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Ogun State Agro Airport|Off Lagos - Ibadan Expressway - NIGERIA |Starts July 2008

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.

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.


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 proposedairport 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​

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.

Recommended Phase 1Development elements include:
 Runway and associated connecting taxiway.
 Navigation and Visual Navigation Aids,​
 Electrical Substations, Radar Antenna and Support Facilities and Transmitter andReceiver,​
 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.​
I just thought ill organize the place.

5,047 Posts
Completed!? The project is supposedly July 2008. More information:


An economic development initiative of the Ogun State Government, designed to be driven by the private sector.

Project Location is at the centre of the State, (8) kilometers from the Sagamu interchange along Lagos - lbadan Expressway which is easily accessible from different directions within the state.

Objectives are to put to good use, the location advantage of the state to the benefit of the entire nation as an important Airline/Cargo destination in the West African sub-region. The project is positioned to eventually develop into a new industrial town thereby providing employment and encouraging the creation of wealth for discerning organizations and individuals in respect of, but not limited to the following:

Ware House Services
Construction Services
Industrial development
Airline/related Services
Agricultural/related services
Cargo Handling/Distribution Service

Project Strength:

Proximity/access to commercial cities of Abeokuta, Lagos, Ibadan and Ijebu (within 30 minutes drive)
Good road network, accessible nationwide
Located away from densely populated/highly built-up areas
Open to development, to accommodate all the presence of interested business organizations because of its location in a yet to be exploited area
Federal Government designation of facility as a Customs bonded Warehousing & Clearance centre for the oil sector residential and industrial development(s)

Economic/Social Benefits:

Establish Ogun State as an important cargo destination;
Explore potential market opportunity for cargo transportation;
Increased inward investment and international interest in Ogun State/Nigeria;
Linkage of agricultural production to industrialization;
Expansion of economic activities;
Social welfare development i.e. water, education, health facilities etc;
Physical developmenr i.e. roads, housing, industries etc; Development of a new centre of commercial activities; Acquisition of new skills;
Promotion of Tourism;
Employment generation

Take Off:

Commence as an Industrial Air Park that over time will evolve into the Cargo Airport.


· Airstrip for light to medium cargo and commercial air traffic

· Helicopter shuttle/taxi services

· Aircraft maintenance Hanger

· Pilot training school

· Airline services training school Flying club

· Theme park

· Housing estate

· Travelers' inn/bus terminus

· Parcel and light mail delivery services and cargo depot

· Warehousing services/Cold storage services

· Petroleum Products depot/fuel farm

· NNPC mega petrol station

· Agricultural cargo depot

· supportive cottage industries

· A terminal for the Lagos, Ogun and Oyo Light Rail Project Hospitality and resort

complex with training facilities

· Banking and Financial services

Cargo Airport Project Opportunities:

• Airport Development Company

• Airline Services Company

• Airline Training School

• Airline maintenance facilities

• Cold warehouse Storage facilities

• Agricultural Processing

• Bonded Storage

• Real Estate Development

• Tourism/ Hospitality

• Fuel Tank Farms development

• Haulage/Logistics

• Infrastructural development

• Horticulture Farming

• New Towns development

• International Conference facilities

• Industrial Parks

Aviation Expert
1,737 Posts
i dont understand how an agro airport could create tourism towns and theme parks.

873 Posts
i dont understand how an agro airport could create tourism towns and theme parks.
:lol: Yeah, I was wondering the same thing. It all sounds like a load of crap to me. I've yet to find even one pic of the construction going on at this site, which is odd being that it's such a big one. It'll be nice if someone who lives in that area and or will be going through the area could stop by and see what's really going on.

5,047 Posts
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.
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
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.
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