Why Itakpe-Warri rail can’t be ready in August
The 323km Itakpe to Warri rail project was originally billed to be completed in March 2019, based on the contract terms between the Ministry of Transportation and the CCECC Nigeria Ltd. However, the Minister of Transportation, Rotimi Amaechi had revised the delivery date to June 2018 at a meeting with the contractor, though unofficially. But would that be feasible? Our correspondent who visited the project site in Agbor, Delta State in April 2018, reports that except the project is delivered in phases, the revised date isn’t feasible.
In August 2017, the Minister of Transportation conducted a site inspection of the ItapkeWarri standard gauge rail project that was hitherto abandoned for over two decades by successive governments. After the tortuous inspection, and considering the huge economic impact the project would bring on the Nigerian economy, the minister ordered the completion and commercial operations of the Ajaokuta-ItapkeWarri rail line by June 2018. At the time, only Julius Berger Nigeria Limited had a subsisting contract to build railway ancillary facilities (RAFA yard) close to the Railways Village, around Abavo community in Agbor, Delta State.
The contract for the rehabilitation of a section of the dilapidated rail track, construction of access roads, plus drainages, and building of the rail stations would later be awarded to China Civil and Engineering Construction Corporation (CCECC) Nigeria Limited at an initial cost of $$122.6 million. But that amount may change as the project has already witnessed expanded scope of work around the station’s architecture not originally captured in the contract. Technics Engineering Architecture Marketing Nigeria (TEAM) Ltd, Abuja is the technical consultants to the project.
The contract, titled, Rehabilitation of Itakpe-Ajaokuta Railing, Track Laying and Permanent Way Works at Railway Ancillary Facilities Area, Agbor and the Completion of 12 Railway Stations, traverses Kogi, Edo and Delta states.
The initial completion period was 15 months (to end March 2019). However, findings by our correspondent suggest that the minister has shifted his deadline from June to August 2018 as the June date is highly preposterous. But even the proposed August date is a tall dream as the contractor, CCECC, is battling several challenges that include, but not limited to insecurity, unpredictable weather conditions, community harassment, delayed release of funds, right of way issues, and in some cases, lack of station designs.
The Itakpe-Warri rail line, or central line, is critical because it is located within economic belt where a lot of solid mineral activities happen, Amaechi said.
It would be recalled that the original project was conceived to move iron ore, limestone and other solid mineral resources within the axis to the factories. The biggest beneficiaries were to be the infamous Ajaokuta Steel Plant and Itakpe Iron Ore Industry. But because the Nigerian government failed to complete the industries, the rail facility was also abandoned.
In one of his briefing sessions, Amaechi told journalists that rather than allow the rail facilities decay further, it would be beneficial to convert the rail line to commercial rail system passengers and freight rail service. To achieve this, 12 stations and 12 access roads had to be designed and built. Also to be built are cargo shades in some stations, culverts and drainages. When completed, if a train does 80km/hour on the rail line, it can move from Itakpe to Warri in 4 hours.
The project is divided into two segments - Itapke to Ajaokuta and Ajaokuta to Warri. The Itakpe to Ajaokuta (IA) has two stations while the Ajaokuta to Warri (AW) has 10 stations. The stations and the scope of work done, based on documents sighted by our correspondent, show that station IA1 - Eganyi (standard station), which is now relocated to Itakpe, is still under design. Station IA2 - Adogo (service station) (zero percent work done). Station AW1 - Ajaokuta (standard station) (zero per cent work done, but the camp has been established). Station AW2 - Itogbo (service station) (zero per cent done). Station AW3 - Agenegbode (standard station) (earth filing has started). Station AW4 - Uromi (standard station) (earth filling of station and access road is 60 per cent completed). Station AW5 - Ekehen (standard station) (access road 100 per cent completed) and earth filling of station, 100 per cent completed). Station AW6 - Igbanke (service station) (access road, 100 per cent, station, 20 per cent completed). Station AW7 - Agbor (main central station) (access road, 100 per cent, station 25 per cent completed). Station AW8 - Abraka (standard station) (access road, 100 per cent, 50 per cent completed). Station AW9 - Okpara (service station) (access road, 100 per cent, station 10 per cent completed) and station AW10 - Ujewu (service station) (access road, 80 per cent, station 20 per cent completed).
Scope of work in the two segments
The first segment comprised the rehabilitation of railway line, which is about 52km. The second segment (271km) comprised the rehabilitation of some segments of the tracks that are damaged, the building of the stations, access roads, clearing the thick vegetation that had buried the tracks and other works. General scope of work done Our correspondent gathered that the general extent of work done is significant. However, the quantum of work to be done has doubled because of new additions to the scope of work to be done. However, CCECC has completed the clearing of track of overgrown vegetation, de-sitting of the drainages inclusive of AjaokutaWarri railway line segment is completed 100 per cent. Also, they have commenced replacement of damaged rails and sleepers.
The Itakpe-Ajaokuta line laying of tracks at station IA 02 is completed while the profiling of ballast is in progress. However, ZTE, the company to do the signaling and communication installations hadn’t mobilised to site when our correspondent visited. Challenges Insecurity is a critical challenge on the corridor. Our correspondent gathered that the Ajaokuta end is indeed very dangerous as kidnappings happen regularly around that corridor. Killing and death threats have also happened around this territory. Because of insecurity, CCECC had to sub-contract stations 9 (Okpara) and 10 (Ujewu) to a local contractor - Tinabell Nigeria Ltd to handle.
Closely tied to insecurity is the unrest in certain communities. The contractors complained that communities around Abraka and Warri sometimes would stop them from working over compensation issues. At AW8 (Abraka), for instance, they even stopped CCECC from working for several days, our correspondent gathered.
“At AW6 (Igbanke), they stopped us for almost a week. At AW9 (Okpara) and AW10 (Ujewu), they even beat up our subcontractors and consultants,” said one of the contractors who pleaded anonymity, citing security concerns. They demand all sorts of levies and compensations, he added.
Weather is also slowing the pace of work. The CCECC mobilised to site in October 2017. The rainy season stopped end of November 2017. By February, the rains returned again. In February and March, it rained 20 times around Delta State. From April the rains became almost daily.
The length of the project (323km) is another issue as the contractor is grappling with, deploying equipment, tools and manpower has been an issue. Also, the sites are remotely located, thus making it difficult for members of staff to work during odd hours. Employment/CSR The CCECC alone has employed about 700 locals on the Itakpe-Warri rail corridor (technical and non technical). Some communities have had their roads cleared and two lands leveled. Community leader speaks The president-general, Abavo Kingdom, Chief Jonathan Agbejiagwe Ohioya, told our correspondent that his community had maintained a cordial relationship with the contractors.
“Within the Abavo Kingdom, we don’t harass and extort contractors. We believe that the project, when completed, would impact positively on the kingdom. It will open up the place to commerce, and our lands will appreciate in value. It will also attract employment to our citizens,” he said. He confirmed that the contractor had also created access roads for some communities and employed their youths, who are now acquiring new skills.
Possibility of commissioning the project in August 2018
From the extent of work done, it is impossible to complete the entire project by August 2018. Engineering is one step at a time. You can’t jump any process if you must get a quality job. A good quality project is more desirable than rushing to complete a project on time. However, the rail tracks can be finished by September 2018, but all the stations will be ready by March 2019.
Our correspondent gathered from top officials in the Ministry of Transportation that the minister also recognizes that the project can’t be delivered by August 2018. To this end, the ministry wants the contractor to get three stations ready so that the project can still be commissioned by August or September 2018 while the remaining stations would be done later. A top management staff in the CCECC also confirmed the information, but under condition of anonymity.
“We are striving to finish Warri, Agbor and Itakpe stations first. What the ministry is looking at is that once we finish three major stations, they could commission the train service while we build the remaining stations later,” he said.