lbadan expressway and from the south through Sagamu-
Benin expressway as depicted in Figures 3.2 and 3.3.
3.2 CLIMATE
Ogun State is located in the moderately hot, humid tropical climatic zone of south-western
Nigeria. The climate of the project area can be described as micro cosmos of that of the
Country. However, there are spatial variations in the climate of the area, compared with
that of the country. The area has annual rainfall of between 1,350 mm to 1,400 mm, with a
substantial percentage during the rainy season. The rainy season, as defined by the Federal
Meteorological Agency, is between April and October each year.
The area experiences two types of seasons throughout the year:
 The rainy season or wet season from April to October
 The dry season or Harmattan from November to March.
The two seasons are characterized by two different forms of prevailing winds, thus leading
to seasonal variations in relative humidity and temperature in the micro-climatic condition
of the area. The temperature of the area ranges between 24⁰C and 32⁰C with the mean
annual temperature of 28⁰ C.

3.3 TOPOGRAPHY
According to the information that was obtained from various topographic maps and site
observations, the topography of the project area is characterized by nearly flat to gentle
sloping towards the low lying land which is bounded by Ona River (seasonal) in north-east
direction and dissected by Ibu River in south western part as illustrated in Figure 3.4.
The highest elevations are found in the northern part of the proposed area, including Ode-
Remo with an average elevation of 155 meters above Mean Sea Level (MSL). Moving to the
central-southern part of the project area, there is a gradual decreasing in elevation with
elevation ranging from 93 to 80 MSL at Iperu and Ilishan villages. Along the Ibu River the
average ground elevation is about 45 m MSL at the river banks. During the site visit, the
whole area was covered with a dense vegetation cover, which is composed of peanuts,
pineapple trees and savanna herbs as illustrated in Figures 3.5 and 3.6.
3.4 GEOLOGY OF THE PROJECT AREA
The geology of the project area is represented mainly by a sedimentary unit - the Abeokuta
formation. The formation is of the Cretaceous age which is covered with sedimentary soils
of the Quaternary coastal plains sands as illustrated in Figure 3.7. These soils consist of
soft, very poorly sorted, clayey sands, pebbly sands and sandy clays.
This type of geological section, the Abeokuta Formation, is composed of three successive
layers. Described from top to bottom, they are: a red, compact lateritic clayey sand and silt,
arkosic sand and grits, and carbonaceous shale. These layers are uncomfortably underlain
by Pre-Cambrian igneous and metamorphic rocks. Some exposures of these crystalline
rocks are cropping out outside the project area to the north.
The Abeokuta Formation is also known for its capacity to retain water. According to the data
received from the Ogun State Water Corporation the expected ground water level in the
project area is relatively shallow. However, the exact thickness of the soil cover and ground
water table should be ascertained through borehole drilling. This will be done during the
detailed site investigation stage.
The outcrops in the project site are generally covered with top soil composed mostly of
sands. Below the top soil, most of the project site is predominantly coastal plain sands

GEOTECHNICAL INVESTIGATION
According to the investigation report developed by the INTECON Partnership Ltd (dated
November 2007), the results of 20 test pits which were carried out in the project area the
depth of 2 m the lateritic soil seemed to be more than 2 m from the ground level. The
subsoil encountered within the project site probably will show appreciable similarity.
The subsoil encountered could be divided into two zones:
 Top Soil - Exposed at the surface, and occurring to relatively shallow depths
between -0.1m and about -0.2m is a stratum of sand. This is the top part of the
residual soil derived from the parent material. The sand is usually well graded
and silty. The material is thought to be a weathered product of the underlying
lateritic clay with the cohesive nature being preserved partly in some areas, giving
the material some form of plasticity. This sand layer in places is made up of
essentially agricultural top loamy soil with rootlets. The biological degradation,
physical and chemical weathering that had already taken place within the soil makes
it to be essentially fine grained. Yet in other areas, the gravelly concretions, usually
found in the underlying lateritic clay, is still preserved within the sand, presenting a
gravelly nature within this top soil material.
 Second Subsoil Zone - Corresponds to the area of the lateritic clay. This material is
part of the residual soil, derived from the process of tropical weathering of the
parent rock, the sedimentary rocks of southwestern Nigeria sedimentary basin. The
gradational change from the superficial top sandy soil to the laterite is often
characterized by a change in color from dark brownish grey to the tan and reddish
brown of the laterite, at places.
3.6 SUMMARY AND RECOMMENDATION
The project area is characterized by nearly flat to gentle sloping low lying land mainly
composed of compact, red lateritic clayey sand and silt covered with thick savanna grass
and herbs. The sand is fine to coarse-grained, granular in texture and compact in nature.
Both cohesion less (sand) and cohesive (silty lateritic clay) soils were encountered in the
course of the investigation. These subsoil types belong to the extensively occurring
Quaternary Coastal Plain Sands. They are generally hard and compacted as a result of
cementing action of iron oxides and hydrated aluminum oxides.
This lateritic soil of the proposed site exhibits good geotechnical properties. However, more
detailed geotechnical investigations should be carried out to determine full characters of
such soil and its suitability to the different components of the project.
The exact thickness of the soil cover and the ground water level in the project site were not
encountered during the laboratory tests carried out within the investigated area for the
proposed Airport. Therefore, they should be ascertained through deeper bore hole drilling
during the detailed site investigation stage.

 

AIRSIDE REQUIREMENTS ANALYSIS AND CONCEPT
DEVELOPMENT
INTRODUCTION
The airside requirement analysis and concept development for the new Ogun State Agro-
Cargo Airport will focus in the definition of the airside components such as the runway and
taxiway system. Navigational aids (NAVAIDS) are address in the airport support facilities
(Chapter 7.0).
The conclusion of the analysis presented herewith will be the recommended configuration
for the airside of the Airport.
4.2 RUNWAY AND TAXIWAY SYSTEM
The first step in determining the size and location of the airside facilities is the identification
of the critical aircraft. Once the critical aircraft has been established, typical sizing factors
can be used to determine the different airside elements.
4.2.1 Critical Aircraft
Considering that one of the policy objectives of the Ogun State is to develop the airport
primarily as a cargo airport, the Consultant has considered in determining the critical
aircraft the existing and future aircraft fleet mix for airports which their main objective is to
transport cargo.
The largest operating cargo aircraft, the Boeing B747-400F, has been determined as the
most critical aircraft likely to operate at the Airport. While the next generation airplanes,
such as the Airbus 380, are operating now it is not likely that it would service the airport in
the near future. The next generation aircraft are not likely to serve the airport in the near
future because of the limited number of aircraft in service and the large cargo capacity of
the aircraft. Consequently, the B747-400F will be used for the development of the physical
facilities (Code E) while the A380 aircraft family will be used for the airport geometry and
separation standards (Code F).

4.2.2 Runway Orientation
One of the main planning challenges of locating a new airport is to make an accurate
analysis of the prevailing winds to determine the orientation and number of runways. The
main factor to determine runway orientation, runway width and the number of runways is
wind direction and speed. The primary runway should be aligned with the prevailing winds.
The most desirable runway orientation is the one which has the largest wind coverage and
the minimum crosswind components. Wind coverage is defined as the percent of time
crosswind components are below an acceptable velocity. The desirable wind coverage for
an airport is 95 percent.
The latest and best wind information should be used to conduct the wind analysis. The best
records are records that cover at least 10 consecutive years of wind observations. But in
the instances when wind direction and speed are not available for the site, it is acceptable
to develop composite wind data using information obtained from nearby recording stations.
These data are usually acceptable if the terrain between the stations and the site is similar
and level. If the terrain is hilly or mountainous, composite data may only be of marginal
validity.
In the case of the proposed airport the preliminary runway alignment was determined by
interpolating data from wind flow map (Please refer to Appendix A) , average wind speed,
wind direction and maximum gust (knots) from nearby weather stations (Please refer to
Appendix B) and runway alignment information from nearby airports (Please refer to
Appendix C). Based on that information the runway alignment for the proposed airport was
established at 05-23. Because of the distance to the existing weather stations it would be
desirable to obtain onsite weather observations. This record should be augmented by
personal observations to ascertain if a discernible wind pattern could be established. In any
case, runway final design and construction should not proceed until adequate wind data has
been acquired that confirms the best runway alignment.

 

Runway Length Requirements
The most important factors in establishing the adjusted runway length for the airport are
the runway reference elevation and the reference temperature of the airport. In the
absence of historical meteorological information for the site the reference temperature was
determined by extrapolating information from nearby airports and weather stations (Please
refer to Appendix C). The airport reference temperature was established at 32 C.
By reviewing the existing topographical information available for the area the preliminary
airport elevation was established at 350 m Above Mean Sea Level (AMSL).
The standards runway length for the critical aircraft was adjusted for an airport elevation of
350 m MSL and an airport reference temperature of 32 C.
The weight of the aircraft affects the amount of runway length required for takeoff. Aircraft
at 100 percent of maximum takeoff weight require significantly more runway length than
aircraft at reduced takeoff weight. Consequently, takeoff length requirements were
calculated for the B747-400F aircraft at 100 and 95 percent of Maximum Takeoff Weight
(MTOW), as shown in Table 4.2.
According to Boeings “Airplane Characteristics for Airport Planning” for the B747-400F, the
takeoff field lengths are as follows:
 Approximately 3490 - meters at 100 percent MTOW
 Approximately 2950 - meters at 95 percent MTOW
These runway lengths were calculated at sea level and at ISA +17 C. The declared runway
takeoff length adjusted for elevation, temperature and longitudinal slope are:
 4000 - meters at 100 percent MTOW
 3400 - meters at 94 percent MTOW
The dominant factors in establishing the adjusted runway length are the airport elevation of
350 m MSL and the airport reference temperature of 32 C.
From the above analysis concludes that a 3400 - meters runway is capable of
accommodating the B747-400F at 95 percent of the MTOW, as illustrated in Table 4.2.
For the purposes of the master plan, the runway length was established at 3400 m.

 

RUNWAY WIDTH AND ICAO SEPARATION REQUIREMENTS
ICAO design criteria specify a runway width of 45-meters for Aerodrome Code E and 60-
meters for Code F. In addition to the final structural width of the runway, stabilized
shoulders 7.5-meters in width (Codes E and F) on either side of the runway are also
required. To minimize the disruption of airport operations during the upgrade of the runway
and the associated taxiways to code F, the foundation and base course layer widths will be
designed and constructed in Phase I to cater for code F width and strength while the
bituminous surface wearing course layer width will be according to code E. In the future and
when needed to upgrade the pavement to Code F, the full pavement width will be
resurfaced to cater for the strength and movement of code F aircraft.
Therefore the recommended dimensions are:
 Runway Width (m) – 45
 Runway Shoulders (m) – 7.5
 Total Pavement Foundation and base course layer Widths (m) – 75
 Total Pavement Surfacing Width (m) - 60
4.3.1 Taxiway System
A full parallel taxiway is justified when one of the following criteria will be met within the
next five years
 There are four instrument approaches during normal peak hours, or
 Annual operations are over 50,000.
Even though the forecasted number of operations is below the threshold level of 50,000
annual operations a space reservation has been made to allow for the future development
of a system of parallel taxiways at both sides of the runway. This reservation will allow for
development on either side of the runway. Also in the long term it will provide for increased
safety of operations and increased airfield capacity.
The future taxiway system is arranged both efficiently and safely, thus facilitating the
movement of aircraft to and from the runway. As discussed in the previous section, the
critical aircraft is the Boeing 747-400F (Code E) for the pavement design and the A380
aircraft family (code F) for separation standards. However, the pavement foundation and
base course layers will be constructed to cater for the future code F width and strength
requirements but the pavement surfacing will be according to code E width requirements.
When needed to upgrade the pavement to Code F, the remaining foundation the full
pavement width will be resurfaced to cater for code F aircraft strength and movements.

 

DESIGN CRITERIA
Airport Marking, Signage and Lighting
The airport’s markings, signage and lighting plans will be developed in accordance with
ICAO design parameters contained in Annex 14 Volume I and Aerodrome Design Manual
Part 4. The runway is marked and lighted as a precision instrument runway (Cat I).
A precision instrument runway includes the following visual aids: Approach Lighting System
(ALS), runway edge lighting, Precision Approach Path Indicators (PAPI), runway threshold
and runway end lights. The runway center lights will be located along the centerline at
longitudinal spacing of 15 m. There will be white lights from the threshold to a point 900 m
from the runway end, with alternate red lights and white lights from 900 m to 300 m from
the runway end and red lights from 300 m to the runway end. Runway edge lights, showing
white, are placed along the full length of the runway in two parallel rows equidistant from
the runway centerline and positioned no more than 3m outside the runway edge pavement
with a longitudinal placement not exceeding 60 m for an instrument runway.
The taxiway system will have edge lights, center lights and stop bar lights. The taxiway exit
lights for angle exits start at a point not less than 60 m before the beginning of the taxiway
centerline curve and continue beyond the curve to a point where the aircraft can reach
normal taxiing speeds. The longitudinal spacing shall not exceed 15m and it’s offset more
than 90 m from the runway centerline. Taxiway edge lights showing blue lights are placed
outside the taxiway pavement edge by a maximum of 3 m, with a minimum of 7.5 m
longitudinal spacing around turns and 60 m maximum longitudinal spacing along straight
sections.
The pavement will be painted with centerlines, edge lines and runway hold position
markings. Runway hold position markings consist of four equally spaced bars (two solid two
dashed) positioned perpendicular to the taxiway centerline and offset 107 m from the
runway centerline.
4.4.2 Pavement Design Criteria
4.4.2.1 Scope
The scope of the pavement design and construction works includes the design of a new
Runway, Taxiways, Aprons and Access Roads.
The new Runway, Aprons, Taxiways, Aircraft Stand Taxi-lanes and Rapid Exits and their
shoulders are intended to receive a range of pavement types and structures, depending on
the specific operational features of each element and the Aircraft loading and repetitions
expected to use these facilities. The GSE roads shall be designed to withstand the volume of
vehicular traffic expected to use the airfield.
The pavement design will be based on the results of the geotechnical investigation in the
project area and the loading extracted from the latest update of the air traffic forecast.
4.4.2.2 Geotechnical Investigation and Subgrade Conditions
A preliminary and brief site investigation campaign was carried out at the Site of Ogun State
Cargo Airport, by Messrs. INTECON Partnership LTD on the 15th of October 2007. This
investigation consisted of drilling a set of seven (7) Dutch Cone Penetrometer Tests, and
excavating twenty test pits, to a depth of 2.0 m, along with the associated in-situ and
laboratory testing.

 

CARGO REQUIREMENTS ANALYSIS AND CONCEPT
DEVELOPMENT
To summarize, preliminary estimates for future cargo flights through Ogun Agro Airport
subject to certain caveats, as described before, are illustrated in Table 5.1. In particular, it
should be noted that these are design capacities to be implemented incrementally, as
requested.
Table 5.1: Summary of Cargo Forecast (tons)
Term
Forecast Scenario
Short Medium Long
Top Down Approach 29,000 55,800 121,000
Bottom-Up Approach 26,600 49,000 84,000
Freighters per Week 4 7-8 12
Storage Capacity Required (m2) 10,000 15,000 20,000
Source: Dar
As required by the Terms of Reference, the minimum facilities required for Phase 1 will be:
 One Warehouse for Light Cargo/Parcel Building – 3,560 m²
 One Warehouse for Dry Agricultural Goods – 3,000 m²
 One Warehouse for Wet and Frozen Agricultural Goods – 3,560 m²
The planning of the site has taken the following considerations:
 The site is compatible with the long term plan for the airport,
 Sufficient land has been provided for future expansion,
 The site is conveniently located to the main access road to the airport,
 The site is capable of accommodating Code E airplanes or a mix of smaller airplanes,
 Other cargo related facilities such as agents/forwarders, bonded stores, customs
offices and other can be accommodated on the site, and
 The site is located with easy airside access.
As required, the cargo area is divided into 2 sections, the import and export zones. A
warehouse, located in the ground floor, is also served and accessed by the external loading
dock. The cargo facility is provided by a ULD service area. Other facilities, like perishable
area, a freezer, valuable goods, dangerous goods, fragile goods and other special goods are
also considered in the design.
The cargo terminal is oriented to achieve a logical flow of goods from the airside to the
landside and an efficient circulation and processing of vehicles at the landside. It is
anticipated that in parallel with the expansion of the cargo terminal, the handling agency
facilities will be developed along with mail and courier services. These facilities will be
developed as demand dictates.
5.1 CARGO PROCESS DESCRIPTION
The following section describes briefly the process of the cargo shipments through the Ogun
Agro Airport.
Shipment Acceptance - After a truck arrives with loose cargo shipments and completes
the documentation work, the driver moves his truck to the specified truck bay position and
unloads the products. At the truck bay, the shipments are transferred from the truck onto
Large Storage Pallets (LSP) to the acceptance area. The acceptance area can receive also
pre-built Unit Load Devices (ULD). At this stage, the shipment acceptance is performed.
Terminals allowing barcode reading will be used to note the number of individual pieces,
dimensions, total volume and total weight. After that, the LSP or ULD is sent to the storage
or to the build-up area by forklifts or conveyors. Note that forklifts will be equipped with
mobile terminals to display the transport process and identify the location of each pallet.
Build-up/Breakdown Processes - When the build-up planner starts the build-up, the
material is transported from the storage to the workstations. Once the operator finishes the
built-up process, the ULD is automatically sent to the airside and the additional materials
are sent to the storage area back if available. The inverse procedure is completed for the
breakdown process.
Storage and Transfer of Shipments - During breakdown, shipments are separated by
type where general cargo is allocated onto LSPs and stored. The computer control system
determines whether the particular shipment from breakdown is destined for the storage or
is transferred directly to the build-up area.

REFRIGERATION PROCESS DESCRIPTION
When fruits/vegetables are transported by an aircraft, proper storage allowance should be
made, because losses from deterioration are mostly affected by temperature and moisture.
To prevent excessive warming and condensation of moisture, fruit VAC system must be
well-designed by lowering the vapor pressure; minimizing the vapor pressure reduces the
air temperature, which is an excellent means of reducing water loss during storage. Usually,
two basic systems exist: “Coolers” that protect commodities at temperatures usually above
0°C and “Freezers” operating under 0°C to prevent spoilage.
Note that the refrigeration requirement of any storage facility must be based on peak
refrigeration load. Peak load depends on the amount of commodity received each day, its
temperature when is placed under refrigeration, its specific heat and final temperature
attained.
The following are the specific requirements for each type of stored goods:
 Frozen Goods - Reducing temperature slows molecular activity in food, thus
extending useful storage life. Although every frozen product has an individual ideal
storage temperature, where most of them require -18°C. Several freezing method
can be used to extract heat from frozen products as: blast freezing, contact freezing,
cryogenic freezing and cryomechanical freezing.
 Vegetables and Fruits - The American Society of Heating, Refrigerating and Air-
Conditioning Engineers (ASHRAE) Refrigeration Handbook recommends the following
storage temperature for different fruits and vegetables: beans 4°C-7°C, cassava
0°C-5°C, chillies 5°C-10°C, ginger 13°C-18°C, karela 5°C-7°C, mange-tout, okra
7°C-10°C, yam 15°C, cashew apples 0°C-2°C, coconuts 0°C-2°C, mango 13°C-
18°C, melon 5°C-10°C, oranges 10°C-15°C, papaya 7°C-13°C, passion fruit 7°C-
10°C, pineapple 7°C-10°C, plantain 13°C-15°C.
The above analysis concludes that these products can be divided into 2 groups and must be
stored in 2 different warehouses: One at 0-2°C and another at 12-15°C (or one warehouse
divided into 2 separate zones), with humidity in both near saturation. These two ranges of
temperature will meet the requirements of all kind of fruits and vegetables. In such case,
“Controlled Atmosphere CA” category is the most appropriate system to employ. This kind
of category is required by ASHRAE for storing commodities, particularly fresh fruits and
vegetables that respire, consuming oxygen (O2) and producing carbon dioxide (CO2).
Beside the cold storage, pre-coolers are indispensable to cool down the products upon their
arrival at the perishable centre. Many facilities use vacuum pre-coolers but forced aircooling
is better.
No particular refrigeration system is required for the light/parcel warehouses.
Beside the cold rooms, several facilities are necessary in the cargo area to provide for
complete agricultural cargo airport. They include: processing area, working area, transit
areas for ULD, inspection and customs areas, pre-coolers, treatment rooms, repackaging
room, quality control and tracking system.
5.3 CONCEPT DEVELOPMENT
Two concepts to accommodate the forecasted cargo demand were developed. The first
concept presents a linear development for the site with all potential cargo buildings
accommodated along the parallel taxiway. During this concept, development will take place
along the frontage of the taxiway in mix development scheme on as needed basis. This
concept can accommodate or a total of 10,000 square meters. The linear concept provides
for the development of the airport beyond the 20 year life time of the master plan as
depicted in Figure 5.9.
The second concept is a “U” shaped concept. In this concept the development is clustered
around an access taxilane and perpendicular to the parallel taxiway. The “U” concept allows
for the segregated development of parcels. This concept also provides for the development
of the airport beyond the life of the master plan as depicted in Figure 5.10.
Development will take place as needed but using three typical cargo configurations: light
cargo and parcels, dry goods and bulk storage and wet and frozen agricultural goods as
depicted in Figures 5.1 through 5.8.

 

 

CARGO CONCEPT
To continuously meet the high quantitative and qualitative requirements, the cargo zone will
consist of three typical buildings: One for light cargo and parcels goods, the second is for
dry agriculture goods and bulk storage, and the third is for wet and frozen agriculture
goods. Each typical module has an area of 3000m2. Each modular structure should ensure
maximum flexibility for various developments in cargo volume, accommodate future
changes in aircraft fleet, freight structure and peak time loads as well as new requirements
for different services.
The modular structure for each warehouse will operate under two concepts:
 Manual Concept - where forklifts do all the movements and transfers inside the
warehouses manually.
 Fully Automated - where conveyors, hoists and stacker cranes fulfil all the
movements in the cargo area. This system is more accurate and flexible but more
expensive than the first one.
The following are some advantages of the automation systems:
 First-in, first-out inventory can be maintained;
 Enclosure structure is high, requiring a minimum of floor space and providing
favourable cost per cubic meter;
 Product damage and pilfering are minimized;
 Direct material handling costs are minimized.
The following are the disadvantages:
 The cost of the racking system and building are very high compared to conventional
designs;
 Access may be slower, depending on product flow and locations;
 Cooling equipment may be difficult access for maintenance;
 Air distribution must be carefully evaluated.

 

PASSENGER TERMINAL BUILDING REQUIREMENTS
ANALYSIS AND CONCEPT DEVELOPMENT
The new Terminal concept design aims to reflect an iconic building image for the designated
area of Ogun and a welcoming gate to the whole region. The terminal building design will
set new standards for state-of-the-art Architectural design not only in the Ogun state, but
also for the whole country.
The Passenger Terminal building will be designed at its first stage to accommodate 600
peak hour passengers (two-ways), with a capital capacity that may reach 1.2 million
passengers per year.
6.1 TERMINAL BUILDING REQUIREMENTS
Based on the projected traffic demand, the compact, single-storey configuration was found
to be the most advantageous and economical design.
The compact concept consists of a main centralized passenger processor, with expansion
capability to either side at the same level.
The principle advantages of this configuration are the following:
 It minimizes walking distance from curb to check-in, then to furthest gate.
 It provides easy passenger orientation.
 Terminal Building is simple to construct with a potential for incremental expansion
and minimum impact during construction of such expansion.
 Simple airside separation of both inbound and outbound passengers.
This configuration is employed at major International airports worldwide, and has been
found to optimally support hub operations for similar cases with the increasing annual
passengers’ number.
The components of the passenger terminal are designed as symmetrically balanced facilities
of departure/arrival processing being in one plane, that are supporting the indicated primary
functions:
Arrival
 Arrivals curb / gate.
 Immigration and passport control area.
 International baggage claim.
 Domestic baggage claim.
 International customs control.
 Arrivals, meters and greeters public hall.
Departure
 Departing greeters and wavers public hall.
 First screening of baggage.
 Check-in area.
 The departures concourse and holding lounges.
 Concessions (duty free).
 Food outlet.
 Departures holding gate.
Service common area
 Baggage make-up (domestic + international).
 EDS baggage screening.
 Checked baggage screening.
 Inbound baggage break-down.
6.2 TERMINAL BUILDING CHARACTER
The Terminal Building is configured in a simple shape with a strong form, topped with a flat
shell over the mass of the building that smoothen the impact of such a huge functional
cubical building, and emphasize the modern spirit of the building style from both internal
and external environments.
The skylights in the center area of the roof shell are concentrating the daylight feeling in the
interior and provide unique ambience inside the dramatic high space.
By using simple and high-tech transparent light weight shell structure, together with the
local vernacular colors adopted therein, and the morphology of the building as reflecting a

 

futuristic vision of airports, the terminal building is seen as symbol for the Republic of
Nigeria.
6.3 TERMINAL BUILDING CONCEPT
6.3.1 Building Exterior
Generally the building skin is to be structural glazing curtain wall, as illustrated in Figures
6.1 and 6.2.
The landside external glazing layer is to be toughened glass, highly reflective, neutral grey.
The Internal layer is to be clear float glass. Regarding the airside, the double glazing
features silk-screening applied on face 2 of the double glazing unit. The curtain wall is
supported laterally to the square structural aluminum section behind.
The solid parts of the elevation are either of masonry walls with rendered plaster, or
aluminum composite panels’ cladding, in homogeneity with the roof cladding system. In all
cases, sound proofing characters will be maintained and applied as mandated by prevailing
standards.
Internal Walls: Masonry block-work partitions will be utilized sealed from floor slab to ceiling
slab to meet fire and acoustic requirements.
6.3.2 Interior Finishes and Fit-Outs
6.3.2.1 Colors and Materials Concept
The dominating colors in the passenger terminal are mostly intrinsic colors given by
materials. Green, red, yellow, silvers and greys will be applied on metal works and flooring
as described below. The interior design of terminal areas will be accentuated by the use of
light emerald green over larger areas of light grey in toilets, furniture and in the glazing of
the concourse area. For example the terrazzo colors vary from the light grey and light
emerald in the check-in desks, to the light grey and red in doors and walls, to light grey and
pale green and red in toilets and kitchens.
6.3.2.2 Interior Space Finishes
The interiors of the Passenger terminal are differentiated in three general categories:
A. Public Areas
The highest quality of finishes will be found in public areas, those exposed to the universal
roof top where an open-cell metal roof will be used, coordinated with the modern types of
lighting fixtures and A/C diffusers. A composition of both perforated metal tiles and
acoustical mineral fiber tiles are merged together to accentuate some specific zones, such
as the immigration and passport control area, to form the roof appearance with all relevant
lighting and A/C diffusers.
Floors in the public areas shall create lines defined by glossy polished dark grey local granite
and cement bound terrazzo screed areas, reflecting the roof design concept. All seating,
desks and counters will be rendered in laminated metallic veneers of red, green, and light
grey colors. This will also apply to toilets where the partition panels of toilets and claddings
are metallic textured veneers in combination with details in blue-green and yellow colors.
All fit-outs and the roof surface reflect a high-tech approach. Internal partitions are of
lightweight plasterboard constructions, which can easily be altered in case of changing
demands. Toilets serving all public areas including screening areas will be finished with
hard wearing light grey porcelain stoneware tiles, with a glossy finish on floors and walls.
The commercial units are fitted with a ceiling accommodating a smoke retaining box and
sprinklers. According to the requirements of the shops, solid or opaque panels or clear glass
will fill partitions.
B. Control Areas and Supporting Offices
Control areas and offices are mostly located on the center of the terminal. Large queues of
passengers are expected in these control areas, screening operations of X-ray and passport
control. The space will be kept very light in color, light grey floors, white walls and white
micro-perforated metal ceilings. All technical equipment and furniture should be chosen to
be either metallic or a combination of metal and light green.

Toilets for those areas will be basic good quality finishes, including ceramic tiles on floors
and walls and basic sanitary appliances.
C. Operational areas
These will be fitted with a good and basic quality of finishes that will respond to the overall
color concept.
These areas are mostly related to baggage handling and ground services and therefore
suggest the use of greasy equipment. Stain resistant and cleanable surfaces will be
provided. Flooring will be covered by an epoxy finished hard wearing heavy-duty screed.
Block-work cement-plastering will remain exposed with a fair face finish. Basic toilet
facilities will be provided to withstand stains of grease and other chemicals used in the
area.

AIRPORT SUPPORT FACILITIES
7.1 AIR TRAFFIC CONTROL TOWER AND TECHNICAL BLOCK
To help understand the criteria that were used in siting of the ATCT, a brief description of
the roles and responsibilities of the air traffic controllers is necessary. In general terms, the
air traffic controllers are responsible for the separation and movement of aircraft and
vehicles operating on the Airport Operating Area (AOA - taxiways and runways) and the
aircraft near the airport (usually 2 to 5 NM radius).
The areas of responsibility of the controllers usually fall into one of three following
categories: ground control, local traffic and clearance delivery. Other additional positions
may exist at the airport depending on the level of operations, number of runway and other
variables.
The responsibilities of these three positions could be generally described as:
 Ground Controller - Responsible for the ground traffic such as aircraft taxiing from
the gates to depart and from landing to gates. The ground controller determines
when it is safe to push back from the gate (although airline personnel operates the
tug and directs the airplane out of the gate area) and ensures that the airplane does
not cross an active runway or interferes with other ground traffic. The ground
controller communicates with the pilots via radio. The controllers give them
instructions on which way to taxi and which runway to go to for takeoff. Once the
airplane reaches the designated takeoff runway, the ground controller passes the
aircraft to the local controller.
 Local Controller - Responsible for maintaining safe distances between aircrafts. The
local controller gives the pilot final clearance for takeoff and provides the new radio
frequency for the departure controller. Once clear, the pilot must decide if it is safe
to take off. As the aircraft leaves the ground, the local controller hands off the
aircraft electronically to the departure controller at the TRACON facility assigned to
the airport.
 Clearance Delivery - Responsible for providing clearances to aircraft. The primary
responsibility for this position is to ensure that the aircraft has the proper route and
slot time. This information is coordinated with the en-route center and the ground
controller in order to ensure that the aircraft reaches the runway in time to meet the
slot time provided. At some airports this position also is responsible for aircraft push
backs and engine starts.
7.1.1 Site Requirements
The site requirements for an ATCT are detailed in the Federal Aviation Administration (FAA)
Order 6480.7D “Air Traffic Control Siting Criteria”. The following bullets briefly outline the
criteria that were used to identify the preliminary and recommended locations for the ATCT.
The following criteria were included in the analysis:
 Maximum visibility of all airborne traffic patterns around the airport.
 Complete visibility to all airport surface areas used for the movement of aircraft,
which are under the control of the ATCT. This requirement includes visibility to
aircraft in the runways, taxiways and aircraft aprons under the control of ATCT
personnel.
 The ATCT should not be located where it will derogate the performance of existing or
planned electronic facilities.
 The tower should be oriented to face north east, south or west, in that order of
preference. A southern orientation should be avoided in areas where snow
accumulates in the ground. The ATCT should be oriented to avoid placing a runway
approach view in line with a rising or setting sun.
 Visibility should not be impaired by direct or indirect external light sources such as
ramp lights, parking lot lights or reflective surfaces. Also, visibility should be
available for all ground operations of aircraft and to airport ground vehicles on
ramps, aprons and tie down areas.
 Exterior noise should be at a minimum.
 The ATCT should be located in an area that is free of jet exhaust fumes and
impairments to visibility such as industrial smoke, dust and fumes.
 A minimum line of sight angle of 35 minutes to runway ends.
The goal of the analysis was to determine the lowest possible ATCT that will meets all the
design criteria outlined before.

 

Analysis
Typically, the best physical location for the ATCT is an equidistant point from all runway
thresholds and with visual contact to the aircraft parked in the terminal area. The
Consultant estimated the preliminary height and location using the FAA’s 3-Dimensional
Airspace Analysis Program (3DAAP). The 3DAAP is a set of analytical tools developed jointly
by the Florida Department of Transportation (FDOT) and the Federal Aviation Administration
(FAA) to evaluate whether proposed projects will interfere with the operation of the Airport.
One of the major advantages of 3DAAP is its ability to produce Federal Aviation Regulations
Part 77 surfaces, Terminal Instrument Procedures (TERPS), Air Traffic Control Tower line-ofsight
analysis and obstruction shadow diagrams for proposed developments prior to
implementation.
Using the FAA criteria, the eye elevation requirement was preliminary calculated at 22 m
eye level. The elevation was calculated using the equation from FAA Order 6480.4 that
requires a minimum line of sight angle of 35 minutes to all runway ends. A schematic
aircraft parking for the airport was prepared to analyze the obstruction created by aircraft
parked around the airport. The conceptual aircraft parking scheme included a mixture of
aircraft that are expected at the Airport.
Several locations were studied around the airport but most of them were discarded because
of conflict with one or several of the siting criteria such as derogation of the performance of
electronic facilities or line of sight orientation.
A view of the ATCT ground floor plan and elevation are presented in Figures 7.1 and 7.2.
7.1.3 Results
Based on the information available and the analysis presented herewith the preferred site
for the location of the ATCT is presented in Figure 7.3.
7.1.4 Preliminary Cab Size
Based on the project activity at the airport and the FAA criteria outlined in FAA Order
6480.7C, it can be determined that the tower cab should have a minimum size of 32.5 m
diameter. The ATCT facility consists of the control cab and a non functional shaft. The air
traffic control cab will need to accommodate five controller’s positions and a supervisor
position. A twenty five percent growth margin should be provided to account for the
ultimate growth of the airport when the two runways will be operational. The non functional
shaft contains miscellaneous equipment including the ground monitoring radar, facilities for
the approach controllers and all the equipment required to support the operation of the cab
including rest rooms.
7.1.5 Technical Block Building
The Technical Block provides the communication interface between the approach control
and equipment in the airport including ground control and communications. The technical
block building is architecturally integrated with the ATCT. An Automated Terminal
Information Service (ATIS) will be provided for continuous weather conditions and Notice to
Airmen (NOTAM). A Time of Year (TOY) clock system will be provided to synchronize the
equipment in the technical block and ATCT. In sizing of the technical block building future
expansion was taken into consideration including equipment room and future radar room.
7.1.6 Voice Communication Switching System (VCSS) Radio RT/RR
The communications system for the airport consist of the Voice Communication Switching
System including radio equipment and the remote transmitter (Tx) and remote receiver
(Rx) antennas. The Rx and TX antennas are located in the field while the VCSS is located in
the technical block. UHF/VHF radios provide the ATCT controller with a ground to air to
ground communications. The VCSS provides the interface between the voice and controller,
routing voice and information between the ATCT and the antennas. The Rx and Tx
antennas transfer information between the controller and the aircraft (ground to air).
An Automated Terminal Information System (ATIS) is included to provide continuous
weather conditions, weather advisories and NOTAMS to the pilots. The system consists of a
continuous loop audiotape transmitted on a VHF frequency for pilot reception. The ATIS
recordings inform both arriving and departing pilots of weather conditions and other
important operational information about the airport.

 

Airside Gates
Security points are provided at points where the VSR accesses the airside operating area
(AOA). The security gates are about 30 to 65 m2 and are equipped with card reader, CCTV
and connected to the central security computer system.
There are 3 airside security gates, as illustrated in Figure 7.6:
 Gate 1 leads to the ATCT.
 Gate 2 leads to the airport maintenance workshops.
 Gate 3 is located in the fuel farm.
7.3.3 Fencing
Adjacent to the VSR is the security fence, the fence will be a chain link fence capped with
concertina wire as depicted in Figure 7.7.
7.4 AIRCRAFT MAINTENANCE FACILITY
Aircraft maintenance facilities are used in one of two ways: to conduct scheduled
maintenance overhauls, inspection cleaning, etc and to conduct non-scheduled aircraft
repairs that arise as a result of mechanical malfunctions. Typically, airlines will establish a
primary maintenance facility at a location within the route system at an airport where a
large portion of their activity occurs. This primary maintenance facility is used mainly for
major overhauls scheduled periodically throughout the operating life of an aircraft.
Depending on the airline, the maintenance facility is owned by the airlines, leased on a long
term basis or the whole operation is contracted out. This report assumes that aircraft
maintenance will take at the airport in the future and that a reservation should be made for
this activity. The area assigned, depicted in Figures 7.8 and 7.9, could accommodate a
narrow body aircraft in the hangar and one body aircraft parking position in the apron.
Depending on demand the aircraft maintenance facility will be expanded.
7.5 CATERING FACILITY
The size and operation of the catering facility is influenced primarily by the type of airline
served. Airline characteristics such as domestic versus international service, average length
of haul, load factors, frequency and aircraft mix interact to define the program for the
catering facility. Although the trend in the airline catering industry is to provide less in a
way of full meals but more package and snacks, most of the international flights in
particular long range flights, France and Europe, will require catering meals. This report
assumes that in the future catering activity will take place at the airport. Therefore this
report assigns an area for this activity. Because the size of the catering facility is a function
of: the number of meals prepared by departure and the average number of meals prepared
by area (square meters) unknown at this time, a reservation has been for this function. The
proposed location of the catering facility is depicted in Figure 7.10.
7.6 AIRPORT ADMINISTRATION AND MAINTENANCE
Since the airport administration and maintenance facilities are an important part of airport
operations an area has been provided for storing and maintaining airport equipment. The
facility consists of office and administration facilities, government offices, police, storage of
part and maintenance bays. The maintenance section will require motor vehicle repairs,
electrical shop, painting and mechanical services. The same will require storage of
materials, replacements parts and an area for flammable liquids.
7.7 GENERAL AVIATION FACILITIES AND HELICOPTER FACILITIES
General Aviation is a broad term used to describe “all civil aviation activity except that of air
carriers”. Within this broad term there are a number of sub-categories that further define
aircraft and operations such as; executive users, personal users, aerial applications,
instructional, air taxi, private helicopters, industrial and rentals. The general aviation
facilities will be developed by private investor through a long term lease. The area reserved
for this purpose can accommodate: terminal building, auto parking, aircraft parking
including helicopters and aircraft support facilities. The building includes a waiting room,
pilot lounge, government offices, conference and meeting room and vending area.
Additional facilities could be accommodated in the proposed location depending on the
requirements of the developer including space for helicopter operations.

 

AIRPORT UTILITIES REQUIREMENTS
8.1 ELECTRICAL AND BACK UP POWER REQUIREMENTS
INTRODUCTION
This section describes the proposed electrical installations for the power supply of the
different facilities at Ogun International Airport. Furthermore, an order of magnitude of the
power demand for the Airport Development is determined. The proposed electrical
installations within the Central Utility Complex (CUC) area are also briefly described.
8.1.1 Design Criteria and Standards
8.1.1.1 Objectives, Constraints and Other Considerations
The design of the electrical installations shall be based on the main objectives summarized
below:
 To comply with applicable codes and standards.
 To meet the specific power requirements of the airport’s systems, components and
equipment.
 To achieve reliability and durability of systems and components.
 To implement safety and protection measures for people and equipment.
While achieving the design objectives, other important factors, as listed hereunder, will be
considered carefully:
 Cost effectiveness.
 Efficiency and energy conservation.
 Simplification of installations, operation and maintenance
8.1.1.2 Codes and Standards
All electrical, low current / communication systems and special systems shall be designed
and specified in compliance with the recommendations of the following codes and
standards:
 Power supply network shall be in compliance with the Local Power Authority
Regulations.
 Distribution boards shall be according to IEC 60947 Low-voltage Switchgear and
Control Gear.
 All electrical power installations shall comply with the latest edition of the National
Electrical Code (NEC/NFPA 70) as issued by the National Fire Protection Association
(NFPA) where not in contradiction with local standards.
 International Civil Aviation Organization (ICAO) Annex 14 - Aerodromes international
standards and recommended practices and ICAO Part 5 Electrical Systems.
 Federal Aviation Administration (FAA) regulations.
The nominal characteristics of all corresponding materials and equipment shall be specified
to conform to the International Electrical Commission (IEC) Standards, British Standards
(BS) or equivalent European Standards.
All equipment fabricated to a NEMA standard or requiring installation as per the NFPA 70-
National Electric Code (NEC) shall be permitted on site provided that no breach of the local
Authority Regulations occurs.
8.1.1.3 Ambient Conditions
All electrical equipment and material shall be designed, specified and de-rated for
continuous and trouble free operation in the ambient conditions within Ogun International
Airport. All equipment shall be rated for the outdoor ambient temperature, direct sunlight,
regardless of their location of installation.

 

AIRPORT LAND USE COMPATIBILITY CRITERIA
INTRODUCTION
The construction of tall structures (buildings, construction cranes and cell towers) in the
vicinity of an airport can be hazardous to air navigation. The International Civil Aviation
Organization (ICAO) through the Obstacle Limitation Surfaces (OLS) regulations and the
FAA through the regulation of FAR Part 77 established a method of identifying surfaces that
should be free from penetration by obstructions around airports. These surfaces identify
the height at which a structure would be considered an obstacle at any given point around
an airport. The extent of the off-airport coverage needing to be evaluated for tall structure
can extend miles from an airport facility.
Tall structure impacts have historically involved the height of buildings and the height of
cranes used in construction. However, with the influx of radio antennae and most recently
with towers to support wireless telecommunications and digital television the need for
careful review of sitting such facilities has increased. The location of tall structures within
local airspace can significantly affect the ability of air traffic control to route aircraft into and
out of an airport and can also reduce an airport’s capacity.
Electronic navigation aids (radar facilities and instrument landing systems) are necessary to
provide for the safe movement of aircraft. Although many of the navigation systems are
located on the airport some systems (or portions of systems) must be located off airport
property. Such electronic systems (whether located on-airport or off) have the potential of
being interfered with if non-aviation related electronic sources are placed in proximity or if
structures are constructed which could block the signals.
With off airport electronic navigation facilities any development proposed to be located near
these facilities needs to be reviewed to determine if any interference with the navigation aid
could occur. In addition, the placement of lights (high mast lighting and stadium lights)
near an airport can be a visual distraction to pilots approaching an airport facility.
9.2 OBSTACLE LIMITATION SURFACES (OLS)
An analysis of proposed airfield geometry and facilities layout must also consider potential
obstructions to the transition surfaces of the runway strip or other imaginary airspace
surfaces. This could be due to natural features (hills, terrain conditions) or manmade
structures. Objects penetrating the strip and other aeronautical surfaces could be safety
hazards for aircraft operations. Whenever the site does not meet obstruction criteria, the
airport planners should strive to find solutions in eliminating such hazards, if possible.
The types of approaches will significantly depend on surrounding terrain, and the level of
activity that the airport could have. Around the site, there should be ideally several
imaginary airspace surfaces that need to be protected from natural features and manmade
structures in order to have greater level of precision approaches. ICAO defines the criteria
and various types of imaginary obstruction surfaces in Control of Obstacles1. In this
document, ICAO states the following:
“The significance of any existing and proposed object within the aerodrome boundary or
in the vicinity of the aerodrome is assessed by the use of two separate sets of criteria
defining airspace requirements… The broad purpose of these surfaces is to define the
volume of airspace that should ideally be kept free from obstacles in order to minimize
the dangers presented by obstacles to an aircraft, either during an entirely visual
approach or during the visual segment of an instrument approach. This is used to
develop procedures for safety protection. The second set of criteria comprises the
surfaces described in Procedures for Air Navigation Services- Aircraft Operations (PANSOPS)
(Doc 8168), Volume II – Construction of Visual and Instrument Flight Procedures.
The PANS-OPS surfaces are intended for use for procedure designers and for specifying
minimum safe altitudes/ heights for each segment of the procedure.”
This report will prepare a preliminary analysis of obstacles at the new Airport and will
propose the type of zoning required to protect the airport operation. According to ICAO
recommendations, which are paraphrased in the following pages, the imaginary obstruction
surfaces should deal with aircraft approaches as well as takeoffs.
The first group addresses approach surfaces:

Runway Strip. The elevation of any point on the runway strip should be the same
as the elevation of the nearest point on the runway centerline. It is an area
protected to avoid any types of obstructions to the operating aircraft.
 Runway Approach Surfaces. It is an inclined plane or combination of planes
preceding the threshold. The approach surface includes an inner edge of specified
length, horizontal and perpendicular to the extended runway centerline and located
at a specified distance before the threshold. The two sides at the ends of the inner
edge diverge uniformly at a specified rate from the extended runway centerline. The
elevation of the inner edge shall be equal to the elevation of the midpoint of the
threshold. The slopes of the approach surface shall be measured in the vertical plane
containing the runway centerline. The surfaces for instrument approaches have
smoother slopes than visual procedures since the pilots rely on more the instruments
and procedures to land the aircraft.
Runway Approach Surfaces
 Runway Transitional Surfaces. It is an inclined surface along the side of the
runway strip and part of the side of the approach surface, with a slope upwards and
outwards toward the inner horizontal surface. Its upper limits include an edge,
which begins at the intersection of the side of the approach surface with the inner
horizontal surface and extends down the side of the approach surface and from there
along the edge length of the strip; and an edge located at the elevation of the inner
horizontal surface. The elevation along the side of the approach surface should be
equal to the elevation of the approach surface at that point; and along the strip -
equal to the elevation of the nearest point on the runway centerline or its extension.
The inclination of the transitional surface shall be measured in a vertical plane at
right angles to the runway centerline.

OUTLINE MASTER PLAN FOR THE SURROUNDING AREAS
10.1 REGIONAL CONTEXT
Ogun state is located in the south-west of Nigeria, situated entirely in the Tropics. Ogun
stretches along a total net land area of approximately 16,500 km, and is bounded from the
West by the republic of Benin, from the South by Lagos State and 20 km of the Atlantic
Ocean, from the East by Ondo and Osun States, and from the North by Oyo State. It is
contained within longitudes 2º45’E and 4 º45’ E, and latitudes 6 º15’N and 7 º60’N.
Ogun State is known as the Gateway State, because of its strategic position linked by road,
rail, air and sea to the rest of the country and its proximity to Lagos, the capital city. Two
major expressways, the Lagos-Ibadan and Sagamu-Benin expressways pass through the
state from Lagos to the Northern and Eastern parts of the country; a third one from Sango-
Ota to Abekut was still under construction. The Ota-Idi-Iroko Road and the Sagamu
Interchangellaro-Ohunbe Road lead to the rest of West African countries.
The topography of the state is characterized by high lands to the north sloping towards the
south, terminating with a long chain of lagoons. With this sloping, all main rivers in the
state flow from the north to the south. The relevant climate follows a tropical pattern with
the raining season starting in March and ending in November. The average monthly
temperature varies from 23 ºC in July to 32 ºC in February. The geographical landscape of
the state comprises extensive fertile soil suitable for agriculture, and Savannah land in the
north-western part, suitable for cattle rearing. There are also vast forest reserves, rivers,
lagoons, rocks, and mineral deposits.
According to the 2005 census, the total population in Ogun mounts up to approximately
3,450,000, of diverse ethnic groups. Agriculture is the main occupation of the people,
providing income and employment for a large segment. Most cultivated products are crops
such as maize, yam, cassava, rice, plantain, beans, vegetables and citrus fruits. The main
cash corps produced in the state are cocoa, cashew, kola nut, oil palm, palm kernels, rubber
and coffee. While some people find employment in the public service, others are engaged in
private activities and specialize in professions such as tailoring, wood works and carpentry,
cloth weaving, tie and dye and the like.
Ogun State is comprised of 20 local government areas (LGAs) each headed by chairman. It
is divided into 4 geo-political zones, 3 Senatorial Districts, 9 federal and 26 State
Constituencies. The State is administered by the Governor who works with the cabinet of
civil servants, commissioners, special advisors and consultants, departments and agencies
(MDAs). These works in collaboration with the Secretary of the State Government to
supervise and co-ordinate the implementation of government policies and programmes
through various Ministries, Bureaus, Commissions, Boards, Parastatals and other agencies.
The Study Area
The study area is located in the middle of Ogun State. It is bordered from the East by 3
communes: Ilara, Irolo and Ilishan, from the south by a proposed expressway Sagamu-
Benin and two communes, Shagamu and Ikene, from the west by another proposed
highway Lagos-Ibadan, and from the north by the communes of Isara and Akaka.
The area extends to around 100 km2 of average length of 15 km and average width of 5
km. However, the site includes one big commune situated in the middle of the site, Iperu
Remo and 3 smaller communes to the east. These 4 areas are limited by a perimeter of
protection with a total area of around 46 km2, which leaves an area for the development of
around 54 km2 (Refer to Figure 10.1).

 

SITE ANALYSIS
The topography of the site is almost flat except in the river location where some slopes were
revealed. The area is generally a semi natural forest, with some concentration of heavy
forest to the east and on both sides of the river, see Figure 10.2. Semi natural forest has
some elements of both natural forest and plantation. Land potentially considered as
cultivated comprises only 7% of the study area.
The site also comprises some settlements scattered throughout the area, mainly at the east
of the site. The area of these settlements represents around 7% of the study area, but the
boundaries of protection extend to around 46%. To the west, Libu River runs from north to
south. In order to avoid flooding, it is recommended to have the development around 100
m away from the center line of the river from each side.

 

The proposed airport site is located east of Iperu commune and has a total site area of
around 15.2 km2. Many local roads passes throughout the area, the main important one is
the expressway going from Lagos state towards the north and passing through Iperu.
Another local road is the one linking Ogere commune to Ilishan commune and passing
through Iperu.
10.3 LAND USE COMPATIBILITY AND GENERAL MASTER PLAN
10.3.1 General Land Use Zones
The site has been divided into 7 zones, represented geographically on the plan, and
bordered by either natural obstacles or planning limits. These 7 zones, indicated in
Figure 10.3, are labeled A, B, C, D, E, F, and G, where F is the airport site with an area of
around 15.2 km². Since the area of the river banks and roads passing through the site
amounts to around 2.0 km², this leaves a total developable area of around 46 km².

SITE ANALYSIS
The topography of the site is almost flat except in the river location where some slopes were
revealed. The area is generally a semi natural forest, with some concentration of heavy
forest to the east and on both sides of the river, see Figure 10.2. Semi natural forest has
some elements of both natural forest and plantation. Land potentially considered as
cultivated comprises only 7% of the study area.
The site also comprises some settlements scattered throughout the area, mainly at the east
of the site. The area of these settlements represents around 7% of the study area, but the
boundaries of protection extend to around 46%. To the west, Libu River runs from north to
south. In order to avoid flooding, it is recommended to have the development around 100
m away from the center line of the river from each side.

Potential Land Uses
The spectrum of potential land uses allocated in Ogun Cargo Airport Site varies from
Industrial, Logistics, Commercial, Residential, Hospitality, Community Services and
Agriculture.
Agriculture
The East of the site comprises the most suitable land for plantation and agriculture. This
area is located between and outside the communes of Ilara, Ilishan and Irolu. The area of
the land suitable for agriculture amounts to around 20 km². Zones E and G are allocated
agricultural use.
The agricultural land is available for a variety of cash crops. It is known that this area
produces Kola, Maize, Cassava, Yams, Pineapple and Coconut as semi forestry agricultural
products, and Tomatoes, Bananas, Plantains, Potatoes in agricultural graded lands. The
production could be massive or natural depending on market demand. Therefore, it is
assumed that crops grown within the perimeter of the study area and around will be used
as a material for the Industrial and Logistics activities in order to be shipped or transported
to other countries or regions.
Industrial/Logistics
Two sites have been identified for the installation of an industrial and logistics city. The first
site is in Zone D adjacent to the airport with an approximate area of 7.1 km², this site has
an immediate potential for implementation. The second is on the west side of the site in
zone A with a total land area of around 13.7 km². This site is considered to be implemented
at a later stage of the development. These two sites have a total area of 20.8 km².
The type of activities related to the Industrial/ Logistics sites is the production and services
of the following items:
 Food processing and Beverages
 Fixed vegetable fats and oils
 Cereals and cereals preparation
 Medicinal and Pharmaceutical products
 Essential Oils and Perfume materials
 Dairy Products and eggs
 Textile and wearing apparels
 Wood and Leather works
 Rubber and Plastics in primary form
 Research Industry related to the Agronomy and Environment
 Miscellaneous edible products and preparations
 Art craft and handmade items
These industries, based on local resources, products and capacities, will be employing the
local population at the various employment categories.

Any new development generates employments and attracts population to move and live in
the proximity of the site or within the area. Providing housing for these people near their
working sites is essential for reducing the cost of transportation and facilitating the
movement within the site.
It is obvious that part of the working force will be hired from the environing settlements and
will live in their villages, but for the remaining part it will be constraining to find them
housing in the existing area, so the master plan provides for these people an area that will
shelter the working force with their families. This area will be located between Iperu
protection area and the river valley with a total gross land area of around 6.1 km². The site
analysis (Figure 10.2) shows that this location is at the end of the Aviation Cone and the
Obstacle Limitation Surfaces, the heights allowed in this zone will be around 480 meters
which is distant from the heights allowed for such developments in rural areas. The

residential component of the project will be distributed along two areas: low- density
settlement and medium-density settlement.
This area will provide housing for 5,500 people in low density local housing units, with an
average of 780 units, assuming that the family household size is 72. In addition it will
provide housing for 15,500 people in medium density apartment buildings with an average
of 2,214 units. This will totalize the population to be housed within the perimeter of the site
to approximately 21,000 people and the number of units to around 3,000 units in villas and
apartments.
Table 10.3 shows the distribution of housing and population in low and medium density
housing with the relative number of units:
Table 10.3: Housing in Residential Area
Type NLA (ha) GFA (ha) Units Population
Low Density 109 32 783 5,482
Medium Density 51 61 2,214 15,500
Commercial /Community Facilities / Hospitality
For servicing both the population and the manufacturers, the commercial center will play a
key role in the success of the development. Plots will be required for the manufacturers to
show their products to the local and potential international market as well as by the retailers
of household’s equipments (furniture, Kitchen, garden supplies, cars and leisure products).
Showrooms for this purpose will have an area of around 1ha to 2 ha.
For that, an area in the middle of the development located on the crossing of roads and
transport routes will be provided for commercial, offices and other related services such as
hotel, entertainment facilities and others decided by the market demand.
Moreover, a central community services area will be provided within the development and
adjacent to the commercial site to serve the population and the working force within the site
2 For more explanation of this assumption, see section 10.3.4.
and in the surrounding. Hospital and health care centers, vocational school, university and
administration buildings are the type of potential Facilities for the service of the population.
The total land that will be allocated for the above mentioned uses will sum to around 4 km².
This zone will have around 122 plots distributed all along the main axis passing from the
airport to the residential and industrial area in zones A and B. This area is labeled zone C.
Building will be 3 to 4 storey high.
Table 10.4 here after shows the areas and population in zone C. Figure 10.4 shows the
General Land Use Plan.
Table 10.4: Commercial/ Community Facilities
Type NLA (ha) GFA (ha) Units Employment
Commercial /
Hospitality
222 133 116 26,654
Community Facilities 96 24 6 2,407
10.3.3 Land Use Budget
The Ogun State Cargo Airport site will provide approximately 46.2 km²of development, of
which about 12.8 km²will be developed as Industrial Logistics in around 720 plots with
average area of 20,000 m², and 1.8 km² will be developed as residential low and medium
density with convenient stores area for the resident population and around 4 km²as
commercial Hospitality area including community Facilities services for the resident
population.
Figure 10.4 shows the Land Use distribution of the land use budget on the different zones of
the Ogun State Cargo Airport project, it reflects the allocation of land by zone and illustrates
the layout of the master plan respecting the site and its analysis and constraints.

 

Population and Employment
The total population in Ogun was estimated to be around 3,458,0003. No accurate
information was provided on the household size in Ogun State in general. For this reason,
the Consultant considered the figures from the same reference, which states that an
3 Reference: by Ogun State Government, Ogun State Regional Plan 2005-2025 Main Report,
March 2007.
average of 6 persons per household is considered in Ijebu and part of Remo while an
average of 8 persons per household is considered in Yawa, Egba and part of Remo. Hence,
in this report, we will consider the average household size in Ogun State to be 7 persons
per household, which will guide the provision of housing in the area. In the demographical
pyramid of population, children under the age of 5 comprise almost 20% of the total
population. This will have a direct effect on the calculation of community facilities, mainly
educational, provided on site.
The objectives of the Ogun State Cargo Airport project is in conformity with the main aims
of the wider context of Ogun State Regional Plan (2005-2025) prepared by Ogun State
Government, mainly its aims to promote and encourage a healthy, well educated, and
gainfully employed population. This has its implications on the planning and design of the
project at many different levels as will follow.
Most of the population of Ogun lives in towns and rural settlements, where they depend
mainly on agriculture and livestock. Aggregate land use (small scale pieces of agricultural
lands and farms) characterizes this field where people work either in their own land or as
employees. It becomes therefore economically and socially important to allow for agriculture
at the core of the proposed land uses in the project, and to encourage small and medium
scale cultivation and farming.
Besides, the project develops the types of industry that have the potential for providing jobs
of the local population, utilizing local materials, and encouraging regional and international
trade. For this reason, industries were based on the local agriculture and products, such as
food and beverage processing, dairy products, pharmaceutical industry, and rubber and
plastics. Moreover, part of the population also work in hand made products and artisan skills
(cottage industry), such as fabrics, caps, wood carving, pottery, traditional goods and other
manufactured products. The industrial land uses incorporated within the Ogun cargo State
Airport project encourages such light industries to develop and employ the local population.
Moreover, the project was planned to encourage a “well educated population” by the
provision of schools for different levels and providing vocational training in technical schools
that will support the development of the project as well. The community facilities provided
for the working and living population on the site will also include the development of health
facilities in forms of hospitals, dispensaries and clinics.