Against the background of the increasing harvest of deaths on the nation’s inland waterways amidst government statements, responses and ordering of investigations, OKEY IBEKE and ENYERIBE ANYANWU take a critical look at the inland waterways –the deaths, the half measures and the rhetoric.
Deaths on Nigeria’s inland waterways is fearfully becoming a common occurrence. The yearly toll assumed an alarming dimension in the last five years. From 2019 to 2023, a total of 71 fatal boat accidents were recorded on the waterways with at least 1,072 deaths.
With its extensive network of rivers, lakes, and creeks, Nigeria has a large number of its population relying on inland waterways for transportation, especially in areas where road access is limited.
Unfortunately, as a result of neglect and lack of development, this mode of transport remains primarily primordial and increasingly perilous, with frequent accidents leading to significant loss of lives. In recent time, the frequency of these boat accidents has become quite troubling.
According to NIWA statistics, over the past decade, there have been thousands of recorded incidents, with significant fatalities. For instance, in 2021 alone, Nigeria witnessed over 60 boat accidents, claiming dozens of lives, many of whom were women and children.
In fact, the exact number of deaths resulting from boat accidents in Nigeria is not easy to ascertain due to inconsistent reporting and underreporting in remote areas. Estimates, however, suggest that hundreds of lives are lost each year. In 2020, a tragic accident on the Lagos lagoon resulted in the deaths of at least 20 people, sparking nationwide concern and calls for improved safety measures. Since then, many more of such tragedies have been recorded across the country, as most states that have water transportation as one of their modes of transportation have witnessed the same level of boat accidents that claimed many lives.
An analysis of tragic boat accidents state by state shows that in October 2024 alone, Kwara State witnessed the loss of 200 lives in Gearbox village, KaiamaLocal Government Area.
In Borno State, 18 lives were lost over the course of six months in multiple incidents.
Yobe State saw the loss of 11 lives in Jumban village, in the Tarmuwa LGA, in 2022, while, Bauchi State reported multiple fatalities in Gamawa LGA in August 2024.
In Adamawa State, 49 lives were lost to boat accidents in 2023. Twenty (20) lives were lost in Nasarawa State in three separate incidents between August 2023 and September 2024.
This 2024, Sokoto State has recorded 92 fatalities in five incidents.
Some of the most notable incidents include the January 8, 2024 boat mishap in Lokoja, where seven lives were lost; the October 6, 2024, accident which claimed 21 lives; the October 1, 2024, accident in Mokwa, that led to 44 deaths; and the October 7, 2022, incident in Ganaja village, where one life was lost.
Other incidents on the River Benue axis include the October 30, 2023, tragedy, where scores were feared dead in a boat mishap close to Taraba State.
On August 22, 2024, four people lost their lives in a boat accident in Taraba and before this, on November 13, 2023, eight lives were lost in another Taraba boat accident.
In Benue State, on September 22, 2022, an incident claimed 14 lives near Fadavillage in Guma LGA, while on October 26, 2018, 18 people drowned on the river. On July 6, 2022, 21 members of ECAN Church from Ijaha in MakurdiLGA also drowned on the River Benue at Guma.
Since 2019, Taraba State has experienced the loss of over 200 lives to boat accidents. On August 21, 2024, a boat incident killed four women out of 30 passengers on River Benue, near Mayo Renewo.
The year 2024 began with fatal boat accidents in Rivers and Anambra states that recorded many deaths.
Back in November 12, 2023, a boat carrying fishermen capsized in WukariLGA, claiming the lives of at least 20 passengers. Days before that, on October 30, 2023, a boat carrying about 120 passengers sank in River Benue, killing about 70 passengers due to overloading and disregard for safety measures.
In the same October, a boat with over 100 passengers capsized along River Benue in the Ibi Local Government Area, killing many.
The latest in the frequent boat accidents is the one that occurred on GbajiboRiver in Mokwa Local Government Area of Niger State on the night of Nigeria’s celebration of its 64th years of independence. The boat was reported to be carrying about 300 people, mainly women and children. Rescue efforts saved at least 150 people while 25 bodies were recovered, leaving over a hundred people accounted for.
Niger State is unarguably the hardest hit in in boat accidents. The state has suffered numerous devastating boat accidents over the past two years, which claimed hundreds of lives. Official records indicate that the state has experienced at least 19 boat mishaps across several of its local government areas, including Mokwa, Katcha, Konta
The list of the harvests of deaths is, indeed, very long. There are other several incidents that are not captured here.
What are the causes of these incessant boat mishaps?
Investigations have revealed that these numerous boat accidents are caused by a combination of factors, such as overcrowding, poor vessel maintenance, inadequate safety regulations, and adverse weather conditions. Others include night sailing, obstacles that litter the waterways and non-adherence to safety regulations.
In more specific terms, fatalities in boat accidents are influenced by several factors:
Overcrowding or overloading: Many vessels operate beyond their capacity, significantly increasing the risk of capsizing.
Negligence: Some boat operators neglect safety regulations, such as availability and use of life jackets and other safety equipment.
Weather Conditions: Sudden storms and poor visibility often catch operators and passengers off guard, leading to accidents.
Inadequate Infrastructure: Poorly maintained docking facilities and lack of navigational aids contribute to the dangers of traveling by water.
Obstacles, derelicts: Some waterways are littered with fallen trees, logs and derelicts which on collision with boats result in capsizing.
Government and Community Responses
Notably, government and the various committees have often come up with responses in the aftermath of these boat accidents. There have been government and community initiatives that are being implemented to curb the menace. The federal government has made some efforts to enhance safety regulations, including mandatory safety training for operators and the enforcement of passenger limits. Additionally, there have been community awareness programs meant to educate citizens about the risks of water travel, especially at night and the importance of adhering to safety protocols.
However, all these have been grossly inadequate. These efforts have not been properly implemented or sustained. The success of the responses by government can be measured by the current state of waterways.
Corruption, ineptitude, lack of enforcement, and underfunding hinder the effectiveness of safety measures.
In view of the above, most Nigerians believe that the federal government and the agency in charge of its inland waterways, the National Inland Waterways Authority (NIWA) have not done enough to stop the loss of lives on the waterways or to develop water transportation to make it safe and attractive. They criticise the government for what appears to be half-hearted responses to incidents of boat mishaps, as well as the inability to tackle the problem head-long.
The usual response by government when serious accidents leading to loss of lives occur has often been expression of sorrows and condolences to victims and their families. At times, they order investigations into the incident, the outcome no one ever hears about later.
For instance, following the boat accident on Gbajibo River in Mokwa Local Government Area of Niger State in October 1, 2024, President Bola Tinubuordered a probe into the incident.
According to the President’s Special Adviser on Information and Strategy, BayoOnanuga, President Tinubu directed the National Inland Waterways Authority (NIWA) to launch a thorough investigation into the spate of boat accidents in Niger State and across the country. The President also ordered NIWA to expand its surveillance of inland waters to ensure safety, and prosecute boat operators violating the ban on night sailing.
Unfortunately, this order was given without any sense of urgency, as no deadline or serious guidelines were given for the investigations.
One also recalls that in the wake of two boat mishaps that occurred almost simultaneously in Mokwa Local Government Area of Niger State and Gurinvillage in Fufore LGA of Adamawa State in September last year (2023), President Bola Tinubu directed law enforcement agencies and maritime safety and administration agencies to collaborate closely to “identify the root causes of these incessant, unfortunate and preventable carnage on the country’s waterways”.
This directive which was made public in a statement by his former adviser on Media and Publicity, Ajuri Ngelale, said President Tinubu demanded “a thorough and comprehensive investigation into the recurring tragedy of fatal boat incidents across the nation.”
It must be noted that up to now, the report of this investigation, if it took place at all, has not been seen. And no one has heard about it since then.
Apparently, boat mishaps on the nation’s inland waterways have become accepted as normal occurrences. That explains why the federal government, after each accident, orders an investigation whose reports are never heard about or implemented.
Recent actions and pronouncements of NIWA
The National Inland Waterways Authority (NIWA), on whose shoulder rests the regulation and enforcement of safety on the nation’s inland waterways said recently that it was moving towards phasing out wooden boats on inland waterways.
The Managing Director of NIWA, Bola Oyebamiji, said during an interactive session with journalists that wooden boats accounted for the majority of the accidents on the waterways nationwide. He said that wooden boats constituted over 90 per cent of boats operating on the waterways.
The NIWA boss observed that the local boat operators have no regard for operational rules, which included not travelling at night, overloading and use life jackets by both operators and passengers.
“Travelling at night is a criminal offence. Most of them have no light at all. Overloading is also an issue. And the boats are piloted by people of the lowest education in Nigeria,” Oyebamiji said.
At the interaction which focused largely on the safety of the waterways and expansion of water travels, Oyebamiji said to tackle the issue on the short term, NIWA has increased the number of its Marshals at jetties from 80 to 350 to cover the entire country.
He said at least two marshals are now at jetties per time daily, observing morning and night shifts, disclosing further that the agency had embarked on a rigorous campaign both at the jetties and via the media.
He said the campaign was being done in both English and the local languages of the communities, noting that the campaign focused on enlightening the boat operators and passengers on the ills of night travel, overloading, and not using life jacket, among others.
The NIWA MD, however, maintained that the long term goal was to phase out wooden boats from operation, saying that NIWA was liaising with the Presidency and Ministry of Marine and Blue Economy, to replace wooden boats nationwide.
He equally said for now, more patrol boats will be deployed by the agency to monitor operators in line with the NIWA Code, adding that the Nigerian Navy was also assisting in this regard.
“We will continue to push by applying education, enlightenment, and sanction, where need be until we have zero fatalities on our waterways. There is so much we would have to do in this regard, while we hope that all stakeholders will start playing by the rules,” Oyebamiji surmised.
From this interaction with the NIWA managing director, one catches a glimpse of the plans of the federal government towards tackling the problem of incessant boat accidents and the carnage on the waterways. These plans, as good as they may be, still falls short of what needs to be done to make water transportation safe attractive
What NIWA must do
Plan to phase out wooden boats, community enlighten and other measures declared by NIWA are all good, but inadequate. The Authority should therefore do more by doing the following:
Enforcement of Safety Regulations: The National Inland Waterways Authority (NIWA) has established safety regulations, including requirements for life jackets and passenger limits. These are contained in the water transportation code that was launched this year. But the enforcement of this code is has beenlacking, particularly in remote areas where many accidents occur. Enforcement of its regulations are mainly heard about when serious accidents occur.
Training and Certification: There have been efforts to provide training and certification for boat operators to ensure safer practices. While some progress has been made, widespread implementation remains a challenge.
Emergency Services: The response to accidents, including search and rescue operations, is often inadequate. Many regions lack the necessary infrastructure and resources to respond effectively, leading to prolonged recovery efforts and increased fatalities. Most rescue operations are carried out by the local communities.
Data Collection and Reporting: Inconsistent data collection on accidents and fatalities hampers the ability to understand the full scope of the problem. Improved record-keeping and reporting are essential for effective policy-making.
Awareness Campaigns: Though NIWA has initiated some awareness campaigns about water safety, these efforts have not been as widespread or impactful as needed, particularly in rural areas where boat travel is common.
Corruption and Negligence: Corruption and a lack of political has been undermining safety initiatives. Regulatory bodies sometimes face challenges in enforcing safety standards due to bribery or neglect.
Infrastructure Issues: Many waterways lack proper infrastructure, such as well-maintained docks and navigational aids, which contributes to accidents. Investment in infrastructure is crucial but often limited.
Making inland water transportation safe and attractive
Developing water transportation and making it safe and attractive requires a multifaceted approach that addresses safety, infrastructure, regulatory compliance, and community engagement. Specifically, these could be done to reverse the ugly trend on the inland waterways:
1. Strengthening Regulatory Framework
Enforcement of Safety Standards: Improve enforcement of existing safety regulations, including strict adherence to passenger limits, mandatory use of life jackets, and regular inspections of vessels.
Certification and Training: Implement comprehensive training programs for boat operators, focusing on safety protocols, navigation skills, and emergency response.
2. Infrastructure Development
Modernizing Facilities: Invest in the construction and maintenance of safe docking facilities, navigational aids, and sheltered terminals to protect passengers from adverse weather conditions.
Dredging and Maintenance: Regularly dredge waterways to ensure navigability and prevent accidents caused by shallow or obstructed paths. Early this year (February), the Managing Director of NIWA, Bola Oyebamiji, said the agency would dredge 2,000 kilometres of waterways to meet the target of 5,000km of navigable inland waterways. With the year coming to an end nothing has beenheard or done about the project.
3. Investment in Technology
Tracking Systems: Implement tracking and communication systems for vessels to monitor their movements and enhance emergency response capabilities.
Weather Monitoring: Establish better weather forecasting systems to alert operators and passengers about dangerous conditions.
4. Public Awareness Campaigns
Education on Safety Practices: Conduct community outreach programs to educate the public about safe water travel practices and the importance of compliance with safety regulations.
5. Collaboration with Local Communities
Involving Local Stakeholders: Work with local communities to develop tailored safety programs and gather input on their specific needs and challenges related to water transportation.
Community Watch Programs: Establish local committees to oversee water safety and ensure compliance with regulations at the community level.
6. Improving Emergency Response Systems
Establishing Rapid Response Teams: Create dedicated emergency response units equipped to handle accidents swiftly and effectively.
Training Local Responders: Train local volunteers and community members in search and rescue operations to improve response times during emergencies.
7. Government Funding: Allocate more resources and funding for the development of water transportation infrastructure and safety measures.
Public-Private Partnerships: Encourage private sector investment in water transport by creating incentives for businesses to improve safety and efficiency.
8. Data Collection and Research
Comprehensive Accident Data: Establish a centralized database for reporting and analyzing boat accidents to identify trends, causes, and areas needing improvement.
Research on Best Practices: Conduct studies to explore successful water transport systems in other countries and adapt relevant practices for Nigeria.
Harnessing inland water transportation for economic development:
It goes without saying that inland water transportation contributes immensely to the economic development of countries that are as endowed as Nigeria.
In 2022, former Minister of Transportation, Mu’azu Jaji Sa
The Sambo said this in Abuja at the inauguration of the Technical Working Group (TWG) Proposal for Channel Management between Escravos, Onitsha and Baro Port on the Niger River on Public Private Partnership (PPP) Arrangement.
Speaking further, Sambo said: “Providence has challenged me to put into reality what I went to China to pursue as an employee of National Inland Waterways Authority, NIWA. I went to China, in 2016, 2017, and 2018. In my own case, I was marketing the waterfront lands owned by NIWA and we zeroed in on the Marina NIWA Area Office with the proposal to reclaim that land to build a container terminal as well as a passenger terminal for people passing through Apapa”.
According to him, the idea was that when containers come into Lagos, you don’t have to discharge those meant for Onitsha in Lagos but transport them in barges or vessels that can transverse low draughts to Onitsha port to be picked by vehicles for distribution in the hinterlands.
The primary objective, he said, was to invest, maintain and operate a high grade inland waterways channel between Baro River Port point to Onitsha River Port to the Warri Port at the Niger River and onward connection to the Gulf of Guinea for a sustainable maritime transportation route and lay a solid foundation for navigation network that would connect the Lagos ports, LekkiDeep Seaport with the Onitsha and Baro River Port for transportation of containerized and none containerized cargoes for shipping efficiency in Nigeria.”
Sambo observed that the value of such activities will lead to the decongestion of Lagos Ports, prolong the life span of the roads, reduce pollution, and create a new mode of transportation by water, which in turn will not only engage civilians, but also security forces as the cargoes have to be escorted.
The Terms of Reference of the TWG include; carrying out legal, financial, and technical due diligence on Messrs DIDs Ltd home and abroad. Documentation of every single data and raw materials collected from the survey and the operational processes, for the purpose of security and future use for the development of a robust Project Structuring Report (PRS).
X-ray policies are applicable for the purpose of putting the Inland waterways channel to economic use. Negotiate what is accruable to FGN/NIWA at every operation and any other responsibility as may be directed by the Minister. The 18-Man TWG has technocrats from National Inland Waterways, Nigeria Ports Authority, and the Navy among others, with the then Permanent Secretary, Transportation, Dr Magdalene Ajani, as Chairman, former Managing Director, NIWA, Dr. George Moghalu, as Alternate Chairman, the Deputy General Manager, Business Development, NIWA, Hassan Kaka as Secretary.
Dead Project
As good as this project looks, it died with the exit of the Minister from the federal cabinet. Since then nothing has been heard about the Technical Working Group (TWG) Proposal for Channel Management between Escravos, Onitsha and Baro Port on the Niger River on Public Private Partnership (PPP) Arrangement or their report. It has gone the way of laudable proposals that die with the coming of new governments.
Last word:
Developing water transportation in Nigeria is essential for improving safety, promoting economic growth, and providing reliable transportation options. By adopting a holistic approach that combines regulatory improvements, infrastructure investment, community engagement, and technological advancements, Nigeria can create a safer and more efficient water transport system.
Addressing the challenges that beset inland water transportation with seriousness and sincerity will also contribute to the well-being of communities that rely on inland waterways for their livelihoods.
If these things are not done, the carnage on the waterways will continue, as well as the sorrows, lamentations and fruitless investigations.
