Picture: Over 60 people perished in this accident 

 

By Foster Obi

 

As Nigeria races to unlock the potential of its inland waterways to decongest its seaports and cut logistics costs, the National Inland Waterways Authority (NIWA) is under renewed pressure. Beyond its institutional and regulatory challenges, NIWA also faces harsh criticism over repeated fatal boat accidents on the country’s rivers, incidents that raise serious questions about safety, enforcement, and its capacity to deliver on its mandate. Some of the reported incidents are as follows.

In October 2025 in Kogi State, a boat carrying traders on the River Niger in the Ibaji Local Government Area capsized. At least 14 people were confirmed dead, 24 rescued, and 42 passengers reported missing.

In September 2025 in Niger State, a vessel carrying over 100 passengers for a condolence visit struck a submerged tree stump and capsized near the Gausawa community in the Borgu Local Government Area. The death toll rose to at least 60 people.

Also in August 2025 in Sokoto State, an overloaded boat heading to Goronyo Market capsized, leaving over 40 people missing. NEMA deployed rescue teams, and about 10 people were initially rescued.

In July 2025 in Niger State, a boat accident near Gumu village in the Shiroro area claimed at least 25 lives, including 10 members of the same family.

In December 2024 in Benue State, a boat carrying around 70 traders to a market capsized on the Benue River. At least 10 bodies were recovered, and 50 people were rescued.

In October 2024 in Niger State, a wooden boat with nearly 300 passengers, many of them women and children returning from a religious festival, capsized in the Mokwa area. Initial reports indicated over 100 people were missing, with at least 60 confirmed dead.

Also, in September 2024, in Zamfara State, an overloaded boat carrying farmers across a river to their fields capsized, drowning at least 40 people.

These accidents are not isolated. Safety advocates argue that they reflect deeper systemic issues ranging from rickety boats to lax enforcement and inadequate capacity.

Regulatory overlaps, inconsistent enforcement

Fleet operators and barge companies continue to voice frustration over NIWA’s tangled relationship with state-level authorities, particularly in Lagos. With overlapping jurisdiction, dual levies, and parallel approval processes, the regulatory burden remains heavy. Meanwhile, many boats being used for passenger transport are far from standard. According to NIWA itself, up to 75 percent of the roughly 2,200 boats on Lagos waterways are unseaworthy.

NIWA’s defence and reform push

NIWA’s management, during the tenure of its now resigned Managing Director, Bola Oyebamiji, acknowledged the scale of the problem and insisted it was taking concrete steps. The MD, however, believes that the problem is beyond NIIWA.

Oyebamiji, who resigned to pursue his 2026 Osun State governorship ambition, reiterated to The Punch last week that to effectively and efficiently make a substantial impact on the waterways, NIWA would require consistent substantial funding.

“While there, as expected from a big organisation such as NIWA, our major challenge was the poor attitude of people to safety on the inland waterways. Regardless of our efforts and achievements, once there is an accident on the waterways, it sets us back by many miles.

“Another challenge is funding. To effectively manage and make a substantial impact on the waterways, the authority requires substantial funding consistently,” Oyebamiji said.

He called for a considerable shift in the attitude of users of the waterways, stressing that safety begins with individuals.

“In any case, our experience while there showed human errors as the leading causes of accidents on the inland waterways. Secondly, the agency requires substantial funding to deliver on its mandates. This, however, could be achieved through strong collaboration with the states and private interests,” he advised.

“We removed wrecks in key corridors and greatly expanded our hydrographic surveys,” a NIWA official told our reporter.

“There has been progress: the waterways are safer than they were five years ago. But we also know that more must be done.”

In response to the rising death toll, the Minister of Marine and Blue Economy, Adegboyega Oyetola, inaugurated a Special Committee in early 2025 to tackle the root causes of these accidents. The committee, chaired by the NIWA MD, was tasked with reviewing commercial boat operations, licensing practices, safety standards, and recommending reforms.

The committee’s report, submitted to the Ministry, proposed several major reforms including:

A national boat design policy to standardise craft used on waterways, Mandatory certification and training for boat captains, Increased funding for NIWA to strengthen marine-engineering capacity, Search and rescue stations strategically placed along high-risk waterways, and Distribution of thousands of life jackets in riverine communities. NIWA alone says it has distributed 42,000 life jackets across several states to reduce fatalities.

Still a gap between policy and practice

Critics note that while reforms are promising on paper, NIWA’s capacity to enforce them remains uncertain. Many waterways still lack adequate buoy markers, channel surveys remain irregular, and some operators continue to use heavily worn wooden vessels. A regional water-safety expert told this paper, “You can have the best regulations in the world, but if NIWA doesn’t patrol, enforce, and punish, accidents will keep happening.”

Indeed, the recent high-casualty accidents suggest that oversight lapses are not simply administrative; they are material. Overloading, lack of life jackets, night-time travel, and poorly maintained craft all show up repeatedly in NEMA and NIWA’s own investigations.

NIWA stands at a critical point. Its role in the federal government’s plan to shift cargo and people from road to water is central but its reputation is battered by recurring boat disasters. While the agency has launched a serious reform effort, stakeholders warn that the human cost of failure is too high. Unless NIWA translates its strategy into rigorous enforcement and tangible action, the tragedy of Nigeria’s waterways may continue in painful new chapters.

 

 

…Invites Stakeholders to upcoming book launch

The Maritime Reporters Association of Nigeria (MARAN) has appointed a three-man Caretaker Committee to run its affairs, following a major reorganization in which the Godfrey Bivbere-led executive was asked to step aside.The action was a fallout of the November 20, 2025, general meeting of the Association, which was held at its Secretariat/International Maritime Press Center, in Apapa, Lagos.
The meeting, which was attended by over two-thirds of the Association’s membership, with all nine erstwhile executives in attendance, unanimously agreed that the reorganization exercise had become necessary in order to reposition the Association to meet its aspirations.
The newly inaugurated Caretaker Committee is as follows
* Mr Tunde Ayodele – CHAIRMAN.
* Mrs. Ruth Sunday Umunna – TREASURER.
* Mr. JOHN OBOT – GENERAL SECRETARY.
A statement signed by the Caretaker Committee Chairman and Secretary stated as follows: MARAN wishes to inform all stakeholders, particularly in the maritime sector, ministries, government departments, and agencies, to henceforth direct all inquiries and dealings to the Chairman of the Committee.
The Association wishes to state categorically that the action is for the good of the Association, the industry, and the nation in general, and should therefore not be misconstrued.
We wish to use this medium, to invite our highly esteemed Stakeholders to our Association’s forthcoming launch of the book, “50 Drivers of the Nigerian Marine and Blue Economy”, coming up on the 4th of December, at the Providence Hotel, GRA, Ikeja, Lagos.
The Maritime Reporters Association of Nigeria, MARAN, is a foremost body of highly cerebral, credible, erudite, and professional Journalists, registered with the Corporate Affairs Commission, and has been covering the activities of the maritime industry for nearly four decades.
The Association had made its indelible mark in the maritime sector through unbiased, insightful, and impactful reportages of the sector over the years.
It is the first and the longest Maritime Association in the Industry and has evolved with more than forty members from the print, electronic , and Online platforms.

Picture: Caretaker Committee Chairman, Tunde Ayodele

 

By Foster Obi

After nearly two decades of trials, committees, abandoned timelines, and fragmented automation efforts, Nigeria’s long-awaited Port Community System (PCS) is obviously taking shape. With the Nigerian Ports Authority (NPA) committing to a Q1 2026 deployment, and the Marine and Blue Economy Ministry making it a national priority, stakeholders say the digital platform could become the single most transformative reform in Nigeria’s maritime sector.
A Turning Point After Years of Delay
The PCS, the digital ecosystem that connects every port stakeholder into one integrated data flow, has long been recognized as the “missing backbone” of Nigerian port operations.
At the United Nations General Assembly, Dr. Abubakar Dantsoho, Managing Director of the Nigerian Ports Authority (NPA), declared publicly that the PCS would go live in Q1 2026, calling it “a collaborative platform that will finally harmonize port processes in a way the industry has waited for since the early 2000s.”
“Our digital platforms are already reducing paper-based interactions,” Dantsoho said. “The PCS will take this to the next level by connecting Customs, terminals, shipping lines, and transporters in real time.”
High-Level Policy Support
Marine and Blue Economy Minister, Adegboyega Oyetola, describes the PCS as central to Nigeria’s global competitiveness, aligning with the IMO’s FAL Convention on trade facilitation.
“We cannot compete with Morocco, Dubai, or Kenya without a synchronized digital system,” Oyetola has repeatedly insisted in public speeches. “PCS is a presidential KPI, it must happen.”
Expert Analysis: The Governance Factor
Maritime Affairs analyst and Strategist, Dr Alban Igwe said that PCS is an innovative way of integrating the port system and dismantling silos.
“In a way, it is a form of a Port system single window. The concept is cool, but we should be more interested in the smartness and simplicity of the system.
“Smart systems are normally digitalized thereby eliminating much human interference. Simplicity addresses ease of use or user friendliness,” he noted.
Public Affairs analyst and stakeholder, Dr. Mike Olanrewaju argues that the PCS’s success will depend more on leadership than on technology.
“PCS is not simply software,” he explains. “It is a governance overhaul. Once data becomes visible to all stakeholders, the culture of bottlenecks and discretionary charges begins to collapse.”
Where Transparency Meets Resistance
Former NPA MD Mohammed Bello-Koko earlier described the PCS as “the game changer Nigeria needs,” adding that it would “eliminate human interface and the delays that undermine port competitiveness.”
Maritime logistics strategist, Engr. Obinna Chukwu notes that resistance is inevitable.
“Any technology that closes loopholes will attract pushback,” he says. “Some actors benefit from opacity. PCS will disrupt those comfort zones.”
Environmental and Efficiency Gains
Dantsoho has also linked the PCS to greener port operations, from improved intermodal cargo evacuation to the new shore-to-ship emissions initiative, which is set to begin at Lekki Port.
Environmental sustainability player Amaka Ezenwanne adds: “Digital ports are green ports. Better planning reduces truck idling, fuel waste, and carbon output. PCS is a climate milestone as much as an efficiency reform.”
With strong political commitment, agency alignment, and mounting industry expectations, Nigeria’s PCS finally appears set for delivery. If successfully implemented, it could cut costs, reduce corruption, shorten cargo dwell times, and anchor broader reforms like the National Single Window.
But its real test will lie in execution, cooperation, and staying the course where previous administrations faltered.
Expected collaboration for effectiveness
In an ideal port community system, the functions of the NPA and the Nigerian will obviously overlap, but will lead to efficiency. Their roles could be broken as below:
Mandate, NPA…Port infrastructure, terminals, operational efficiency, NSC regulatory, shippers’ advocacy, and fair play.
Both work toward a functional PCS; NSC regulates stakeholders while NPA manages port operations.
Focus: NSC… Shippers, freight forwarders, importers/exporters.
NPA …Terminals, vessel scheduling, cargo handling. Both ensure PCS covers compliance and operational processes.
Key Responsibilities: NSC- Stakeholder registration (PERCOMS portal), Enforcement of compliance with NPPM, ICTN implementation Port performance dashboards, Dispute resolution and anti-fraud measures
NPA…Terminal operations digitization, Vessel scheduling and berth allocation, Data integration of port processes, Single window for cargo flow management.
NSC sets rules and ensures compliance; NPA executes operational workflow digitally
PCS Ownership Claim: NSC regulatory coordination; shippers’ engagement. NPA…Operational and technical execution.
True PCS requires both: NSC governs and NPA operates
Stakeholder Interaction: NSC…Shippers, freight forwarders, cargo owners.
NPA: Terminal operators, shipping lines, Customs, NPA staff.
Integration of all stakeholders is necessary for functional PCS.
Goal..NSC..Transparency, efficiency, compliance, and cost reduction for shippers.
NPA..Reduced port congestion, operational efficiency, and real-time cargo management. The two agencies work together while aimi
ng for a fully functional, integrated Port Community System.

Picture: Cargo movement inside Nigeria Port

…Seeks Partnership with MARAN

By Foster Obi

Picture: The group in à photograph with members of the newly inaugurated MARAN caretaker committee. 

 

A group, the National Compliance Joint Taskforce of Licensed Clearing Agents (NCJIFLCA), has taken up the challenge to eliminate illegal checkpoints set up by Customs and other agencies on our roads, primarily designed to extort Nigerians and indirectly increase the cost of living in the country.
The group, made up of clearing agents, security personnel, and other well-meaning Nigerians, also vowed to stop illegal seizures of duly cleared consignments at the ports by operatives of the Customs Federal Operations Unit(FOU), affirming that these illegalities have put Nigeria in a bad light among the comity of nations.
Speaking yesterday during a courtesy visit to the Maritime Reporters Association of Nigeria (MARAN) International Conference Center, Apapa, Lagos, the President of the Association, Dr. Basil Chudi Nwolisa, noted that part of the visit was to seek a partnership with MARAN to help expose these illegalities and nip them in the bud.
According to him, the Nigerian Port Industry is currently facing numerous man-made challenges, primarily stemming from human weaknesses, adding, “The most pressing issues include non-compliance with established rules and regulations, such as the ALERT system; deliberate withholding of container deposit refunds by shipping companies; frequent arrests and seizures by FOU of containers duly examined and released by authorized Customs officers and other federal government agencies; delays experienced by Customs Clearance Agents at the hands of terminal operators; and extortion of Nigerian trucks on highways.
He noted that, “These challenges have become an embarrassment to our country before the international trade community.”
Explaining that the group was formed to help Nigeria and Nigerians overcome corruption in the maritime industry and on our highways,
he noted however, that “We cannot achieve this goal alone and hereby invite the Maritime Reporters Association of Nigeria to collaborate with us to ensure the success of this noble project.”
He promised that with this collaboration and in “the next 12 months,” every Nigerian, including MARAN will be proud of what the Taskforce would have achieved in this direction.
Arguing that the multiplicity of checkpoints by Customs is not in the interest of Nigerians but for some people to enrich their pockets, he said, “If somebody brought goods, and they’re examined in the port, and they’re released in the port, what business do Customs have to stop it?
But he noted that when some officers see that the volume of the money that is coming out is high, they will set up various checkpoints, and if Nigerians do not stand against it, it will continue to escalate.
“We are just trying to educate Nigerians and tell them that the road blocks and the checkpoints are bringing shame to us and it is also increasing the cost of goods in the market.”
He gave a scenario where genuine Nigerians who transport perishable commodities across cities have been frustrated and put out of business by these illegal checkpoints created by even NDLEA and the likes.
The group, which had all its officers in attendance, used the opportunity to invite MARAN to its third anniversary celebration, scheduled to take place at Rockview Hotel, Festac Town, on Wednesday, 10th December, 2025. The event will also include the birthday celebration of their National President, High Chief Dr. Basil Nwolisa, a fundraising program, and the inauguration of their various chapters.
The group was officially welcomed by a team of the newly inaugurated MARAN caretaker committee led by Tunde Ayodele.

Display picture: High Chief Dr Nwolisa in white with Tunde Ayodele (2nd left), Chairman, MARAN caretaker committee, Ruth Umunna, Treasurer and John Obot (in cap), Secretary.

 

The Minister of Marine and Blue Economy, Adegboyega Oyetola, has been unveiled as the Special Guest of Honour for the official launch of the Maritime Reporters Association of Nigeria’s (MARAN) latest publication, “50 Drivers of Nigeria’s Marine and Blue Economy.”

The high-profile event is scheduled for Thursday, December 4, 2025, at the Providence Hotel, Ikeja GRA, Lagos, at 12:00 noon.

According to a statement by the MARAN President, Mr. Godfrey Bivbere, the ceremony will be chaired by former Nigerian Minister of Interior and Chairman of Integrated Oil and Gas, Capt. Emmanuel Iheanacho.

Bivbere noted that the presence of these eminent personalities underscores the book’s relevance to Nigeria’s evolving maritime landscape, particularly as the nation intensifies efforts toward repositioning its marine and blue economy for sustainable growth.

He described the forthcoming book as a “comprehensive compendium” that documents the individuals, agencies, and organisations shaping Nigeria’s maritime transformation.

His words: “This indispensable volume educates industry professionals on the profound history and current opportunities within the sector, spotlighting the people and institutions whose contributions continue to drive national development.

“With the book, readers can discover how the blue economy’s past is paving the way for a promising future.”

The MARAN President explained that the publication is the product of months of rigorous research and editorial work aimed at capturing the achievements and innovations of the 50 most influential drivers in the sector.

He added that the December 4 launch is expected to attract top government functionaries, regulators, shipowners, freight forwarders, terminal operators, scholars, and investors, making it one of the most anticipated gatherings of maritime leaders in recent years.

Bivbere assured that arrangements are in top gear to deliver a befitting event that celebrates excellence, professionalism, and service to the nation’s maritime advancement.

By Foster Obi

 

Picture: Marine and Blue Economy Minister, Adegboyega Oyetola

 

As the International Maritime Organization (IMO) convenes its 34th Regular Assembly Session from 24 November to 3 December 2025, Nigeria is again campaigning for a seat in Category C, a group reserved for 20 countries with special maritime interests and balanced geographic representation.

But among seasoned observers, a tough question is resurfacing: Does Nigeria have a realistic chance this time, or is the campaign drifting into another expensive diplomatic jamboree?

The Mountain Nigeria Must Confront:

This year’s Category C race is unusually crowded and competitive. The candidates include:

Bahamas, Bangladesh, Belgium, Chile, Cyprus, Denmark, Egypt, Finland, Indonesia, Jamaica, Kenya, Malaysia, Malta, Mexico, Morocco, Nigeria, Oman, Pakistan, Peru, Philippines, Qatar, Saudi Arabia, Singapore, South Africa, Thailand, Türkiye.

Of these, 20 are current council members seeking reelection, while Nigeria, Pakistan, Oman, Belgium, South Africa, and Thailand are new challengers hoping to upstage some incumbents.

Many of these states, like Singapore, Denmark, Egypt, Malaysia, Saudi Arabia, and South Africa, are not just maritime nations; they are globally recognized hubs with measurable reforms, high-performing ports, and strong ocean governance track records.

The IMO will elect its 40 Council Members for 2026–2027, with Category C being the fiercest battleground.

Is Nigeria Prepared for a Realistic Contest?

Nigeria is entering a ring filled with countries boasting superior logistics performance metrics, cleaner port systems, stronger fleet ownership, and consistent participation in IMO committees.

Some insiders believe Nigeria’s current campaign strategy relies more on diplomatic charm and less on hard indicators.

Frontline Maritime lawyer and President of Nigerian Maritime Law Association (NMLA), Mrs. Funke Agbor SAN said recently that the campaign for Nigeria’s re-election into Category C of the International Maritime Organization (IMO) is a distraction, even as she highlights Nigeria’s inability to fulfill the demands and audit of the IMO carried out in 2016.

At a one day training programme for maritime journalists organised by the International Maritime Institute of Nigeria (IMION) at the Western Naval Command, the maritime lawyer quipped, “The category C election thing is really a distraction, for me it is not a critical issue, it is just visibility and propaganda for Nigeria, and unfortunately, I don’t think that up till now we have done all the things that are required for us to get into category.

There are so many audits that have been made by IMO, and Nigeria was supposed to address these issues that were raised. As of two years ago, these concerns have not been addressed.

For me, the Category C election is a non-issue as far as we are talking about the blue economy and its growth in Nigeria, but good luck to us if we get there.”

A senior official in one West African maritime mission who spoke in anonymity put it bluntly:

“A country is judged based on what it has done at home, not how many receptions it hosts in London.”

Oyetola’s Current Reforms: The Bright Spots

To judge fairly, the administration of Hon. Adegboyega Oyetola, Minister of Marine and Blue Economy, has introduced a bit of reforms that Nigeria couldn’t boast of before:

Port Infrastructure Renewal Push

Oyetola has driven a renewal agenda that includes rehabilitation of failed quay aprons in Lagos ports, inland waterways modernization, and renewed attention to dredging channels like the Tin Can–Apapa axis.

A New Emphasis on Blue Economy Structuring

The Minister has reorganized the ministry’s internal architecture to align with global blue-economy frameworks, a structure that did not exist before 2023.

Stronger Inter-Agency Coordination

Under his watch, historical turf wars between NPA, NIMASA, NIWA, and Shippers’ Council have softened. The ministry now chairs a Roundtable on Maritime Reforms bringing chief executives together monthly.

Re-engagement with the IMO Technical System

Oyetola’s team has reactivated Nigeria’s stalled participation in IMO committees, working groups, and conventions, a key factor many countries use to judge seriousness.

But critics say the reforms are early, incomplete, and not yet translating into measurable performance indicators that would impress voting nations.

Where Nigeria Still Falls Short

Port Efficiency and Dwell Time

Average dwell time still hovers above 20 days, far behind Kenya, Morocco, Saudi Arabia, Singapore, or even Ghana.

Absence of a Coastline Fleet

Despite being Africa’s biggest economy, Nigeria still has no functional national fleet, no cabotage fleet financing impact, and minimal tonnage representation in global registers.

Fragmented Digital Infrastructure

While the Port Community System (PCS) is underway, Nigeria does not yet have a nationwide single window operational, a benchmark already met by many Category C contenders.

High Perception Issues

Incidents of compliance breaches, safety concerns, and maritime insecurity still appear in global indices, even though the real situation has improved in the Gulf of Guinea.

Expert Voices Weigh In

Engr. Omar Suleiman, former Managing Director of the Nigerian Ports Authority (NPA), reflecting a position he has consistently held, reminded stakeholders that IMO voting is based on performance, not promises:

“Countries that demonstrate real improvements in port efficiency and compliance are the ones that stand the best chance at the IMO.”

To broaden the picture, a maritime enthusiast and analyst, Dr. Amaka Owere, offered another angle:

“Nigeria’s narrative is improving, but voting countries ask one question: Where is the evidence? Diplomacy opens the door, but numbers seal the deal.”

Is This Another Jamboree?

Multiple observers fear that Nigeria’s campaign filled with delegations, receptions, and high-budget foreign missions, may again be stronger on optics than substance.

Kelvin Biachi, a writer/researcher said, “Our delegation is always one of the largest, but elections are not won by sheer presence; they are won by influence backed by real performance at home.”

Some fear Nigeria is repeating patterns: Last-minute shuttle diplomacy, expansive delegations, glossy campaign brochures, limited technical pitches, and minimal reference to measurable reforms.

The Real Question Before December

Nigeria’s fate will be decided not by speeches or the size of its team but by what other maritime nations believe Nigeria has actually achieved in the last two years.

If the Ministry can effectively package: Oyetola’s port rehabilitation efforts, the revival of IMO committee participation, blue economy structuring, PCS transition progress, and the new inter-agency alignment, then the campaign may avoid becoming another ceremonial outing.

But without a clearer demonstration of measurable outcomes, Nigeria may again walk away with applause, not votes.

Picture: Nigerian President, Bola Ahmed Tinubu

By Foster Obi

 

Picture: Our poorly dredged channels

 

Nigeria’s inland waterways hold enough commercial potential to move over 30 million tonnes of cargo annually, easing the pressure on overstretched highways and slashing logistics costs for industries.

Yet the waterways remain dangerously shallow, inconsistently dredged, and chronically underutilized.

From Lagos Lagoon to the River Niger and Benue, barge operators complain about silted channels, abandoned dredging contracts, and a lack of hydrological data. Despite NIWA’s promises, many waterways have not seen sustained dredging cycles in years.

“Nigeria cannot be serious about decongesting the roads without a real inland waterway master plan,” says Engineer Idris Salako, former staff at the National Inland Waterways Authority (NIWA).

According to him, most of the dredging projects awarded in the last decade were “short-term and poorly monitored.”

A Sector with Massive Potential but Minimal Care.

Across the world, inland waterways play a crucial role in moving cargo cheaply. Nigeria, however, continues to rely heavily on road transport, despite having over 10,000 km of navigable waterways.

Mrs. Funmi Daramola, CEO of Delta Marine Logistics, says barging costs could be 30–40% cheaper than road haulage, especially for bulk cargo.

“But shallow draft is our biggest problem,” she says. “Some routes are so badly silted that a fully loaded barge cannot pass. Operators end up carrying just 40% of capacity. It kills profitability.”

The Onitsha Port Example

The much-celebrated Onitsha River Port located in Anambra State, once touted as a major cargo redistribution hub for the South-East, has struggled due to inconsistent water levels along parts of the River Niger.

Even after concessioning, operators say that without a predictable water depth, large-scale cargo movement will remain impossible.

In early August this year, the Port went agog with excitement as the first barge for the 2025 season, MV ZUPITOR/MV RB ALASKA, berthed at the port.

The General Manager of Universal Elysium Limited, the concessionaire of the port, Mr Chris Mbonu, expressed his enthusiasm, describing the berthing of the barge as a positive milestone and a reminder of the pressing infrastructural gap.

Mbonu explained that operations at the port were ongoing but largely seasonal, with activity peaking only during the rainy season when the River Niger’s water level rises sufficiently to allow vessel movement.

He attributed the seasonal operation to the inconsistency of dredging and channel management of the River Niger, rather than a lack of infrastructure or demand.

“The port is functional and ready to work 365 days a year. But without consistent dredging of the River Niger, we are forced to operate only when the waterway allows us, essentially turning a national asset into a seasonal stopgap,” Mbonu said.

He likened a port without a navigable waterway to a car without fuel, adding that the current situation limits the port’s capacity to serve as a true inland logistics hub for Nigeria’s growing domestic and international trade. Mbonu appealed to the federal government, the Ministry of Marine and Blue Economy, the Nigerian Inland Waterways Authority, and private stakeholders to make regular dredging and maintenance of the River Niger a national economic priority.

Regular dredging of the River Niger, according to Mbonu, would unlock year-round navigability, enabling barges, ferries, and larger vessels to move seamlessly between the southern seaports and the inland commercial centers. This would lower transportation and logistics costs, ease congestion on critical highways, reduce delivery timeframes and business inefficiencies, and increase investor confidence in inland logistics.

With proper dredging of the River Niger, Onitsha River Port could transform into a year-round, multimodal commercial hub, impacting several sectors and driving economic growth. Mbonu emphasized that the infrastructure is in place, the demand is evident, and the benefits are far-reaching; what is required now is government consistency and strategic investment to make inland waterway transport a pillar of Nigeria’s economic growth.

A senior port official, who requested anonymity, explains, “Importers want certainty. If the river depth changes every month, how can they plan? Barges get stuck. Insurance rises. Clients walk away.”

Why Dredging Fails: Funding, Politics, and Poor Maintenance

Experts identify three structural issues as our major drawbacks.

First, no continuous dredging cycle.

Instead of adopting a 3–5 year maintenance cycle, Nigeria often dredges reactively after channels become impassable.

Budget constraints and political interference: Several dredging contracts are awarded without proper hydrological surveys, leading to poor execution.

Thirdly, Weak monitoring: Many contractors are not supervised effectively, and quality assurance is inconsistent.

Captain Samuel Omokore, a barge operator, puts it bluntly: “It is not that dredging is impossible it is that we don’t do it professionally. The rivers fill up again within months.”

The Way Forward

Analysts recommend the following as what needs to be done to get Nigeria out of this quagmire that has rendered navigation otiose.

A national dredging master plan, a dedicated inland waterways fund, accurate mapping, and hydrological surveys, Public-private partnerships for continuous dredging, and Performance-based contracts for dredging companies.

So far NIWA says it is reviewing its operational model. At a recent maritime forum in Abuja, NIWA’s former Managing Director, Bola Oyebamiji, promised stronger oversight.

“We are tired of episodic dredging. We want sustainable waterway development,” he said.

A Turning Point?

With diesel prices rising and road transport becoming more expensive, companies are returning to barging, pushing the government to act.

Engr. Salako believes the country is at an inflection point. “If Nigeria invests in its waterways today, we will see a logistics revolution in five years,” he says.

“But if we continue at the current pace, the waterways will remain a wasted national asset.”

For now, operators remain hopeful but cautious. Some, however, believe that, except for a Shakespearean”Daniel comes to judgement,” the way the government has approached this issue, we may continue to see a replay of Samuel Beckett’s “Waiting for Godot,” until this government leaves office.

 

 

 

 

 

By Foster Obi

 

When President Bola Ahmed Tinubu carved out the Ministry of Marine and Blue Economy in 2023, it marked the first time Nigeria formally acknowledged the oceans as a central pillar of economic diversification. Since then, the new ministry has been racing to craft a roadmap capable of unlocking what experts estimate could be a multi-billion-dollar sector spanning fisheries, coastal tourism, shipping, maritime security, and offshore renewable energy.

Today, the conversation is no longer about whether Nigeria has blue economy potential, but whether it has the discipline, governance structures, and investments required to turn coastal resources into sustained national revenue.

According to Dr Ade Dosunmu, former Director General, Nigeria Maritime Administration and Safety Agency (NIMASA), “The Blue Economy offers a unique and timely solution to Nigeria’s perennial dependence on hydrocarbon resources… With strategic reforms, robust policies, and stronger collaboration among agencies and stakeholders, the sector can significantly boost national revenue and secure a prosperous future for our country”.

For Dr. Felicia Agriga, Economist and former consultant on Blue Economy Strategy.“Nigeria has the potential to earn over $20–$25 billion annually if we manage our ocean assets properly.”But she warns that policy fragmentation and weak enforcement could derail the movement before it matures.

A Ministry with Heavy Expectations

Already two years in office, the Minister of Marine and Blue Economy, Adegboyega Oyetola, has since emphasized the ministry’s mandate to deliver economic value through sustainability. At one of his stakeholders’ sessions in Lagos, he assured operators that Nigeria’s ocean resources would be managed “scientifically and commercially.”

“We are building a sector where environmental sustainability and economic expansion must walk hand in hand,” Oyetola said.

“The blue economy is not another slogan. It is a revenue engine that must be properly harnessed.”

The ministry identified five priority areas:

Fisheries development and export expansion, Strengthening cabotage and domestic maritime logistics, Marine tourism and coastal infrastructure renewal, Maritime safety and wreck removal, Support for ocean-based renewable energy.

With the approval of a new Marine and Blue Economy Policy by the Federal Executive Council (FEC), Oyetola said that with the new policy in place, the country now has a comprehensive blueprint to transform its vast marine resources into drivers of economic diversification, job creation, and environmental sustainability.

Oyetola, in a statement signed by Dr. Bolaji Akinola, his Media and Communications Adviser, said, “We now have a policy that speaks to our aspirations and gives us the tools to achieve them. From maritime trade and aquaculture to blue tourism and clean ocean energy, this policy presents clear pathways to national development. ”The minister expressed optimism that the policy will lay the foundation for sustainable prosperity for the country. While describing the policy as a visionary framework for national development, Oyetola hailed the FEC’s decision as timely and transformative.

Big Money in the Water, But Big Problems Too.

Nigeria’s coastline spans 853 km, with an Exclusive Economic Zone larger than the entire landmass of some West African countries. Yet illegal fishing, port inefficiency, and pollution have stifled economic activity for decades.

For instance, the Federal Department of Fisheries and Aquaculture estimates that Nigeria loses over $600 million annually to illegal, unreported, and unregulated fishing.

Similarly, tourism hubs such as Badagry, Brass, Opobo, and Qua Iboe remain drastically underdeveloped due to insecurity and poor access roads.

Captain Tunde Buari, a shipping consultant and former master mariner, says the country must prioritize maritime governance.

“We cannot talk about blue economy growth when pirates still present a threat on our coasts and when ports are expensive and slow,” he notes.

“Government must fix the fundamentals: security, efficiency, investment incentives, then the sector will explode.”

Private Sector Readiness Growing

Private players, from shipping lines to fish processors, say they are ready.

Mrs. Dorothy Okams, a food consultant, says Nigeria should focus on job creation along the fisheries value chain.

“With good cold-chain infrastructure alone, we can create over 300,000 jobs,” she argues.

“Our coastal communities are eager. What they need is support, training, and access to finance.”

Investors from South Africa, Spain, and the UAE have also shown interest in Nigeria’s coastal tourism projects, particularly in Lagos, Akwa Ibom, Cross River, and Bayelsa.

The Road Ahead

Analysts believe the blue economy will require a tight blend of environmental protection, maritime security, digital port reforms, and coastal infrastructure.

Dr. Edy Kotka, a Warri-based Agriculturist, offers a closing reminder, “If Nigeria gets the blue economy right, it won’t just earn money, it will transform coastal livelihoods.”

With two years to the end of his tenure, ceteris paribus, the nation is watching whether the Minister of Marine and Blue Economy has the political will and technical backbone to deliver one of the biggest economic opportunities of the 21st century.

Missing this golden opportunity will recreate that famous proverb, “I came, I saw but refused to conquer.”

Picture: Gboyega Oyetola, Minister of Marine and Blue Economy