The Nation Newspaper

Category: Transportation

  • Transportation: Uncommon challenges

    Transportation: Uncommon challenges

    Just as it was the biggest gainer of the Buhari administration in the last eight years, transportation in the outgoing year also took the worst punch by the hydra-headed insecurity challenge, which left it badly scalded, reports ADEYINKA ADERIBIGBE.

    The outgoing year shook the confidence of many Nigerians as the battle against insecurity took a turn for the worse, and left their confidence in government’s capacity to defend them badly shaken.

    The year started with a huge dose of goodwill for the government, which, six months earlier, delivered on the $1.7 billion 157km- Lagos-Ibadan Standard Gauge Rail (the third system after the Abuja-Kaduna and the Itakpe-Ajaokuta-Warri SGR). The Lagos-Ibadan Rail Service (LIRS) was delivered alongside the multi-million dollar Deep Blue project, which within the year changed the narrative of Nigeria’s international waters (up to the Gulf of Guinea), which used to be one of the most dangerous, to one of the safest in the world.

    Year of Marred Expectation

    If 2022 was projected to be a year of infrastructural consolidation and expansion (in roads and rail components), such hopes was soon blown up, within 86 days as the Abuja-Kaduna train (AKTS), was attacked on Sunday, March 27 The attack left eight passengers dead and over 150 passengers abducted.

    For the next 202 days, negotiated the release of their hostages with the Federal Government, and while it lasted commercial activities on the corridor was summarily suspended.

    The Federal Government stood against ransom payment, but engaged the terrorists in negotiation, which, ultimately, culminated in the release in October, the last batch of the hostages.

    On Monday, December 5, after 252 days of suspension of commercial operation, and the installation of more security features on the corridor, the Abuja-Kaduna train cracked back to life.

    The attack on the rail was not without a huge cost. It led to massive drop in train patronage across the other two lines – Itakpe-Warri (IWTS) and (LITS). The corporation is said to have lost a whopping N6.6 billion in revenue in the seven and half months it suspended operations.

    The figure has, however, been contested by the Nigerian Railway Corporation (NRC), which claimed it lost only N113 million only on the AKTS corridor.

    The suspension of operation and loss in revenue meant that the Federal Ministry of Transportation began to renege on the loan repayments which it had ingenuously embarked upon.

    But, more strategically, the pall of uncertainty that insecurity cast upon the project, also put paid to the continuation of other rail lines proposed by the Federal Government.

    Even if it would not be able to deliver on the third and final lot of the Western line (Ibadan-Minna-Kano), construction ought by now to have reached advanced stage. Rather, the contractor had yet to move to site, because they could not access any more funding from the Chinese Government through the ChinaExim Bank.

    An exasperated Minister of Transportation, Muazu Jaji Sambo, appointed in July, had in August, threatened to sanction CCECC, if it failed to resume construction on the corridor. As the year rounds up, nothing has been heard from the government on the steps it would take to redeem the situation.

    Granted that the modernisation of the Western Line (known as the Lagos-Kano axis) was part of the $5.7 billion contract, which former President Olusegun Obasanjo, had negotiated around 2002, that the ChinaExim dithered on advancing the loan to a nation under siege of instability, as insecurity continued to dog the project’s viability.

    “No investor would continue to put money in an unstable environment. How would any investor guarantee the safety and security of his investments,” was how a rail construction expert, who preferred anonymity, described the condition into which the nation slipped in the outgoing year.

    He said the Lot II of the project and the rehabilitation of the Eastern Narrow Gauge Rail (ENGR) fell squarely within areas that was heavily plagued by insecurity, and the contractor are afraid of exposing their men to hostage takers.

    For him, the contract as well as all others pending execution may suffer as a result of the inability of the Federal Government to provide a stable climate and put an end to the siege of terrorism in the northern parts of the country.

    The sad reality of the foregoing is that the Lagos-Ibadan Standard Gauge may be the last that Nigeria may have and own for a long time, as there are fears that successor administration may not be willing to commit resources to actualising the remaining phases.

    The effect of this is that the bigger benefits of the standard train may continue to elude the nation as it may not be able to ensure the processing of expected cargo throughput from the Ports zone proposed to hit over 100 million cubic metric tons (CMT), to the Northern parts of the country, thereby relieving the roads of the expected logistics chasm to which it has remained locked for ages.

    The fear found expression in the former Minister of Transportation Mr Chibuike Rotimi Amaechi, also a former presidential aspirant of the All Progressives Congress (APC), who, while campaigning for the presidential ticket, had said a vote for him was a vote for continuation of rail development in Nigeria as the last might just have been seen of it, if he lost.

    However, Amaechi failed to connect the rail to the port in Lagos and up till now, connecting all the terminals by rail has remained challenged. Attempts to link the APMT to the rail and to ensure the Nigeria Customs Service demolish their scanning centre to pave way for the railway has remained elusive.

    With four of the five terminals at the Apapa Wharf Port connected, cargo freight by rail has remained skeletal, with hope that things would improve in the new year.

    Despite this however, Amaechi remained peerless for superintending over the commissioning and delivery of the Lagos-Ibadan Transit System (LITS), within six years of the Buhari administration, against engrained culture of delays of project of such magnitude in Nigeria. A comparable case is the yet-to- be-completed rehabilitation of the Lagos-Ibadan Expressway, which had remained a work-in-progress since 1999.

    Aborted Expectations

    As it is, the projection by the Buhari administration to connect the 36 state capitals by standard gauge rail lines within eight years remained a dream.

    Besides the Ibadan-Minna-Kano, expected to be constructed as a single Lot, which had remained a pipe-dream, another project, for which contracts were signed February 7, 2020, which was supposed to be completed within 18 months but impacted by COVID-19 pandemic and had remained on the drawing board, was the 284kms Kano-Daura-Maradi (SGR), a controversial project contracted to Portuguese contractor Mota Engil Nigeria Ltd.

    The Kano-Maradi rail which was to serve as a transportation backbone to neighbouring landlocked countries, using Niger Republic as transit hub is projected to cater to about one million tons of freight and 3.5 million passenger movement in 10 years.

    The route despite public outcry was one of the demands by the ECOWAS to help bolster trade in the sub-region as it ought, if completed, to ultimately improve Nigeria’s balance of trade, serving a comparative advantage to other West African nations such as Benin Republic and Ghana, from which ports some of the landlocked nations routed their international trade.

    There is also the Ajaokuta-Abuja central (CSGR) line, to be prosecuted on a Public-Private Partnership platform, which ought to be delivered also by May next year.

    Also on the drawing board is the Coastal (SGR) which was known as the West-East- line, connecting all the 17 states of the Southern parts of the country by rail.

    This is besides the rehabilitation of the Port Harcourt-Maiduguri Narrow Gauge Rail (NGR), otherwise called the Eastern Rail Line (ERL), which is being wholly financed directly by the Federal Ministry of Transportation budgetary allocation, while the contractor Messrs China Civil Engineering Construction Corporation (CCECC) is supposed to shop for funds for some components such as Free Trade Zone, and the construction of a deep seaport, among others.

    Another project that had to be suspended was the unbundling of the 126-year-old NRC, which ought to take place in the second quarter of the outgoing year. According to the schedule, the NRC ought to give way for three new firms, for efficiency of railway operations with the new NRC being a regulator.

    Hanging Fruits

    The sector, however, gained from some low-hanging fruits in the outgoing year. One of it is the work on the Kajola, cargo assembly plant in Ogun State and the University of Transportation, Daura, Katsina State. Some of the 250 students enjoying scholarship at the University of Transportation, China are expected home next year.

    Attempt to achieve total transformation of the transportation sector in the outgoing year had remained elusive. The House of Representative has yet to pass the concurrence bill that would pave the way for the National Council on Transportation, if signed by the presidency for the professionalization of the sector.

    Sub-national strides

    Despite the mixed bag of opportunities of transportation at the national level, some sub-nationals (states) recorded sustained growth in the outgoing year. One of such states is Lagos, which would take delivery of the legacy Blue and Red Rail Lines by Q1, next year.

    When it fully comes on stream the two lines, between them, would account for 3 million passengers monthly.

    This is besides the injection of new BRT buses as well as the First and Last Mile mini and midi-buses to assist in intracity shuttles of Lagosians since the ban of okada operations by the government, in 25 out of the 57 local governments in the state.

    This is besides its strides to deepen water transportation with the acquisition and deployment of modern water ferries, the dredging of more water channels.

    By last quarter of the year, the state also secured the licence by the Federal Government to construct a deep seaport at Badagry in addition to the one activated by the Federal Government in Lekki in October, which is complemented with the licence for the construction of airport in Lekki.

    These ambitious initiatives are intrinsic part of the THEMES Agenda, which makes transportation and traffic management, a core pillar of its governance.

    But for the Federal Government, the outgoing year was not all gloom. Just last Thursday, it opened albeit temporarily the second Niger Bridge, which from reports have contributed to relieving the experience of many Nigerians on the East-West road.

    However, despite having a bleak outlook in the outgoing year, transportation seems to post a better picture in the coming year. That is if the government that would be elected in the next cycle of polls are favourably disposed to deepening the bouquet of infrastructure and reap bountifully from the 25 year railway modernisation masterplan which rallies to a close by 2027.

  • As second Niger Bridge comes on stream

    As second Niger Bridge comes on stream

    The dust over the reality of the Second Niger Bridge will be laid to rest on Thursday, when it will be opened to ease the yuletide traffic, reports ADEYINKA ADERIBIGBE

    Since he started living in Lagos, Charles Aniagolu (nom de plume) never missed travelling home in December. At least not until seven years ago, when the cost of travelling started to rocket, till the ravaging Coronavirus put paid to it completely, three years ago.

    Until then, it was a ritual he, like many from Ibo hinterlands, observed yearly. It was almost a competition in Charles’ village, where sons living outside it came home to “show off” their city-made wealth. Nothing will stop him from going home this year. He wanted to ride, firsthand, on the Second Onitsha-Asaba Bridge, dubbed the Second Niger Bridge.

    He recalled that he grew up with the knowledge of the construction of the bridge about 35 years ago. Now that it is completed, in his lifetime, he considers it a necessity to ride on it. And he will do, this month.

    Many, who are of Charles’ age, or older, know the story of the Second Niger Bridge like the back of their hands, or the fits and starts of its funding; like the lines on their palms. Many had lost hope it would ever be completed as it donned the toga of a ‘white elephant project’ that had continued to gulp the nation’s wealth.

    But, it seems the season of waste is over. The Minister of Works and Housing, Babatunde Fashola, announced that the Second Niger Bridge would receive its first traffic, this Thursday.

    Fashola said the bridge, which is 95 per cent completed, will from that day be opened to ease traffic, especially during the yuletide.

    The Federal Controller of Works in Delta State, Mr. Jimoh Olawale, who represented Fashola, said the bridge would be opened for 30 days.

    “As we know, during the Christmas celebration, commuters suffer hardship accessing the old Niger Bridge, but with this arrangement, traffic congestion on the Asaba-Benin Expressway will ease,” he said.

    He said the Delta State government and the Federal Road Safety Corps (FRSC) have been put on red alert to apply themselves to hitch-free vehicular movement.

    “Motorists going towards Owerri direction would divert through the access road near the old Niger Bridge to the new bridge,” the controller added.

    He also took time to address uses of compensation, explaining that the government had not taken possession of any property along the 17-kilometre Okpanam-Ibusa-Asaba-Oko bypass leading to the new bridge, but only served notice on the owners to get them removed as the structures were within the bridge’s right of way.

    Just as those from Asaba will be able to use the bridge to cross into Onitsha, from December, the flow would be reversed from January 15, 2023 to benefit traffic from the East to the West of the country.

    Like the Lagos-Ibadan Expressway and other legacy projects, the Buhari administration had vowed to deliver the second Niger Bridge before it hands over power in May next year.

    Emphasising that work on the access road to the Second Niger Bridge was not yet finished, the Minister, who said the reason for the temporary opening was to decongest the first bridge of the huge traffic on it during the yuletide, added that the access roads linking the surrounding towns to the bridge are yet to be completed.

    “I believe it is good news so I can confirm that we have completed work on the Bridge. Right now, you can walk from one end of the bridge to the other; you can also drive from one end to the other.

    “But the connecting roads that link the bridge are what we are working on; that has not finished,” Fashola said.  Attributing the delay in completion of the work on the access routes to the bridge to the flooding occasioned by the predicted heavy rains and the stop- work order for Mondays in the Southeast by IPOB, Fashola, however, said  the flood that occurred in the area during the season was also a blessing as the original level for the design of the access road had to be changed.

    “The flood made us to redesign the height of that road and that is good for us. Happily and thankfully, it did not affect the bridge in any way …” he said.

    Buttressing the positive impact of infrastructure, the Minister asked, “Why do we need the Second Niger Bridge; is it not because we have outgrown the first bridge? It is because people spend days there just to go for Christmas.

    “That is part of poverty. That is the multidimensional poverty which this President said “I will relieve you of it and provide you a choice”.

    “You don’t have to sleep overnight on the bridge because you want to go home for Christmas. That is part of what we are talking about. And he has also approved that since the bridge is finished, we should create a temporary access so that in the journey this Christmas, you can begin to experience what it will look like when the bridge is finally finished and we open it”, the Minister said.

    The 1.6km (0.99 miles)-long Second Niger Bridge is a Federal Government’s project that is furnished with other ancillary infrastructure, including a 10.3 km (6.4 mi)-highway, Owerri interchange and a toll station at Obosi city, inaugurated in March 2022.

    Last Bridge

    The Second Niger Bridge crosses the Niger between Asaba, the Delta State capital, in the west and Onitsha in the east. When completed, it will be the last bridge over the Niger River, before it branches into its delta estuaries.

    According to Wikipedia, the Niger River is the third longest river in Africa after the Nile and the Congo. It moves 7,000 m3/s water at Onitsha, which is more than 100 times as much as the Thames in London (65 m3/s) and almost three times as much as the Missouri river (2,450 m3/s) before reaching St. Louis in the United States. The Niger River separates Nigeria’s populous southwest, from the oil-rich southeast.

    The first Niger Bridge, constructed in the 60s as a two-lane steel truss structure, is, hopelessly, overloaded, due to the fact that it must accommodate the traders, cart drivers, freight forwarders and the occasional cattle herds in addition to cars.

    The phrase “Second Niger Bridge”, which has been used as an established term in politics since the 1980s, Wikipedia further stated, is misleading.’

    “In fact, there are already seven major bridges over the Niger in Nigeria alone (not to mention in countries like Niger or Benin). It is therefore correct to speak of the Second Niger Bridge at Onitsha”.

    Funding

    The project is being funded through the Presidential Infrastructure Development Fund (PIDF) created by President Muhammadu Buhari and managed by the NSIA.

    PIDF is also used to fund the construction of Lagos-Ibadan expressway and the Abuja-Kaduna-Kano-Road.

    History

    The Second Niger Bridge was first conceived in the 1978/79 political campaign by then candidate Shehu Shagari of the National Party of Nigeria (NPN).

    In 1987, after warning about the state of the steel bridge across the Niger River by the then Minister for Works and Housing Abubakar Umar; General Ibrahim Babangida challenged local engineers to design the Second Niger Bridge. Rising to the challenge, The Nigerian Society of Engineers called NSE Prems Limited, which subsequently delivered a master plan. The addition of east-west railway line to the project, unfortunately the turmoil that hastened the end of Babangida’s regime stalled the plan.

    Under the subsequent administrations, the project received scant attention. Upon the return to civil rule, President Olusegun Obasanjo reactivated the dream. However Obasanjo did nothing on the project, until five days before he handed over power to the late President Umaru Musa Yar’Adua, when he flagged off the project in Asaba.

    The incoming administration effectively inherited a ?58.6 billion proposed cost for a six lane, 1.8 km tolled bridge, which was to be completed in three-and-half years. The bridge was to be financed under a public private partnership (PPP) with 60 per cent of the funding coming from the contractor, Gitto Group; 20 per cent from the Federal Government of Nigeria, and 10 per cent from the Anambra and Delta State Governments. Unfortunately President Yar’adua untimely death stalled the project’s progress.

    In August 2012, the Federal Executive Council under Goodluck Jonathan’s administration, approved a N325 million contract for the final planning and design of the bridge. During the 2011 Nigerian general election campaign period, the project was on President Jonathan to-do-list on or before 2015. At an Onitsha town hall meeting on August 30, 2012, President Jonathan had vowed to go into exile if he did not deliver on the project by 2015.

    Though he never achieved the dream, he did not venture into exile either.

    The lot fell on President Muhammadu Buhari administration, who first cancelled the earlier contract in June 2015, to actualize it. Work resumed on the Second Niger Bridge in October, same year and seven years after, with 95 percent of work done, Buhari is as good as handing the project over on schedule.

    The bridge unarguably will reduce lost manhour, reduce wastages, reduce losses and enhance travel experience of Nigerians who have signed off to a life of pain and anguish anytime they find themselves plying the bridge.

    Peerless

    Fashola insisted Buhari’s investment in infrastructure is peerless, adding that when all sources of revenue fell, the administration simply innovated other funding sources, adding that the SUKUK, the Road Infrastructure Tax Credit Scheme, and the Presidential Infrastructure Development Fund are among several avenues the administration has innovated change.

    Appealing to the commuting public for patience, Fashola said, “So what I will then say is that you will expect a more efficient road if we use the road properly. “Please be patient; don’t be in a hurry and face oncoming traffic because it will just build up the whole place and that is what will cause gridlock and not our work but impatience”.

  • Advancing the cause for safety, security of rail service

    Advancing the cause for safety, security of rail service

    As rail service resumes operation, experts have highlighted what should be done by the government to forestall a repeat of security breach on the train networks, reports ADEYINKA ADERIBIGBE

    The much-awaited service on the heavily subscribed Abuja-Kaduna Train Service resumed yesterday, with low passenger traffic.

    Many Nigerians, who longed for the reactivation of the service, besieged the train station at Idu and Kubwa (Abuja), as well as Rigasa (Kaduna), heaved a sigh of relief as they thronged to have a feel once again of the hugely successful train service, which provided a safe, reliable and cheaper alternative to the road mode, which became unsafe as abductors and other criminal elements laid siege on the Abuja-Kaduna Expressway.

    The train service, which began commercial operation in 2016, was attacked on March 28, this year, by terrorists who bombed the track and rained bullets on the coaches. Their evil action left eight people dead. They abducted over 100.

    The attack, which led to the suspension of operations until yesterday (nine months), however, exposed the fragile security cover provided for the train system, with the Federal Government insisting that no train would move on that corridor until more secured template is processed.

    Proposed this time, was the siting of military formation at each end of the corridor and a periodic air surveillance back up, which would be assisted with onboard detachment of Police, Nigeria Security and Civil Defence Corps (NSCDC) and Department of State Services (DSS).

    Added security features introduced by the Nigerian Railway Corporation was the presentation of National Identification Numbers (NIN) by everyone who buys purchase ticket (except minors), banning of ticket purchases by proxy (except for minors or adults), and the presentation of boarding papers by intending passengers before they are allowed into the departure hall.

    But experts averred that the NRC and the nation’s security should show cause that the needed lessons had been learnt to avert a future occurrence.

    Undoubtedly, the rail transportation system promoted migration and urbanisation.

    Train infrastructure is the backbone for mass transit and movement of heavy-duty freight across the country.

    This is the crux of Buhari administration’s uncommon commitment to revamping and sustaining the drive for a better rail service delivery.

    NRC is, arguably, the oldest living corporation in Nigeria (established in 1898), which made it about 124 years old.

    It built between 1898 and 1965 3,505 km network of narrow gauge (NG) rail lines, which could form the first phase of its development while the second phase, known by experts as the modern era, began in 2004, when the 86 km network of Standard Gauge (SG) rail lines, which would link Abuja to Rigassa in Kaduna, started.

    It was completed in 2016. There was the completion of the 302 km Itakpe-Warri network of Standard Gauge (SG) rail lines, which though started in 1983, as Africa’s first standard rail system (industrial line – to service the Ajaokuta Steel Mills and the Onne Port in Warri), was delivered in (2020), additional 156.5 km double SG Lagos-Ibadan Rail line with extension (6.5km) to Apapa Sea Port, which was inaugurated on June 10, last year.

    Other Standard gauge rail lines under various levels of implementation and procurement include Ibadan-Kano, Kano-Kazaure, Daura-Katsina, and Katsina-Jibiya-Maradi in Niger Republic. There is also the coastal rail service that would run from Lagos-IjebuOde-Benin-Yenagoa-Port Harcourt-Aba-Uyo-Calabar.

    On the narrow gauge, the Port Harcourt-Aba-Enugu- Makurdi-Jos-Bauchi-Gombe-Maiduguri corridor is experiencing a major rehabilitation.

    The Federal Government, which started the 25 years railway modernisation masterplan in 2002 (expires in 2027), have handed over to Nigerians, three standard gauges rail lines: the Abuja-Kaduna (AKTS), Itakpe-Warri (IWTS), and Lagos-Ibadan (LITS). The narrow-gauge rail lines consist of the Western line which runs from Lagos (Iddo) to Kano, and the Eastern line which runs from Port Harcourt to Maiduguri (which presently stops at Gombe).

    Dr Kayode Opeifa said the Nigerian Railway Act (1955) amended in 2004, mandated the corporation to develop national rail infrastructure and operate rail service on the narrow and standard gauge rail lines. The Federal Ministry of Transportation has embarked on revamping the railway transportation system to provide safe, secure, efficient, reliable and high-quality train services.

    Opeifa, the Executive Director, Centre for Sustainable Mobility and Access Development (CenSMAD), in a paper, entitled: Safety and security of rail transportation in Nigeria he presented at the National Transportation Summit last week, stated that there are about 4,174+km of rail line, consisting of about 3,505km of Narrow Gauge and about 800km of standard gauge in the country.

    The liberalisation of the NRC Act, Opeifa said, was bearing fruits with other participants, among them, the FCT Abuja, constructing a light rail system, and Cross Rivers State coming up with monorail system in Calabar, and Rivers State abandoning a monorail system in Port Harcourt, and the Lagos rail mass transit system which would begin commercial operation next year, even as Kaduna and Niger states are making a foray into the railway transportation system.

    Opeifa, who reviewed the 25-year- railway masterplan, for delivering sustainable development growth (SDG) Gross Domestic Product’s (GDP) contribution and jobs creation social harmony, by linking people and places and political stability, said the document ought to be urgently reviewed as major milestones anticipated had been lost.

    A modernised train system was, according to him, to link people to jobs, deliver products to the market, underpin supply chain and logistics, support domestic and international trade and support tourism.

    Others are support urban and rural economic goals, reduce poverty (by improving mobility and improve quality of life by reducing congestion and reducing pollution. The document came in three phases, with Phase One being, System Transition, 2002-2007, Phase Two, System modernisation 2002-2015 and the last being system stability 2016-2027.

    He said with Nigeria still being on Phase Two in the year, there was no better time than now to review the plan.

    Addressing the issues of safety, Opeifa and other experts said railway safety deals with many factors, among which are derailment (which in most cases are occasional), train collision, train collision with obstacle, track integrity/damages rail crossing/level crossing, rolling stock fire, rail washouts, work related safety issues, track obstruction, death by railway (suicide and trespasses) and localised attacks by vandals.

    According to European Union data (2006-2019, derailment accounted for 29% of railway safety concerns, followed by train collision 9% train collision with obstacle 8% while the twin issues of track integrity/damages as well as rail crossing/level crossing accounts for 25% while rolling stock fire is 4%.

    Work related safety issues (HSE), track obstruction, death by railway accounted for 15% while others located by regions accounted for 10%.

    Security on the other hand relates to issues such as railway environment community relations, stealing/pilfering/burglary/theft, personal attacks/harassment within coaches and around corridor/coaches, kidnapping/terrorism and smuggling, riots/public disturbances/war situation among others.

    Opeifa a member of the NRC board insisted however that despite the recent attacks on train operations by terrorists, the railway remains the safest among the land transport modes of transportation and nothing must be done to derail the Federal Government’s commitment to the revitalization of that sub-sector of the transportation ecosystem.

    Though safety system in all transport modes are mostly measured by incidences and accidents, it is much more than that and includes systems failure, the situation in Nigeria is not that bad as it is similar to the situation in many African and developing countries.

    Since the massive investment in train system modernisation beginning from 2016, things have changed for the better and the country now faces fewer risk as rail safety indices are often measured in Km travelled, Passenger moved, hours worked or in operations among others.

    Opeifa said safety and security is management driven and rail safety measures are often very expensive with Low Benefit-Cost ratio as a result of strong Institution, Legal and Political pressures. For better result and in line with global trend, separate departments are created for safety and safety Officers who must be certified as such, often reports directly to the Board/Top management. Safety is a central issue that challenges decision-making during the planning and implementation of modern day railway system especially with the advent of High Speed Rail (HSR) and as such appropriate systems should be in place to ensure safe performance during operations.

    Integrated safety approach to all modes of Transport not just rail is necessary to gain trust from the public and government.

    If it is perceived unsafe as with the Abuja-Kaduna line in recent time due to the twin attack society will choose not to use it, hence a waste of the infrastructure assets.

    He called for the installation of train protection system (TPS) which is one of the most implemented safety procedures. It can stop the train from the central control room before it comes to arms way.

    Like Opeifa, another Railway transportation expert David Omoyele canvassed that there should be regular conduct of rail tracks safety audit, regular checks on rolling stocks/wagon/locos/cranes, and the diesel and water quality, regular renewal of personnel safety certification, regular staff and systems audit and the accident/incidence investigation documentation.

    Opeifa called for the establishment of a national rail safety policy which would form a major part of the national transport policy to develop statutes, laws, regulations and rules of engagement by all state governments engaging in railway developments.

    Develop established processes, standards, procedures and methodologies for the implementation and operations of the policy and develop a compliance, reward and punishment systems, set up an independent incident/accident investigation administration. Investigation must be independent to be valuable, reliable and acceptable. It must be of highest degree of Integrity.

    “We need to establish a National minimum security checklist for Rail operations in Nigeria.

    “We need to be proactive to provide Security systems based on modern technology taking advantage of innovations and Artificial Intelligence.

    “We need to declare not just a Rail Transportation security system but a Transportation wide system as we move towards achieving an intermodal transportation system. Attack on one injures others,” Opeifa insisted.

  • Concerns as park markings begin in Lagos

    Concerns as park markings begin in Lagos

    Experts and other stakeholders have taken the Lagos State Government to task as it commenced, vehicle parking lane markings across the sprawling, but choked megapolis. ADEYINKA ADERIBIGBE reports.

    For the motoring public in Lagos State, 2023, is a year they must begin to take more than a passing interest in.

    When the Babajide Sanwo-Olu administration made Transportation and Traffic Management the first of the six pillars of its agenda in government, it left none in doubt of its determination to take hard and drastic decisions to change the conversation around transportation in the state.

    From consolidating on the gains of the previous administrations on traffic management which largely remained intractable, the government took on the road rehabilitation headlong even as it took on ambitious strides to activate other modes of transportation, the deployment of Intelligent Transport System (ITS) across the networks and the integration of all operation on a single card, called Cowry card, for seamless e-payment across all modes of transportation.

    Also ongoing is the construction of legacy rail projects – the Blue and Red Rail lines which are primed to commence commercial operation by Q1 2023.

    The latest is the imposition of parking levies for vehicles by the Lagos State Parking Authority (LASPA).

    A creation of the Lagos Traffic Management Law 2018 (as amended), LASPA, had to suspend the collection of levies on all road setbacks from all tenements, based on angst registered by the people, many of whom expressed shock at the mandate of the authority.

    In deploying more negotiation, LASPA said it is already meeting with event centres, recreation facilities and religious homes (Churches and Mosques), from which it said it would commence the collection of parking levies from the second quarter next year.

    Determined to also increase its stake in the sector and drive underground private operators making hay and flaying motorists, LASPA began yesterday, park lane markings for the full take-off of parking operation, which would roll out next year.

    With the lane markings which took off in Surulere, in Mainland Lagos, yesterday, and which is expected to move to other places like Ikeja, (the state capital and also Mainland Lagos), from where it would move to Obalende, Victoria Island, Ikoyi and Lekki, the LASPA General Manager Mrs. Adebisi Adelabu, said at the weekend.

    Read Also: Regulated parking begins in Surulere, Ikoyi, Ikeja, Lekki

    Adelabu, who insisted that the initiative is aimed at assuring Lagosians of Improved Parking System anywhere in the sprawling megapolis, said the effort spearheaded by the Authority, is geared towards improving the parking culture in the state.

    She said the markings would hallmark the take-off of best practices in vehicle parking which the authority would spearhead frontally from 2023.

    A regulated parking as LASPA envisages, she insisted, will minimise indiscriminate parking, as it will guide motorists on appropriate parking spaces in all the designated local government areas in the state, beginning from the six that would serve as pilot phase.

    On  the advantages of the parking lane markings, Adelabu observed that noted that the markings will guide motorists and pedestrians on appropriate parking regulations and spaces within the locale, as well as remove confusion and uncertainties of available parking spaces, while conveying a range of information to residents on parking procedures within each specified environment.

    Also to be accommodated according to her, in the lane markings are special considerations for people living with disabilities and signposts for parking directives.

    The LASPA Chief solicited the understanding of residents who might be inconvenienced in the areas earmarked for the markings, assuring that government’s intentions at regulating and improving the parking culture is to improve the driving experience of the motoring public.

    But LASPA itself remains controversial as its mandates and responsibilities conflict with the nation’s grund norms.

    LASPA as a legal entity has been a subject of legal contention between the state’s Attorney General and Commissioner for Justice Mr Moyosore Onigbanjo, SAN, and Mr Femi Falana, SAN, who have traded legal authorities, with the latter insisting that on the basis of the 1999 Constitution (as amended), the Lagos State Government err in setting up an agency to take over a responsibility specifically given to local governments in the state.

    Falana contended that even where all the 57 local governments and LCDAs intended to, they cannot single-handedly seed any part of their responsibility specifically arrogated to them by the constitution, to any other arm of government.

    In his learned opinion, Falana had urged the state’s Attorney General to properly advise his employer to stop abusing the constitution by arrogating to itself a power that has no legal or constitutional backing.

    Though  Onigbanjo did not doubt the veracity of the claims by Falana, he held that the local councils vide the law creating the agency, had assigned the state the powers to exercise their duties, faulting Falana’s position that the Lagos State Parking Authority (LASPA) lacks the power to fix and collect parking fees in the state.

    The Attorney General, in a letter signed by his Senior Special Assistant Adebayo Haroun, claimed: “The Lagos State Parking Authority Law, 2018, empowers the local government and local council development areas in Lagos state to assign their powers in respect of collection of fees relating to parking to the state government,” Haroun had said.

    “Accordingly, by a mutual agreement, the local government areas and local council development areas in Lagos State have assigned their powers to the state government to collect fees on parking in Lagos state.”

    Falana, citing judicial references, had insisted that local governments lacked the powers to unilaterally sign off their responsibilities to carry out constitutionally enshrined responsibilities without first amending the constitution.

    “It is curious to note that Mr. Haroun did not refer to the more relevant case of Airtel Nigeria Limited v Attorney-General of Lagos State & 3 Ors (2019) 1 NCLR 1, where the court of appeal held that it was unable to agree with the appellant, that the third respondent (Eti Osa Local Government) does not have power to make law that relates to private parking since there was nothing in the bye law that is inconsistent with Section 7 and Paragraph 1 of the Fourth Schedule to the Constitution,” Falana had fired back at the Attorney General.

    “However, with respect to the case of Ola Animashaun Harimot Oluwabukola v. Attorney-General of Lagos State & 5 Ors, the court of appeal did not pay attention to the case of Knight Frank & Rutley Nigeria Limited V. Attorney General of Kano State (1998) 7 NWLR (PT 556) 1 at 24 where Kutigi JSC (as he then was) stated as follows:

    “‘The Court of Appeal must therefore in my view, be right when it opined thus: Could the powers of the state and local government councils to order for valuation of ratable hereditaments co-exist and be complementary?

    “I believe that once the state passes a legislation assigning the functions of valuation of tenement rates to the Local Government as the Constitution has directed, only the Local Government Council will have the power to deal with that subject.

    “The State has no power to deal with the matter and the Local Government Council cannot, even if it wants to, divest itself of those powers.”

    The human rights lawyer added that “in view of the authoritative pronouncement of the Supreme Court on the illegality of usurping the powers conferred on local governments by state governments, it is indisputably clear that the local governments cannot be legitimately divested of the powers conferred on them by Section 7 of the Constitution to fix and collect parking fees in Lagos State.

    “Therefore, the Lagos State Parking Authority lacks the power to fix and collect parking fees in Lagos State in any manner whatsoever and howsoever.”

    In Falana’s view, until the constitution is revisited, everything being done by LASPA, including the parking lane demarcation and intention to collect fees on such delineated spaces are illegal, void and of no effect as it conflicts with the nation’s grund norm.

    But beyond the legality or otherwise to which the government wished to push below the radar, is what some transportation experts called efficiency regarding the pressure to which the delineation/markings would further put the bad road network in many parts of the state.

    Widely travelled road safety expert Patrick Adenusi said the exercise would further worsen travel experience of Lagosians on the roads, which according to him, LASPA itself underscored as “inconveniences” in its statement.

    According to Adenusi; “the roads that are insufficient for the motoring public is where they’re carving out from for parking. While parking is important, the priority should be how to manage the traffic that is as old as Lagos.”

    For Adenusi and the tribe he represents, travel time from all parts of Lagos is tormenting and wasteful. For him, the government merely mouths a transportation agenda with empty content. “People leave Epe 3am-4am daily in a bid to avoid congestion. Ajah to Lagos Island, a distance of about 30km is costing motorists a minimum three hours daily.

    The motoring public he said, groans daily of the sheer torture that the Lagos roads have become. The travel time from Ikorodu to Lagos Island is not any better than Ajah to Lagos Island; Agege to Lagos Island is the same. What is worrisome is that the grossly insufficient road is where the said parking lanes are coming from, that is worrisome.

    He foresees that the parking fees, when it eventually takes off, if it ever did, would compound the torture of motoring public in Lagos.

    “It is agonising driving on our roads; the torture the motoring public experience daily must be compounded with revenue generation through parking. The government has lost it. The other side of this move is that, in the inner streets, touts will take over the roads for parking. Mark my words, there’ll be a fight to take over roads and vehicles will be damaged by the touts.”

    Adenusi recalled why for over 40 years, there is only one entry and exit on the Lekki corridor, which is one of the roads listed to be marked for parking and wondered why extracting a portion from any road as parking, would be the priority at this time, while government left unattended the road user attitude which remained woeful and unacceptable.

    Asked what he thought should be done, Adenusi said most of the roads don’t have road signs and are not adequately marked, which resulted in multiple lanes and other road abuses which he said is promoting complete chaos everywhere. Wondering why the government decided to wrap the year with such a gift as street marking going into December, knowing that that month of the year is known for heavy human traffic of Christmas shoppers which would change the travel pattern and why the government chooses those areas known for trade destinations further compounds motorists worries.

  • LASTMA honours residents and politicians, inaugurate traffic mayors

    LASTMA honours residents and politicians, inaugurate traffic mayors

    Residents, community/political leaders and other public officials of Ifelodun LCDA, who has contributed to the development of the place, were honoured last Wednesday.

    Among various awards, they were conferred newly installed traffic mayors of the Lagos State Transport Authority (LASTMA).

    According to the Supervisor for Transport and Logistics of Ifelodun LCDA and Coordinator of Mile 2 Interchange from the Office of the Lagos State Traffic Management Authority (LASTMA), Alhaji Inaolaji Bamidele Daud (IBD) Shomotan, “The reason to award and install some individuals as traffic mayors within the community is to engage the elites and to inspire interest to ensure sanity on Lagos roads and to ensure free-flow of traffic everywhere.

    “The choice of awardees is based on the fact of their positive impacts on the community and to ensure their continuous interest at contributing further to the development of the state as well as encouraging others to emulate them.”.

    Among the list of prominent awardees were Prince Rabiu Adio Oluwa, former Executive Chairman of the old Ajeromi-Ifelodun Local Government, member of Governor Advisory  Council (GAC) and Leader of Badagry Division of the All Progressives’ Congress (APC), Dr. Abiola Ajijola, the first Executive Chairman of the old Ajeromi-Ifelodun Local Government, Hon. Olusegun Ogunbanjo, past  Local Government Area Party Chairman of the old Ajeromi-Ifelodun and two terms member of the National Assembly, Abuja as well as Hon. Taiwo Oyewole Adenekan, first Executive Chairman of Ifelodun LCDA and immediate past member of the National Assembly, Abuja.

    The list also included the Executive Chairman of the LCDA, Hon. Olufemi Okeowo, who hosted the event, including his predecessor Hon. Shuaib Fatai Ajidagba.

    According to Shomotan, “It is important to encourage and appreciate those who are involved in development of our community in order to promote sustainability and their continued involvement even after public office. That was why we thought it wise to also confer an award on the current council chair Okeowo for being a harbinger of peace and development who have used his tenure to unify the people and his predecessor Ajidagba, a man whose time in office witnessed unprecedented development for which Ifelodun LCDA will remember for a long time. “

    Other awardees were Hon. Kolawole Musibau Taiwo (HKT), former Deputy Leader of the Lagos State House of Assembly and current member of the Federal House of Representatives, Abuja, Hon. Kalejaye Adeboye Paul (KAP), former Special Adviser to the Governor of Lagos State and APC candidate for House of Representatives, Abuja, in the 2023 election and the wife of Badagry Division Leader, Yeye Iretiola Oluwa; and the Chairman of the Lagos State Local Government Commission, Hon. Kamal Ayinde Bayewu; Hon. Lookman Sa’d Olumoh, member of the Lagos State House of Assembly (LAHA); the CEO of Lagos State Ferry Services, Hon. AbdulBaq Ladi-Balogun.

  • As Abuja-Kaduna train resumes operations

    As Abuja-Kaduna train resumes operations

    Operation is set to resume on the Abuja-Kaduna standard gauge. Minister for Transportation, Muazu Jaji Sambo, who announced this, said never again would Nigeria witness such dastardly attack. ADEYINKA ADERIBIGBE and TIMILEHIN BABATOPE report.

    Perhaps the best news, since the release, on Wednesday, October 5, 2022, of all the abducted passengers of the ill-fated Abuja-Kaduna (AK-9) train, is that the train service, suspended since March 28, this year, may resume on Thursday, November 24, 2022.

    That is about 272 days after the attack which not only shook the nation to its foundation, but dealt a killer punch on the administration’s infrastructure and especially the railway modernisation agenda for which the Buhari administration has left an unmatched legacy.

    Though the initial details of the resumption of services had been tagged as “fake news” by the Nigerian Railway Corporation (NRC), that the Minister of Transportation, Muazu Jaji Sambo reaffirmed that its imminent resumption last week, had removed the veil of uncertainty on the veracity on claims that it would soon resume operation.

    During his inspection tour of the Corporation’s facility of the Lagos and Southwest corridor, Sambo, said service on the Abuja-Kaduna train service would resume before November end.

    The resumption lay to rest various stakeholders’ agitation to get the corporation back to work.

    A former Director of Rails in the Federal Ministry of Transportation who preferred not to be mentioned had said continued delay in the return of services would affect the viability of the project. He said no investor would be willing to continue to invest on projects when the one he earlier did had become unoperational. He commended the Federal Government for getting over the moral burden of securing the release of all hostages in the ill-fated rail hijack, adding that quick return to the tracks is the only way to reactivate the Chinese government into taking another look at all hanging railway projects in the country.

    According to him, the railway remains the best legacy of the Buhari administration.

    Though much details about the new train service is yet to be made public, earlier information indicated that the train would run two trips daily between 6.40am and 2pm from Kaduna, and 7am and 2.20pm from Abuja.

    Though more lines according to sources may be introduced as demand increases on the route, train services in the evenings on the Abuja-Kaduna corridor remain suspended.

    The Corporation had completed the rehabilitation of the blown up tracks and heavily shelled locomotive and coaches since May, yet, the Federal Government had insisted services will not resume on the corridor until all those held hostage by the terrorists are rescued alive to rejoin their loved ones.

    Nigeria Military which coordinated the rescue operation had ruled out full military option against the terrorists. This position was adopted by the Federal Government which favoured negotiation rather than full military tactics if the victims must be rescued alive. Though it opened a channel of negotiation with the terrorists, government stuck to its guns and refused to succumb to ransom payment on the abductees.

    The effect was that the journey to freedom became tortuous, frustratingly slow and rocky, as the terrorists began to release their victims piecemeal.

    When the last batch of their victims was released in August, the terrorists had threatened to kill the remaining victims. However, fate took an interesting twist on the remaining 23 victims, who got their freedom after 191 nightmarish and tortuous days with their abductors.

    Even after their release, the Federal Government had insisted commercial activity would remain suspended until the right security architecture is put in place.

    Giving a clue at a recent quarterly media briefing, the Managing Director Engr Fidet Okhiria, had hinted at the establishment of two military formations close to the stations at Abuja and Kaduna. This is besides other security features that are now added to the tickets at both ends, and the operatives that would be on the train, which would be complemented by the in-transit CCTV and aerial surveillance to reduce incidences on the corridor.

    All the elaborate details of the security outlay it was gathered, was to prevent a repeat of the sad occurrence of March and how hordes of Nigerians had taken the Federal Government to the cleaners when facts emerged that it sanctioned the operations of the train services on the Abuja-Kaduna axis without elaborate security outlay in place.

    But Sambo said all these fears are now a thing of the past. An inter-ministerial committee which had as members, the military, officials of the Federal Ministry of Transportation and that of the Corporation, and other security apparatchiks have brainstormed on the way forward not only to secure the embattled Abuja-Kaduna route, but all the railway networks in the country.

    Sambo was particularly excited at the control centre located within the precinct of the ultra-modern Mobolaji Johnson Railway mega station at Alagomeji, Ebute Metta in Lagos.

    He said the centre offers a number of innovations which when fully deployed would contribute to the safety and reliability of the train system in Nigeria.

    Sambo applauded the Buhari administration’s giant strides in the railway transportation subsector of the industry, adding that when the history of the sector is written, the administration as well as the contribution of his predecessor Rotimi Amaechi would be boldly written as having changed the conversations around the sector and enlisted Nigeria among nations with a history of modern/ standard gauge transportation system.

    He said: “I wish the incoming government will continue with the progress we have made in the rail sector which Nigerians are all presently proud of.

    “My gratitude goes to my predecessor for all he did in office, even his enemies admitted his commitment towards achieving success in the rail sector.

    “My predecessor had left an indelible mark. Although we have limited time, we have vowed to continue where he stopped.

    “We have been receiving support from the management of the railway but we hope it will be sustained to enable us to create an enabling environment for business to thrive and reduce time of doing business.

    NRC’s Managing Director, Mr Fidet Okhiria, commended the Minister’s commitment to ensuring completion of all outstanding projects within the time frame, and adhering to quality and international best practices.

    Okhiria appreciated President Buhari for keeping Railway alive through critical infrastructure development and sustainability of the NRC operation.

    He said that railway is the artery of the nation’s economic growth and development adding that the key to a healthy diversified economy lies in the railway as the catalyst to economic transformation.

    He however disclosed that the Corporation is, “in the recent time facing some challenges which include; security and vandalisation,” but thanked the minister for ensuring that the railway corridors are now properly secured for the safety of its esteemed passengers.

    The minister whose inspection tour also took him to Kajola Wagon Assembly Plant donated by the Chinese Government through the China Civil Engineering Construction Corporation (CCECC) expressed satisfaction at the pace of work at the Yemi Osinbajo Park/Station, which he said when completed would help put a stop to over dependence on importation of train spare parts and other rolling stocks, including wagons and some classes of coaches.

    The Minister said the assembly plant would create room for knowledge transfer and enable Nigerians to learn how to assemble and eventually build train wagons locally.

    Ultimately, having the facility locally means that Nigeria would no longer be importing wagons from China, as we would be able to manufacture rolling stocks that would be consumed locally and may even be able to export to the African market as more African countries join the league of train transit nations.

    “We don’t need to import the wagons into the country anymore. There is also an economic benefit to the establishment of the rolling stock. Nigerians will also be learning how to build the wagon, locomotives, coaches and by doing so will create employment while improving the capacity of the train wagons,” stated the minister.

    He added, “For us to increase the capacity of the railway, we need the wagons. We need to repair and assemble wagons. The technology that is being done abroad will be replicated in Nigeria and many jobs will be created for the youths.”

    The minister also had a stopover at the the Wole Soyinka Railway Station where he met with the passengers who wanted to board the Abeokuta to Lagos train.

    Sambo, who took time to obtain the feedback from users of the train services, was happy that all passengers had good stories to tell about the operations of the service since it was introduced on June 10, last year.

    The passengers commended the government for providing an easy way to travel. Many who were on the train for the first time said they would certainly return to the train as it provides a better, safer and cheaper alternative to the road mode, especially now that pockets of insecurity have also started rearing its head along the Lagos-Ibadan expressway.

    The minister said he is happy that despite the lull in the business in the past, the Lagos-Ibadan train service is recording about 1,500 customers daily, and has not experienced any case of security challenge in any case.

    He said “I don’t think we have experienced anything to worry about and in any case, we are not going to wait until something happens, we are proactive, and we don’t have to announce what we have done but I can assure you that except it is beyond our powers, we have by the grace of God taken everything, the security of lives and goods on our trains are guaranteed.

    The assured passengers that the government would continue to work to ensure that the corporation maintains the standard on the standard gauge in order to ensure that it continues to attract the cream of Nigerians who would want to taste the train system as a viable alternative to the road mode of transit in the country.

    The minister described the modernisation of the train system in the country as unprecedented, adding, “I am highly impressed with the railway modernization programme of this administration and what we have seen is unprecedented and we are vowed, my colleague and I that within the short time that we will spend as ministers, we will build on the legacy we met so that the trajectory would not be truncated in anyway.”

  • FindMech, a dependable solution to auto problems – FRSC

    FindMech, a dependable solution to auto problems – FRSC

    Sector Commander of the Federal Road Safety Corps (FRSC) in Lagos State, Mr. Olusegun Ogungbemide, has expressed readiness to work with Find Mech Limited on the newly introduced FindMech App, which is designed to facilitate real time access to verified automobile technicians and reliable auto parts sellers.

    Speaking while receiving management of Find Mech Limited in his Ikeja office, the sector commander commended the introduction of the app, and urged the company to collaborate with the Automobile Technicians Association of Nigeria, the National Association of Road Transport Owners and the Lagos State Parks.and Garages Management Authority for enhanced acceptability.

    He urged the company to enlarge its operations to cover the whole country, using Lagos as pilot scheme, and ensuring that only reliable auto-mechanics are enlisted on the platform as service providers, to avoid endangering security and safety of users of the service who might invite the mechanics to their homes.

    He lamented the cases of road crashes, breakdown of vehicles due to mechanical issues as major problems which are responsible for gridlocks on many roads in the country, adding that real time response to such faults would be addressed through the app.

    Speaking earlier, the Managing Director of FineMech Nigeria Limited, Mr. Dipo Akinfaye, said that the app is an up-to-date technology which links a car owner to location specific auto-mechanics, especially members of the Automobile Technicians Association of Nigeria scattered around the country who possess the skills to solve such problems.

    He said the mechanics have good diagnostic skills, all-round field knowledge, strong communication skill, good customer service skills, good work ethics and efficient and time-conscious solution to vehicle problems.

    According to him, when a car develops problem, the owner would log into https://apps.apple.com/gb/app/findmech/id1619679523 to locate the nearest automobile technician enrolled on the platform in any part of the country, who would provide professional and highly rated service, and where necessary contact verified parts dealer for quality parts.

    He added that many car owners have been victims of unprofessional technicians, substandard spare parts, but by accessing professional automobile technicians who use genuine spare parts for servicing and repairs of vehicles with little or no delay, such issues would become history.

    In his remarks on the app, the chairman of Auto-mobile Technicians Association of Nigeria,, Lagos State Chapter, Mr. Morufu Egberoungbe, who led scores of members of the association to the event commended the introduction of the app and expressed readiness of his members to work with FindMech to solve the problem of frequent vehicle breakdown and its attendant booking by government traffic agencies.

    Egberoungbe promised his members’ full support to the app, the association would enlist all sister associations to buy into the app in the interest of development.

    Providing detailed benefits from the app, Mr. Lekan Dabiri, explained that the map-based app ensures pleasant motoring experience which not only comes with only verified auto mechanics but also a list of vendors of authentic spare parts.

  • Red Rail Train: Lagos settles Ogun landlords

    Red Rail Train: Lagos settles Ogun landlords

    Landlords of the two Ogun State communities – Agbado and Ope-Ilu – who are affected by the Lagos Red Line Rail project, last week, got fully paid by the Lagos State Government for their lands which was taken over for the actualisation of the Red Rail Line. ADEYINKA ADERIBIGBE writes.

    Over 180 landlords, whose houses are affected by the construction of the Agbado Train Station and stabling yard of the Red Line Rail, were last week paid by the Lagos State Government.

    The payment brought a closure to fears from the landlords who had thought they may never get anything for their properties pulled down by the Lagos State.

    They recalled that those affected in the Ogba-Iyo-Ijoko-Alagbole-Akute road/bridge construction demolition, since 2013, were yet to be paid a dime. Their fears were further kindled when all affected tenants in the two communities, were, about two months ago, paid and they left, leaving their landlords at the mercy of touts who seized the opportunity of the desolation to lay siege on the two towns.

    Worse for these landlords, was that many, who had given their consent to the Lagos State Government rail system had voluntarily pulled down their structures. Many had sold all their valuables including doors, windows, roofing sheets, curtains and beddings, hoping to recover once they get paid their compensation.

    A red herring was thrown into the wedge when one of the residents, Joseph Akinola had approached the court to frustrate efforts to get the affected landlords compensated. But led by the Baales of the two communities and the Iyalode of Agbado Chief Mrs Esther Adebimpe, a large number of the affected landlords had appealed to the Lagos State government to without prejudice to the matter in court, go address and pay all those who had accepted their lot and are ready to be compensated.

    For these set of people, their waiting was eventually over last week as the Lagos State Government through the Lagos Metropolitan Area Transport Authority (LAMATA) moved in and effected the payment of compensation to them.

    The payment, it was gathered, became epochal, as it was the first to be executed in the spirit of the Lagos-Ogun Joint Development Commission.

    The compensation exercise was also jointly supervised by officials of the Ogun State Lands Bureau and Survey Department and LAMATA.

    It followed the revocation of the affected land titles by the Governor of Ogun State, Prince Dayo Abiodun.

    The head, Acquisition and Compensation Department in the Lands Bureau and Survey, Ogun State, Mrs. Oluwaseun Oluwasusi, who represented the Ogun State Government, informed beneficiaries that the compensation was paid following the successful presentation of the revocation notice to each of the property owner and their consent to support the government on the rail development project.

    She expressed the appreciation of Governor Abiodun for their cooperation and understanding, stating that the rail project would make commuting between the two states seamless, improve their lifestyle and reduce the stress associated with commuting between Ogun and Lagos states.

    On his part, LAMATA’s Consultant, Corporate Communication Mr. Kolawole Ojelabi, who represented the Managing Director of LAMATA, Engr. (Mrs). Abimbola Akinajo, expressed the appreciation of Governor Babajide Sanwo-Olu to the Ogun State Government for facilitating the acquisition of land in Agbado and Ope-Ilu for the Agbado Train Station and Stabling Yard respectively.

    He said both states had meticulously looked at the landed space needed for the project to ensure that people affected are adequately compensated to ease their relocation.

    “About two months ago, we paid tenants. Today, it is the turn of landlords. This is to prove to you that the government is serious about compensation. On behalf of the governments of Lagos and Ogun states, I want to appeal to you to promptly vacate the areas the government had acquired and paid for, so we could build the infrastructure for the rail line.

    “We are currently running behind schedule because this rail line is expected to commence operation by the first quarter of 2023,” Ojelabi added.

    The payment of compensation for acquired land had usually been the bane of governments to provide life changing infrastructure for its teeming people.

    Besides the train station, Lagos State  is expected to build a stabling yard between Agbado and Ope-Ilu where the rolling stock would take off or land at and would be available to store rail vehicles while they are not being loaded or unloaded or are waiting to be assembled into trains.

    A stabling yard and a rail yard is a series of rail networks for storing, sorting or loading and unloading rail vehicles and locomotives.

    Yards have many tracks in parallel for keeping rolling stock or unused locomotives stored off the main line, so that they do not obstruct the flow of traffic. Cars or wagons are moved around in a stabling yard by switchers or shunters, a type of locomotive.

    The 37-kilometre red rail line, which is expected to carry about 1.5 million passengers when fully on stream, is expected to traverse the national standard gauge from Agbado to Oyingbo, in the first phase. The second phase is expected to take off from Oyingbo to Marina to join the Blue Line interchange, with the first phase beginning from Mile 2 to Marina.

    The Red Line has no fewer than eight stations and two stabling yards – Oyingbo Station (with a stabling yard). Other stations are at; Yaba, Mushin, (with an overpass at Ogunmokun and Kayode Streets), Oshodi, (which is expected to connect with Terminal Three), Shogunle, Ikeja (an iconic train station with a skywalk into the local wing of the Murtala Muhammed International Airport). Others are; Agege, Iju, and Agbado stations (with the second stabling yard).

    With the Agbado Station and the stabling yard yet to take-off, and the heat of politicking already setting in, it is hard to imagine the project meeting up with the scheduled inauguration by first quarter next year.

    The project which started in April 2021 has however proved the will of the Babajide Sanwo-Olu administration to take bold steps in changing the narratives around transportation and ensuring the opening of the transportation ecosystem in the state to include rail transit services from the choking single road-reliance mode, with its attendant gridlock and congestion across the state.

  • AFD excites LASWA with Wide-Lag investment

    AFD excites LASWA with Wide-Lag investment

    Agence Francaise De Developpment (AFD) is bringing fresh investment into Lagos Inland Waterways Transportation (IWT). It would partner and strengthen the Lagos State Waterways Authority (LASWA) to change the narrative of waterways transportation, writes ADEYINKA ADERIBIGBE

    Known more as the State of Aquatic Splendor; Lagos, with her over 25 million population and rich water-bodies made up of streams, rivers, mangroves, lagoon and a rich Atlantic ocean coastline, ought to have maximized its aquatic luxury. But no, despite having about 22% of its total landmass covered by water, Lagos has found water rather, a burden than blessing.

    Since the second republic when the Lateef Jakande administration took off with ambitious waterways intervention through its ferry services on the dredged routes, till date, Lagos has been struggling with maximizing its inland waterway potentials.

    Despite efforts by the government through the Lagos State Waterways Authority (LASWA) to sanitize waterways operations and the commitment of the government through the LAGFerry to inject modern water buses to attract more passengers and see waterways as a preferred alternative to decongest the road, passenger response had remained abysmally low. At its best, statistics have put waterways transportation at less than 300,000 annually, a far cry from Babajide Sanwo-Olu administration’s projections, which had put patronage annually at over two million.

    In its determination to come up with solutions to the “good challenge” that the waterways had continued to post, the administration had discovered a number of factors, among them, capacity of operational vessels, high frequency of waterways incidents, and lack of professionalism and competence of operators as some of the factors militating against a flourishing waterways operations.

    But all that may be a thing of the past as a multilateral development partner, Agence Francaise De Developpment (AFD), has expressed readiness to partner the government through LASWA, to foster its THEMES Agenda, to develop the waterways.

    At the epochal meeting held last month, the AFD team, led by David Margonsztern, who came all the way from Paris laid bare a very robust and potentially profitable venture which the agency said they are happy to venture into.

    Addressing audience made up of the LASWA management team, representatives of the Federal Ministry of Finance, representatives of Lagos State Metropolitan Transport Authority (LAMATA) in what was the first in the series of meetings that would still be held between it and the state, at LASWA’s Five Cowries Headoffice, Lagos, David described the AFD as a good development partner with the state.  Instructively, it wasn’t the first time AFD would be partnering with the government in developing infrastructural capacity. AFD’s partnership with the state dated over a decade, and they’ve been very visible in helping the state develop capacity by partnering LAMATA in the construction of bus shelters and are involved in facilitating the construction of the two world class interchanges on the Blue Line Rail, the state’s Lagos Urban Rail Transport (LURT) otherwise known as the Lagos Rail Mass Transit (LRMT) system, which would flag-off commercial operation by first quarter next year.

    According to David, the Wide-Lag project which would be co-funded by the European Union, would inject 200 million Euro to develop three routes. The project which would commence in 2023 is expected to be completed by 2027 and would run on the Build Operate and Transfer model for 20 years, with a grace period of seven years.

    The loans he further added would be used to finance detailed engineering design, civil works, Intelligent Transport System (ITS), purchase of modern vessels, as well as training and capacity and institutional development and operational expenses.

    Among others the project, when completed, would improve quality of lives and promote urban transit, assist in mitigating the growing impact of climate change, and improve social acceptance by the commuting public.

    He said the AFD would be committing 1.2m Euro grant for the feasibility study and other incidentals, while the much needed funding would be obtained upon securing the necessary guarantees by the Nigerian governments to help develop the state’s waterways.

    David said the project intends to add value at it would create hundreds of direct and indirect jobs for the youths, and change transportation conversations in the state permanently.

    He said a team of consultants would be employed to work with LASWA’s team in developing the financial sustainability roadmap  for the project, identify the routes to be adopted and work at improving the remaining routes already operational in the state and help the state develop capacity in waterways commuting.

    “AFD’s intention is to within the short to medium term, turn Lagos into an international benchmark for Inland Waterways Transportation (IWT), like Bangkok, Sydney, Amsterdam or San Franscisco to such a point that it would share its resilience experience with other countries of the Gulf of Guinea”.

    He said AFD has strong footprints in 157 countries and would help the State Government in developing inland waterways that would be attractive and be a preferred alternative as it would interface seamlessly with other modes for the convenience of all users.

    It would also help in building LASWA’s capacity as IWT regulator adding that the fortunes of the state would change dramatically once the right investments are tailored to the waterways.

    David noted that not only is 22% of its landmass covered by water, the lagoon, which is the state’s strategic resource is under utilised, while 60% of its land surface are less than five metres above sea level and are at high risk of coastal erosion.

    David observed that the state with 60% the landmass already built up, and the potential to catapult its present population put at 25 million to about 40 million by 2050; potential of increased vehicle density on the overburdened road networks all underscored the need for aggressive and massive investment in public sector transportation to keep the state moving.

    LAMATA’s Technical Adviser, Corporate Investment and Planning, Engr. Osa Konyegha, described LASWA as a reliable development agency of the government, with whom LAMATA has been partnering in the development of the state’s strategic transport masterplan (STM). He described the proposed AFD’s intervention as a game changer for inland water transportation as it would not only enhance quality investment, but boost local capacity.

    “LAMATA believes that implementing a project of this nature is not easy and requires a lot of effort and it would always be there to lend their support in areas where it has developed comparative advantage,” Konyegha said.

    Head, Infrastructure for the Federal Ministry of Finance, Mr Ismail Lawal assured the readiness of the Federal Government in ensuring that Lagos got the best infrastructure lift.

    He urged AFD and LASWA to dust all gray areas ahead of the project in order to remove all stumbling blocks ahead of the project, right from the feasibility studies stage.

    For him, if everything that needed to be attended to are fast tracked, it would assist the legwork needed to secure appropriate approvals.

    He said the Federal Minister of Finance attended the pilot meeting in order to  keep abreast of the project adding that Lagos led other states in the delivery of turnkey infrastructures aimed at improving the quality of lives of the people. He said as a microcosm of the bigger country, everything would be done to support the state in improving its livability index.

    Lawal commended AFD for the support it has been giving the state in the past, adding that such synergy would be needed to ensure the success of the proposed IWT development.

    While welcoming participants, Oluwadamilola Emmanuel said the partnership is in demonstration of the commitment of the Babajide Sanwo-Olu’s administration to transportation which is in line with the THEMES Agenda.

    He said the partnership with the development agency would further deepen the state’s IWT and make it attractive and a preferred alternative especially by riverine community dwellers.

    He said LASWA as the lead regulator has been active in enforcing standards, professionalizing waterways operations by operators cleaning of water channels and distribution of safety gears to ensure safety of the waterways.

    The LASWA chief described the partnership with AFD as one of the state’s reliable development partners adding that the Wide-Lag project is a continuation of its intervention in transportation aimed at making the state’s waterways attractive for patrons.

    He said: “The wide-Lag project focused on how to ensure the movement of people through the waterways and to ensure sustainable development of the inland waterways. We would ensure that this investment covers all areas we should cover to make our waterways more attractive”.

    He commended Governor Sanwo-Olu’s commitment to transportation, adding that when this project fully comes on stream, it would completely change the narratives as it would boost intermodal integration.

    He said in subsequent months, the AFD team would help in building capacity adding that the entire LASWA team is excited about the prospect of an invigorated waterways system.

    The AFD presentation encapsulated the project cycle, procedure and monitoring tools, wide-Lag project concept, project schedule, key messages and selection of priority ferry routes.

  • Blue Line Rail: Sensitising against electrocution

    Blue Line Rail: Sensitising against electrocution

    As the delivery of the two legacy rail lines by the Lagos State Government gets closer, ADEYINKA ADERIBIGBE writes on why residents must avoid interfering with the Blue Line Rail

    Barring unforeseen circumstances, the Lagos State Government, by first quarter 2023, will take modernised train inclusion (as an element of intermodal mass transit) notches higher, with the delivery of the Blue and Red Rail Lines.

    The Babajide Sanwo-Olu-led administration, at the seventh Ehingbeti Economic Summit, unveiled the Lagos State 30-year Economic Master plan, that replaced the 20-year Master plan (put in place by former Governor Asiwaju Bola Ahmed Tinubu, which rounded off this year). He is upbeat of his place in history. His luck it is, to, like the Israelites, take Lagosians to the promised land that had seen them wallow in the “wilderness” for 40 years, since the dream of a metroline was first conceived by the Second Republic Governor, the late Alhaji Lateef Jakande, in 1983. Instructively, Lagos State would become the first sub-national, not only in Nigeria, but Africa, and among fewer still in the world, to fully own and operate metro rail lines.

    This is besides its ambitious steps to add air and sea ports to be located in Lekki and Badagry to the bargain. These, again, makes it the first state to fully and actively play in major modes of transportation in the country.

    Rail

    The state’s journey into rail ownership began with the construction of the Blue Line in 2002. Meant to be the flagship of its intervention in public sector transportation, that would on completion complement the Bus Rapid Transit (BRT), which began commercial operation on March 17, 2008.

    The project, which was supposed to be delivered in 2012 had suffered serial hiccups chiefly, due to official tardiness and paucity of fund.

    However, the project received last year, a new gust of air, and finally, after 20 years, the Blue Line which almost became moribund was revitalised.

    Former Governor Babatunde Fashola, at the Lagos Traffic Radio yearly summit in 2019, had challenged the new administration to actualise the project to serve as launch pad for the remaining five rail corridors.

    For keeping the state waiting for 20 years, the Sanwo-Olu administration would be delivering two – the Blue and Red lines to the people.

    While the first phase of the Red line would run alongside the main Nigerian Railway Corporation (NRC) corridor, from Agbado – Oyingbo, with two works yards at Oyingbo and Agbado, the Blue Line, which would run across the Lagoon, from Mile 2 to Marina.

    While the Red Line would be propelled by Automotive Gas Oil (diesel) engine, known as Diesel Multiple Unit (DMU), the Blue Line would be propelled by an Electric Multiple Unit (EMU) locomotive, which means that it would run on electricity. The government has built a dedicated Independent Power Plant (IPP) to exclusively service the corridor.

    The first set of electric locomotive and coaches had been purchased by former Governor Babajide Fashola, who had taken the project to about 80 percent completion before handing over to his successor, in 2015, while the Sanwo-Olu administration who made its delivery a sacral duty, took delivery of more rolling stock. Construction on the corridor is at about 90 per cent completion as at last weekend when the Lagos State Metropolitan Area Transportation Authority (LAMATA) Managing Director Engr Abimbola Akinajo and her team, monitored the project.

    The LAMATA Chief was satisfied with the pace of work on the Blue line, noting that work is going according to schedule and the timeline for a test run by December remains feasible.

    Enlightenment

    With the imminence of its completion, Mrs Akinajo activated the next phase, which was massive enlightenment for citizen’s expectations on the Blue line corridor.

    Read Also: More controversy trails naira redesign policy

    Of particular concern to Mrs Akinajo is safety. Because the Blue Line is electrified, aggressive enlightenment must begin to reduce human interference/impact with the rail corridor. To forestall this, a fence has been constructed by the state government to protect the entire Blue Line right of way, from Mile 2 to Marina. According to her, places especially Mile 2, Orile, Agboju, and other densely populated communities around the rail corridor had been completely fenced off. She warned against people cutting through the fence and running across the rail corridor.

    “While these acts may seem safe for now, it would be suicidal once operation commences, as the corridor would be electrified and could lead to electrocution and instant death,” Akinajo said.

    To give more verve to the clarion, she made a two minute video which adumbrated the danger of human impact of the Blue rail line.

    She said electric options remained the way to go in view of the massive global agitation for cleaner energy and to cut down on emission of GreenHouse Gases (GHG) which has over time proved dangerous to the environment leading to climate change.

    According to her, while the Red Line would be propelled by Diesel, the Blue Line would be activated by about 700Kva of electricity, thus making human impact on the corridor suicidal.

    According to Wikipedia an electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or on-board energy storage such as a battery or a super capacitor.

    Though there is no indication that the rolling stock would be powered by overhead lines, or by a third rail or an on-board energy storage battery or super capacitor.

    Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not including the inefficiency of generating the electricity). Additional efficiency can be gained from regenerative braking, which allows kinetic energy to be recovered during braking to put power back on the line. Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative braking. Electric locomotives are quiet, compared to diesel locomotives since there is no engine and exhaust noise and less mechanical noise. The lack of reciprocating parts means electric locomotives are easier on the track, reducing track maintenance. Power plant capacity is far greater than any individual locomotive uses, so electric locomotives can have a higher power output than diesel locomotives and they can produce even higher short-term surge power for fast acceleration.

    Electric locomotives Wikipedia further stated are ideal for commuter rail service with frequent stops. Electric locomotives are used on freight routes with consistently high traffic volumes, or in areas with advanced rail networks. Power plants, even if they burn fossil fuels, are far cleaner than mobile sources such as locomotive engines. The power can also come from low-carbon or renewable sources, including geothermal power, hydroelectric power, biomass, solar power, nuclear power and wind turbines. Electric locomotives usually cost 20% less than diesel locomotives, their maintenance costs are 25-35% lower, and cost up to 50% less to run.

    The chief disadvantage of electrification is the high cost for infrastructure: overhead lines or third rail, substations, and control systems.

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