Nigeria’s 10,000kms Of Gold: Why 28 states are sitting on water and dying of thirst

 

By Frank Meke

Listen, my people. Let me ask a simple question: What kind of country has approximately 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 remains heavily dependent on roads?

That country is Nigeria.
We are sitting on water, yet dying of thirst.

For years, I have travelled across the country, from Badagry to Calabar, Lokoja to Makurdi, and Onitsha to Yenagoa. Everywhere, I encounter the same contradiction: rivers with enormous economic potential, yet largely underutilised for transportation, tourism, fisheries and other commercial activities.

Today, I write with both a sense of urgency and a message of hope. Nigeria’s inland waterways are much more than rivers, lakes and creeks. They represent enormous opportunities for wealth creation, tourism development, food security, transportation, real estate investment and economic diversification.

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

Otherwise, another generation may watch countries such as Egypt maximise the economic benefits of the River 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 navigation and the movement of passengers and bulk cargo. Of this, about 3,000 to 3,800 kilometres are seasonally navigable, according to NIWA.

Twenty-eight of the country’s 36 states are accessible through inland waterways. This represents an enormous national economic asset that remains largely untapped.

The River Niger and River Benue constitute Nigeria’s principal inland waterways. Other significant waterways and water bodies include the Cross River, 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.

Together with Nigeria’s 853-kilometre coastline, these waterways position the country to strengthen its participation in regional and international maritime trade.

Yet, less than one per cent of Nigeria’s freight reportedly moves through inland waterways, while approximately 61 per cent is transported by road.

The consequences are obvious: deteriorating roads, rising logistics costs, road accidents, congestion and increasing pressure on already overstretched transportation infrastructure.

Industry estimates indicate that Nigeria could generate as much as ₦12 trillion annually from its inland waterways if the necessary investments are made to unlock their economic potential.
That is ₦12 trillion in potential annual economic value!

It is an opportunity capable of transforming the economies of several states, creating millions of direct and indirect jobs and providing a significant boost to national economic growth.

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

The fundamental question, therefore, is not whether Nigeria possesses the natural resources to develop a thriving Blue Economy. It is why successive governments have continued to underutilise these resources.

1. THE MARITIME TOURISM VALUE CHAIN: NIGERIA’S NILE IS WAITING
Consider what Egypt has achieved with the River Nile.

The Nile supports substantial cargo and passenger movements, including cruise tourism. Some four-day cruise packages reportedly cost as much as $500 per person. Through sustained investment and tourism promotion, Egypt has transformed its river into a major 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 important routes.

For instance, improved navigation could make it possible to travel from Baro to Onitsha by speedboat in approximately 90 minutes, compared with an estimated nine hours using existing means.

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

Imagine tourists enjoying organised river cruises, exploring the cultural heritage, historical attractions and natural beauty of communities along these waterways, including Oguta Lake and the beaches of Badagry.

Lagos Lagoon tourism also presents considerable opportunities. 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 equally 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 improved accessibility, safe waterways and effective destination marketing.

Nigeria can also develop cultural river tourism 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.

Every tourism corridor developed along our waterways could support thousands of direct and indirect jobs, while generating revenue for state governments, host communities and private investors.

Unfortunately, Nigeria still lacks properly developed cruise services, organised riverine tourism packages and effective destination marketing.

The opportunities are enormous. What is missing is the investment, infrastructure and institutional coordination required to convert them into economic value.

2. FISHING AND AQUACULTURE: OUR WATER IS OUR FARM

Fish remains an important component of the Nigerian diet. Yet, the country continues to rely heavily on imported fish to meet domestic demand.

One major challenge is that many local fishermen operate with inadequate equipment, limited cold-chain facilities, insufficient processing infrastructure and poor 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 for developing a thriving fisheries and aquaculture industry are considerable.

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 major investment priority.

Establishing waterfront facilities for smoking, drying, packaging, preservation and distribution 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, for instance, could help reduce spoilage and logistics costs compared with trucks navigating deteriorating roads.

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

The initiative recognises that environmental sanitation is not simply about keeping waterways clean. It is also about creating safer and more productive waterways capable of supporting commerce, transportation, fisheries, tourism and investment.

The principle is straightforward: cleaner waterways support healthier fisheries, stronger livelihoods and better economic returns.

3. 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, congestion, accidents and deteriorating road infrastructure continue to increase the cost of moving people and goods.

Inland water transportation offers a viable alternative.

Under suitable operating conditions, water transportation can be 20 to 30 per cent cheaper than road transportation for bulk cargo. 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, limited investment and the absence of an integrated inland water transportation system.

There is, however, a promising 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 the 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.
The Lagos experience demonstrates that sustained investment in terminals, vessels, safety infrastructure and effective regulation can make water transportation a viable alternative to road travel.

If Lagos can do it, why can’t Kogi, Anambra, Delta and Cross River?
The 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 continue waiting for Abuja to provide everything. They must take responsibility for developing their waterways through investments in boats, jetties, terminals and 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 properly developed, it could become an important model for other states.

4. 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 premium values. From Dubai to Miami, Cape Town and London, people pay significant amounts to live, work and relax close to water.

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

We must begin to look at 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, recreational facilities and other supporting infrastructure.

The opportunities for recreational holidays are equally significant.

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 also become major attractions in suitable littoral communities.

However, infrastructure development must go hand in hand with destination marketing.

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

Today’s tourists are increasingly looking beyond conventional city-centre hotels. They want distinctive experiences, natural scenery, recreational opportunities and meaningful connections with local cultures.

Nigeria’s 28 water-accessible states can offer these experiences if the necessary infrastructure, investment framework and destination promotion strategies are put in place.

5. 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 confronted with 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, lakes 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 improvement was attributed to measures that included deploying 350 water marshals across the country to enforce the ‘No Life Jacket, No Boarding’ policy, with the initiative reaching more than 300 communities.

However, waterway safety must extend beyond the compulsory use of life jackets.

It requires clean waterways, properly dredged channels, marked navigation routes, effective waste management, adequate safety equipment and the removal of dangerous debris.

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

Plastic waste, for instance, 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 receive particular attention, especially 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 priority now should be to move beyond jurisdictional disagreements and embrace economic cooperation.

The 28 states must adopt a fundamentally different approach.
First, move from competition to collaboration.

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

NIWA provides regulatory oversight and technical coordination, while state governments can drive infrastructure investment. The agency facilitates the regulatory framework, states develop jetties and terminals, and private investors operate commercially viable ferry services.

This division of responsibilities can create a mutually beneficial partnership capable of accelerating development.
Second, move 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 clearly defined responsibilities for federal, state and private-sector participants.

A coordinated approach will prevent duplication, improve resource allocation and ensure that investments in one state complement developments in neighbouring states.

Third, move from budget dependence to bankable investment.

State governments 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 opportunities.

Inland water transportation can move bulk cargo at a fraction of the cost of road transportation under suitable operating conditions. This is the kind of economic proposition that governments must package properly to attract investors.

Fourth, move from road-only transportation to multimodal connectivity.

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

Our historical experience with the connection between waterways, roads and railways demonstrates the importance of an integrated transportation network.

Today, we 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 benefits of inland water transportation, with significantly higher freight shares moving through their waterways than Nigeria’s less than one per cent.

Nigeria has no reason to remain behind.
Fifth, move from neglect to investment promotion through NIMBEX.

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

The 28 states must approach the expo with bankable projects rather than speeches and declarations of intent.

They should present investment-ready proposals covering jetty development, ferry services, aquaculture parks, waterfront estates and tourism corridors.
Investors need viable projects, transparent regulatory frameworks, clear investment terms and credible partnerships.

NIMBEX should therefore become a platform for matching investment opportunities with serious investors.
THE BLUEPRINT I PROPOSE
As a journalist who has followed developments in the maritime sector for three decades, I strongly believe Nigeria needs a practical, comprehensive and coordinated investment blueprint for its inland waterways.

Such a blueprint should include the following:
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 to facilitate cargo handling, passenger transportation and commercial activities.

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 equitable sharing of revenue generated 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 realising the estimated ₦12 trillion annual revenue potential of Nigeria’s inland waterways.
The choice is ours: invest in this national asset or continue to allow its enormous 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 potential 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 economic blessings.

Work with NIWA. Develop your jetties. Invest in modern ferries. Clean your waterways. Promote your waterfront destinations. Attract private investment and empower the communities whose livelihoods depend on these natural resources.

The inland waterways are not simply geographical features on Nigeria’s map. They are economic corridors waiting to be developed, investment opportunities waiting to be unlocked and livelihoods waiting to be transformed.

Nigeria cannot continue to complain about inadequate roads while neglecting thousands of kilometres of navigable waterways.

We cannot talk about economic diversification while leaving such an enormous resource largely untapped.
The 28 states must rise to the challenge. The time to act is now.

Nigeria is sitting on 10,000 kilometres of gold. It is time we stopped treating it like ordinary water.