PARTIAL PASSENGER OPERATION FOR

LAGOS RAIL MASS TRANSIT (BLUE LINE)

PROJECT BTWEEN MILE2 TO MARINA
SECTION

CCECC NIGERIA LIMITED

August,2020

1
 Catalog
1. overview.........................................................................................1
1.1 Design basis..........................................................................1
1.2 Project profile.......................................................................1
1.3 the History of the Study of Systems and Maintenance
equipment..........................................................................................1
1.4 Year of study.........................................................................2
1.5 Main technical standards.....................................................2
(1) Main technical standards of the line.............................2
(2) Main technical parameters of rolling stock...................2
1.6 Scope of the study................................................................2
1.7 Design assumptions..............................................................3
1.7.1 Transport Organization..............................................3
1.7.2 External power supply...............................................3
2. Transport Organization and Operations Management...................3
2.1 Operational management year............................................3
2.2 Vehicle type and train formation..........................................3
2.3 operation plan......................................................................3
2.3.1 Train Route.................................................................3
2.3.2 travel speed...............................................................3
2.4 Train operation management...............................................4
2.5 Management organization...................................................4
2.5.1 management interface..............................................4
2.5.2 Management organization........................................4
3. Project scheme...............................................................................4
3.1 system of traction power supply.........................................4
3.1.1 traction power supply...............................................4
3.1.1.1 Main design principles............................................4
3.1.1.2 External Power Supply and Switching post...........5
3.1.1.3 Medium Voltage Network.....................................6
3.1.1.4 Scheme of Traction Power Supply System.............7
3.1.1.5 Substations.............................................................8
3.1.1.6 Power Monitoring System...................................11

2
 3.1.1.7 Reactive Compensation.......................................11
3.1.1.8 stray current corrosion protection......................12
3.1.1.9 Issues to be addressed.........................................12
3.1.2 traction network......................................................12
3.2 Electricity............................................................................13
3.2.1 Key technical standards...........................................13
3.2.2 Low Voltage Distribution and Lighting.....................13
3.2.2.1 Load classification.................................................13
3.2.2.2 Load supply design...............................................14
3.2.2.3 Low voltage distribution design...........................15
3.2.2.4 Lighting design......................................................15
3.3 Communications.................................................................17
3.4 Signal..................................................................................17
3.5 Fire Alarm...........................................................................17
3.6 Fare collection....................................................................17
3.7 Control Centre....................................................................17
3.8 Buildings.............................................................................18
3.9 Maintenance equipment....................................................19
3.9.1 vehicle maintenance equipment.............................19
3.9.2 infrastructure maintenance equipment..................19
3.10 Yard...................................................................................19
3.11 Water supply and sewage.................................................19
3.12 HVAC.................................................................................20
2.12.1 Ventilation and air conditioning............................20
2.12.2 Indoor Water Supply and Fire Protection..............20
4 Cost estimation..............................................................................20
4.1 Scope of cost estimation....................................................20
4.2 cost estimation...................................................................21

3
 1. overview
1.1 Design basis
Letter dated August 7,2020 from China-Turkey Group ," Letter on
Post-station Project on Planning and Design of Commercial Operation
Plan for Blue Line Section of Light Rail ".
1.2 Project profile
Lagos Blue Line light rail line has 11 stations, and the total length is
about 27 km. The depot is located at the terminal station, Okokomaiko.
4 stations and 3 sections has now completed, which are Named
National Theatre 、 Iganmu 、 Alaba 、 Mile 2. The terminal station,
Marina are currently under construction. The length of the line from
Marina to Mile 2 is about 13 km, which is planned to achieve part of the
business operation target by November 2022.
At present, the systems of communication, signaling, electric power,
fare collection and maintenance equipment are not constructed, which
will be schemed in this document.
1.3 the History of the Study of Systems and
Maintenance equipment
Since 2015, the following study works has been carried out on the
systems and maintenance equipment:
In January 2015, the study of systems and depot equipment for blue
line of Lagos Light Rail was submitted.
In September 2015, the Scheme of Temporary rolling stock
Maintenance facilities for the Blue Line of Lagos Light Rail was submitted
and updated in September 2016 based on site conditions.
In July 2017, the project implementation plan of the systems and
depot equipment was submitted.
In May 2019, according to the request of the Client, the study works
of systems, the temporary maintenance workshop and the depot were
carried out and the study report
1 was submitted in June.
In March 2020, the research works of electric traction system
scheme, temporary maintenance workshop and depot was carried out
and the study report was submitted.
In August 2020, according to the initial intention formed by CCECC
and the Client, in order to achieve the aim of partial commercial
operation in November 2022, and the study works of electric traction
system, communication facilities, fare collection equipment, rolling stock
maintenance facilities, etc. are developed based on the manual
operation mode.
1.4 Year of study
Short term :2030, long term :2045
1.5 Main technical standards
(1) Main technical standards of the line
Number of main lines: double lines;
Gauge: mm;1435
Minimum radius of vertical curve: general 5000 m, difficulty 3000
m;
Minimum curve radius: main line 400 m, depot 150 m;
Limit gradient: main line 3%;, access line, depot link line 3.5%;
Traction mode: electric traction;
(2) Main technical parameters of rolling stock
Type of vehicle: B type
Train formation: 4-car train for initial, and 10-car train for future
Power supply: DC750V
Power supply mode: 3rd rail
Basic width: 2800mm
Basic length: 19,000mm
Floor Height : 1100mm
Axial weight: not more than 15 t
1.6 Scope of the study
In order to achieve the aim of partial commercial operation of
Marina to Mile 2 section, this study is carried out based on electric
traction and 2 years of partial2commercial operation period.
The engineering works include: traction power supply system, fare
collection, communication, simple vehicle maintenance facilities,
buildings, HVAC, water supply and sewage, etc.
1.7 Design assumptions
1.7.1 Transport Organization

There will be 2 trains for partial operation stage, and each of them
will separately run on either of the double lines.
1.7.2 External power supply

External power supply will be provided by the Client. External

power supply is the key factor of the project. In order to ensure the
stable operation of the project, two independent external power sources
are needed. Further more, the situation of external power supply needs
to be confirmed.
The investment of power supply line from the location of external
power supply to traction substation is not within the scope of this
project.
2. Transport Organization and Operations Management
2.1 Operational management year
The partial commercial operation is expected to start in November
2022, and the initial operation stage will be 2 years.
2.2 Vehicle type and train formation
In initial operation stage, 2 trains with a formation of 4-car will put
into operation. The length of platform is 200m, which can accommodate
a 10-car train. .
2.3 operation plan
2.3.1 Train Route

There will be 2 trains for partial operation stage, and each of them
will separately run on either of the double lines.
2.3.2 travel speed

The maximum operation speed of vehicle is 80km/h. For the initial

3
operation stage, there will be no signaling system. Manual telephone
dispatching and manual driving mode will be adopted for train operating.
Thus the train shall run under a limited speed of less than 40km/h.
 2.4 Train operation management
1) Traffic Operation Control
Manual telephone dispatch will be applied. The dispatching officer
and the driver shall be responsible of the train operation safety.
2) Fare collection
manual fare collection method will be adopted during the partial
commercial operation stage, and one-price ticket is recommended.
2.5 Management organization
2.5.1 management interface

The state government of Lagos is responsible for the finance and

project operation management, and CCECC will be responsible for the
daily operating management, mainly including the daily transportation
organization, the activities of maintenance, the wages, and staff training.
More details can be discussed and agreement will be put forward
between the state government and CCECC.
2.5.2 Management organization

It is suggested to set up Lagos Light Rail Operation Management

Company, to manage the daily operation management of the blue line
and to train local staff. Positions such as general manager, finance officer,
HR officer and secretary will be employed to be in charge of related
department. It is recommended that the contractor is employed for
infrastructure maintenance and the supplier for rolling stock
maintenance.
3. Project scheme
3.1 system of traction power supply
3.1.1 traction power supply

3.1.1.1 Main design principles

(1) Decentralized power supply mode will be applied.

(2) The power supply for4 traction and the power supply for lighting
and equipment will share the medium voltage power supply network.
The network will adopt single network connection and open loop
operation mode. One feed circuit will be introduced to each substation
(3) According to the type selection of vehicle, the traction power
supply system adopts DC 750V from 3 rd rail and running rail backflow
mode.
(4) In the event of one circuit of external power failure, the power
supply shall be supported by the adjacent external power supply to meet
the demand of power consumption.
(5) When any traction substation is failed, the traction load shall be
supported by the adjacent traction substation.
3.1.1.2 External Power Supply and Switching post

（1）proposal of external power supply

The Client will provide external power supply for the project. It is
proposal that decentralized power supply will be applied and medium
voltage external power supply shall be selected for the project. The
voltage level of Lagos area is 11kV and 33kV, the number of available
power supply sources is based on the current situation of the local
power grid. In general, 11kV power supply is easier to obtain, but the
power supply capacity is less than 33kV, as well as power supply
distance. Since there is less data about external power supply, 33kV is
recommended because of following:
1) the long-term load of the line is heavy, the power supply capacity
of the external power supply line has reached the upper limit if 11kV is
used at the first phase.
2)33kV power supply distance can be 25~30 km, and it may be
found in a larger range.
3) higher voltage, better reliability.
After more details of the external power supply will be provided by
the Client, further studies for the selection of 11kV or 33kV will be put
forward.
(2) introduction of external power supply
Based on current demand of traction power supply, it is suggested
to introduce dual external 33kV5 power supply, one circuit at Marina
station and another at Mile2 station, with a capacity of 10MVA for each.
One more external power supply will be selected to joint the
traction power supply system after the whole blue line is put into
operation in the future. The single medium traction power supply
network will be upgraded to dual ones for each traction substation with
a capacity of 2×20 MVA.
An switch post will be set up at each of the two introduction points,
which can be merged with the traction substation. Whether the isolation
transformer is installed in the switch post should be synthetically
considered according to the requirements of the neutral grounding
mode and grounding device on the power grid side, whether the power
supply voltage needs to be adjusted, and whether it meets the
requirements of relay protection. If it can meet the requirements, it is
suggested that no isolation transformer should be set up in the switch
post, and 33kV equipment should be used in the medium voltage
network to save cost.
Due to the lack of information of external power supply, the
isolation transformers are considered at this stage.
3.1.1.3 Medium Voltage Network

On the condition of satisfying the safe and reliable operation of the

power supply system, considering the economy and flexibility of the
operation, the medium voltage network will adopt single connection
mode in the first phase of the project, which is shown as the following
figure.

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 When in normal operation status, the segment switch of network is
opened, and the external power supply at Marina station will support
the section of Marina to National Theatre, which is the first power
supply zone;
The external power supply at Mile 2 the station for the section of
Iganmu to Mile 2 is the second power supply zone.
3.1.1.4 Scheme of Traction Power Supply System

DC750V provided by 3rd rail is applied and the train formation is 4-

car. During the partial commercial operation stage(2 years), only 1 train
runs on each way of blue line, and 10-car train will be used for future.
Considering the specifications of vehicle system and stage construction
of blue line, it is recommended that the traction substation be
implemented by stages.
6 traction substations will be set up at partial commercial operation
stage, including 5 station traction substations and 1 section traction
substations, as shown in the table below.
Serial 7
Name of traction substation Traction spacing (m) Remarks
numbe
1 Marina traction substation 1600
 1# section Traction Substation (DK
2
2+300) 3123
National Theatre traction
3
substation 2937
4 Iganmu traction substation
2537
5 Alaba traction substation
1548
6 Mile 2 traction substation

The maximum substation space is 3123m, the minimum is 1548m,

the average is 2600m.
Taking into account the long-term use of 10-car train, the capacity
of traction rectifier unit adopts 2×3000kVA.
Since 10-car train will be used in the future, it is proposal that 3
section traction substations will be reserved near DK4+000, DK7+000,
DK9+760.
3.1.1.5 Substations

6 substations will be built in the first phase of the project, in which

the station traction substation and the step-down substation are merged
as the traction & step-down substation to supply power for lighting and
equipment for stations. Mile2 traction and step-down substation
additionally provides power supply for the temporary maintenance
facilities and reserved the interface with the second power supply zone
for future. All substations is manned on duty.
Buildings will be constructed for accommodating substation
equipment, whose building area is enough for more equipment
installation in the future.
(1) Main wiring and operation mode of traction and step-down
substation
The middle voltage side of the traction step-down substation
adopts single busbar connection mode. According to the scheme of
medium voltage network, each input busbar is equipped with one or
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more output busbar to supply power to adjacent station substations.
Two sets of 12 pulse wave rectifier units are set up in the traction
step-down substation to supply power to the 3rd rail. DC750V side adopts
single busbar connection mode, DC fast circuit breaker is adopted for DC
incoming line and feeder, and manual isolating switch is used for
negative pole. Each substation is equipped with two paralleling
transformers . In the future, it is only necessary to reconnect the middle
voltage cabinet, and the impact to the operation will be less.
In normal operation, the incoming power supply supplies to the
medium voltage busbar. When the incoming line of the substation is cut
off, the incoming line is disconnected through the switching operation,
and the power supply zone of the external power supply is adjusted, and
the load of traction, lighting and machinery are supplied by the adjacent
external power sources.
In normal operation, the 2 transformers run in paralleling mode to
provide power supply for lighting and machinery within their own power
supply range. When one transformer is out of operation, the third class
load is removed, and the other transformer is responsible for supplying
the first and second class load to the whole power supply range.
(2) Relay protection and automatic devices
The relay protection of power supply system is an important part of
power supply system, which plays an important role in ensuring the safe
operation of power supply system and preventing the accident from
expanding. The configuration of relay protection should be simple and
reliable, the important equipment should be equipped with main
protection and backup protection, and the protection at all levels should
be coordinated with each other.
The function of relay protection should be simplified on the premise
of meeting the requirements of reliability, selectivity, sensitivity and
quickness.
Line differential protection, overcurrent protection and zero
sequence current protection are equipped for the input and output
busbar of middle voltage side.
Transformer differential protection, overcurrent protection, zero
sequence current protection and overload protection are installed on the
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incoming side of isolation transformer.
The transformer is equipped with current quick break protection,
overcurrent protection, zero sequence current protection, overload
protection, body temperature protection.
The rectifier unit is equipped with current quick break protection,
overcurrent protection, zero sequence current protection, overload
protection, rectifier transformer body protection (temperature
protection, etc.), rectifier internal protection (rectifier diode protection,
temperature protection, overvoltage protection).
The DC750V feeder of traction substation is equipped with high
current tripping protection, current quick break protection, overcurrent
protection, current rising rate di/dt protection, current increment I
protection, DC bilateral joint jump protection and so on.
The rectifier and negative electrode cabinet of each traction step-
down substation are provided with a set of frame leakage protection,
and the other DC switchgear is provided with a set of frame leakage
protection.
Long delay current protection, short delay current protection,
transient protection and grounding protection are provided for low
voltage incoming line and bus switch.
The low voltage feeder switch is provided with instantaneous short
circuit protection and overcurrent protection.
Automatic configuration:
Low voltage equipped with bus connection automatic input device /
function;
DC750V feeder of traction substation is equipped with automatic
recloser with self-inspection function;
AC self-use feeder is equipped with automatic switch.
(3) Selection of Main Equipment of Substation
1) isolation transformer
Dry-type transformer with off-circuit tap-changer is selected.
2) medium voltage AC switchgear
Adopt GIS switchgear, and vacuum circuit breaker is applied.
3)DC750V switchgear
DC switchgear is indoor type, feed line switch and feeder switch
10
adopt handcart type DC fast switch, negative pole cabinet switch adopt
electric isolating switch.
4) low voltage AC switchgear
 Select low-voltage switchgear, and drawer type for main switch.
5) traction rectifier unit
The rectifier unit is composed of rectifier transformer and rectifier,
and the rectifier unit with single twelve pulse wave is used as DC traction
power supply. The overload capacity meets the requirements of VI class
load, IEC60146.
Rectifier transformer adopts indoor and dry type transformer. The
rectifier adopts plate type, silicon diode rectifier.
6) transformer
The transformer adopts indoor and dry type.
7) cable
Medium voltage AC cable is single core, crosslinked polyethylene
insulation, sheathed, low smoke and low halogen flame retardant copper
core power cable.
DC750V cable single core, ethylene-propylene rubber insulation,
low smoke and low halogen flame retardant copper core power cable.
3.1.1.6 Power Monitoring System

A set of electric power monitoring system will be set, which is

composed of integrated automation system in each substation. The
power supply facilities along the line can be monitored, controlled and
measured.
The integrated automation system of substation is composed of
main control unit, LCD, lower monitoring unit, relay protection
equipment and communication network. With the mode of centralized
management and distribution arrangement, the next monitoring and
protection unit is set up in each switchgear and equipment, and the
main control unit monitors and controls the institute through the
communication monitoring network in the institute.
3.1.1.7 Reactive Compensation

The main line and stations are elevated or on ground. The load of
lighting and machinery is relatively less and power factor is high.
11
However, the length of cable of medium voltage network is long, and
cable charging power is high, therefore, a reactive compensation device
will be installed in each switch post, whose capacity is 1×800kVA.
 3.1.1.8 stray current corrosion protection

The running rail is used as negative backflow, and the train traction
backflow can produce stray current because of ground leakage. Since
ballasted track is used, the following protective measures are adopted:
(1) Reasonable setting of the distance between traction stations to
reduce the distance of traction backflow;
(2) Increase rail resistance to ground and reduce stray current
leakage.
3.1.1.9 Issues to be addressed

(1) The external power supply, the switch post and the medium
voltage network are greatly affected by the external power supply
conditions. Further studies need to be carried out after the conditions of
external power supply is determined.
(2) This study only focus on the power supply scheme of light rail
blue line, and the proposed capacity of external power supply only is
considered to meet the load demand of blue line. Power supply
resources sharing with other lines are not involved.
3.1.2 traction network

Based on the reserved interface for 3rd rail installation and the
purchased vehicle with 3rd rail conditions, DC750V contact rail power
supply is recommended for blue line.
(1) Type of backflow network

At present, the running rail backflow is still the mainstream mode of

rail transit project after adopting a series of stray current protection
measures. This project recommends the simple and easy way of running
rail backflow to save cost.
(2) Conclusion

DC750V 3rd rail power supply and the running rail backflow mode is
adopted for blue line.
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 3.2 Electricity
3.2.1 Key technical standards

1) power and lighting distribution system capacity is designed

according to the long-term maximum load, and a certain margin will be
reserved.
2) power and lighting distribution system adopts three-phase four-
wire distribution system and TN-S grounding protection system.
3) power and lighting distribution system should be designed to
ensure safety, reliability, simple wiring, easy operation and flexibility.
4) three-level load should be connected to two different 0.4kV
busbar, so that the load of the two transformers will be in balance as far
as possible when normal.
5) on the condition of meeting the normal demand of all kinds of
loads, the number of low voltage circuits in the step-down substation
and the control room should be reduced as far as possible.
6) on normal condition, the allowable value of power supply voltage
deviation of electrical equipment terminal is 5%~-5%; under special
circumstances, the allowable value of power supply voltage deviation of
electrical equipment terminal is 5%~-10%+.
Design of 3.2.2 Low Voltage Distribution and Lighting

3.2.2.1 Load classification

According to the importance of electrical equipment, the power

lighting load is divided into three levels, as follows:
(1) Automatic fire alarm system equipment, fire water pump and
fire water pipe electric insulation equipment, smoke control fan and all
kinds of fire and smoke control valves, fire prevention (rolling curtain)
doors, fire evacuation escalators, fire elevators, emergency lighting, main
drainage pumps, rain pumps, flood prevention doors and other electrical
equipment still to be used; communication system equipment, signal
system equipment, integrated monitoring system equipment, power
monitoring system equipment, 13 electromechanical equipment monitoring
system equipment, access control system equipment, security facilities;
Automatic fare collection, platform screen door, substation operating
power supply, underground station hall platform and other public area
lighting, underground section lighting, heating area boiler room
equipment load is level I load.
Among them, automatic fire alarm system equipment,
electromechanical equipment monitoring system equipment, special
communication system equipment, signal system equipment, substation
operating power supply, underground station and emergency lighting in
the interval are the particularly important loads in the first class load.
(2) The load of passenger information system, substation overhaul
power supply, auxiliary room lighting, ordinary fan, sewage pump,
elevator, escalator for non-fire evacuation and automatic sidewalk are
level II loads.
(3) Section maintenance equipment, auxiliary room power outlet,
station air conditioning, refrigeration and water system equipment,
advertising lighting, cleaning equipment, electric heating equipment,
training and simulation system equipment are level III load.
3.2.2.2 Load supply design

(1) level I load distribution requirements

The level I load is supplied by two power sources and two circuit
lines, and the automatic power switch device is installed near the load to
switch the power supply. Emergency power supply should be additional
prepared for the especially important load in level I load, and other load
is strictly prohibited to joint it.
The standby lighting adopts the mode of dual power switch and EPS
(third power supply) distribution. When both power sources are out of
service, the EPS supply time is not less than 90 minutes. Evacuation
lighting is powered by fire emergency lighting and evacuation indication
system.
(2) level II load distribution requirements
The level II load is supplied by dual power supply single circuit line.
When the substation has only one power supply, there is a low-voltage
busbar segment switch to ensure 14 power supply.
(3) Level III load distribution requirements
The level III load can be supplied by single power supply and single
circuit line. When there is only one power supply works in the system,
the level III load can be switched off.
3.2.2.3 Low voltage distribution design

 When the equipment is in normal operation, the maximum and

minimum voltage of the terminal of the electrical equipment shall be
satisfied:
Motor normal terminal supply voltage deviation allowable value :+5~-5.

Motor special case terminal supply voltage deviation allowable value :

+5~-10.

 Equipment distribution principles:

Lighting and machinery are separately supplied by different circuits.
The level I load generally adopts the radiation type distribution mode,
and the other electric load may adopt the radiation type or the trunk type
distribution mode.
The socket is powered by a separate circuit.
safe sockets or socket boxes shall be installed at station equipment
room, platform and station hall public area in the appropriate location.
Maintenance boxes with a capacity of 10~20kW will be provided
every 100m or so.
 Selection of distribution equipment
Distribution box installed in the pump room using moisture-proof,
mildew-proof electrical products.
Section maintenance power box with leakage protection switch,
and dust-proof, moisture-proof performance, protection grade is IP65.
All wire and cable are flame retardant copper core cable.
All distribution boxes are embedded. Circuit breaker switch
selection plastic case circuit breaker.
3.2.2.4 Lighting design

 Lighting layout
Station lighting is divided
15 into working lighting, power saving
lighting, accident lighting, evacuation sign lighting and advertising
lighting. Station public area lighting accounts for 2/3 of working lighting,
electricity saving lighting accounts for 1/3, advertising lighting can be
used as part of working lighting.
Accident lighting in the public area of the station is part of the
public lighting, accounting for 5%~10% of the lighting in the public area.
Evacuation sign lighting consists of exit sign lamp, pointing sign lamp and
so on.
When the lighting system is in normal operation, the maximum and
minimum voltage of the electrical equipment terminal shall be satisfied:
Under normal conditions, the allowable value of terminal supply
voltage deviation :+5~-5.
The allowable value of terminal supply voltage deviation in special
cases of lighting lamps :+5~-10.
 Distribution Principles for Lighting Systems
The lighting distribution box of the station is located in the lighting
distribution room.
The station lighting distribution room is equipped with a general
lighting distribution box. The main lighting distribution box supplies
power to the working lighting, power saving lighting and equipment
management room lighting box. Station lighting distribution boxes adopt
single bus connection mode.
The station is equipped with special advertising lighting distribution
boxes, level III load.
Lighting fixtures shall be provided with PE wiring terminals.
The standby lighting power supply system adopts the scheme of EPS
power cabinet. Each station distribution room sets up a group of EPS,
responsible for the station backup lighting distribution. During the fire,
EPS backup lighting will be forced start.
The EPS power cabinet is powered by two low voltage load bus
rows of 0.4kV switchgear in the substation, and automatically switches in
the cabinet. Normally, bypass AC220/380V provides it supply power, and
batteries will provide AC220/380V power supply by inverter for lighting
when both AC power sources are of failure. The continuous power
16
supply time of the battery is not less than 90 minutes.
 Lighting equipment selection
Station lighting equipment should be mainly fluorescent lamps,
 choose long life, energy-saving and efficient light source.
All lighting circuit wires and cables are flame retardant copper core
cable.
3.3 Communications
The train operation will be manned control at the partial operation
stage. Therefore, the communication system provides walkie-talkies for
drivers and station staff for communication in daily operation.
In addition, broadcast system and signs will be installed at the
stations for passenger guidance and instructions.
3.4 Signal
Since only one train is operated on each track from Mile2 to Marina
station, the two trains do not cross each other. So manned control mode
will be adopted, and the signal system will not be equipped.
3.5 Fire Alarm
Because the control center will not be set at the partial operation
stage, the central equipment and station level equipment of the fire
alarm system are not considered to be set in the partial operation stage.
The fire alarm equipment will be set up for the power supply
system only, and the interface with the fire alarm center equipment in
the future are reserved.
3.6 Fare collection
Due to the small passenger flow in the partial operation stage,
considering saving cost and demands of actual operation, it is proposal
that the manual fare collection mode will be applied at partial operation
stage, and ordinary paper tickets only for one-time will be used, and the
single station management mode will be adopted. 4 window ticket
machines are installed in the national theater station, the other four
stations are equipped with 2 window ticket machines, and the ticket
printers is configured accordingly. The ticket system is temporarily
considered as a one-way ticket with a fixed-price.
3.7 Control Centre 17
All stations adopt self-management mode and the control center
will not be set at the partial operation stage. After the whole line putting
into operation and the location of the control center determined, the
control center will be built for the related systems to joint in. The
interface between installed systems and the control center shall be
considered in the partial operation stage.
3.8 Buildings
There are 5 station traction substations, 1 section traction
substation and 2 switch posts at partial operation stage, which are
shown as follows:
No. Name of building Area (m2)

1 Marina traction substation 245

2 Marina switch post 60

1# section Traction Substation (DK

3 255
2+300)

4 National Theatre traction substation 245

5 Iganmu traction substation 245

6 Alaba traction substation 245

7 Mile 2 traction substation 245

8 Mile 2 switch post 60

Total 1600

2# section traction substation with an area of 255m 2 is reserved at

the section between the National Theatre and Iganmu, which will not be
built at the partial operation stage.
Other equipment rooms are considered to use existing station
rooms.
No special living house is provided for the staff. Staff break rooms
can use the existing ones at the station buildings.
Considering that the 1#18section traction substation is within the
range of the line, the wall and gate will be built for safety, as well as road
for access. The other traction substations and switch posts are within the
station area, no new structures will be needed.
3.9 Maintenance equipment
3.9.1 vehicle maintenance equipment

In 2 years of partial operation time, 1 inspection pit will be

constructed for rolling stock daily maintenance at the end of each track
of the Mile 2 station. The 2 pits will be jointed together through a
manual operated switch.
The maintenance of the vehicle is the responsibility of the vehicle
manufacturer, and the required equipment is provided by the
manufacturer. Storage facilities for spare parts for vehicle maintenance
are not provided at the site of maintenance, and the operator assists in
providing temporary warehouses.
During 2 years of operation, it is necessary to be decided whether
to build more maintenance facilities according to operation condition
and vehicle operating status.
3.9.2 infrastructure maintenance equipment

This study does not consider to provide infrastructure maintenance

equipment, it is recommended that the contractor undertake the
activities of infrastructure maintenance.
3.10 Yard
Considering the need of daily maintenance, 2 new maintenance
tracks are set up at the end of the Mile 2 station as the rolling stock daily
inspection facilities.
The end of yard tracks will be extended 105m to the large mileage
direction, and a inspection pits with a length of 85m on each track will
be built to meet the needs of daily maintenance.
3.11 Water supply and sewage
1) Water Quality
Water quality shall meet the requirements of the WHO “drinking
water quality guidelines”, or local
19 drinking water standards.
2) Water Source and Water Treatment Scheme
The station water supply network is used as the water source, the
water supply is taken over from the station water supply network
nearby.
3) Sewage Treatment and Disposal Scheme
Sewage mainly includes domestic sewage discharged from toilet of
traction substations and a small amount of oily wastewater from
inspection pit. According to the situation that the Lagos light rail has
implemented the station, the domestic sewage is discharged into the
sewage tank through the inspection well, and the operator uses the
sewage suction vehicle to clear it. The cleaning period is at least twice a
week; the oily wastewater is pretreated by the oil separator and
discharged nearby.
According to the design situation of Lagos Light Rail Station, the
design of water supply in the partial operation stage does not include
water source, water treatment equipment and pressurized facilities, etc.
The Contractor shall provide the water supply connection point, and the
specifications such as the water quality, flow rate and pressure.
3.12 HVAC
2.12.1 Ventilation and air conditioning

The control room and duty room of traction substation room are
equipped with air conditioning and separate air conditioning.
The transformer room, switchgear room and toilet of traction
substation room are provided with ventilation facilities. The transformer
room, switchgear room set temperature control fan, toilet set wall fan.
2.12.2 Indoor Water Supply and Fire Protection

Set up water supply and sewage facilities according to the building

plane.
According to the current fire prevention code of China, fire fighting
facilities and building fire extinguishers are set up for traction substation.
4 Cost estimation
4.1 Scope of cost estimation
20
Scope of cost estimation includes: 5 stations and 4 sections from
Marina to Mile 2 station with a total length of about 13 km.
 In the partial operation stage, the engineering works include:
traction power supply, 3rd rail, lighting and power supply for machinery
and systems, communication, fare collection, mile 2 simple maintenance
facilities and related supporting facilities, such as HAVC, water supply
and sewage.
4.2 cost estimation
The total estimated amount of the first phase of the project is
206.28 million yuan.
Value (RMB 10,000)
Project Name of Project Cost
First phase

1 Ground section (maintenance line) 88.53

2 Rail engineering 140.64
3 Communications 72.32
4 Signal -
5 Power supply 18,693.40
Automatic fire alarm, environment
6 100.00
and equipment monitoring
Ventilation, air conditioning and
7 96.00
heating
Water Supply and Drainage, Fire
8 48.00
Protection
9 Manual Inspection 70.00
10 New Four Electricity Housing 1,408.52
11 Vehicle base -
Total 20,628.87

3. Operation organization

Operation organization includes two aspects of train operation

organization and passenger transport organization.
21
 3.1 Train operation organization

3.1.1 Train operation organization principle

1) Command according to the principle of “highly centralized and unified

command”. Station personnel, train drivers and maintenance personnel
during operation time should obey the unified command of train
dispatching.
2) The train dispatching is responsible fore the train operation
organization, coordinated treatment of equipment failure, external
contact, internal information release and other work.
3) The train dispatching masters the train operation of the whole line
and main fault information of facilities and equipment through wireless
handheld station and field personnel report.
3.1.2 Train operation organization scheme

The the first operation phase adopts the third rail power supply
mode without signal interlocking equipment, and adopts single line single
train two-way traffic. Mile 2 to Marina station is upline and on the
contrary, it is the downline. The maximum running speed of the train is
100 km / h and the traveling speed is 52 km / h.
1) Technical parameters of train diagram
All two trains in phase one are put into operation. One train is put
on line during normal period, and two trains are put on line during peak
period. The operation time is from 06:00 to 22:00 from Monday to
Saturday with totally 16 hours, and all majors are arranged to maintain
equipment on Sunday uniformity. The operation time is divided into
peak period and normal period with the peak period of 6:00 am to 9:00
am and 16: 00 pm to 20:00 pm.
Two trains are put on line in peak period, which will respectively
22
start and arrive at the same time point, station and direction of the
upline and downline. During the normal period, the upline (downline)
train can conduct one-stop exit service at both terminal stations , and
the upline (downline) train continues to ,maintain operation. The
technical parameters of train operation are shown as follows:

Operation routing Mile 2 – Marina

Line length (km) 13

Station number 5

Traveling speed (km/h) 52

Stop time of
intermediate station 3
(min)

Turn back time of

6
terminal station (min)

One-way running time

24
(min)

Operation period (min) 60

Headway (min) 60

Normal Used train

number (per 1
train)

Headway (min) 60

Peak Used train

number (per 2
train)
Monday to Saturday: 06:00-22:00 (16h),
and peak time is 06:00 am--09:00 am,
Main line operation time and 16:00 pm--20:00 pm with total 7
hours
23
Train times per day 46
Daily maximum section
carrying capacity (per 1900
person)

Note: The carrying capacity of each train is 950 people

1) Train operation organization under normal conditions

Under normal conditions, train operation organization is conducted
strictly according to train timetable and relevant regulations of “Train
Operation Organization Rules”.
2) Train operation organization under abnormal conditions
Abnormal conditions refers to the conditions of equipment failure,
sudden large passenger flow, natural disasters and other public security
incidents. The train operation organization under various abnormal
conditions is conducted according to the specific schemes of “Emergency
Handling Procedures”.

3.2 Passenger transport organization

Passenger transport organization will consider from the passenger

traveling demands and formulate targeted passenger transport
organization scheme for the traveling habits of residents and tourists, so
as to avoid all kinds of negative phenomena and safety accidents caused
by passenger flow exceeding the maximum capacity of relieving. The
passenger transport organization can be divided into three types: The first
is the daily normal period passenger transport organization, the second is
the daily peak period passenger transport organization, and the third is
the abnormal passenger transport organization.
3.2.1 Passenger transport organization process

24
The main process of passenger transport organization: Passengers
enter the station to the waiting hall for train after passing the security
check, and then enter the platform and wait for the train through
checking in by card according to station broadcast guidance. After the
train arrives, passengers get on the train orderly, and after the train
arrives at the destination station, passengers get off the train orderly and
swipe their tickets at the exit gate. The flowchart of passenger transport
organization is shown in Fig 1.

Security Enter in the Wait for the Swipe the Get on the
check station train tickets train

Exit the Swipe the Fare Get off the

station tickets Adjustment train

Fig.1 Passenger transport organization flow chart

3.2.2 Passenger transport organization management

The first phase of operation includes 5 stations with the 13km

operation mileage, which provides convenient and fast traveling service
for passengers. A series of signs should be set up to facilitate passengers’
self-service riding, reducing the labor cost and workload of staff.
1) Identification
The identification is mainly divided into three parts: Entrance and
exit, waiting hall and platform.
1. Guidance signs for entering the station
The guide signs for entering the station include establishing the sign
to indicate how to enter the light rail station for the surrounding area of
the station, especially the bus station. Within 500m outside the station,
the eye-catching visual effect and unified light rail guidance signs with a
certain height are established.
25
2. Guidance signs for existing the station
Appropriate introduction guidelines are added to set for the
surrounding major institutions and public places in exits, and the existing
passengers can quickly find the direction and transportation means they
need with the help of signs.
3. Signs in the station
Obvious indication signs shall be set in the station to guide
passengers to the waiting hall, ticket gate and platform. Signs should be
set up on the platform to guide passengers to reach the exit of the
station.
4. Relevant identification of running service
The multi-media and voice broadcasting in the running train can
timely forecast the arrival, terminal and next station information.
5. Relevant signs of station management
The relevant signs of station management are effective measures to
ensure the running safety of train and station order.
6. Guidance service
The eye-catching position of the station will publish common sense
of riding and precautions. At the same time, the station can propagate
common sense of riding and precautions to passengers through
broadcasting;
The station shall timely release accurate and effective train
information and the change information of train operation plan;
The eye-catching places of station entrance and exit, ticket office and
so on will announce the first and last train time of the station. On the
train, clear broadcast or graphic information such as train running
direction, arrival station and so on will be provided to passengers.
Elevator at the station, and the staff is responsible for turning on the
relevant equipment before operation.
26
1) Selling tickets
This phase of operation adopts direct swiping card to check the ticket
to get on the train
2) Waiting hall
After passengers pass the security check and enter the station to
waiting hall, they should wait for the station broadcasting or staff
guidance.
3) Ticket checking
The first phase of operation adopts swiping cards to check the ticket
to get on the train, and the station will organize and guide passengers to
swipe cards to enter the platform in advance according to the train arrival
and departure time.
4) Waiting at platform
After the passengers check the tickets, they should go to the station
platform to wait for the train according to the signs. The platform staff are
responsible for maintaining the waiting order of the platform passengers
and ensuring the personal safety of the passengers.
5) Riding
After the train arrives, stops and opens the door, passengers get on
the train according to the sign. When there are many passengers,
platform staff timely guide passengers to get on and off in order.
6) Ticket checking for exit
After the train stops at the station and opens the door, passengers
get off the station and leave the platform. They should reach the exit of
station according to the guidance signs to swipe cards for exiting the
station. If the passenger has no ticket or the ticket is invalid, the
passenger steward at the exit shall guide the passenger to the ticket hall
to make up the ticket.
7) Integrated station management
27
The responsibilities of each position in the station are detailed in the

chapter of operation management system, and relevant management

regulations are conducted according to the “station operation manual”.

(3) Daily non-peak period passenger transport organization

Daily non-peak passenger transport organization refers to daily
passenger transport organization in the daily operation process except for
the time period of commuting. It is characterized by small and stable
passenger flow, and the passenger transport organization can be carried
out according to the daily passenger transport organization process.
(4) Daily peak period passenger transport organization
Daily peak period passenger transport organization mainly aim at
commuter passenger flow during morning and evening peak hours with
the characterizes of concentrated passenger flow, needing to increase the
service guidance of station staff, reduce the passenger detention time at
station and adopt passenger flow control measures. For example, the
“gyration” iron horse should be placed at the entrance or ticket gate to
slow down the speed of passengers entering the station. At the same
time, safety inspection should be strengthened to avoid the happening of
passenger injuries.
(5) Abnormal passenger transport organization
Abnormal passenger transport organization refers that in the case of
festival and holiday, large-scale activities, peak tourist season, equipment
failure, force majeure and other situationse, the passenger flow suddenly
increases, breaking through the maximum capacity of the station, and
causing too many passengers stranded at the station. The existing
transportation capacity or fare collection capacity cannot satisfy the
passenger demand, so it must adopt measures to conduct limit passenger
flow, strengthen security efforts and ensure operation order.
When abnormal passenger flow occurs in the first phase of
operation, the main measures are as follows: Increase train carrying
capacity. For example, organize
28 trains to reduce stop time at stations with
less passenger flow and increase another train temporarily during normal
period. When the capacity of trains cannot be increased during peak
hours, do a good job for passenger flow to control and slow down the
speed of passengers entering the station, and do a good job for guiding
and organizing of the entering and exiting passenger flow.

4. Maintenance scheme

Maintenance refers to conduct the maintenance for rail transit

equipment such as light rail lines, power supply and vehicles to ensure the
good status and effective performance of various facilities and equipment
and the safety of operation. All kinds of equipment maintenance must
carry out the principle of “prevention first combining prevention and
control, and attaching importance to accomplishment”, and ensure that
facilities and equipment are in good condition.
The equipment maintenance work is divided into five categories
according to different specialties and the facilities and equipment status
of the first phase of Lagos blue line light rail operation: Line and room
construction and maintenance of public works center, power supply
equipment maintenance in power supply center, rolling stock
maintenance center and electromechanical equipment maintenance in
electromechanical center. The equipment maintenance and repair process
of the first phase of operation is conducted formation according to service
life specified in technical specification of equipment.
(1) Line equipment maintenance
Light rail line equipment of Lagos blue line mainly includes track
beam, turnout, finger plate, abutment, bent cap, pier column, line
identification and so on. Line equipment maintenance is generally divided
into planned maintenance and fault maintenance.
(2) Planned maintenance
The planned maintenance conducts first level maintenance, second
level maintenance, small, medium and major repair correspondingly
according to the change law 29 and degree of technical state of line
equipment, effectively preventing and treating the line diseases, planning
to compensate the loss of line equipment, enhancing the strength of track
structure and improving the quality of the line.
(3) Failure maintenance
Failure maintenance refers to the taken emergency repair measures
of emergency train operation safety under the situation of sudden
diseases of line equipment and facilities.
The maintenance contents and standards for each equipment of the
line shall be compiled by the public works center according to the
technical requirements and standards of the line equipment and shall be
conducted according to the relevant provisions of “line maintenance
regulations”.

4.1 Power supply equipment maintenance

The light rail power supply system equipment for Lagos blue line
mainly includes DC traction system, contact rail system, low voltage
power supply and grounding system equipment. Power supply system
equipment maintenance is generally divided into planned repair and fault
repair.
(1) Planned repair
The planned repair can be divided into first level maintenance,
second level maintenance and third level maintenance.
First level maintenance is daily maintenance. It mainly check
whether the appearance of the equipment and the foundation are stable,
and the box and locking device are in good condition.
The second level maintenance refers to regular repair. Clean the
equipment inside and outside based on the first level maintenance
content. Test, adjust and maintain the main parts of each module. Check
the equipment check terminal strip circuit, cable joint, line, and all round
inspection of equipment equipment parameters and so on.
30
The third level maintenance is minor repair. On the basis of the
second level maintenance content, equipment deep maintenance,
replacement of vulnerable and consumable parts, equipment
performance test.
(2) Fault repair
The fault repair refers to the emergency repair for equipment failure.
When the system equipment fails or the improper planned maintenance
causes the performance or accuracy below the qualified level, which
directly or indirectly affects the safety of normal operation. Emergency
repair of accidents must adhere to the principle of “passing first before
recovery”, and after receive fault or accident report, relevant
maintenance personnel shall carry out emergency repair immediately to
remove the the trouble and adopt all kind of measures to try to reduce
the influence scope of the fault or accident.
Specific maintenance contents and requirements of each repair
process of power supply equipment are complied according to the power
supply center combining the technical characteristics of contact rail
equipment and relevant technical specifications provided by the
manufacturer and conducted according to the relevant provisions of
“contact rail maintenance regulations”

4.2 Vehicle equipment maintenance

The first phase of operation is composed of two 4-car B-type electric

train. The vehicle manufacturer shall be responsible for vehicle
maintenance, and the required tools and instruments is provided by the
vehicle manufacturer.
The maintenance of vehicle equipment adheres to the principle of
“prevention first and attaching importance to accomplishment”, which
can be divided into planned maintenance and fault maintenance.
(1) Planned maintenance
The planned maintenance refers that a series of maintenance items are conducted
for the train regularly according to the technical requirements and standards provided
31
by vehicle manufacturers. The regular maintenance of annual inspection and the
following repair procedures is divided into daily inspection, two-month inspection
inspection, three-month inspection (quarterly inspection) and annual inspection. Repair
procedures above annual inspection are divided into re-inspection and full inspection.

1) Daily inspection: It mainly carries out routine technical inspection on

the parts related to vehicle driving safety
2) Two-month inspection: It mainly conducts the inspection of
important system functions of vehicles affecting driving safety.
3) Three-month inspection (quarterly inspection): It is mainly used to inspect the
key parts and system status of the vehicle, clean and lubricate the parts, and replace the
wearing parts. Inspect and replace the vulnerable parts of the vehicle. Conduct
comprehensive inspection and commissioning for traction, braking and control
systems. Check or replace the battery as required.

4) Annual inspection: It is mainly used to check and detect the state of each
system of the vehicle. Overall inspection, cleaning and lubrication of all parts, repair of
some parts and commissioning of vehicles are conducted. Comprehensive inspection
and replacement are conducted according to the wear condition of the wheel.

5) Re-inspection: Key re-inspection is to conduct decomposition for the important

parts of vehicle, especially running gear, and check, repair and replace some parts.
Comprehensive inspection, commissioning and test for each system of the vehicle are
conducted. The bogie, collector shoe, air conditioner, traction motor, braking system,
coupler buffer device, door, seat and various electrical control devices and other parts
are disassembled, inspected, repaired and replaced, and instrumentation is conducted
verification. The technical status of vehicle body and other parts are conducted
inspection and repair, and after the inspection and repair, static and dynamic debugging
for the vehicle are conducted.

6) Full inspection: Overall inspection refers to conduct all-around decomposition,

inspection and renovation for vehicles including car body, and conduct comprehensive
replacement combining with technical transformation for some systems.
Comprehensive inspection, commissioning and test for each system of the vehicle are
conducted for each vehicle systems.

32 and standards of different repair procedures are

The specific maintenance items
complied by the vehicle center according to the technical equipment characteristics of
train and relevant technical specifications provided by the manufacturer and conducted
according to the relevant provisions of “maintenance regulations for electric train”

(2) Fault maintenance

The fault maintenance refers to repair defects not found in
preventive maintenance work or repair operation to restore normal
service state of train adopted when happening train failure.
The maintenance of different equipment faults shall be handled by
the vehicle center according to the “fault shooting guide for electric train”
provided by the vehicle manufacturer.
4.3 Communication equipment maintenance

There is no signal equipment in the first phase project with only

some communication equipment, including official telephone system
equipment, wireless handheld interphone, broadcasting system
equipment and train video monitoring equipment. Communication
equipment maintenance is also divided into planned maintenance and
fault maintenance.
(1) Planned maintenance
The planned maintenance of communication equipment is to ensure
the good performance of communication equipment. The regular
maintenance plan is formulated according to the performance
characteristics of each system equipment, which can generally divided
into daily inspection, weekly inspection, monthly inspection, quarterly
inspection, semi-annual inspection, annual inspection and intermediate
repair (the cycle is 5-6 years, one phase is not considered temporarily),
overhaul (the cycle is 9-10 years, one phase is not considered temporarily)
1) Daily inspection and weekly inspection
The daily inspection and weekly inspection of communication
equipment is to master the operating environment, working condition
and status of the equipment, and the actions of testing and maintaining
equipment mainly include equipment appearance, ventilation inspection
and cleaning, equipment / board indicator status view, maintenance
terminal alarm information view, and other contents. The time period is 1
33
day to 1 week, the patrol inspection should be carried out periodically
and the daily inspection shall be conducted every day as required.
2) Monthly inspection and quarterly inspection
 The monthly inspection and quarterly inspection of communication
equipment is to master and maintain the operation status of equipment,
and the action of testing and maintaining equipment mainly include
cleaning of equipment board and panel, labels and signs post situation,
measurement of basic parameters of the equipment and so on. The time
periods are 1 month and 3 months respectively, which are conducted
periodically according to inspection work.
3) Semi-annual inspection and annual inspection
The semi-annual inspection and annual inspection of communication
equipment refer to conduct inspection, internal cleaning, cable and
connector arrangement, equipment redundancy function test,
replacement or repair of vulnerable parts and components for
equipment, so as to maintain the equipment in normal condition. If the
time cycle is half a year or one year, and the maintenance work shall be
carried out according to the time cycle.
The specific operation requirements and technical standards of
communication equipment maintenance should be complied by
communication center according to the technical equipment
characteristics of different subsystem equipment and relevant technical
specifications provided by manufacturers and conducted according to
relevant provisions of “communication system equipment maintenance
regulations”.
(2) Fault maintenance
The fault maintenance refers to the maintenance work adopted to
maintain the normal technical state of the equipment when happening
the event or phenomenon that communication equipment or system
loses or reduces its specified function in use.
4.4 Maintenance of mechanical and electrical
equipment

The maintenance of mechanical and electrical equipment refers to

maintenance and repair for diesel generator equipment, vertical ladder,
ventilation air conditioner, water supply and drainage and fire protection,
34
power lighting, fire fighting equipment, luggage security inspection
equipment and other system equipment. Maintenance work is generally
divided into planned maintenance and fault maintenance.
(1) Planned maintenance
Preventive maintenance is to conduct regular inspection, first level
maintenance, second level maintenance and third level maintenance for
each system / subsystem according to the requirements of preventive
maintenance cycle in the maintenance manual provided by the contractor
or manufacturer,
1) Regular inspection
It can early detect the abnormal operation state through the daily
observation of equipment operation state, compared with the standard
normal, and timely solve the fault in the early stage, and try to avoid
maintenance after failure.
2) First level maintenance
Check the appearance of the equipment, with the stable foundation
and tight screw, and the box and locking device are in good condition.
The operation status and indication indicate to observe and record for
the equipment.
3) Second level maintenance
On the basis of the first level maintenance, open the cover and the
box of the equipment to check, and clean the internal and external blocks
of the equipment. Test, adjust and maintain the key and main parts of the
equipment for major modules of equipment. Check the equipment, check
the connector, line and equipment inspection, equipment parameters and
so on. Carry out functional maintenance and replace vulnerable and
consumable parts for station and line equipment every quarter.
4) Third level maintenance
On the basis of the second level maintenance, conduct equipment
deep maintenance, replacement of vulnerable and consumable parts,
equipment performance test.
(1) Fault maintenance
The fault maintenance refers that maintenance personnel will
immediately rush to the site for treatment and repair when they find fault
on daily duty and maintenance35 or receive emergency notification, which
is divided into emergency repair and general fault repair.
1) Emergency repair
 The emergency repair refers than when system equipment appears
failure or improper planned maintenance, causing the performance or
accuracy reduced below the qualified level, which will have direct or
indirect impact on normal operation safety. After receiving the fault or
accident report, all means should be taken immediately to minimize the
influence scope of the fault or accident, and relevant maintenance
personnel shall immediately carry out emergency repair and remove the
fault.
2) General fault repair
The general fault repair refers to the system equipment failure,
which does not have direct or indirect impact on normal operation safety
and service quality, and can be repaired after the fault and can conduct
repair through changing the operation mode of the system.
5. Operation management system and personnel allocation

5.1 Operation and maintenance management system

at the first phase of operation

The first phase of operation is from Mile 2 to Marina with 5 stations,

4 zones and total 13km.
1) Operation management
The organization structure of operation and maintenance
management system is set as 7 production and operation departments,
and 3 management positions refers to 1 general manager and 1 deputy
general manager. The organization structure is shown in Fig. 2.

36

Operation general manager Public work

department

Maintaining deputy manager

Station Communications
department Vehicle
department Power supply Electromechanical
department
department water department

Fig 2. Organization structure of Lagos light rail operation

One general manager of operation is responsible for the overall work
of the operation organization, and also a press spokesman
One maintaining deputy manager is responsible for dispatching
department, passenger transport department, communication
department, vehicle department, public works department, power supply
department and electromechanical water department.
1) Dispatching department
The dispatching department is responsible for the dispatching
organization of the first phase operation of Lagos blue line light rail. The
establishment consists of 27 personnel with 9 from China and 18 from
Nigeria. The staffing framework is shown in Figure 3.

Train dispatching

Electric bus driver Diesel locomotive driver Power dispatching

Fig. 3 Personnel setting diagram of dispatching department

Train dispatching: It is responsible for the daily train operation
organization, construction organization and driver crew management of
the passenger transport department with two shifts of two classes.
Power dispatching: It is responsible for the power monitoring and
power supply production within the scope of the first phase of operation
with two shifts of two classes.
37
Electric bus drivers: 4 people are from China and 8 people are from
Nigeria with 12 in total, who are responsible for the operation of the first
phase electric bus driving with two shifts of two classes, and each class
has 2 Chinese and 4 Nepalese.
Diesel locomotive driver: 1 person are from China and 2 people are
from Nigeria with 3 in total, who are responsible for the driving of diesel
locomotive bus for rescue or construction during the first phase of
operation. Repair and maintenance work is arranged on weekdays only
because there is no maintenance work during operation with the a single
shift and single driver, including 1 Chinese and 2 Nigerian drivers.

2) Station department

The station department is responsible for the station organization of

the first phase of operation of Lagos blue line light rail, and the
establishment consists of 117 people with 10 Chinese and 107 local
people. The personnel setting framework is shown in Fig. 4.

Station master

Passenger duty officer

Passenger Security
Ticket-taker Cleaner
clerk Inspector

Fig. 4 Personnel setting framework of station department

Station master: 10 Chinese are divided 2 people for per station, who
are responsible for the daily management of station staff, organize and
lead station staff to carry out various work of the station with two shifts of
two classes, and 1 Chinese in each class.
Alaba station, Mile 2 station, National Theater and Marina are
double station hall stations with elevated station hall. Only one station
hall is opened in the station hall of the first phase of operation. Therefore,
the station staff of each station of the five stations are set as follows:
38
Passenger duty officer: 10 people from Nigeria are arranged 2 for
each station. Under the leadership of the station master, he takes charge
of the station passenger transport management with two shifts of two
classes and 1 person in per class.
Ticket-taker: 20 people from Nigeria are arranged 4 people for each
station. They are responsible for station ticket checking and passenger
guidance in waiting room with two shifts of two classes and 2 people in
per class.
Passenger clerk: 20 people from Nigeria are arranged 4 people for
each station. They are responsible for assisting the passenger duty officer
to maintain the waiting order of platform passengers with two shifts of
two classes and 2 people in per class.
Security inspector: 24 people from Nigeria are arranged 6 people for
each station. They are responsible for assisting the inspection of
passengers and their luggage with two shifts of two classes and 3 people
in per class.
Cleaner: 24 people from Nigeria are arranged 6 people for each
station. They are responsible for assisting the sanitary cleaning work in
public area of railway station with two shifts of two classes and 3 people
in per class.
In the first phase of operation, there are 4 persons are arranged in
each position of passenger duty officer, ticket-taker, passenger clerk and
security inspector.
3) Communications department
It is mainly responsible for the maintenance of handheld radio
equipment, station and train broadcasting, train video monitoring and
gate equipment maintenance in the first phase of Lagos light rail line with
2 local staff in the establishment. It is considered that the that less
communication equipment is put into use in the first phase of operation,
and in the personal setting, the communication engineers shall be
responsible for the maintenance of communication system equipment
such as handheld radio equipment in each station, temporary operation
39
and maintenance workshop, station and train broadcasting, train video
monitoring and entrance and exit gate machine and other communication
system equipment.
4) Vehicle department
It is responsible for the inspection and maintenance work for each
items before and after daily operation of the first phase of vehicles. The
establishment consists of 12 people with 2 Chinese and 10 local people.
Maintenance engineer: 2 from Chinese and 10 from local are mainly
responsible for daily inspection and fault handling for trains, train
inspection, two-week inspection, temporary repair and regular repair
with two shifts of two classes for 1 Chinese and 5 maintenance workers
from Nigeria in each shift.
The maintenance of vehicle equipment is temporarily under the
responsibility of the manufacturer’s personnel, which is estimated to be
8-10 people, and is not included in the scope of our personnel cost
temporarily.
5) Public works department
It is mainly responsible for the daily line inspection, personnel
maintenance and rail flaw detection and so on with 32 people, of 2
Chinese and 30 local people. Public works engineer is set: 2 Chinese and
30 local people. They are responsible for the daily line inspection,
personnel maintenance and rail flaw detection and so on with two shifts
of two classes for 1 Chinese and 15 Nigerian in each shift.

6） Power supply department

It is mainly responsible for the daily maintenance of medium voltage,
traction power supply, power lighting system and other power supply line
equipment, with 25 people of 5 Chinese and 20 local people.
High voltage power engineer: 2 people are from China and 10 people
are from Nigeria. They are responsible for the daily inspection of traction
step-down hybrid substation along the line and maintenance of power
lighting system transmission equipment with two shifts of two classes for
1Chinese and 5 Nigerian in each
40 shift.
Contact rail maintenance engineers: 2 people are from China and 10
people are from Nigeria. They are responsible for inspection and
maintenance of high voltage power supply equipment and contact rail
equipment with two shifts of two classes for 1 Chinese and 5 Nigerian in
each shift.
7) Electromechanical water department
It is responsible for the daily maintenance of building, mechanical
and electrical equipment, fire protection, water supply and drainage
equipment with 17 people for 1 Chinese and 16 local
Housing construction engineer: 8 Nigerian are responsible for daily
maintenance and emergency repair of building and water supply and
drainage equipment in operation station.
Mechanical and electrical engineers: 1 Chinese and 8 Nigerian are
responsible for daily maintenance and repair of fire fighting, elevator,
generator and other mechanical and electrical equipment.
8) Security personnel
Armed police: 26 Nigerian are arranged 4 people in each of the 5
stations and temporary maintenance workshops to maintain the security
of the station and the train with two shifts of two classes including 2
people for each class. 2 people are prepared for additional class.
Security personnel: 48 Nigerian are arranged 8 people in each of the
5 stations and temporary maintenance workshops with two shifts of two
classes including 4 people for each class

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