-Our Inland waterways can generate ₦12trn annually if 28 states think differently

 Frank Meke

Listen, my people. Let me ask a simple question.

What kind of country has 10,000 kilometres of waterways, with 28 of its 36 states accessible by water, and waterways connecting it to five neighbouring countries, yet continues to struggle with transportation infrastructure and overdependence on roads?

That country is Nigeria.

We are sitting on water, yet dying of thirst.

For years, I have travelled across this country, from Badagry to Calabar, Lokoja to Makurdi, and Onitsha to Yenagoa.

Everywhere, I see the same contradiction: rivers with the potential to drive economic growth, yet largely underutilised for transportation, tourism and commercial activities.

Today, I sound both an alarm and a message of hope. Nigeria’s inland waterways are more than bodies of water. They represent wealth, tourism opportunities, food security, transportation, real estate development and a significant pathway to economic diversification.

The 28 states with access to navigable waterways must wake up, collaborate with the National Inland Waterways Authority (NIWA), and develop a coordinated investment blueprint capable of transforming these waterways into viable, bankable investment destinations.

If we fail to act, another generation may watch countries such as Egypt maximise the economic potential of the Nile while Nigeria continues to underutilise the Niger and Benue rivers.

THE FACTS THAT SHOULD SHAME US

Let us begin with the facts.

Nigeria has approximately 10,000 kilometres of waterways with the potential to support year-round navigation for the transportation of bulk cargo and passengers. Of this figure, about 3,000 to 3,800 kilometres are seasonally navigable, according to NIWA.

Twenty-eight of Nigeria’s 36 states are accessible through inland waterways. This is a significant national economic asset that remains largely untapped.

The River Niger and River Benue constitute the country’s major inland waterways. Other important channels and water bodies include Cross River, the Porto Novo-Badagry-Lagos waterways, Lekki and Lagos Lagoons, Ogun-Ondo waterways, Benin River, Escravos Channel, Nun River, Imo River, Orashi River, Ethiope River, Oguta Lake, Lake Chad and the numerous creeks of the Niger Delta.

Combined with an 853-kilometre coastline, these waterways position Nigeria to strengthen its participation in regional and international maritime trade.

Yet, less than one per cent of the country’s freight reportedly moves through inland waterways, while about 61 per cent is transported by road. The consequences are evident: deteriorating roads, road accidents, high logistics costs and increasing pressure on existing transportation infrastructure.

Industry estimates suggest that Nigeria could generate as much as ₦12 trillion annually from its inland waterways if the necessary investments are made to unlock their potential.

That is ₦12 trillion! A significant economic opportunity capable of changing the fortunes of several states.

The World Aquaculture Society has also projected that Nigeria’s aquaculture sector holds the potential to generate $296 billion annually.

The question, therefore, is not whether Nigeria has the resources. The question is why we have continued to underutilise them.

THE MARITIME TOURISM VALUE CHAIN: NIGERIA’S NILE IS WAITING

Consider what Egypt has achieved with the River Nile.

The Nile supports significant cargo and passenger movements, including cruise tourism, with some four-day cruise packages reportedly costing as much as $500 per person. Egypt has successfully transformed its river into an economic and tourism corridor.

What, then, are we doing with the Niger and Benue?

Dredging the River Benue to Lokoja and the River Niger from Baro in Niger State towards the Atlantic Ocean to a minimum draught of 10 feet could significantly improve inland navigation and reduce travel time along key routes.

For instance, the proposed improvement in navigation could make it possible to travel from Baro to Onitsha by speedboat in about 90 minutes, compared with the estimated nine hours by existing means.

Imagine a Niger-Benue cruise linking the Lokoja Confluence, where the Niger and Benue meet, to Onitsha, Asaba, the Delta creeks and Lagos Lagoon.

Imagine tourists enjoying a river cruise, exploring the cultural attractions and natural beauty of communities along these waterways, including Oguta Lake and the beaches of Badagry.

There is also the opportunity to develop Lagos Lagoon tourism. The Allied Concessionaries and Blue Economy Alliance is already partnering with NIWA to promote marine tourism in Lagos through safe water transportation, recreation and hospitality services.

Our fishing festivals also offer enormous tourism potential. The Argungu Fishing Festival, which Runsewe worked to revive after 10 years of abandonment, could attract even more visitors if supported by safe and accessible waterways.

Nigeria can equally develop cultural river routes connecting historical communities, traditional institutions and riverine settlements, from the palaces along the Niger to the creeks of Bonny.

This is the maritime tourism value chain: boat builders, jetty operators, tour guides, waterfront hotels, restaurants, photographers, craft sellers, festival organisers and cruise operators.

The economic impact could be substantial. Each tourism corridor has the potential to support thousands of direct and indirect jobs across participating communities.

Yet, we still lack properly developed cruise services, organised riverine tourism packages and effective destination marketing. The opportunity is there, but the necessary investments and coordination are still missing.

FISHING AND AQUACULTURE: OUR WATER IS OUR FARM

Fish is a major component of the Nigerian diet, yet the country continues to rely heavily on imported fish to meet domestic demand.

One of the challenges is that many local fishermen operate with inadequate equipment, limited cold-chain facilities, insufficient processing infrastructure and inadequate access to modern aquaculture technology.

Nigeria’s waterways are naturally endowed with fish resources, including catfish, tilapia, croaker, shrimps, oysters and periwinkles. From Lake Chad to Oguta Lake, Cross River and the creeks of Bayelsa, the opportunities are enormous.

But we must begin to think differently.

The 28 states should consider developing aquaculture clusters along suitable waterways. Kogi could explore cage aquaculture, Ogun could develop pond clusters, Delta could promote shrimp farming, while Lagos Lagoon offers opportunities for oyster farming.

Fish processing must also become a priority. Establishing waterfront facilities for smoking, drying, packaging and preservation would create employment, reduce post-harvest losses and improve the export potential of locally produced fish.

There is equally an opportunity to develop water-based cold-chain transportation. A self-propelled barge transporting fish from Makurdi to Onitsha could help reduce spoilage and logistics costs compared with trucks navigating poor roads.

NIWA’s ongoing waterway clean-up programme, being implemented in partnership with Parts Central Limited, is an important step in this direction.

The project recognises that environmental sanitation goes beyond keeping waterways clean. It is also about creating safer and more productive waterways that can support commerce, transportation, fisheries, tourism and investment.

The principle is simple: cleaner water supports healthier fisheries, stronger livelihoods and greater economic returns.

FERRY AND WATER TRANSPORTATION: THE CHEAPEST ROAD WE ALREADY HAVE

Let me be blunt: Nigeria’s overdependence on road transportation has become increasingly expensive.

The country has approximately 195,000 kilometres of roads, with only about 30 per cent reportedly paved. Rising fuel prices, road congestion, accidents and deteriorating infrastructure continue to increase the cost of moving people and goods.

Inland water transportation offers an alternative. For bulk cargo, it can be 20 to 30 per cent cheaper than road transportation under suitable operating conditions. It also offers environmental advantages through lower emissions compared with road haulage.

The River Niger connects Niger, Kogi, Anambra, Delta and Bayelsa, while the River Benue links Benue, Taraba and parts of Kogi. Coastal states, including Lagos, Ogun, Delta, Rivers, Bayelsa, Cross River and Akwa Ibom, share interconnected waterways, creeks and lagoons.

Why, then, should a yam farmer in Makurdi struggle to transport produce to Onitsha when the waterways offer an alternative?

The answer lies in inadequate infrastructure, insufficient vessels and limited investment.

There is, however, a beginning. The Federal Government has approved approximately ₦14.6 billion for the procurement of modern boats and ferries to replace unsafe and obsolete wooden vessels. The initiative targets Niger, Benue, Kogi, Kwara and Kebbi, where waterways remain important transportation routes.

Lagos State has also demonstrated what is possible through its structured ferry transportation system, operated by Lagos State Ferry Services (LAGFERRY) through the Lagos State Waterways Authority (LASWA).

Its ferry network connects communities and terminals around Ikorodu, Apapa, Marina, CMS, Badore and other locations.

Lagos demonstrates that sustained investment in terminals, vessels, safety infrastructure and regulation can make water transportation a viable alternative.

If Lagos can do it, why can’t Kogi, Anambra, Delta and Cross River?

Minister of Marine and Blue Economy, Adegboyega Oyetola, has consistently emphasised the cost advantages of water transportation and the need for state governments to complement Federal Government initiatives.

The 28 states must not wait for Abuja to provide everything. They must invest in boats, construct jetties, develop terminals and establish mutually beneficial partnerships with NIWA.

Kogi State, under Governor Ahmed Usman Ododo, has already expressed support for NIWA’s efforts to reposition the state’s waterways as a major driver of the Blue Economy.

As the confluence state, Kogi occupies a strategic position in Nigeria’s inland waterway network. If Kogi gets it right, it could provide an important model for other states.

LITTORAL ESTATES AND RECREATIONAL HOLIDAYS: THE WATERFRONT IS THE NEW LEKKI

Let me tell us where the next Lekki could emerge. It may not necessarily be on land. It could be along our waterways.

Across the world, waterfront properties command significant value. From Dubai to Miami, Cape Town and London, people pay premium prices to live, work and relax close to water.

In Nigeria, however, many waterfronts remain underdeveloped. Several littoral communities are neglected, while beaches and recreational waterfronts struggle with inadequate infrastructure and environmental challenges.

We must begin to see these locations differently.

Planned waterfront estates could be developed in Lokoja, Onitsha, Makurdi, Yenagoa, Calabar, Epe, Badagry and Ikorodu. Such developments could incorporate private jetties, boat clubs, waterfront promenades and other recreational facilities.

There is also considerable potential for recreational holidays.

Oguta Lake could support weekend resorts and fishing lodges. The River Benue could accommodate fishing tourism facilities. Lagos Lagoon could host floating restaurants, while Ibeno Beach and other coastal destinations could be developed into accessible beach resorts.

Water sports, including kayaking, jet skiing and boat regattas, could become major attractions in suitable littoral communities.

Destination marketing is equally important. As the Blue Economy Alliance has communicated to NIWA, opening up littoral communities through destination marketing and resort promotion is central to developing Nigeria’s waterfront tourism potential.

Today’s tourists are looking beyond conventional city-centre hotels. They want unique experiences, natural scenery and opportunities to connect with local culture.

Nigeria’s 28 water-accessible states can offer these experiences if the right infrastructure and investment framework are established.

ENVIRONMENTAL STEWARDSHIP AND SUSTAINABILITY: IF WE KILL THE WATER, WE KILL OURSELVES

I will not pretend that all is well with our waterways. Many are facing serious environmental challenges.

Indiscriminate waste disposal, oil spills, environmental degradation, plastic pollution and uncontrolled sand dredging continue to threaten the health and productivity of our rivers and creeks.

The consequences are not merely environmental. They are human and economic.

More than 300 lives were reportedly lost on Nigerian waterways in 2023. Drowning accounts for more than two-thirds of boat fatalities, while available figures indicate that 90 per cent of victims were not wearing life jackets.

In 2024, under the leadership of NIWA’s former Managing Director, Bola Oyebamiji, reported fatalities reduced by 30 per cent, from an average of 330 to 231.

This was attributed to measures that included the deployment of 350 water marshals across the country to enforce the ‘No Life Jacket, No Boarding’ policy, reaching more than 300 communities.

However, waterway safety must go beyond life jackets. It requires clean waterways, dredged channels, properly marked navigation routes, effective waste management and the removal of dangerous debris.

Sustainability must become an integral part of every inland waterway investment plan.

Plastic waste should be converted into economic opportunities through waste-to-wealth initiatives. NIWA’s clean-up programme is already promoting approaches capable of creating employment for communities along the waterways.

There is also a need for marine spatial planning to establish clearly defined fishing zones, shipping lanes, conservation areas, tourism destinations and renewable energy zones.

Mangrove protection must be prioritised, particularly in the Niger Delta, where mangrove ecosystems serve as important carbon sinks and natural environmental buffers.

Most importantly, the communities that depend on these waterways must be actively involved in their protection and management.

Environmental stewardship is not merely an NGO concern. It is an economic necessity. No serious investor will commit resources to a polluted river, and no tourist will willingly patronise a contaminated lagoon.

Clean water is bankable. Dirty water is dead capital.

WHY THE 28 STATES MUST THINK DIFFERENTLY AND JOIN HANDS WITH NIWA NOW

Here is the crux of the matter.

For years, disagreements between some state governments and NIWA over the control of inland waterways have hindered effective collaboration and development.

The Supreme Court has affirmed NIWA’s regulatory authority over Nigeria’s inland waterways, providing a legal framework for the agency to discharge its responsibilities.

The focus must now shift from jurisdictional disagreements to economic cooperation.

The 28 states must embrace a different approach.

First, from competition to collaboration.

States must stop treating NIWA as an adversary and begin to see the agency as a strategic partner.

NIWA provides regulatory oversight and technical coordination, while states can drive infrastructure investment.

NIWA facilitates the regulatory framework, states develop jetties and terminals, and private investors operate commercially viable ferry services.

Second, from individual action to collective planning.

The 28 states cannot afford to pursue disconnected waterway development policies. Nigeria needs a National Inland Waterways Investment Blueprint, coordinated by NIWA and the Federal Ministry of Marine and Blue Economy, with clear responsibilities for federal, state and private-sector participants.

Third, from budget dependence to bankable investment.

States must look beyond annual budgetary allocations and develop projects capable of attracting private capital through public-private partnerships.

The SEALINK project, promoted with the involvement of NEXIM Bank, offers an important opportunity to improve regional and hinterland connectivity through the Niger-Benue waterway network. Its proposed infrastructure development presents significant investment potential.

Inland water transportation can move bulk cargo at a fraction of the cost of road transportation under suitable conditions. This is the kind of economic proposition investors must be encouraged to explore.

Fourth, from road-only transportation to multimodal connectivity.

Nigeria must integrate inland waterways with road, rail and seaport infrastructure.

The historical connection between waterways, roads and railways demonstrated the importance of an integrated transportation network.

Today, the country must reconnect these modes to create an efficient logistics chain: road to jetty, jetty to rail, and rail to port.

Countries such as Vietnam and Bangladesh have demonstrated the economic value of inland water transportation, with significantly higher freight shares moving through their waterways than Nigeria’s less than one per cent.

Fifth, from neglect to investment promotion through NIMBEX.

The inauguration of the committee for the Nigeria Marine and Blue Economy Expo (NIMBEX) provides another opportunity to attract investment into the sector.

The 28 states must approach the expo with bankable projects rather than speeches. They should present proposed jetty developments, ferry services, aquaculture parks, waterfront estates and tourism corridors.

Investors need viable projects, clear regulatory frameworks and credible partnerships.

THE BLUEPRINT I PROPOSE

As a journalist who has followed developments in the maritime sector for three decades, I believe Nigeria needs a practical and coordinated investment blueprint for its inland waterways.

Such a blueprint should include:

A comprehensive dredging programme:

Systematic dredging of the Niger and Benue rivers to the proposed 10-foot draught, alongside the development of suitable intra-coastal routes connecting Lagos, Badagry and Calabar.

Modern inland ports:

Upgrade Onitsha, Lokoja, Makurdi, Baro, Oguta and Ikorodu river ports through public-private partnerships.

A national waterway safety code:

Enforce compulsory life-jacket use, prohibit night sailing without appropriate navigation lights, prevent overloading and provide professional training for at least 10,000 boat captains.

A modern ferry fleet:

The 28 states should explore a joint programme to procure 500 modern ferries within five years, while encouraging local boat builders to participate in the supply chain.

Tourism corridors:

Develop five major tourism corridors: Lagos-Badagry, Niger-Benue Confluence, Onitsha-Delta Creeks, Cross River-Calabar and the Lake Chad Basin.

Aquaculture zones:

Establish 28 aquaculture clusters, one in each water-accessible state, supported by financing opportunities from institutions such as the Bank of Industry.

Littoral estates:

Identify suitable waterfront locations for planned residential estates, recreational facilities and resorts, supported by transparent land administration and secure titles.

Transparent revenue sharing:

Establish a framework for the equitable sharing of revenue from tolls, ferry services, fishing licences and tourism activities among NIWA, state governments and host communities.

If properly implemented, these initiatives could unlock enormous economic opportunities and contribute significantly towards the estimated ₦12 trillion annual revenue potential of Nigeria’s inland waterways.

The choice is ours: invest in this resource or continue to allow its economic value to go unrealised.

CONCLUSION: WATER IS LIFE, WATER IS WEALTH

I have said it before: Tourism is Life. Today, I add that Water is Life. Water is Wealth.

Nigeria has approximately 10,000 kilometres of waterways running through or connecting 28 states.

We have NIWA as the regulatory institution, a Federal Ministry dedicated to Marine and Blue Economy development, a national policy direction that recognises the importance of the sector, and investors who could be attracted by viable projects.

What we urgently need is the political will, institutional cooperation and strategic commitment of the 28 state governments.

Governors, I appeal to you: Do not allow your rivers to remain economic liabilities. Turn them into blessings.

Work with NIWA. Develop the jetties. Invest in modern ferries. Clean the waterways. Promote your waterfront.