TRANSPORTATION AND SUSTAINABLE

DEVELOPMENT TRANSFORMATION IN
NIGERIA

(A COLLECTION OF ESSAYS)

BY

PROFESSOR BAMIDELE BADEJO

MINISTRY OF TRANSPORTATION
LAGOS STATE

AUGUST 2010

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2
 TABLE OF CONTENTS

Foreward (HMFMOT)

Preface(Abstract)

Dedication

Acknowledgment

Contents

List of tables

List of figures

Plates

Bibliography/References

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 CHAPTER ONE

TRANSPORTATION AND SUSTAINABLE DEVELOPMENT

INTRODUCTION/BACKGROUND
Generally, transportation remains the one industry, the ubiquitous
wheel that keeps all other elements as well as the entire system in
constant motion and it is difficult to conceive of a situation where
transport does not play a major role in the life of a nation. Economically,
transportation provides and enhances the space, time, quality and
utility of goods.

Socially, transportation facilitates the formation of a wider variety of

spatial patterns of human activities, while politically; transportation
along with communication helps in the governing of a larger area by a
single government and tends to promote uniformity in the application
of laws and justice.

In addition, to the more direct impact of transport are the less obvious
effects such as the role of transport in the promotion of national unity,
socio-economic integration, stimulating the sense of oneness and
mutual understanding in a culturally diversified society like ours. Also,
labour mobility and elimination of unemployment or artificial of labour
and materials could be greatly improved with safer, cheaper and more
accessible and comfortable transportation facilities.

Transportation therefore occupies a vital position in modern life and is

often described as that part of economic activity, which, is concerned
with increasing human satisfaction by changing the geographical
position of goods and people and is the hub upon which, all other
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activities are spatially arranged. Transport comprises of different
sectors by mode. They include road transport, rail transport, sea
transport, air transport and pipeline transport.

Therefore, the Nigeria government, private sectors and professionals in

the transport industry must harness ways to develop social, economic,
financial and environmental resources that meet the needs of the
present without compromising the ability of future generations to meet
their own needs in Nigeria.

CHARACTERISTIC ATTRIBUTES OF TRANSPORTATION

There is an adage in transportation which says that a vehicle in motion
earns revenue and make money while a vehicle parked incurs bills or
debts. The simple analogy to this statement is that transportation
thrives where there are people, passengers, goods, cargo and freights to
distribute or handle. In other words, transport will always respond or
travel to where cargo and passenger exists. In other words, cargo and
passenger availability or presence is significant to the development of
transportation in Nigeria.

In charting a transformational agenda for transportation and

sustainable development in Nigeria, it is very necessary to highlight the
fundamental and salient characteristic attributes associated to
transportation. It is further believed that with a better understanding
and appreciation of the characteristic attributes of transportation, that
all stakeholders involved in the efforts of midwifing a transportation
and sustainable development agenda will understand the intricate of
transportation. This is more of conviction and appreciation of the
complex issues relating to transportation either directly or indirectly.

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Outline below are some of the major characteristic attributes of
transportation and which any attempt at revitalizing transportation and
development should partly along with other issues taken into serious
consideration.

 Derived demand
 Demand responsive
 International / Global economics and trade pattern
 Technological dynamics / changes
 Capital intensive (attract huge finance)
 Labour intensive (both unskilled and specialized skills)
 Infrastructure and Logistics support are essentially required.

IMPORTANCE OF TRANSPORTATION IN NATIONAL DEVELOPMENT

AGENDA
It is desirable and also for the better understanding of the challenges
before transportation and sustainable development to elucidate the
potential attributes and benefits associated with the development of
transportation in any economy be it developed or developing nation.
This is necessary so that Nigeria leaders can come together to
appreciate how much the transportation sector when developed could
assist in addressing many socio-economic problems affecting the
Nigerian nation. Furthermore, given the increasing difficulty of our
transportation system to function efficiently and effectively. Below are
some of the major high points of the role of transportation in national
development agenda of any country. An aggregation of this benefits and
attributes can therefore not be overemphasized when a sustainable
transport development agenda or blue prints to pursue set goals are
put in place.

 Mobility for all (promotes interaction and logistics distribution)

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  Revenue Generation
 Employment and jobs opportunity
 Socio-cultural co-existence
 Promotes trade and commerce
 Promotes Tourism
 Institutional development and Association
 Accelerates Industrial development and infrastructural
provision
 Encourages rapid rate of urbanization and population growth
 Encourages international relations and cross fertilization of
ideas

CONCEPTUAL AND THEORETICAL CONSIDERATION

All Nigerians have a role to play in advancing sustainable development,
including all levels of government, business and industry, civil society,
community groups and citizens. A sustainable development strategy
implemented on a timely basis is one of the basic expectations the
Nigerian public demands. The importance of developing a balance
between economic growth, social well-being and the health of the
environment is in the forefront of public opinion. Nigerians must
realize that a healthy environment is imperative for our long-term
economic, social well-being and quality of life. Also, we must have the
ability to adopt innovative environmental practices and reduce their
ecological footprint. We must develop a sustainable future through
various strategies, policies, programs, and operations. A key pillar
approach to sustainable development should be to establish a
sustainable development strategy. This strategy is an important tool to
help guide the nation in systematically integrating the principles of
sustainable development into their policies, programs, legislation and
operations.

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However, given the concept and ideals of sustainable development, it is
apparently clear that transportation and its associated component
parts are vital for achieving set goals for sustainable development. In
another dimension, there is need to situate transportation as a veritable
tool for the pursuance of development agenda. There exits three
schools of thought concerning the role which transportation plays in
sustainable development and overall economic growth.

1. That transport is sin-qua-non for economic development to

occur. This school of thought is on the opinion that without
transportation, development cannot occur. Suggesting that for
development to be achieved transport is very vital.
2. The second school of thought believes that transportation plays
no significant role and contribution in economic growth and for
sustainable development to occur.
3. The third school of thought believes that transport plays a
permissive role for economic growth and for sustainable
development to occur, meaning that transport is essential for
economic growth to occur but apparently it is not the only pre-
requisite that is required for economic transformation and
sustainable development to occur. By implication it suggests that
other sectors of the economic no how have a contributory role to
play along with transportation.

In Nigeria, it is quite revealing that at every stage of economic

development pursuance, this three schools of thought have at one stage
or the other reflected on how sustainable economic development
objectives have been realized. For example, at an early stage of
development, transport may not play very significant role probably
8
because of the level of economic development at the very local and
primary level. Hence, it was purely an exercise of community living and
production system for subsistence living. However, with population
growth and increase in human demands and needs and the
development of exchange economy transportation provided a
permissive role to enable farm produce get to the market as well as
spatial interaction for numerous reasons to take place. Nevertheless, it
is quite obvious and given the attributes of transportation a permissive
role and responsibility seems to be quite ideal for the sector. Because
where there are no goods to be transported or where spatial interaction
is undesireable obviously transportation to such areas will be
unnecessary. Transport is a derive demand and therefore responds not
necessarily to its self but to assist in achieving the social, economic,
political and psychological needs of man that cannot be achieved or
realize or assembled within its walking distance.

IMPLICATIONS
Transportation is very essential for economic development and
sustainable growth to occur. However, in a situation under which
transport infrastructure are provided and developed without deliberate
synergy created with other economic development sectors, the cost of
achieving sustainable development will not only be astronomical but
also elusive. Issues emanating from these discussions suggest that
transportation plays a vital role in development objectives. When
adequately planned for and logistically are implemented, the prospects
associated with the positive roles and contributions of transportation
are laudable enough to transform into economic prosperity for the
nation. In essence, the highlighted associated benefits above would

9
have been lost when uncoordinated, competitive and unintegrated
transport infrastructure are put in place. Hence, the cost of
transportation and physical distribution logistics will be very
expensive, punitive and inefficient which combine together to result
into distressed and depressed national economy. Under a depressed
economy due to inefficient transportation infrastructure and
integration, the resultant effect in unemployment, loss of revenue,
forced population migration and overall economic decline are
inevitable

CHALLENGES
As part of the issues aimed at by this paper which is also quite relevant
to the proposition for an integrated transportation system is to examine
critically and using both scientific, empirical and socio-cultural
methodologies to understand the consequential outcome of the
transport situation of the country and in addition to this, is to reveal the
consequential effects of this situation of the social, economic, political,
health and psychological lives of our people and international business
communities.

The most visible challenges of existing transport situation of the

country are identified below:
 General absence of an integrated transport system.
 Predominantly road based transport system.
 Public transportation predominantly operated by the informal
sector.
 Absence of reliable mass transit system
 Traffic Congestion along major corridors of the State.
 Deplorable road system.

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  Slow response of law enforcement agencies to transport and
traffic related challenges.
 Incessant conflicts and overlapping of functions between State
and Federal Agencies.
 Poor maintenance culture of transport infrastructure.
 Uncoordinated transport unionism.
 Very rampant insecurity and safety challenges (high incidence of
road crashes).
 High level of emission and pollution from vehicles and
aeroplanes.
 Dreadful and frightening driving habits.
 General absence and inadequate traffic signal lights and signs,
road furniture and fittings.
 Prevalence of commercial motor cycle operation – Okada.

It is therefore undeniably that all the factors outlined above combine

collectively or singularly to affect the economic development of the
country, entire quality of life and the national environment. The
consequences no doubt create huge economic, medical, infrastructure,
losses and deterioration thereby creating additional burden on the part
of corporate governance.

RECOMMENDATIONS
It is quite necessary to identify some basic recommendations that are
necessary and useful for sustainable development through deliberate
transportation development policy agenda. Transport is a vital tool for
economic development, however, it also require the presence of other
economic resources that are capable of supporting the justification for
transport infrastructure development. It is for this reason that the
following recommendations are outlined.

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 1. Preparation of a blue print on transportation and national
development strategy / policy framework that will take into
consideration immediate, short, medium and long term
transport development objectives that should be initiated and
put in place.
2. Also note the Technological dynamics or changes that are taking
place globally and how the fortunes of transportation
infrastructure development as it relates to sustainable economic
development can be affected or transformed through such
dynamics.
3. Development of a robust and strategic framework for fund and
finance mobilization as well as seamless access to such funds
given the fact that transport infrastructure is capital intensive
and easily affected by technological changes.
4. Encourage deliberate regional or state development of
transportation policy development guidelines so as to
compliment the federal government transport development
policy agenda.
5. Transportation partly involved local, regional, and international
trade relationship and exchange. As a result, there is need to
continue to evolve efficient and reliable international
cooperation and association relationship development
framework.

CONCLUSION
For sustainable development and economic transformation to occur
there is need for deliberate assemblage of all sectors of the economy
and natural resources together. To achieve this, transportation is very
vital. However, transport cannot exist in isolation hence there is the

12
requirement for other economic resources to contribute to ensuring
that economic development of the country is pursued and achieved
through multilateral and bilateral approaches, transport alone cannot
translate into economic development.
REFERENCES
Badejo, Bamidele (2009) “Unbundling the Challenges of
Transportation and Development in Nigeria: The Lagos State
Example” being a Paper delivered at the Sixtieth Anniversary
Lecture organized by the Department of Geography, Faculty of
The Social Sciences University of Ibadan on 10th of June 2009.

ITE (2005) Conducting the First Traffic Impact Analysis in the Absence
of Legal and Regulatory Frameworks; A Case Study From Beirut.
Institute of Transportation Engineers, ITE Journal, July 2005, by
Zarif Jamal El.

Mabogunje, A. L. (1974) “Cities and Social Order”. Faculty of Social

Sciences Lecture, University of Ibadan, Ibadan, Oyo State.

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 CHAPTER TWO

DEVELOPING AN AGENDA FOR NATIONAL DEVELOPMENT

TRANSPORT – PERSPECTIVE

INTRODUCTION
The fundamental aim and focus of this exercise is to espouse a serious
and functional developmental agenda for National Development of
Nigeria viewed strictly from sustainable Transportation perspective.
The developmental agenda on transportation perspective is expected to
put the interest of the people first, in contradistinction to existing
development models been pursed by successive government in the
country which have not been able to translate to economic progress.

It is quite interesting to know that towards achieving the above

objective, other background interest persist on a number of thermatic
areas such as Education, Industry and Manufacturing, Energy,
Agriculture and Food Security, Employment, Transport, Environment,
Health, Housing, Culture and Tourism, Judiciary, Military, Science and
Technology, Women and Youth Development etc.

However, the observed thermatic areas are expected to be united

through various form of synergy, holistic consideration, integrated and
inter related strategies. However, the focus of this aspect on developing
an agenda for National Development is strictly on Transportation.

As part of the research focus which is on transport, the following key

issues will form the objectives of this presentation which include:

i.) Identifying and accounting for the key problems associated

with the development of the nation’s Transport Sector.
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 ii.) To highlight how these problems have been addressed by
pasts and present administration towards finding lasting
solutions to the observed transport problems.
iii.) To also reveal and justify why past policies and programmes
initiated for sustainable transport development in the
country have failed.
iv.) To suggest and propose through recommendations New
policies and programmes capable of improving and
imparting positively on the Agenda for National
Development.

BACKGROUND
Transport is the engine of growth and development in any economy. It
is a derived demand, derived not for its own sake but in meeting the
needs of the different – sectors of the economy.

The importance or significance of transportation is of overwhelming

value, utility as well as irreplaceable in functions to the growth and
development of the economy. No wonder Lord Lugard in (1922) said
“development and Transport are synonymous and that the
development of Africa can be summed up in one word transport.

Transportation has a pervasive influence on modern society. It is very

important economically. Transportation has social and cultural impact,
it shapes our lifestyles. Issues involving transportation sometimes have
a prominent place on political agenda” (Alan Black 1995). The sues
canal, the Channel Tunnel.

Transport can be equated with the rhythm of human life, be it

developed or developing societies or environment and circumstances.
It’s fundamental to human activities and needs therefore playing
15
significant roles in the development of cities, urban centres and rural
region by inducing locational changes and increasing spatial interaction
between distant places. Transport is a major factor affecting the spatial
distribution of phenomena as well as in the development of virtually all
forms of economic and social activities. In other words, without
transport, economic and social system would simply grind to a halt
(Franks, 1990).

Hence, Nigeria is no exemption transportation in Nigeria can be

grouped under these modes: Road, Rail, Water, Air and Pipeline.
Gradually, considering the magnitude of passengers and goods being
carried and millions of kilometers traveled annually via these modes of
transportation, it is imperative to visualize on mode and channel basis
the role being played by tele-communications towards the effective
realization of the specific transport objectives.

Hence, the modes of transportation in Nigeria now, can be depicted

under six major modes such as roads, rail, water, air, pipeline and
telecommuting.
IMPORTANCE OF TRANSPORTATION IN NATIONAL ECONOMY
Transport is a key element in the Social and Economic Development of
any nation. At the social level, a well functioning transport system
provides access to points of employment, health and educational
centers. It facilitates vital links between spatially located facilities and
acts as a mechanism for maintaining social contact. For these reasons,
affordable transport services help to alleviate spatial inequality and
improve social interaction.

At the economy level, an adequate and efficient transport system plays

a key role in the development of a country’s market, transforming local
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markets into regional, national and international ones. It allows the
achievement of the economies of scale and generates employment
opportunities. These are few of the economic value of effective and
efficient transportation system.

Specifically, the position impacts of transportation are often outlined as

below:
i) Revenue generation
ii) Let promote trade and commerce
iii) Employment and job opportunity
iv) Facilitates transportation and physical interaction
v) Promotes economic of scale
vi) Accelerate urbanisation
vii) It promotes and accelerate rapid rate of infrastructural
provision e.g. Electricity, Education, Health, Housing, Road
etc.
viii) Encourages Institutional Development and responses such as
NPA, FAAN, NCAA, NIMASA, NITT, Shippers Council, NIWA
etc.
ix) It promotes internal relation and association.
x) It encourages socio-cultural exchange peaceful co-existence
and harmony.
xi) It accelerates industrialisation.

TRANSPORT AND SOCIAL – ECONOMIC/ENVIRONMENTAL

CONSIDERATION
Transport constitutes a major source of environmental pollution. For
example, discharges of water polluting substances from ships is a major
source of destroying marine ecosystem. In fact, all transport modes
often contribute to water pollution, through discharge of harmful
element, accumulating in their workshops and garages. Apparently
substance such as oil and fuel additives, batteries, old tyres and tyre
17
patching equipment are now important sources of water
contamination. Automobiles in towns are also major sources of air
pollution and green house effect.

Within the government structure, protecting the environment is the

responsibility of the Federal Ministry of Urban and Environmental
Development. Yet transport authorities also have an important role to
play. They can help in identifying the sources of pollution, in producing
environmental impact assessment, and in initiating and carrying out
regulatory reform aimed at curbing the sources of pollution in a
realistic manner.

Traffic Impact Analysis has been ignored in major National project to

the extent that when these projects are completed access to their use
become problematic. The National Stadium at Abuja, the Refineries at
Warri, Port Harcourt, Kaduna, the Iron and Steel Industries, Cement
Industries and Industrial Sites vis-aà -vis Housing Estates. Some of these
projects have become monumental failure because when they are
conceptualized no consideration was granted to critical appraisal of the
traffic impact of such project when completed.

Absence of parking facilities well designed lay-bytes and bus – stop

have compelled vehicles to park on high way which is the major source
of traffic congestion and the consequential outcome of environmental
pollution, stress and fatigue which has huge Social Economic and
Environmental consequences in the society.

Therefore Government and other policy makers will have to initiate

necessary measures or create synergies capable of abetting the negative
consequential effect of transport and development on the physical
18
environment upon which the Traffic Impact Analysis is very
fundamental

TRANSPORT AND MODAL SPLIT

An integrated transport implies the development of a seamless chain of
transport system whereby the different modes of transport are
coordinated interrelated and used in such a way that every mode has
the opportunity of fulfilling its distinct potentials in a partnering
manner. The goal of modern government in its transportation agenda is
to achieve an Integrated and Intermodal transport system capable of
ensuring sustainable development.

The analysis of the Nigeria’s transport system, indicate warped modal

development tilted in favour of the road. The road is responsible for
about 90% of both freight and passenger transports whereas the road
is good for short to medium distance freight haulage, it is almost solely
responsible for the carriage of bulk goods through out the length and
breadth of the country.

Whereas goods arriving by water should be transported from the port

by rail or Inland Waterways, the ports, except in the case of Port
Harcourt and Apapa Ports, are not connected by rail and the waterways
are not dredged, leaving the road as the only option. This is an obvious
improper use of the road which has become a national burden.

This predominant use of the road is not because of its inherent

advantages of flexibility, but because transport development has
favoured the road over all the modes in the country’s development
process. For example, development efforts have been higher in the road
system than other modes of the transport system. The National

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Transport Policy will address this imbalance through appropriate
pricing applied to the road transport sub sector when serious and
result oriented policy focus is designed.

There must be connection between the ports, the rail, the inland
waterways, the air and the road in a synergy and interrelated manner.

By making use of the advantages of the different modes, transport costs

are reduced and resources are better utilized. It is government’s
decision therefore to take necessary action to ensure fuller integration
of transport modes in an efficiently managed transport system for the
country.

TRANSPORT PROBLEMS
There are several transport problems associated with the sector but for
the purpose of this exercise, salient and identifiable Transport
Problems are highlighted below:

1.) Transport Policy: This is one of the fundamental problems of

this sector. Without any doubt, it has impeded the growth of Transport
and Transportation in Nigeria.

Government in Transport Policy is the basic foundation and framework

upon which the Transport Development Trust of the country is focused.
It is the barometer for measuring and determining all deliverables
associated with transportation. Hence, under a lopsided transport
policy, it is obvious that transport and infrastructural development
cannot fulfill the desirable and needs of its people, economy and
international commitment.

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Transport policy is the process of regulating and controlling the
provision of Transport with a view to facilitating the efficient operation
of the economic social and political life of any country at the lowest
social cost (Tolley and Turton, 1995). Transport Policy also form the
basis of the planning and he direction of growth of the transport system
and the extent to which the planning and provision of transport provide
appropriate solution. Moreover, the approaches to transport provision
as well as the efficiency of the transport system are directly related to
the nature and dynamism of the transport policy in the country.

Be it rural or urban transport policy is the frame work for urban

transport regulation and control. It implies a rule – setting function on
the part of the government with a view to providing a rational, efficient,
effective, comfortable, safe and cost effective transport system. Urban
transport regulation and control by government is expected to balance
short term against long-term benefit and balance the needs and
demands of users and providers of services. To make transport services
available to all, the objectives that any rational government should
pursue are efficiency, safety, comfort and welfare, equity, dynamism and
resolution between competing and among different users and
providers.

2.) Inadequate transport infrastructural facilities: From all

available Emperical data revealed gross over used of transport
infrastructure thereby, making transport sector in demand of more
infrastructure. Studies had shown that, where transport infrastructure
are available, they are either obsolete, or could not longer cope with
population growth and urbanization development. i.e can no longer
cope with pressure or transport demands. In Lagos for instance, it was
21
envisaged that before the end of the last millennium, nearly all the
major traffic corridors in metropolitan Lagos would be congested or at
least would have reached their capacity. Without substantial resources
or immediate plans on future construction of new arterial roads,
alternative means must be found to meet the demand.

These would involve:

(a) Up-grading the major and winding roads
(b) Promotion of effective public transport service and use of
higher capacity vehicles
(c) Enhanced traffic management measures and public transport
priority measures.
(d) In the absence of the Metro line, the 26km stretch of track of
the Nigerian Railway Corporation (NRC) be adapted and
optimally utilized for urban commuter rail service with
direct funding or project assistance from the State
Government.

Recently, the Niger Bridge that has been there for over 50years is
posing danger to users. Plans should be on now, at changing it or
provide an alternative link between the South and North.
Transport Infrastructure generally need been provided and maintained
so as to cope with the geometric proportion of population growth and
land-use pattern.

(3) Urbanization: Nigeria’s urban population has been growing at

about 12 per cent annual rate, more than thrice the overall growth rate
93.4%) of the nation. About 30 million (33%) of Nigeria’s estimated
population of 85million in 1992 lives in urban centre.

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By the year 2010, about 80% of the population will be living in the
urban areas. The demands for urban public transportation will,
therefore, continue to grow significantly as the number of large cities
increase and existing cities expand.

The urban centres have been bearing the adverse impact of the soaring
population. These developments have now show aggravated signs of
functional, organizational, management and spatial stress and strain on
the existing transport and allied facilities, leading to poor
environmental aesthetics, greater environmental degradation,
negativities and externalities particularly traffic congestion.

Unfortunately, there has not been a universal solution, as the urban

transport problems vary from one city to another in terms of magnitude
and complexity. The increasing urbanization rates and the growth
spates of activities have no doubt posed a mobility problem with
reliance on only a single mode (road) to the utmost neglect of others,
despite affordable opportunities by water and rail (in – balance in
modal split). As a mater of urgency, policy formulation and
implementation must favour development (Transport) to correspond
with urbanization. Otherwise, the problem of urbanization will be far-
reaching and uncontrollable.

(4) Human Capital and Manpower Development: Lord Lugard

(1922) stated that “Development and transport are synonymous”
(Burn, 1991) as man develops, his mode of transport also develops.

It has been observed that the relevance of Education and Training as a

strategy towards the development of the Nigerian Transport Industry
has not been fully tapped or pursued. This Omission is partly due to the
23
ill-equipped manpower nature of the industry and partly why the
transport sector remained under-developed. Since experts and
competent hands are very few and in some areas of the transport mode
such expertise may be completely absent or non-existent. There is need
for a re-orientation towards investing more on education and training
the necessary manpower needs for the transport sector. In this drive,
tertiary institutions and professional bodies have a fundamental role
and responsibility to play (Badejo, 1997). All these afore mentioned
brought the rationale for transport education in Nigeria.

(5) Information and Data Management: Data relating to all known

modes of transport vis-aà -vis, Air, Road, Water, Pipeline etc are not well
kept and developed upon when necessary. Steps must be taken at
making all stakeholders in this sector responsible for up-grading and
up-dating the available data with them and be up-to-date as far as data
is concerned. Information is transformation. The level at which you are
informed may likely relates to the level at which you are transformed.
Nigerian transport sector must not be seen or heard operating obsolete
data base system.

Other problem associated with this sector are: Poor road infrastructure
facilities, environmental pollution, road congestion, Absence of
integrated traffic management measures to combat congestion; little or
no-capital to purchase new fleet etc. all these and many more are
seemingly an ending problems of transport sector in Nigeria.
Others Include:
1) Inadequate legal framework
2) Safety
3) Training and Research
4) Pollution
24
 5) Affordability
6) Availability
7) Efficiency
8) Reliability
9) Aesthetics
10)Attracting
11)Convenience and comfortability

STRATEGIES/APPROACHES TOWARDS ADDRESSING OBSERVED

PROBLEMS
Basically, successive government had view or addressed their problems
in just two ways

(a) The short term solution

(b) The long- term solution

In actual fact, many of the past cum present Government preferred the
former than the latter and this has not help situation at all.

Take for instance, in 1983, Nigerian economy was badly affected by the
economic recession. In order to revive the economy, the Federal
Government introduced the Structural Adjustment Programme (SAP) in
1986 arguing that this policy would also put the country on the path of
self-sustained growth. However, in the process of implementing SAP, the
macro-economic changes that took place seriously affected the fortune
of transport industry negatively.
Investments on transport rose sharply by a factor of about six in real
term from 1986. Though this increase in part could be attributed to
inflation, the greatest part had to do with the devalued rate of the Naira
at the foreign exchange market. High financial costs followed the trail
of inflation. Credit facilities attracted premium interest rate which
reached peaks of between 25 – 30 percent with maturities of less than

25
three years. Income did not rise at the same rate as inflation
constraining the ability of users to pay higher fares. SAP thus brought
the transport agencies and the system to the brink of collapse.

It could be said that, due to low transport demand in the past and the
excess fund from Oil boom enabling personal acquisition of cars,
government gave very little or no attention to management and funding
of public transport agencies. Worst still, the downturn in the economy
and the implementation of SAP made Federal, State and Local
Governments found it difficult to fund public sector services, as
government funds came under stiff competition and transport agencies
no longer had easy access to government funds.

For all intent and purposes, various Government at all levels both past
and present seem to have done something to proffer solution to
transport problem just like other sectoral problem but, the truth is
many of these so-called solution end up adding more to the problem.
Foot-dragging has been the order of the day with all-government in
place in Nigeria. Without utilizing identified transport management
experts, within the country many of these problems will continue to be
a recurring decimal.

POLICIES AND PROGRAMMES SUMMER SALT

There are arguments for and against if at all there is in existence a
transport policy for Nigeria. Some analysts have argued that since the
independence in 1960, Nigeria has no national transport policy. Others
posited that the country has national transport policy either in a form
of statement or mere documents limited to transport Ministry or
Federal Executive Council. In both cases, it is undoubtedly clear that
there have been some policy statement by the Federal Government
26
attempting to resolve specific transport problems in the nation’s
transport system. In other words, that there are draft transport policy
document for Nigeria in one form or the other. We can look at some of
these transport policy document (as detailed in Ogunsanya, 2002) with
a view of authenticating it existence.

(a) The 1965 statement of policy on Transport

(b) The 1963 Transport Policy for Nigeria
(c) The 2002 Master plan for an Integrated Transport
Infrastructure
(d) The 2002 Draft Transport Policy Document for Nigeria

Several reasons could results for failure of past policies and

programmes in transport sector among which are the under-mentioned
and explained.

Although, there are different forms by which the government exercises

transport regulation and control in Nigeria, it appears that such rule
setting documents with stated clear objectives and approaches have
been largely ineffective in addressing the goals of adequacy, efficiency,
safety, reliability and self-reliance in the transport system. There are
several reasons for this:

(i) The governments have given such policy establishment and

the implementation little priority. They have little
information to determine the rules that forms the basis for
regulation and control.
(ii) They often lack the skills and human resources to implement
the guidelines in the policy; and

27
 (iii) Rapid growth in the population coupled with uncontrolled
urban planning activities make worse the problem of
information gathering, policy setting and implementation.

It is evidently clear that few, if any, urban or municipal government

have accepted regulation and control of urban transportation services
in form of urban transport policy as a top priority. Without this priority,
which is often associated with lack of political, will, specific policies
towards urban transportation will not been clearly defined, nor explicit
objectives established. Rather, numerous government policy statements
have been stated to serve as guidelines for transport services at the
urban level, but without clear regard to the questions of efficiency,
equity, adequacy, safety and comfort. Several unsuitable measures and
other instruments of regulation and control have been adopted simply
based on circumstances and the spur of the moment. Therefore many
guidelines become unenforceable.

Indeed, the most rudimentary efforts to control and regulate transport

services require basic information. At the most unsophisticated level, it
is necessary to have records of existing land use pattern, development
density, travel pattern and travel time budget of city dwellers, the
location and capacity of existing transport services and infrastructures,
ownership and use of vehicle for city transportation, the nature and
pattern of the public transport services and so on. For planning
purposes, information not only on economic and social characteristics
of the population and its activities is essential, but also that he
supporting services for the information base in many cities in Nigeria
such as aerial photographs are paramount in given accurate and up to
date data on many of the items earlier stated. The importance of these
28
notwithstanding, it is observed that, the information base in any city is
weak, data inaccurate and the existing one obsolete. Without doubt,
these definitely inhibit the formulation of comprehensive regulations
and control techniques in the forms of urban transportation policy in
the country.

The previous attempts to have national transport policy in the face of

inadequate data simply led to improvisation of idea, of vital input in the
policy.

Having few trained transport professionals to prepared previous

transport policy has also hampered formulation, development,
regulation, control and implementation of urban transport guidelines.

Closely associated with the problem of inadequate data and poor

consultation, the approaches of government in the evolution of
transport policy is the inability of even government stated policy
statement to change over time.. a good regulation and control system,
like a transport system itself, must be subjected to modification and
review. Despite so much in the literature of urban transportation
development, even in several developing countries, virtually all - urban
centres in Nigeria do not have an urban transport development plan.

POLICY IMPLEMENTATION
The key feature of Nigeria’s current National Transport Policy is the
Public – Private Sector Partnership in Transport system delivery in the
country. Under this arrangement:

 Government will withdraw from those transports system

activities for which the private sector has expertise and
comparative advantage.
29
  The private sector will invest in, own and manage different
elements of the transport system, within a system of free market
competition.

The underlisted are steps toward immediate policy implementation:

i) Evolve a new legal framework: Government will review all
the transport laws and regulations to accommodate the new
policy directions. Specifically, government will:

 Repeal laws that impede private sector participation in

the Transport System.
 Enact laws that enhance free market system, competition
and efficiency in transport system delivery.
 Redefine the functions, objectives and the inter
relationships between the three firm of government,
transport organization and institutions with respect to
the transport sector.

ii) Create an enabling environment: The basic condition on

which the success of this policy depends is the availability of
a conducive climate to attract potential investor. Government
therefore:

 Create an enabling environment for private sector

participation in the transport system operation and
management in Nigeria.

iii) Develop Integrated Transport System: No matter how

good different parts of the transport system may be, the
overall transport system cannot function efficiently it the

30
 different segments are not well coordinated. Government
will:

 Put in place appropriate machineries to enhance

adequate connections of the different segments of the
transport system.

iv) Ensure Human Resources Adequacy: Under the

competitive market situation, skill will be an issue.
Government will:
 Establish the human resources requirement with special
reference to technical, professional and administration
skills and their availability.
 Create realistic training programmes to meet identified
gaps and requirements.
 Encourage human resource redeployment.

WAY FORWARD/RECOMMENDATIONS
One of the salient and crucial recommendation as it affect the subject or
cynosure, in that the government at all levels should some way guide
the provision, and operation of urban transportation and
transportation in general. The specific objective that any rational
government should pursue include the following:

(i) Efficiency: transport regulation and control may be

instituted to ensure that the city or urban centre works. The
city works when infrastructure and services in general are
efficiently provided. That is, sufficient transportation is
available at affordable cost for all urban dweller and
accessible for all urban activities. Moreover, transport

31
 regulation is to ensure that within the city the activities
service capacity is sufficient for these activities and services.

(ii) Safety, Comfort and Welfare: The function of government is

to ensure safety and welfare of the people with reference to
urban transportation, this function includes certain roles
relating to defining standards for adequate functioning of
vehicles, regular monitoring of the state of the vehicle, rules
to limit overcrowding in cars, buses, ferries and so on,
establishing construction regulation of vehicles to ensure the
safety and comfort of passenger and riders, determining the
allowable level of noxious air emission, and a host of other
welfare measure that affect the quality of life in the cities.
The underlining objective is to use transport services in a
way that will enhance the net social welfare of the people as
much as possible.

(iii) Equity: Transport regulation and control to foster equity are

of two types: those ensuring that certain transport services
or the people providing certain transport services are not
denied the services or adequate access to the services they
provides and those protecting the right of owners of
transport service or users of transport services against
intimidation, arbitrary confistication of vehicle by
government, its agent or even private individuals especially
where such actions would reduce effective use of the
transport system.

32
 (iv) Adaptability and Dynamism: Regulations and control may
be instituted to ensure that the city environment or the city
structure can readily adapt to new demand of transport
facilities and provide transport services that easily adapt to
contemporary economic activities. This implies that urban
transportation services should be able to expand to
accommodate the rapid population growth, and ensure that
the services provided are done at reasonable cost. For
instance expansion of urban activities, and services should
match an innovation in transport provision and that
transport infrastructure are designed and constructed to
meet future needs.

(v) Conflict Resolution: Regulation and control of transport

services must be capable of resolving between competing
objectives and different categories of transport
infrastructure. In addition, a well articulated urban transport
– policy should ensure that transport services provided are
complementary and services are available for different
category of people. Such a control system must also ensure
that the different transport objectives by different level of
government are in the best interest of transport users.

Others include:
i) Review of Enabling Laws:
ii) Funding: Public/Private Synergy.

These objectives serve as the guidelines for establishing and enforcing

the rules and regulations guiding urban transport provision and
services. The regulation and control based on these objectives will
33
significantly affect the quality of urban transport through the cost of
urban transport itself, through the cost of expenditure on urban
transportation services and through revenue coming into government
from vehicle licenses, public garages and parks and other types of
transport users taxation.

Other recommendations includes:

(a) Overview of Urban Transport Policy Direction - The part
three decades or so have witnessed explosive growth of
urban population and steady decline of urban services in
general and transport infrastructure and services in
particular. The fact that the country herself has no specific
urban development policy further complicates any
coordinated approach to formulation of urban transport
policy for the country. It s important to note that, urban
transport policy is strictly a state or metropolitan imitative
due to peculiarity of urban transport system and problems.

Urban transport policy for Nigeria should also consider

multiple urban transportation strategies for a better
integration of land use, transportation itself and
environmental planning.

The future of Nigeria’s transportation policy should also

strike a balance between possible policy alternative that are
available to metropolitan areas, plane, (1995), identified two
categories of options of urban transportation policy groups,
the first group focuses on method to manipulate available
supply of transport facilities i.e building of new expressway,

34
 adding extra lane to the existing ones, construction of new
metroline or rapid transit system e.t.c.

The second category of alternative sis that attempt to

manipulate the demands for transport of alternatives is that
attempt to manipulate the demands for transport facilities.
These related to the elimination of parking at Central
Business Districts with the view to encouraging better use of
existing public transport system, or promoting car-pooling o
reduce the number of vehicle on the road particularly during
the peak period and working days.

Importantly, urban transport facility must be viewed within

the context of the spatial structure that presently exists in
metropolitan areas. The future of urban transport policy for
Nigeria must shift from a highly unitary and centralized
method to decentralized approach to transport service
provision, monitoring and control accompanied by technical
and financial support from the central government.

(b) Urban Transport Policy Objectives – must aried at

promoting efficiency in the operation of transport system.

(c) Urban Transport Operation Management – The operation

management policies is to ensure that private and public
transport providers and users act efficiently with a view to
reducing travel time, minimizing travel cost and providing
comfortable services. Perhaps the starting points in realizing
this objective is for the state to create an institutional
framework such as a well established state government
35
 urban transport system in the cities. It is this body that will
have the responsibilities of introducing and controlling
transport policies and infrastructure planning in the cities.

(d) Urban Traffic Management - Traffic Management policies

are designed towards ensuring optimum use of the transport
infrastructure. Traffic management is a direct responsibility
of the state. E.g include: the use of automated traffic control
devices at junctions; road sign and marking; specific routes
for travellers and Lorries; and vehicular restraints for private
vehicle users with the Central Business District.

Other still could be in the underlisted forms:

i) Encouragement of private participation in provision of
transport infrastructure, particularly roads and rail network.
ii) Incorporation of modern technology into the signaling and
automated urban traffic control system.
iii) Gradual introduction of road pricing mechanism and users
changes.
iv) Promotion of Non-motorized Transport
v) Development of High – occupancy public Transport
vi) Complementary policy measures
vii) Continuers effective maintenance of all the existing road
network
viii) Deliberate control of spatial location of activities.

In conclusion, a transport policy must respond to socio-economic,

political and environmental need of the nation and therefore such
policy must be dynamic and all embracing. The dynamism refers to here
is simply that urban transport policy, particularly a developing country

36
like Nigeria, is a continuous process that must respond to rapidly
changing ideas and aspiration of Nigerian society.

CONCLUSION
A policy document consists of a set of ideas, aspirations, goals and
visions of a better society. In the case of transport, it is a vision of a
system that is working better and more responsive to a country’s
mobility needs. This is the vision to which Nigeria directs its current
National Transport Policy.

But ideals, attitudes, aspirations etc changes overtime as new problems

and opportunities emerge. Therefore, Nigeria’s National Transport
Policy will not be a rigid and unchangeable action plan. In
implementing the National Transport Policy, the policy document will
remain a process and not a blue print.

REFERENCES
1. Federal Government of Nigeria November/December
(2003) ‘National Transport Policy for Nigeria’ Draft Document. -
Transport Sector Reform Committee Bureau of Public
Enterprises (BPE) Abuja, Nigeria.

2. Federal Ministry of Transport (2002) Master Plan for an

Integrated Transportation Infrastructure – Executive Summary,
Nigeria (2002).

3. Federal Ministry of Transport (2002) Master Plan for an

Integrated Transportation Infrastructure – Final Report, Nigeria
(2002).

37
4. Sada, P. O. and Omuta, GED (1979) (eds) Spatial Perspective on
National Development, Benin, Department of Geography and
Regional Planning, University of Benin.

5. Mabogunje A. L (1971) Growth Poles and Growth Centres in

the Regional Development of Nigeria, UN Research Institute for
Social Development, Geneva.

6. Federal Republic of Nigeria, First National Development

Plan 1962 – 1968 (Lagos: Federal Ministry of Information,
1962). Idem Second National Development Plan, 1974 – 1979.
(Lagos: Idem Third National Development Plan, 1975 - 1980,
Lagos Federal Ministry of Economic Development 1975).

38
 CHAPTER THREE

R E S O LV I N G R O A D T R A F F I C G R I D L O C K S
A N D C O N G E S T I O N S I N N I G E R I A N M E G A C I T Y:
THE LAGOS EXAMPLE

1) General Introduction
Characteristics and Attributes of Transport and Infrastructure
Provision
- Capital Intensive
- Labour Intensive
- Time Consuming
- Multiple Project Implementation Requirement

Importance of Transport in national Economy

- Transportation and Mobility
- Employment Opportunities
- Promotes Trade and Commerce
- Generates Revenue
- Promotes Industrial Development
- Encourages Accelerated Socio Infrastructural Growth
- Encourages Urbanisations and Accelerates General Increase
in Population Growth
- Promotes Economies of Scale
- Encourages Institutional Development and Response
- Encourages Socio Cultural Exchange and Co-existence.
- Others
2) Lagos: Characteristics and Attributes
- The former capital of Nigeria.
- Geographically the smallest state in the federation.
- The most populated state with about 18 million people.
- It has 22 Local Government Areas and 37 Council
Development Areas
- The main economic hub of the country

39
 - The most operationalised Sea Port and Airport in the country
are in Lagos
- The main economic and financial headquarters of Nigeria.
- It is of low lying terrain and undulating
- Abundant presence of water bodies in and around the state.

3) Existing Traffic Situation Before 1999

- Predominantly road based transport system
- Public transportation predominantly operated by the
informal sector
- General absence of an integrated transport system
- Absence of reliable mass transit system
- Traffic Congestion along major corridors of the state
- Deplorable road system
- Slow response of law enforcement agencies to traffic
challenges
- Incessant conflicts and overlapping of functions between
State and Federal Agencies
- Poor maintenance culture of transport infrastructure.
- Uncoordinated transport unionism
- Very rampant Insecurity and safety challenges
- High level of emission and pollution from vehicles
- Dreadful driving habits.
- General absence and inadequate traffic signal lights and
signs.
- Prevalence of commercial motor cycle operation – Okada.

4) Implications of Existing Traffic Situation Before 1999

- Social, economic, environmental, political and engineering
consequences
- Long hours spent on traffic.
- Loss of revenue.
- Inefficient use of vehicles and time.
- Health implications e.g. stress
- Insecurity and threats from street urchins and area boys.
- Pollution and blightedness.
40
 - Damaged vehicles.
- Accidents (both vehicles and motor cycles).
- Confusion on our roads.
5) Strategies towards unbundling
- The adoption of a continuation policy by this administration
i.e. 2007
- Adoption of the ten point agenda.
- The integrated transportation development policy
framework and agenda.
- Holistic approach policy for global development
requirements and needs of the state.
- Legal, Engineering and Administrative policy framework
consideration.
- Immediate response.
- Short term response.
- Medium term response.
- Long term response.

6) Specific Containment Efforts and unbundling strategies

- Lagos State Traffic Management Authority Approach.
- The vehicle inspection approach – fleet inspection.
- Gated Street Opening.
- State traffic safety advocacy programme.
- Lagos State Drivers Institute.
- Drivers Institute.
- Lagos State Modern Taxi Policy Scheme.
- Engineering methods - Lay by, Median Barriers, Junction,
Improvement, lane marking, Traffic Signal Lights.
- Relief roads/gridlocks consideration – Muson Centre,
Otedola underpass, Maryland underpass, Okota Link Bridge.
- Junction improvements by LAMATA and Public Works
Bureau and Traffic Engineering Department of the Ministry
of Transportation.

7) Integrated Transportation System

41
 - Lagos State Waterways Authority (LASWA)
 Construction of jetties, dredging of corridors,
environmental impact assessment studies and route
mapping.
 Deployment of concessionaires.
 Integration with other transportation modes, especially
road.

- Rail – Integrated Light Rail System

 To operate from Marina – Iddo – Okokomaiko – Badagry
 Marina – Iddo – Agbado
 Oshodi – Airport – MMIA
- Mass Transit.
 Bus Rapid Transit Scheme (BRT) - Operator of blue buses
 LAGBUS – Operator of red buses
 Reordering of private sector participation in mass transit
operation through the public transport commuter policy of
the state which is being fine tuned.

8) Challenges
- Socio-cultural and behavioural attitudes of our people.
- Finance and funds constraints.
- Human capacity requirement.
- Institutional and administrative misconceptions.
- Federal/State relationship.
- Enforcement and compliance.
- Incessant breakdown of vehicles due to poor maintenance.
- Infrastructural failure or absence.
- Unionism.

9) Way forward/Conclusion.
- Improved socio-cultural and behavioural attitudes from our
people.

42
- Access to finance and funds through improved Public
Private Partnership (PPP) approach.
- Further investment on human capacity development.
- Improved Federal-State relationship and co-ordination.
- Improved transport infrastructure and furniture.

43
 CHAPTER FOUR

T H E S TAT E O F T H E F E D E R A L M I N I S T R Y O F
T R A N S P O R T A N D I T S R E L AT I O N S H I P S W I T H
K E Y S TA K E H O L D E R S : A N O V E R V I E W

INTRODUCTION:
There is no doubt that transportation plays an important role in the
economic development and transformation of any nation, be it
developed or developing economy. In Nigeria, the significant role of
transportation in all its ramifications is very great. This is because of
the nature of the country’s economy which is import and export
dependent. Over eighty percent of value added requirements for the
national economy to strive is import dependent. In addition, the major
revenue earning ingredient of the country (crude oil) is export oriented.
This justifies why the nation depends solely on the importation and
exportation of finished goods and industrial materials/inputs and in
addition, exports its crude oil for foreign earnings. To achieve these
objectives, transport and supporting infrastructure are expected to be
available so as to meet up with the distribution needs of the country.
Unfortunately, despite the known fundamental relevance of
transportation to national economic development and agenda, it has
remained an under-developed sector which has contributed more woes
than good to economic development.

The essence of transport can be achieved through the use or application

of the following modes:
 Road
 Rail
 Air
44
  Waterways
 Pipeline and;
 Others

Of all the modes of transportation, it is the road mode that, in the last
forty years, that has been most favoured. Over seventy percent of
allocation of fund to the transport sector, is known to have been
accorded the road mode. There is a general disequilibrium measured by
all indices in the allocation of funds and infrastructure development
objectives among these modes of transportation. Today, Nigerian
transport system can be described as a tragedy and an apology which is
very unfortunate for a nation with so much huge natural resources and
human capacity endowment.

It is necessary to enquire why the Nigerian transport sector, despite

huge investment allocation and attention to it by government, it has not
been able to respond positively to the social, political, economic and
psychological needs of Nigerians and foreign investors. Attempts to
justify why the nation’s transport sector remains underdeveloped are
probably one of the major essence and focus of this discussion.

THE FEDERAL MINISTRY OF TRANSPORTATION.

The existence of the Federal Ministry of Transportation is to play a
major and essential role in nation building, especially in the area of
economic development and transformation. Without transport it will be
difficult to achieve economic development and political harmony and
also to administer the country peacefully. Given the role of transport in
nation building, it is quite unarguable to say that without the Ministry
of Transportation, it will be difficult, if not impossible to achieve
harmony, co-ordination and integration of transport related matters as

45
it relates to all sectors of the national economy. Because of the role of
transport and the enormousity and complexity of its interaction and
interrelationship, there is need to establish an institutional and
administrative framework whose major responsibility is to supervise
and midwife a functional and responsive transport infrastructure that is
capable of satisfying and meeting the needs of the society which it
represents.

In essence, the basic responsibilities of the Federal Ministry of

Transportation could be seeing from the following perspectives:

1) Planning/policy
2) Organising
3) Staffing/human capacity development
4) Co-ordination/integration
5) Control/regulation/management/standards and
benchmarking
6) Reporting/data banking and information management
7) Directing/advisory
8) Budgeting/financing

In other words, the basic responsibilities of the Federal Ministry of

Transportation is to provide favourable environment towards achieving
the above responsibilities in such a way that efficiency, convenience,
reliability, affordability, safety, intermodal co-ordination/integration as
well as justifiable funds/resources allocation could be achieved at least
effort. These objectives are achievable when the basic ingredients for
sustainable transport system and infrastructure provision are
sacrosanctly taken into consideration.

TRANSPORT STAKEHOLDERS: AN ANNOTATION.

The major transport stakeholders are classified into the following:

46
 1) The three-tiers of government- Federal, state and local
government.
2) The Nigerian people – the entire population
3) Manufacturers, producers and consumers
4) Importers and exporters
5) International stakeholders
6) Transport operators – all modes of transport
7) Financial institutions – international financiers, banks,
insurance companies and institutional financiers e.g. World
Bank, African Development Bank etc.
8) Research and development institutions, especially in the area
of capacity building e.g. NITT, Zaria, MAN, Oron.
9) Others – those providing ancillary and supportive services
and supplies.

FEDERAL MINISTRY OF TRANSPORTATION AND RELATIONSHIP

WITH STAKEHOLDERS.
Given the institutional role and responsibility of the Federal Ministry of
Transportation, it is quite obvious that it has a large array of
stakeholders which it is expected to ensure that their transport and
other mobility needs are fulfilled from time to time. As observed above,
these stakeholders are numerous and diversed in their simplicity and in
complexity. The relationship of MOT therefore with its stakeholders is
to ensure that co-ordination and integration as well as other basic
necessities of transportation are provided. It is therefore expected to
play a lead role or the arrowhead for sustainable transport deliverables
for the country. The major stakeholders as identified above are
expected to be harmonised and synchronised together to secure an
enviable transport infrastructure for the country. Unfortunately, the
Federal Ministry of Transportation has limited its responsibility and
47
relationship strictly to institutional role drawn from an intermodal
point of view. For example, its major stakeholders which MOT relates
with are agencies, authorities and parastaltals that can be described as
the children of one family. Ministry of Transportation with the
exception of its annual National Council on Transportation which was
last held in 2007 has no serious interaction and co-ordinating role with
the state not to talk of the local governments. Whereas, ability to
interact and co-ordinate in a holistic manner the transport needs of the
country, especially knowing that there exist spatial and regional
differences in transportation needs throughout the country.

There is also the need to relate with the people especially by identifying
their mobility needs and by implication plan for it. Unfortunately, this
does not exist, rather, planning for the transportation needs of the
people now rests on the state and local government devoid of the
pivotal role and expectation of the federal Ministry of Transport. The
absence of a co-ordinating role at this level has brought in a lot of
disconnection between the transportation needs of the people and the
Federal Ministry of Transportation’s response to transportation needs
inadequate and disjointed. For example, the only means of
transportation of goods from Nigerian ports today is by road mode
whereas, all over the world, rail mode as well as inland waterways
infrastructure are used in combination for the distribution of goods and
containers from their ports. In the case of Nigeria, intermodal
transportation is completely absent. This accounts for the perennial
port congestion often experienced in the nation’s seaports. The
Nigerian road systems today is a disaster to the extent that all Nigerian
roads have collapsed. For example, Lagos to Benin by road takes an

48
average of 8 hours during the dry season. Our urban centres of Lagos,
Kano, Portharcourt, Ibadan, Jos, Kaduna, Abuja, Enugu, Sokoto cannot
boast of any reliable mass transit system capable of satisfying the
mobility needs of urban dwellers. The rail system in addition has
collapsed. It takes an average of a passenger train 28 hours to travel
from Lagos to Kaduna and more for freight laden train. The water
transportation system has now been able to contribute positively to
mobility needs of Nigerians, except those operated by the informal
sector using boats and canoe for community services. This is
predominant in the Niger Delta region and the coastal region of the
South West.

The manufacturers, producers, importers and exporters are often

expected by the Federal Ministry of Transportation to be co-ordinated
by the institutional government agencies and parastatals thereby
achieving some elements of stakeholders relationship. Unfortunately,
the expected level of relationship has ended up promoting competition
rather than complementing one another. Again, given the international
dynamics and changes, both in technology, global village and
international regulations. It has become more difficult to achieve
sustainable stakeholders’ relationship at modal levels talk less of at
intermodal level.

Conclusively, it is quite revealing to note that Ministry of Transportation

has not been able to achieve substantial positive impact in fulfilling the
nation’s transport requirement because of the general mismatch in its
policy, planning and implementation strategy with its people and
manufacturing industry. Furthermore, it seems that the Federal
Ministry of Transportation does not understand its fundamental role in
49
providing transportation for Nigerians. This is because the role of
advisory, co-ordinating and management information system and data
banking which can be used to assist other federal ministries and
parastaltals such as aviation, works, agriculture, mines and power,
national planning commission, housing and environment, mineral
resources, commerce and industry, establishments and training are not
played or performed at all. This omission is probably the hallmark of
why Nigerian transport system is what it is today.

MAJOR CHALLENGES.
There is no doubt that the Ministry of Transportation is fully aware of
its overall major responsibilities, to ensuring that sustainable transport
infrastructure, capable of fulfilling the Nigerian mobility needs are
provided. However, given the level of the Ministry’s response to the
mobility needs of the country, it is quite obvious that there are huge
challenges been faced by the Ministry because it has not been able to
provide such sustainable environment for reliable and efficient
transportation system. For example, measured by all standards, the
Nigerian transport systems, be it road, rail, air, waterways, pipeline
cannot be seen as efficient, available, affordable, reliable, safe,
convenient, aesthetic, cheap and accessible. This implies that something
is fundamentally wrong whereby given almost hundred years of the
corporate existence of the Nigerian state; our transport system has
remained a nightmare, unattractive, unsafe, expensive etc.

The major challenges that seem to be responsible for the poor and
pathetic situation of the nation’s transport sector are:
1) Lack of policy trust
2) Dearth of human capacity and expertise.
50
3) Total reliance on foreign consultants and foreign assistance.
4) International gang-ups.
5) Complete and total absence of reliable data and information
for transport planning and policy formulation.
6) Complete absence of interaction, co-ordination, integration
and interrelationship between and among the three tiers of
government regularly in order to synchronise local, state and
federal transport related matters together in order to create
a synergy and harmony through spatial interaction.
7) Deliberate creation of preference over a particular mode of
transport to the detriment of other modes.
8) Political and economic policy summersaults that affect
positive contribution of transportation to economic
development.
9) Political instability and legislative disconnections. And
finally;
10) Stiff competition between foreign and local operators.

WAY FORWARD
There is an urgent need for the Federal Ministry of Transportation
to create a new pathway totally devoid of the traditional way of
handling transport related issues as they affect nation building,
economic development and transformation and sustainable
fulfilment of the general mobility needs of the people. More
importantly, the use of the transport sector as an avenue for political
patronage and compensation throughout the three tiers of
government should be minimised and the commitment to
introduction of professionals that are trained and exposed to the
principles, practice and ethics of transpiration be considered as a
veritable option. This is because their expertise and competence are
easily put for use from time to time. Again, fire brigade approach
51
and the use of task forces as a quick response to finding solution to
transport dilemma or problems are unfashionable as they end up
adding more woes to the problem which is being resolved. This is
often described as one step forward, many more steps backward.
The Federal Ministry of Transport should therefore return to the
basics and retrace by identifying a strategic role and responsibility
towards providing sustainable transportation system and
infrastructure to the Nigerian state and people. This can be achieved
by holding a national based stakeholders summit across the geo-
political zones of the country and also to establish total inventory of
existing transport situation and set up as a response to findings a
formidable pathway and transport policy with a human face capable
of translating into sustainable transport development and
infrastructure provision for the country.

Again, the federal Ministry of Transportation should move away

from the traditional way of relying on the use of foreign based
consultants for solving its transportation needs or challenges. This
is because of the perceived international conspiracy and gang ups of
the foreign consultants to encourage not only capital flight but also
to promote total foreign dependency of our country for
development.

Finally, Federal Ministry of Transportation should encourage and

aggressively support human capacity development for personnel in
its ministry and also encourage in-house training from time to time.
This is essential in order to expose its personnel and staff to the
current dynamics, technological changes and infrastructural
supports that are required from time to time. Nevertheless, it is

52
believed that the Federal Ministry of Transportation as well as its
parastaltals need more to do in improving their relationship with
stakeholders which can translate to improved transportation
system for our country.

53
 CHAPTER FIVE

GLOBAL ECONOMIC RECESSION AND ASSOCIATED IMPACTS ON

TRANSPORT, LOGISTICS AND SUPPLY CHAIN MANAGEMENT

INTRODUCTION
The last quarter of the 20 th Century could be described as a period of
computer and Information Technology Revolution. A period which is
associated with hyper accelerated rate of information sharing and Data
Banking coupled with the ability to network simultaneously and in
multiplicity. This revolution in Information and Computer Technology
(ICT) has made it possible to gain access to information and data in any
form and for any purpose. The opportunities provided through ICT has
therefore resulted into Global Village or the Shrinking World. This is a
situation whereby boundaries, both physical and non-physical are
becoming undesirable and unnecessary as a result of technological
impacts of ICT.

Today, the perfection of the Internet and telecommunication

technologies through various deployments of satellites into the outer
space has therefore made it possible for the development of high
powered speedy cyberspace exploration. Access to these technologies
has made it possible for contemporary global economy to assume a
village status. This is because it has become possible and quite
desirable to gather information and in at an unbelievably great speed. It
is now possible and unrestricted to gather information on any subject,
such as on economy, political, demography, technology, education,
health, transportation, environment, engineering, science, medicine,
agriculture, disasters, etc. More importantly, the perfections and overall

54
improvement in ICT has also made it possible to transact any form of
businesses from enquiries to final procurement through the internet
and without necessarily involving physical movement. The 21 st Century
ICT contribution has further graduated into what can be described as
Electronic Internet Operations and Services (e.g. E-Banking, E-
Marketing, E-Procurement, E-Ticketing, E-Logistics etc).

As a result of the advancement recorded in ICT revolution, it is obvious

that a general reordering of global economy is imminent because
opportunities have been provided for which global economy could
benefit from and expand especially to developing economies of Africa.
The impact of the global economy is so visible that it has brought the
whole economic policies of nations into one basket of economic agenda.
Hence, it is the in-thing for countries to compare, measure and
determine their economic activities and performances by reviewing or
relating such to the overall global economy.

Given the fact that in the last 25 years that the global economy has
graduated into one village, it is therefore not surprising that the
principal actors of the global economy (i.e. the G-20) when faced with
economic setbacks, distortions or recessions will spill over to have
serious effects on the global economy. Such effects no doubt vary from
country to country and from one economic sector to another. This
paper is aimed at examining and highlighting the implications of the
global economic recession or meltdown on transport, logistics and
supply chain management.
GLOBAL ECONOMIC RECESSION/MELTDOWN
In the last two years it has become obvious that the global economy was
experiencing recessions, meltdown and general inability of economic

55
policies introduced to support economic growth and development have
underperformed. The symptoms of underperformance led to the
conclusion that the global economy is in crisis. The crisis is
demonstrated through:
1) Increasing rate of unemployment and job loses
2) Increasing rate of bankruptcy and winding down of industries, trade
and commerce.
3) Increasing lending rate
4) Decline in import and export trade
5) Stringent market operating environment
6) Inflation rate
7) Very low per capital income.
IMPLICATIONS OF GLOBAL ECONOMIC RECESSION/MELTDOWN
There is need to note that there are associated implications resulting
from global economic recession. These implications can be classified as:
1) Economic
2) Social
3) Political
4) Environmental
5) Security, Law and Order
6) International Relations and Co-existence

ECONOMIC IMPLICATIONS
 Unemployment and job loses lead to loss in taxation, especially
income tax or PAYE.
 More burden for the government through social benefits support to
cushion job loses.
 Gross underutilization of production lines, leading to under capacity
utilization of equipment, machineries and facilities.
 High rate of closedown of industries, commerce and business
bursting.
 High lending rate and distorted foreign exchange earnings.
 Decline in overall international trade and commitments.
56
 Stringent and general overall of economic policies.
 Inflation rate
 Economic policy summersault

SOCIAL PROBLEMS
 Inability to fulfil mortgage commitments.
 Challenges of coping with social services such as education, health,
water supply, waste management and infrastructure maintenance.
 Translates into much more health problems e.g. depression
 Likely increase or rise in crime rate.
 Decline in quality of life and living
 Likely increase or rise in prostitution and other social vices.
POLITICAL PROBLEMS
Political problems are likely to manifest through various constituency’s
expectations and requests and the general inability to fulfil political
demands often leads to political problems in various forms of agitations
and frustrations both on the part of the government and the governed.
Such political problems include the need to justify various options to be
pursued in order to address issues relating to economic recession. It is
the government that the citizen look up to for the redemption or
revitalization of the economy in such a manner that economic, social,
international and environmental progress could be achieved. It is the
last hope for the people that are faced by economic recession or
meltdown. In addition, because of the global nature of contemporary
world economy which is interrelated and interconnected, it has become
necessary to in addition consider international political relevance as a
solution to resolving domestic challenges. It is therefore not surprising
that despite the efforts of the United States of America government to
address the economic meltdown as it affects predominantly the
American market, there was the urgent need to complement such effort

57
with international cooperation, consideration and partnering. This
consideration is to ensure that international response to Americans
approach to solving her domestic market are not jeopardised. Probably
this led to the coming together of the G-20 to secure collective
understanding of global meltdown without necessarily jeopardising the
domestic response of each country to its economic challenges.

In addition, international obligations and commitments of Nations

under the global economic recession to such Agencies as the United
Nations, World Bank, Common Wealth, European Economic Union,
Africa Union etc will be affected and by implication, responses from
such Agencies to international political arena will be negligible and of
low impact.

ENVIRONMENTAL PROBLEMS
Environmental problems are likely to increase and rise as a result of
general inability to respond appropriately to the various challenges
posed to the environment such as natural disasters, e.g. flooding,
earthquakes, strong winds and man made environmental problems
such as waste management and emission control, global warming and
nuclear test.

SECURITY, LAW AND ORDER

Under a depressed economy that is associated with high level of
unemployment and job loses, inability to support family and fulfil
mortgage commitments with a very poor tax revenue base, it is
undebateable to suggest that the challenges relating to security, Law
and order will rise and also with its own associated complexities. For
example crime rate is likely to rise, so also is depression, prostitution
and other social vices. This is due to the high level of frustrations and
58
unemployment which often compel people to go into vices relating to
drug abuse, crime and prostitution. The government whose
fundamental responsibility is to guaranty security, law and order and
an enabling environment for sustainable development to occur is faced
also with the basic challenges of poor tax return, increasing social
security commitment within other competing needs that must be
fulfilled by government.

INTERNATIONAL RELATIONS AND CO-EXISTENCE

One very significant attribute which the global economic
meltdown/recession has demonstrated is in the ability of
countries/nations to come together to collectively agree on an
economic revival blueprint to address the global meltdown. Regardless
of the response to global economic recession of each country, it has
become evident that international considerations and involvement and
contributions from other nations of the world will no doubt support
accelerated revitalization especially in the aspect of evolving policies
that are complementing and sustainable.

IMPACT OF GLOBAL ECONOMIC RECESSION/MELTDOWN ON

TRANSPORT, LOGISTICS AND SUPPLY CHAIN.
Transport is an important sector in the development of national
economy. It is also the engine that drives the essence of globalization
and global village. It is the contributing role of transportation that has
therefore made it quite possible and essential for the global economy to
be seen and viewed from a village perspective which has created a tight
and close niche for the world economy to be seen as one. It is for this
reason that this paper subscribe to the fact that given global economic
meltdown or recession, it is the transport sub-component that is likely

59
to be most affected among all economic sectors, this is partly because of
the pivotal role which transport plays in economic development of
nations. Transport again enables spatial interaction between places to
occur. It links the producer and the consumer together as well as the
farm and the market. Without transportation, the essence of the
distribution of goods, people and services will be absent. It is for this
reason that transport all over the world is taken with all seriousness.
The level of the economic development of a nation is also attributed or
is as a result of the level f the transportation development.
Furthermore, this is to say that transport is a derived demand and as it
is only a means to an end. We need transport to our work place, schools,
market, recreation, health, etc.

With the importance associated with the transport sector as well as the
significant contribution to national economic growth, it is quite obvious
that under a global economic recession or meltdown, the transportation
sector is not only highly vulnerable, it is also at risk. This is because
transport is affected by two fundamental economic principles, namely;
 Capital intensive both in procurement, operations and in
maintenance.
 Labour intensive and extensive (both in quality and in quantity) for
example with increasing number of fleets, there is a corresponding
increase in the number of personnel that may be required.

The implication of these economic principles on transportation has

grave consequences for sustainable transport operations and
management. Such implications include:

 Low production output especially at plant assembly level.

 Reduction in passenger travel.

60
 Under capacity utilization of infrastructure and facilities.
 Loss of revenue.
 Job losses.
 Tied down capital due to poor return on investment.
 Exerts negative multiplier effects on logistic and supply chain
management. E.g. service providers such as manufacturers of tyres,
oil producers, spare parts, travel agencies, car rentals, tourism and
recreation etc will be affected under a depressed economy.
 Routes rationalization and planning.
 Redundancy and job layoffs.
 Negative effects on import and export trade (inflationary rate in
operation).
 Decline in international travels and holidaying.
 Challenges in quality control and protection.
 Poor service deliveries e.g. cancellation, merger, delays and
inefficiencies.

CONCLUSION
Using the concepts of transport system and Intermodal approach, it is
evident to note that the global economic recession has tremendous
negative impacts and implications on transport service deliverables.
The transport system approach identifies the vehicle, the way, the
motive power, the terminal and planning and administration. This is to
say that viewing the implications of economic meltdown on
transportation, the vehicle represented by the ship, aircraft, the vehicle
car, the bus, the railway etc are affected in the area of production,
manufacturing and expansion as well as in their operations and
maintenance. While the way which is represented by the rail track, the
road, the air ways, the ocean lanes or channels are to be monitored,
managed and sustained through provision and adequate deployment of
equipment and facilities that could be used to ensure sustainability

61
must be seen from adequate quality control and efficiency. The motive
power which has to do with engine which propels the vehicle into
motion must also be adequately maintained, overhauled, and
guaranteed quality control. While the terminal represents the
infrastructure such as airports, seaports, train stations, roads are to
provide not only landing opportunities but also storage and ancillary
services. While planning and administration components cater for the
human capacity response to ensure that sustainable transportation
system is put in place.

All these subcomponents of the transport system combined together

collectively to ensure that the transport sector functions in a
harmonious manner and relationship. However, under a depressed
economy, it is obvious that challenges will emerge. It is for this reason
that strategic management and other management techniques and
applications can be considered towards minimising the negative
consequential effects of global economic recession. E.g. swot analysis,
system approach and management techniques ______ POSCORDB.

62
 CHAPTER SIX

P E R S P E C T I V E S O F I N L A N D WAT E R WAY S
T R A N S P O R TAT I O N A N D D E V E L O P M E N T I N
NIGERIA

BACKGROUND AND INTRODUCTION:

Untapped huge economic opportunities abound in Nigeria’s inland
waterways system. The vitality is waiting to be converted into highly
rewarding and profitable ventures. Vast and extensive is the entire
waterways which is reputed to be one of the longest in the world by the
sheer size of its length which is put at 3000kms. This represents less
than 40% of the nation’s inland waterways prospect which is put at
over 8000kms. Besides, that advantage of colossal magnitude there
exists other economic treasures lying in the waterways numerous
rivers and tributaries that criss-crossed the entire Nigerian landscape.
There is probably in existence over fifty rivers, big and small, major and
minor, such as Rivers Benue, Cross, Kaduna, Niger, Ogun, Sokoto, Osun,
Hadejia etc with enormous prospects to sustain inland water
transportation. Enormously, and convincingly, they can add value to the
economic, political, socio, international and communication needs of
the people among other potential benefits. This is to say the
significance of this natural resource is great and should not be in doubt
if properly and functionally harnessed. A case in point is the intra
coastal lagoon network which is capable of supporting both national
and international commercial navigation. In Lagos State for example, it
runs from the mouth of Yewa River, stretching for about 5kms West of
Badagry through Lagos Port to Epe. This waterway is at present
navigated by small crafts powered by outboard engines for passengers.
63
Furthermore, along the Epe-Lagos corridor, there are reasonable
amount of intrastate and interstate traffic, they come mainly from Delta,
Edo and Ondo state bringing down to Lagos products like plantain, gin,
fish etc. More importantly and indeed there are many communities in
Nigeria whose major means of transportation and the only means of
communication within the outside world are through water
transportation. Hence, the benefits, potentialities and inherent
attributes of the inland waterways are not only vast but also indicate
limitless an endless opportunities for investments. It is unfortunate that
these potentialities and investment opportunities are yet to be fully
harnessed for sustainable development.

There is need for a deliberate commitment for the opening up of the

treasures hidden in the nation’s inland water transportation business
for those intending to tap the benefits of the economically rewarding
insightful opportunity. For a country like Nigeria who has the natural
gift of inland waterways transportation endowment, some of the
accruing benefits include multiplication of the existing job opportunity
in the sector, especially creation and generation of new employments,
improved revenue and income for both government and private sectors,
improving means of transportation to the people, providing a veritable
tool of expanding trade and commerce in a country whilst their
capability as impetus for stimulating regional development and
infrastructural facility is beyond dispute, in fact, the reality is that the
contemplated improvement in the socio economic wellbeing of the
people through programmes, policies and reforms being pursued by the
government is emphasising the indispensability of inland waterways
transportation system because of its potential benefits, inherent

64
attributes and prospects. This probably accounts for why Lagos state
government has taken a decisive and positive step towards
resuscitating and revitalising its intrastate inland waterways system
which has in addition contributed immensely within a very short time
to its economic sustainability.

POTENTIALITIES, BENEFITS AND INHERENT ATTRIBUTES OF

INLAND WATERWAYS SYSTEM.
Nigeria is blessed with over 8000kms of navigable inland waterways of
which about 3000kms have been harnessed. In the past, the inland
waterways provided the main communication routes and access from
the coast to the hinterland. In fact, the discovery of Nigeria as a country
and the River Niger was accessed through inland waterways.
Furthermore, expatriate trading companies such as UAC, CFAO made
extensive use of these navigable waters as well as the Niger Delta
creeks to transport agricultural produce such as ground nuts, cottons,
palm crops and timber etc moved from the hinterland through the
waterways to the coastal ports enroute the European markets and in
return, the waterways also helped move imported goods like bicycle,
sugar, salt, cement, kerosene into the markets in the hinterlands. From
this process and pattern of movement, some important river ports and
stations such as Baro, Idah, Lokoja, Onitsha, Sapele, Burutu and Yelwa
on River Niger and Ibi, Lau, Makurdi, Numan and Yola on the River
Benue axis developed as major trans shipment station and becoming
important trading ports. During those early days and up to early sixties,
transportation by rivers was very prominent and accounting for well
over 30% of the entire produce moved in the country. Indeed, up to the
first half of the 20th century, river transport thrived during which it

65
provided the most economical means of evacuating the country’s
agricultural produce either from the hinterland to the seaports. Even, in
spite of the fact that agricultural produce for the export market were
coming seasonally and the seasons coincided with the navigable period
of these rivers, the seasonal navigability, all the same, did not detract
from the competitiveness of the inland waterways as a means of
transportation. As a matter of course, no serious investment was made
or required to be made to extend the period of navigability. Thus, the
economic value of the inland waterways as a mode of transportation
could be said to be comparatively higher to other existing modes then.
In addition, the produce for export which moved down through the
rivers and the imports which went up in return were packaged in units
or bags that were handled by labour gangs. Consequently, development
of river stations or ports witnessed the provision of warehouses and
gangways alongside. There was no need for expensive gauges, jetties,
and aprons or for mechanical cargo equipment. Rather, investment was
limited to construction of feeder roads to facilitate the movement of
produce to the river stations. It was then almost an acceptable fact the
long haulage of bulk goods was most economical and profitable by
water or rail. Unquestionably, that stood as the cardinal principle an
extant policy of the colonial administration of the time.

Today, the discovery and subsequent exploitation and prospects of

crude oil in large and commercial quantity and the general decline in
agricultural produce as well as the jettison of the colonial
administration policy of integrated and intermodal transportation
system all combine together to hugely accelerate the decline and
demise of inland waterway transportation as a contributing factor to

66
national economic development. Furthermore, the devastating Nigeria
civil war also contributed immensely to the decline of inland water
transportation. Due to the hostilities, the well established water
transport firms that plied rivers Niger and Benue, even as far as
Cameroon could no longer operate. The export trade thriving on
agricultural produce which sustained the shipping company also
witnessed its worst slump. Even after the civil war, the decline could not
abate or stop. Compounding the problem further was the discovery of
crude oil in commercial quantities. Its profitable exploitation and the
subsequent resultant oil induced rapid industrial activities which
resulted in massive generation of transport needs also affected the
prospects of inland waterways development. Nevertheless, it was
perceived in another quarter that huge investment in highway
development and construction would help to contribute positively to
nation building. Unfortunately, it also led to the neglect not only to the
waterways but also to the railways both of which as a result of this
neglect have suffered.

In essence, the inland waterways system declined despite its positive

influence and relevance to economic transformation and development.
After independence, in 1960, the sector started to experience decline as
activities associated with the operations of the inland waterways
started shrinking, becoming localised, segregated and isolated. The
establishment of National Inland Waterways Authority (NIWA) in 1997
by the Federal Government was to serve as a beacon for regaining,
revitalising and reinvigorating the abundant benefits of inland
waterways especially those waiting for exploitation towards yielding
large scale socio economic rewards.

67
CURRENT CHALLENGES OF INLAND WATERWAYS
TRANSPORTATION
1) Stiff competition from other modes of transportation as a result
of general absence of co-ordination, integration and
complementarities.
2) Decline in agricultural produce thereby minimising the
relevance of inland waterways transportation.
3) Unfavourable government policy – economic and fiscal policies
as well as general absence of a transport policy capable of
guiding deliberate revitalisation of the inland waterways sector.
4) Dearth of human capacity and professionals that could
demonstrate high level of competence and understanding of
inland waterways system.
5) Poor infrastructure and equipment for use.
6) Predominantly public sector driven with negligible private
sector involvement.
7) Poor and lopsided information about the benefits associated
with water transportation development.
8) Institutional and legislative framework problems.
9) Overall absence of cargo and freight and passenger to transport
from time to time.
10) Technology dynamics and changes which have affected the
growth of the industry because of its inability to react promptly
to these technological changes.
11) Poor records, conflicting and inadequate information, data
manipulations and high level of informality.
12) General lack of integration among the various legs of water
transportation such as in the areas of the vehicle, the way, the
engine, the terminal and planning and administration. This
disconnection among the various legs of waterways

68
 transportation is a major challenge that has made the industry
not only to decline further, but to retard to the highest level of
irrelevance in Nigerian economic development sector.

CURRENT DYNAMICS AND OPPORTUNITIES FOR INLAND WATER

TRANSPORTATION.
There exists given the current changes in the Nigerian economy and the
global meltdown opportunities for the revival and resuscitation of the
nation’s inland waterways transportation system. For example there
exists a lot of investment opportunities capable of contributing towards
improving the economic downturn which the country is passing
through now. It is a known fact that the Nigerian roads are now death
traps and the railways can be described as non-existence. Therefore, the
nations inland waterways system provides the cheapest, safest and
easiest means of deploying resources that could provide very early
solution to the unemployment, infrastructure failure and energy
problems. The technological changes and associated dynamics can
easily be accommodated in the water transportation system because of
its enduring relevance with other modes of transportation.

There are two categories of investment opportunities often associated

with the inland waterways system, they are:
1) Direct investment opportunities and
2) Indirect investment.

The direct investment opportunities involve directly waterways

businesses which include provision of infrastructure and facilities.
These are:
a) Construction of ferry boats, barges and activities related to
their repairs and maintenance.

69
 b) Those that relate to engine works and services, towage,
pilotage services with associated maintenance requirement.
c) Navigational aids, dredging, waterways clearing and
cleaning, coastal guards, policing, safety control and
pollution resistant.
d) Construction of jetties, river ports construction and
development, dockyard facilities, ship/boat yard repairs and
building, warehousing, material handling equipment,
government agents and agencies.
e) Human capital requirement, especially capacity development
of human resources in the areas of professionalism and
expertise concerning pollution management, safety
enhancement, policy and tracking strategies, research and
development.
f) Others such as allied services in the areas of stevedoring,
conservancies, catering, automobile repairs, storage etc.

In essence, the inland water transport system has viable investment

opportunities flowing essentially in these areas. Ferry services, and
other specially packaged or designed passenger transport services,
dockyard facility provision, fabrication of parts and assemblage,
ship/boatyard, building and repairs, dredging services, hydrographical
surveying, and safety management.

The indirect investment opportunities and potentialities exist in water

transport for those wanting to complement the transport needs of
business organisations that require transportation in the sector but
that are not favourably disposed or willing to commit resources to the
venture. Such an investor can therefore provide services specifically
designed to meet some peculiar needs of their client. For example,
70
provision of haulage for cargo operators through the sea and the export
free trade zone, such as Lagos and Ogun water side. Establishing
terminal facilities for car and trailer parks, providing warehousing and
storage facilities as well as operating material handling equipment and
plants such as cranes, forklifts, and loaders as well as establishing
consultancy services in research and development and management
information system.

Nigeria is an abundantly blessed country with encouraging prospects of

earning just reward from any form of entrepreneurship displayed in
harnessing the hidden enormous potential begging to be tapped in the
water transportation sector. Wide and varied are the opportunities
available while the risks level in the business are minimal given the
facts that:

 The geo-physical endowments and other natural needs are

available in the country and therefore create a fertile supportive
environment for business development in the inland waterways
transportation system.
 Emphasis is currently being placed on the development of the
mineral resources of the country as alternative revenue earners
with the effect that any investor with foresight will reap the
benefit of being the investment pioneer in the development of
the inland water mode as an effective and cheap means of
transporting the raw and/or processed mineral resources.
 Increased national attention is currently being placed on
revolutionizing agriculture and forestry in the country. The
apparent implication is that haulage of products from the two
activities either in raw form or as semi or finished products

71
 demand transportation of which the water mode provides good
opportunity cost on both the supply and demand side.
 With the intention of developing the inland container depots in
various parts of the country, water transportation provides
opportunity for linkage with other means of transportation that
will enable derivation of maximum economies of scale by all the
stakeholders in the business.

Whether in terms of natural advantage or deriving from national

economic objectives, there are very promising prospects for any
investment in water transportation in Nigeria. In fact, the success of
some of the programmes and policies of the Federal Government aimed
at reforming the economy of Nigeria through restructuring of the
productive sectors will encounter a big gap with adequate attention,
focus and investment on the inland waterways transportation system.
NATIONAL ECONOMIC BENEFITS AND SUCCESSES.
Developing the inland waterways system through appropriate
allocation of resources to ensure that its capacity as a strategic sector is
built and sustained will in turn translate into handsome gains for
Nigeria in the areas of:

 Rapid transformation of the Nigerian economy into globally

competitive one because the naturally endowed enormous
resources widely distributed in the country would not only be
exploited and utilised for industrial growth but would create
jobs in the hinterland which have largely been inaccessible
owing to transport and other difficulties.
 Political benefits as regional integration will be enhanced.

72
  Environmental protection as water transportation is neat and
clean, no doubt reducing the rapid degradation and depletion of
the country’s bio diversity.
 Social benefits as communication would be easier, broader and
better.
 Increasing opportunities for entrepreneurship and business
development thereby helping the development of a strong and
viable private sector.

WAY FORWARD AND CONCLUSION.

It is quite obvious that there exists huge investment opportunities in
the inland waterways transportation system of Nigeria. The prospects
can be utilised through any of the following options:

 Build-Operate-Transfer strategy;
 Pure private sector investment;
 Cooperative Groups Involvement;
 Public-Private Partnership;
 Public Sector Financing;
 Venture capital by banking/insurance institutions; and
 Community direct participation and investment.

In conclusion, It is agreed that towards the realisation of the new NIWA

vision, to make the organisation proactive, and increase its level of
contributions to the rapid socio-economic reform in Nigeria:

1) There is need to provide adequate baseline data and

information towards enhancing the national harnessing of
the advantage of the inland waterways transportation
system. Data and information must be easily, rapidly and
freely available for accessing to enable potential users and
investors take meaningful investment decisions based on

73
 authentic facts and figures to enhance qualitative
information-based planning. NIWA is aware of this
imperative and is therefore working in this direction.
2) Public awareness and enlightenment is also being intensified
to generate public interest, encouragement and involvement
in the prospects and potential inherent in the inland
waterways as well as the powers of the National Inland
Waterways Authority both as the organisation and the
institution with the regulatory power and control over the
Nigerian inland waterways.
3) The government through NIWA is desirous of improving the
level of investments in inland waterways. Therefore, NIWA is
determined to provide an investment-friendly climate,
generate policy and incentives that will encourage new
investors and investments in one of Nigeria’s most rich
natural resources with abundant capacity to give very
attractive returns on investments.
4) NIWA in response to the challenges presented by the efforts
at stimulating positive development in the inland waterways
transportation sector has introduced pre-during-and-post
project management surveillance methods to ensure
effective delivery of services and quick response to problems.
5) A total transport co-ordination strategy especially as it
relates to the intra-and-inter waterways transportation
system has been worked out by NIWA with a view to
affecting effective harnessing of every aspect or area of the
inland waterways.
6) Machineries for constant involvement and contribution of
the different stakeholders in the inland waterways transport
74
 sector are being worked out with the agreement to convene
and hold regularly a Stakeholders’ Forum by the Authority.

The law that established the Authority gave it the power to resuscitate
the Nigerian waterways, make them safe, reliable, efficient and
economical. That is the mission to which the Authority is directing its
renewed vision.

75
 CHAPTER SEVEN

TOO MANY COOKS:

THE DILEMMA OF DEVELOPING INDIGENOUS SHIPPING IN NIGERIA.

INTRODUCTION:
Transportation system is an integral part of production, distribution
and logistics. Large scale production and an efficient high capacity and
mass distribution system are necessary ingredients for economic
development.

The water transport sub-sector has a key and fundamental role to play
in generating and sustaining these important components of our
national economic development. A substantial fraction of our national
production and distribution network are within the urban sectors upon
which given the geographical and natural endowment of the nation to
large water bodies no doubt make this sub-sector very significant to the
developmental agenda of the country.

The history of navigation on inland waterways in Nigeria goes back to

earliest times when navigation techniques were rudimentary and
fluvial transport was done through floating timbers and poles. During
this period, waterways transport enjoyed the monopoly of
transportation for both persons and general cargo because other means
of transportation, such as road, rail and air do not exist, hence over the
years water transport system developed and evolved into what we now
have. Nevertheless, with the advent of rapid industrialisation and the
subsequent development of other transport modes, it is now subject to
fierce intermodal competition and therefore experiencing near neglect.
It is regrettable that this is happening in our country which is so well

76
served with coastal and inland waterways. For example, Nigeria has
over 8,000kms of navigable inland and intra-coastal channels, exclusive
of fresh water lakes of which only 3,000 kms have been accessed. The
Federal Government has in the last 25 years concentrated her energies
and fund in the building of basic infrastructure necessary for
establishing a viable and functional water transport system. Apart from
providing infrastructure, other necessary navigation improvement
works have been carried out. Despite the efforts initiated by
government, this sector is still bedevilled with inadequate fund
allocation, thereby rendering the anticipated growth in the industry a
mirage. Development of indigenous shipping in Nigeria has been very
slow and will continue to be so until deliberate and concerted efforts in
a co-ordinated manner are put in place. It is predominantly
uncoordinated, largely unsupported by government and faced with stiff
competition emanating from other modes of transportation.

The focus of this discussion is to examine the dilemma of indigenous

shipping development in Nigeria with the ultimate aim of providing
meaningful and probable solution towards reinvigorating and
resuscitating the industry for positive contribution to national
economic development objectives. To achieve this objective, this paper
will examine the contribution of indigenous shipping to national
development and account for why it has deteriorated and provide way
forward to its revival.

IMPORTANCE OF INDIGENOUS SHIPPING IN NATIONAL ECONOMY

For better appreciation of the essence of this discussion, it is necessary
to highlight the relevance and significance of indigenous shipping in
Nigeria economy which are identified hereafter:
77
 i. Transport option
ii. Employment opportunities
iii. Promotes trade and commerce
iv. Revenue generation option
v. Accelerates industrial and regional development
vi. Encourages socio infrastructural development
vii. Supports institutional development and response
viii. Socio cultural acculturation
ix. International relations and co-existence

The above highlights the significance of water transportation in Nigeria

economy and given the above positive impacts, it is quite justifiable to
suggest that the current economic downturn and high level of
unemployment which the country is facing may be traced to the
deterioration and general decline in indigenous shipping sub-sector.
The potentials of inland waterways as well as coastal waters vis-aà -vis
international ocean going maritime services no doubt provided the
country in the past the major source of revenue generation,
employment opportunities as well as supporting the nation’s import
and export trades and by implication, accelerates industrial and
regional development and peaceful co-existence. For example, up to the
first half of the 20th century, river transport provided the most
economical means of evacuating the country’s agricultural produce,
either from the hinterland to the sea ports unto the world market. Even
in spite of the fact that agricultural produce for the export market were
coming seasonally, and the seasons coincided with the navigable
periods of these rivers, the seasonal navigability, did not distract from
the competitiveness of the inland waterways as a means of
transportation.

78
There is no doubt that all forms of transportation are important and
vital to the development of a country. It is as a result of the perceived
benefits associated with the transport sector that efforts are constantly
made to ensure that it is supported, improved and sustained in other to
continue to contribute positively to a country’s development. In Nigeria,
the overall transport sector has undergone numerous changes and
reforms all aimed at repositioning the entire sector to make it
contribute to national development meaningfully. Unfortunately,
despite all efforts at repositioning the nation’s shipping industry, the
indigenous shipping sub-sector in all its ramifications have not
benefited creditably.

FACTORS RESPONSIBLE FOR DECLINE OF INDIGENOUS SHIPPING.

Nigerian shipping industry has undergone numerous metamorphosis,
changes and nomenclature, both at micro and macro levels. Also at
international, regional, national and local levels. The essence of these
changes is to reposition the overall national shipping sector. However, it
is observed that every effort to reposition the nation’s shipping sector
globally, it is the indigenous shipping aspect of it that suffers. Today, the
indigenous shipping sector despite its huge potentialities and
associated benefits, it is yet to respond by contributing seriously to the
national economic and infrastructural development agenda.

Major factors that seem to be responsible for decline of indigenous

shipping include:
1) Policy summersault
2) Political and legislative dimensions
3) Economic dynamics and market size
4) International conspiracy and gang ups
5) Human capacity relevance and technological changes
6) Access to funds and finances
79
7) Infrastructure and equipment failure
8) Stiff competition from international shipping operators
9) General absence of coordination and integration
10) Multilateral versus unilateral competition.

The above factors responsible for decline of indigenous shipping occur

either singly or collectively through various forms of interface to affect
sustainability of the nation’s shipping industry.

For example the Nigerian civil war started the decline of water
transport. Due to the hostilities, the well established water transport
firms that ply Rivers Niger and Benue no longer could operate. The
export trade thriving on agricultural produce which sustained the
shipping company also witnessed its worst slump. Even after the civil
war, the decline did not abate. Compounding the problem was the
discovery of oil in commercial quantities, its profitable exploitation and
the subsequent resultant oil induced rapid industrial activities which
resulted in massive generation of transport needs. The solution that
was brought to this massive transportation needs was highway
development. Therefore, a huge lot of resources were expended on
extensive highway construction to the neglect of the waterways and
railways both of which as a result took the retreat.

It is necessary to state that indigenous shipping through the

development of water transportation remains an immensely viable
enterprise. Among the benefits associated include:
i. Intermodal co-ordination and complementary modal transport
relationship thereby providing mobility for all.
ii. Reducing undue pressure on a particular mode of transportation
such as the road system in Nigeria.

80
 iii. Relatively safe with low accident rate or frequently, and more
importantly, environment friendly.
iv. It is cheap requiring lower operating cost as there is no wear
and tear of the waterways demanding perennial high
maintenance cost.
v. Encourage economies of scale and positive impact on trade,
commerce and industry. Watercrafts can haul heavy goods over
longer distances with the in-built bigger haulage capacity and at
the cheapest comparative economic cost. The overall cheapness
therefore translates into better economies of scale in the
production and distribution of goods for the country.
The observed benefits are germane arguments to justify the need to
revive and resuscitate indigenous shipping sector. Cargo or freight is
essential for shipping to function and without guarantee of cargo in
large quantities; the associated benefit due to shipping operations
highlighted above becomes inconsequential or irrelevant. It is therefore
first and foremost that abundance and endless presence of cargo to
transport is sin-qua-non to shipping development.

CHALLENGES OF INDIGENOUS SHIPPING DEVELOPMENT

The major challenges affecting indigenous shipping can be classified
into the following:
i) Institutional and Organisational Lopsided Structure
ii) Inconsistencies in economic and fiscal policies
iii) Legal issues
iv) Infrastructure and facilities
v) Operation
vi) Finance
vii) Competition from foreign and international maritime
operators.
viii) Co-ordination

81
IMPLICATIONS
 General deterioration in shipping operation
 Loss of revenue
 Unemployment
 Underutilisation and decline in optimal utilisation of resources
and infrastructure.

WAY FORWARD
There is a compelling need for government to support and strengthen
the capacity for the development and growth of indigenous shipping
which is capable of assisting the prospects and potentialities of this
sector. Adequate funding is quite crucial for ship acquisition,
infrastructure development and support, dredging of waterways,
terminal development and human capacity development. It is therefore
essential for the following crucial areas to be seriously looked into
without delay:
1) Fortifying and reordering through proper co-ordination its
institutional regulatory mechanism, especially in the
licensing and controlling operators, facilities and
infrastructure used within the inland waterways and for
international trade.
2) Providing adequate fund for the development of capital
project such as dredging of the waterways, hydrographical
surveys, procurement of vessels, ferries, boats and barges.
3) Intensifying human capacity development to meet the needs
of indigenous shipping operation.
4) Review or provide a more functional and result-oriented
overall transport policy of the country which emphasises the
development of indigenous shipping so that the pressure and
dependence not only on other modes of transport can be
reduced, but also as an alternative means to contribute to the
82
 overall economic well being of the country through job
creation and empowerment, revenue generation and
population redistribution.
5) Introduce policies and regulations that will create favourable
and conducive environment for private sector participation
and investment.
6) Policies and strategic measures that will deliberately
promote intermodal linkage and integration in the country
through indigenous shipping development perspective.

The way forward is that as the inland waterways transport sector as

demonstrated its inherent advantages indicating its potentials to be a
catalyst in the socio economic development and transformation of
Nigeria as no attention paid to the underutilised sector can be too much
in the interest of the country. Nigeria has the natural endowment and
possesses the capability if government is resolutely committed to a
reform agenda geared towards re-fertilising efficiency in the area of
service delivery in the Nigerian economy.

Increased attention to the development of indigenous shipping as a

consequence can not but be a rewarding national investment in
providing the needed synergy to the attainment of government short,
medium and long term socio economic objectives as transportation is
vital to the smooth working of the economy.

83
 CHAPTER EIGHT

UNBUNDLING THE CHALLENGES OF

T R A N S P O R TAT I O N A N D D E V E L O P M E N T I N N I G E R I A :
T H E L A G O S S TAT E E X A M P L E .

PREAMBLES
It is my pleasure to be part of this memorable and glorious anniversary
lecture programme of the Department of Geography, Faculty of the
Social Sciences of this great University of Ibadan; the University that
pioneered University and tertiary education system in Nigeria and of
which the Department of Geography is a pioneer Department of the
University. Today, we are here to celebrate with the oldest Geography
Department of any Nigerian University. Furthermore, today’s lecture is
part of the many activities lined up by the Department of Geography as
well as the University of Ibadan to mark and celebrate its sixtieth or
diamond jubilee anniversary in education development which it has
pioneered in Nigeria.

I am particularly delighted for the privileged honour extended to me by

the University in general and the Department of Geography in
particular to serve as the sixtieth anniversary guest speaker/lecturer of
the Department of Geography in its celebration. Given the history,
antecedents, pedigree and academic excellence or near perfection of
great personalities, people of impeccable character, worthy
professionals, brilliant academicians and reputable researchers,
captains of industry, elder statesmen, philanthropists and eminent
Nigerians, both men and women that have passed through this great
citadel of learning and character molding (Department), and for my

84
humble self to have been selected as worthy to deliver the Anniversary
lecture know how created great elements of shock, surprise and
undeserved favour for which the members of staff and students of the
Department have extended to me as a person and as an alumnus.
Furthermore, the invitation to deliver this anniversary lecture before
my highly reverend and respected teachers and lecturers under whom I
benefited and still benefiting enormously from their milk of knowledge
and academic disposition, no doubt created serious phobia, jittery and
whether if I will be able to present something capable of fulfilling a
befitting lecture of an anniversary of this magnitude and importance.
However, I will like to appeal that this lecture should be seen as a term
paper for my lecturers under whom I studied in this great Department
between 1979 to 1982 and 1983 to 1985. Only that the term paper was
submitted late.

Given the high pedigree of this gathering and the fact that most of the
members here present are predominantly from the Social Sciences
family, especially Geography, I wish to state that some assumptions will
be made for the sake of time and to avoid tautology over things that we
are all scientifically and empirically/physically familiar with. Moreover,
the lecture is more of what everybody here may be familiar with one
way or the other.

Mr. Chairman, when I received the phone call from my great friend and
senior colleague, Professor Niyi Gbadegesin that I have been
unanimously selected by the Committee set up in the Department of
Geography for its sixtieth anniversary lecture, I vehemently rejected the
invitation for some of the reasons alluded above and whether a
befitting lecture of an important occasion of this nature can be fulfilled
85
by me in view of my extremely tight and unpredictable schedule as the
Commissioner for Transportation, Lagos State which I thought might
not afford me enough time for research and writing. However, the
persuasion was so enormous that I rescind my initial decision. In
addition sir, a further reflection on the matter left me with a great sense
of responsibility that as a public servant, a university teacher and a firm
believer in the imparting of knowledge and sharing of experiences this
occasion provides yet another rare opportunity for me to share my
sincere thoughts not only with my colleagues, students, researchers and
the Nigerian community but also as a way of making my personal
experience in governance available for posterity.

I want to therefore use this opportunity to most sincerely, publicly and

humbly declare and thank His Excellency, the Executive Governor of
Lagos State Mr. Babatunde Raji Fashola (SAN) for the great opportunity
offered to serve in his cabinet as well as the full support which I have
enjoyed in our working relations. He is a wonderful person without a
dull moment and a committed Nigerian. He is a visionary leader, highly
personified dependable gentleman to the core and sincerely committed
to make a difference in our body politics. I will eternally remain grateful
for all his dispositions to me as an individual and also as a member of
his cabinet. I want to quickly also extend my appreciation and
gratefulness to the entire members of the State Executive Council for
their positive contributions and enduring robust supports for the
development of Lagos State particularly in the area of transportation
infrastructure development.

Arising from the foregoing, I feel highly humbled to accept the offer
extended to me as the sixtieth anniversary guest lecturer and speaker at
86
this memorable event. I therefore most sincerely thank the Select
Committee of the Department, the Head of Department, the Dean of the
Faculty of the Social Sciences, my teachers that also supported my
choice and particularly the Vice Chancellor of this great university for
his final approval and acceptance for the privileged honour and
undeserved favor extended to me to deliver this lecture. This in my
humble opinion will go a long way in doing justice to the best of my
ability to the great task before me.

Finally, Mr. Chairman kindly permit me to use this opportunity of my

home-coming after twenty four years of passing out from this great
university to say thank you to my former lecturers, many of whom I still
interact with to date and to remember of blessed memory the likes of
Professors Poju Onibokun (Expert per excellence in Housing Studies), S.
I. Abumere (foremost Analytical Geographer of international repute),
Mrs. Iyun (foremost African pioneer of Medical Geography), Professor
Kunle Adeniji of Nigerian Institute of Social and Economic Research
(NISER) (A doyen of Transportation Studies and Analysis of
international repute) and Professor Ade Ogunsanya of University of
Ilorin (A transport Geographer per excellence). Sir, these people of
blessed memory played very strong foundational and formation roles in
my excursion into research and academic life and I want to use this
opportunity to appreciate their good work. Mr. Chairman, thank you for
the indulgence.

PREVIEW
The main focus of this lecture which is titled ‘Unbundling the
Challenges of Transport and Development in Nigeria: The Lagos
State Example’ is simply based on the premise that major challenges
87
affecting transportation and the general inability to allow the sector to
contribute to the development of Lagos State were subjected to
rigorous appraisal and their consequential effects were identified.
Based on the outcome or findings emanating from various appraisals
initiated to find lasting solutions to transportation problems in the
State, strategic and very impartful corrective approaches and measures
were considered and eventually implemented. It is the outcome of the
amazing results from the various corrective approaches implemented
that have further inspired the title of this lecture and how other
experiences emanating for the implementation options could be used
as ways and means of extending such to the larger Nigerian setting in
order to improve in welfare terms, the Nigerian nation, especially in the
aspect of transport and sustainable development

Over the years, Lagos State has battled rigorously with the problems of
transportation and in the last ten years, especially within the last two
years, tremendous radical but welfare oriented transport development
strategies have been implemented that great results have emerged. It is
therefore necessary to make available such strategic measures that
have been adopted to unbundle the notorious traffic situation of Lagos
State to Nigerians, especially those in government or policy makers, so
that others can learn through the efforts of Lagos State.

Nigeria is a federated nation of thirty six states of which Lagos is one of

the states and geographically the smallest in size. However, it is the
most populated, motorized and urbanized. It is therefore the conviction
of this lecture that the experience of Lagos State in resolving the
challenges of transportation can be used or replicated to help resolve
the challenges of transportation in other states of Nigeria. In other
88
words, the focus of this paper therefore is to discuss how the challenges
of transportation in Lagos State have been pursued and what Nigeria as
a nation could learn in resolving the national challenges associated with
the nation’s transportation sector.

This lecture is therefore structured in such a way that the principal

objective is to appreciate the need to adopt an integrated, intermodal
transportation development strategy within the context of public
private partnership initiative for the country.

BACKGROUND/INTRODUCTION
The importance of transportation in the socio-economic and political
development of any nation, be it developed or developing cannot be
undeniably overemphasized. Transport has been described severally as
the engine of development and the level of economic development
attained by many nations is often measured by the level and attainment
of its transport infrastructure development process. Without transport
as rightly observed by Filani (1981, 1985, 1988 and 2002) farm
produce will rot, interaction will be limited to our immediate
community and the exchange economy will remain rudimentary and
simple. Furthermore, production of goods and services will no doubt
remain at low ebb while production and the market place will be very
difficult to crisscross and connect together. In addition, the significance
of transport was further emphasized by Sir Lord Lugard who in 1922
summed up the development of Africa and for the continent to achieve
its full potential in one word . . . Transport. He concluded that for Africa
to develop, the transport sector must be unbundled and let loose in
order to secure accelerated development for Africa and especially
Nigeria. Mr. Chairman, sir, permit me to say that this assertion made
89
over 85 years ago is still valid. Furthermore, the Stanford Research
Report (1963) also echoed the importance of transportation as a
veritable tool for the development of Nigeria as well as what direction
to pursue in the midst of our emerging independence experience. The
report offered ways and means through which the country could have
reordered its transport sector as well as to chart a new way for
transport development with a Nigerian face.
Nevertheless, there are many theoretical, scientific and conceptual
issues that are quite relevant and can be used to explain further this
discussion, especially within the context of transport and development
relationship or framework. Within the context of theory of transport
and development, it is quite significant to note that three schools of
thought have emerged. Namely;

i.) That transport is not relevant, desirable and necessary an

infrastructure for any nation or community to develop. Meaning
that development can take place without transportation.
ii.) That transport is sin-qua-non for development to occur. This
implies that without transport, no development can take place.
That wherever transport infrastructure is provided, obviously
development will strive and accelerate, irrespective of whether
there are resources or other economic contributions that may be
required to complement the transport infrastructure.
iii.)That transport provides permissive role for development to
occur. This implies that transport infrastructure development
and investment alone cannot translate into economic prosperity,
rather other economic indices of development are quite
necessary to complement transport infrastructure in order to
achieve accelerated development for nations.
90
For the purpose of this discussion, I will subscribe to the third school of
thought which sees transport and infrastructure development as
playing a permissive role. This subscription to the third school of
thought is as a result of one fundamental attribute of transport which
sees transport as a derived demand, simply put, as a means to an end
and not an end in itself. Furthermore, that transport is only required as
a vehicle for achieving objectives, set goals and the general fulfillment
of social, economic, political and psychological aspirations which man
has set for himself but cannot be realized within walking distances. In
essence, transportation can therefore be seen as an instrument to
achieving and pursuing national development agenda in conjunction
with other sectors of development, such as mineral resources,
agriculture, infrastructure, such as energy and human capacity
availability and technology.

It is also necessary to present some other characteristics and attributes

often associated with transportation and in their infrastructural
provisions, which include:

i) Transport is a very capital intensive sector. It requires huge

initial capital outlay through the provision, operation,
maintenance and infrastructural renewal or upgrading, mostly
due to technological changes. Consequently, there seems to be
positive correlation between increase in infrastructure and
increase in human capacity demand. It is therefore a sector
where curtailment of investment may cause setbacks and
deterioration.

91
 ii) It is also a labour intensive sector. For example, with increasing
number of fleets, irrespective of the mode of transportation,
there is relative increase in the demand for labour. There are
limitations to where technology could totally eliminate labour
requirement in transportation.
iii) Transport demand cannot be stored, neither can it be deferred.
As a result, transport must not only be available as at when
needed, it must also fulfill the essence of mobility at that point in
time.
iv) Transport is time consuming, especially in the area of planning,
implementation, and provision of such infrastructure. At times, it
is a long term related project that must be adequately and
properly funded and sustained over the period.
v) Transport is a multiple project implementation requirement
sector. Meaning that for transport to function, there are other
requirements that must interface with it, for it to function as a
system. For example the vehicle, the motive power, the way, the
terminal, and planning and administration are different
subcomponents of transportation which must interface
collectively and efficiently for a responsive transportation
system to evolve. A deliberate omission of any of these
subcomponents signals disaster for the entire expectation of
transportation. This has been a serious omission in the strategic
planning and policy formulation, in an attempt to evolve an
enduring transport sector for the country.

The characteristics and attributes discussed in this section provide a

better understanding for the complex relationship of issues that exist
between transportation and development, upon which greater
92
investment and understanding for professional and human capacity
development is very desirable.

IMPORTANCE OF TRANSPORT IN ECONOMIC DEVELOPMENT

For the purpose of this lecture and given the quality of people here
present, it is an ideal opportunity to quickly highlight the importance of
transportation in economic development, especially for a country like
Nigeria. It is also necessary to discuss it further, given the global
economic meltdown of which containing measures are being examined
in order to minimize the consequential effects of the global recession.
Critical appraisal of the potentialities and inherent attributes of
transportation and economic prosperity have being rigorously
examined, appraised and analysed by Lagos State in such a way and
manner that it has become a veritable tool for finding solutions and
quick responses to the general economic meltdown and thereby abating
the consequential effects on the state. In other words, investment in the
transport sector within the context of economic development has been
adopted as a policy by Lagos State to abate economic recession. Some of
the notable positive impacts and significances of transportation to
economic development are listed below:

i) Mobility for all.

ii) Employment opportunities and job creation.
iii) Revenue generation and improved funding.
iv) Positive impacts on trade and commerce.
v) Economies of scale.
vi) Industrial development and urbanization.
vii)Accelerated socio-infrastructural development.
viii)Institutional development and creation.
ix) Socio-cultural co-existence and peaceful harmony.
x) Sustained international relations.

93
The inherent attributes and potentialities identified above no doubt
have serious positive consequential effects on the development of any
nation. However, to do the otherwise is to continuously be faced with
the challenges of development and progress. In fact, given the past
revelations since 1920 to date and the 20-20-20 Programme and the
Seven Point Agenda of the Federal Government, all point to the singular
need for effective development of the nation’s transport sector if there
is future hope for challenging poverty and empowerment in this
country. Lagos State Government, along with the other requirements,
has taken the transport sector as one of the critical issues for reviving
the quality of life and empowerment of its people to sustain the
Megacity status which it has attained.

CURRENT CHALLENGES OF TRANSPORTATION IN NIGERIA

The transport situation in Nigeria is better explained as very pathetic
and unfortunate, despite huge investment which the sector has enjoyed
over the years especially since independence in 1960. Measured by all
known international standards, the transport situation in Nigeria can
be described as severally challenged by any or a combination of all of
the underlisted problems:

i) Institutional and legislative framework problems (political and

legislative dimensions).
ii) Poor and lopsided information and data base.
iii)Unfavorable Government policies, especially economic and fiscal
policies (policy summersault).
iv)Dearth of human capacity and professionals that could
demonstrate high level of competence and understanding of
overall transportation system (human capacity relevance and
technological changes) as it applies to the needs of the people.
94
 v) Poor infrastructure and equipment base for use and weak
maintenance culture.
vi)Stiff competition among modes of transportation as a result of
general absence of co-ordination, integration and
complementarities.
vii) Predominantly public sector driven with negligible private
sector involvement.
viii)General inability to cope with technological dynamics and
changes.
ix)Multilateral versus unilateral competition among modes.
x) Poor access to funds and finances.
xi)Inability to respond to economic dynamics and market size.

The implications arising from the above problems have therefore made
Nigerian transport sector to demonstrate the following attributes,
making the nation’s transport sector one of the most deplorable in the
Sub-Saharan Africa. The Nigerian transport sector can best be
described as:

i) Inadequate and unattractive.

ii) Unsafe.
iii) Not available and scarce.
iv) Not affordable.
v) Uncoordinated and un-integrated.
vi) Competitive.
vii)Unplanned.
viii) Inefficient and lopsided.

As a result of the emanating implications above, the transport sector

has not been able to respond positively to the social, economic and
political development needs of the country. Furthermore, some of the
major problems associated with unemployment, high cost of
transportation, especially in the physical distribution of goods, produce
95
and general loss of revenue has generated further problems for national
development. Ironically, using the Lagos experience, if adequately
reordered and planned for, the Nigerian transport sector will become a
haven of economic prosperity and arrowhead for the pursuance of
national development agenda.

LAGOS STATE – Characteristics and Attributes

Lagos State was created on May 27, 1967 by virtue of States (Creation
and Transitional Provisions) Decree No. 14 of 1967, which restructured
Nigeria’s Federation into 12 States. Prior to this, Lagos Municipality was
administered as a Federal Territory by the Federal Government through
the Federal Ministry of Lagos Affairs as the regional authority, while the
Lagos City Council governed the City of Lagos. Equally, the Metropolitan
areas (Colony Province) of Ikeja, Agege, Mushin, Ojo, Ikorodu, Epe, and
Badagry were then administered by the Western Region Government.
The State took off as an administrative entity on April 11, 1968 with
Lagos Island serving the dual role of being the State and Federal Capital
respectively. However, with the creation of the Federal Capital Territory
of Abuja in 1976, Lagos ceased to be the capital of the State, which was
moved to Ikeja. Similarly, with the formal relocation of the seat of the
Federal Government to Abuja on 12 th December, 1991, Lagos ceased to
be Nigeria’s political capital. Nevertheless, Lagos remains the nation’s
economic and commercial capital. According to extant political records,
“Lagos is to the people of Nigeria, what the head is to the body of an
individual”.

Location/Extent: The State is located in the South Western part of

Nigeria, on the narrow plain of the Bight of Benin. lying approximately
on longitude 20 42’E and 32 2’E respectively, and between latitude 60
96
22’N and 60 2’N Lagos State is bounded in the North and East by Ogun
State of Nigeria, in the West by Republic of Benin, and stretches over
180 kilometers along the Guinea Coast of the bight of Benin on the
Atlantic Ocean. Its territorial extent and political jurisdiction
encompasses the city of Lagos and the four administrative divisions of
Ikeja, Ikorodu, Epe and Badagry collectively referred to as IBILE and
covering an area of 358,862 hectares or 3,577 sq. km. which represents
0.4% of Nigeria’s territorial landmass of 923,773 sq.km.

Relief: The dominant vegetation of the State is the swamp forest of the
fresh water and mangrove swamp forests, both of which are influenced
by the double rainfall pattern of the state, which makes the
environment a wetland region. Generally, the State has two climatic
seasons: Dry (November – March) and Wet (April – October). The
drainage system of Lagos State is characterized by a maze of lagoons
and waterways, which constitutes about 22% or 787 sq. km. (75.755
hectares) of the State territory. The major water bodies are the Lagos
and Lekki Lagoons, Yewa, Ogun, Oshun, and Kweme Rivers. Others are
Ologe Lahoon, Kuramo Waters, and Badagry, Five Cowries and Omu
Creeks respectively.

97
 SOKOTO

KATSINA
JIGAWA
YOBE
ZAMFARA
BORNO
KANO
KEBBI

KADUNA
BAUCHI GOMBE

NIGER

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BAUCHI
FCT
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OYO
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EKITI KOGI
OSUN
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OGUN ONDO

ENUGU
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EBONYI
ANAMBRA

DELTA IMO
ABIA
CROSS
RIVER
N
AT AKWA
LA BAYELSA
NT RIVERS IBOM
IC
OC
EA 50KM 100 250 450KM
N

Fig 1: Map of Nigeria Showing Lagos State

IFA
KO
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YE
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EG
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FE

IKORODU EPE
IKEJA
KOSO

ALIMOSHO

OSHODI-
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BADAGRY

BIGHT OF BENIN

Fig 2: The Administrative Map of Lagos State

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 540,000E

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Fig. 3: Metropolitan Lagos

Demography: Lagos State is the smallest state in Nigeria yet, it has the
highest urban population, which is 27.4% of the national estimate (UN-
Habitat). According to the 2006 National Census, Lagos State has a
population of 9,013,534 in relation to the National count of
140,003,542. However, based on the UN-Habitat and international
development agencies’ estimates, Lagos State is said to have about 18.5
million inhabitants in 2008. Of this population, Metropolitan Lagos
accounts for over 85% on an area that is 37%of the land area of Lagos
State. With the above in view, Lagos State has a population density of
about 5,171 persons per sq. km. as at 2008. Following this trend, and
99
the fact that Lagos population is growing 10 times faster than that of
New York and Los Angeles, and more than the population of 32 African
nations combined, the State population is expected to hit the 20 million
mark in 2010. At this point, Lagos will become the third global megacity
with a probability of attaining a population of 24.6 million in 2015.

The Lagos Megacity: Lagos, Nigeria’s Lagoon City, Africa’s leading

NEPAD City and World’s sixth megacity is a bourgeoning global urban
agglomeration which attained megacity status in 1995 when its
population soared to over 10 million people, per UN-Habitat. From its
global city ranking of 31st in 1985, Lagos population exploded to 13.4
million in Y2000 to become world’s sixth megacity and Africa’s
foremost urban centre and hub of national, regional and global socio-
economic and political activities. the megacity region, which
approximates to 17 of the State’s 20 Local Government Areas and
impinges imperceptibly on four Local Government Areas of the
adjoining Ogun State of Nigeria, is geographically disjointed (maze of
Islands/Mainland), located on poor soil (wetlands) and overwhelmed
by its growth (6% - 8% urbanization rate).

LAGOS MEGACITY POPULATION TREND

(UN-HABITAT)
Year Population Global ranking
1985 5.8 million 31st
1990 7.7 million 21st
1995 10.28 million -
2000 13.42 million 6th Megacity
2005 16.85 million -
2010 20.19 million 3rd Megacity
2015 24.6 million -
2020 35 million -

100
People: Lagos State is essentially a Yoruba environment inhabited by
its sub-nationality of Aworis and Ogus in Ikeja and Badagry Divisions
respectively, with the Ogus being found mainly in Badagry and the
Aworis forming the indigenous population of Lagos where there are,
nevertheless, other pioneer immigrant settlers, such as Edos, Saros,
Brazilians, Kannike/Tapa, etc, collectively called Lagosians but more
appropriately referred as the Ekos. for Ikorodu and Epe Divisions, the
Local populations are mainly the Remos and Ijebus with pockets of Eko-
Awori settlers along the entire State coastland and riverine areas.
However, despite its Yoruba indigeneity, the State is a global socio-
cultural melting pot attracting Nigerians, Africans and foreigners alike.
The situation is attributable to its sound economic base, strategic
maritime location and socio-political important which induced a high
rate of migration to the State.

Administrative Division (IBILE): With a territorial land area of

351,861 hectares, Lagos State is made of five administrative divisions,
namely: Ikeja, Badagry, Ikorodu Lagos (eko) and Epe. The divisions
were created in May 1968 by virtue of Administrative Divisions
(Establishment) Edict No.3 of April 1968. The Divisions are further
divided into 20 local governments and 37 local council development
areas respectively, in accordance with Nigeria’s federal structure and
the need to bring governance, development and participatory
democracy to the grassroots.

Ikeja: The Ikeja Division, a predominantly Awori enclave and the cradle
of its civilization, consists of eight local government authorities namely:
Agege, Ifako-Ijaiye, Kosofe, Mushin, Alimosho, Oshodi-Isolo, Somolu and
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Ikeja which serves as both the seat of the State Government and also
the divisional headquarters. Ikeja, the state capital and administrative
center of Lagos State Government is located 80km north of Lagos. the
division has a concentration of both medium and large scale industries
within the Mushin-Isolo-Oshodi and greater Ikeja industrial complex,
while also having a large agricultural area in its rural Alimosho, Kosofe
and Agege districts. A fledging Central Business District
(Alausa/Agindingbi) and Nigeria’s biggest and busiest international
airport (Murtala Mohammed Airport) are situated in the divisional
headquarters, Ikeja. there are over fifty settlements in the division
including Isolo, Isheri-Oshun, Ikotun, Isheri-Olofin, Meiran, Ejigbo,
Egan, Ketu, Ojota, Shangisha, Oworonshoki, Mushin, Abesan, Magodo,
Egbe, Igando, Idimu, Ayobo, Iju, Ifako, Abule Egba, Agboyi, Ikosi, Okota,
Somolu, Ipaja, Ayobo, Abesan, Oregun, Isheri-Oke, Oshodi, Oke-Afa,
Ojodu, Ogudu, Bariga, Ilupeju, Obanikoro, Akowonjo, Agege, Ijegun,
Itire, Ikate, Odi-Olowo, Shasha, Mende, Ikeja and Alimosho.

Badagry: Badagry Division is a zone of culture between the Ogu and

Awori and also, an international border headquarter consisting of: Ojo,
Amuwo-Odofin, Ajeromi-Ifelodun, and Badagry which serves as the
divisional headquarters. Badagry enjoys a pride of place in Nigerian
history especially as regards early European contacts with West Africa.
Being a coastal town on the western littoral, Badagry was a major slave
outpost and market during the pre-colonial era and also, the entry point
for Christianity in Nigeria being the place where the Bible was first
preached in 1842 under the Agia cenotaph. The original name of the
town, Gbagi, a contraction of the word ‘Ogbagleme’ means a ‘farmland
near the swamp’ in Ogu language. The word, ‘Ogbagleme’ was later

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coined to Agbadarigi by Yoruba settlers and later corrupted to Badagry
by the Europeans. Major settlements in the Division include: Badagry,
Ajara, Iworo-Ajido, Akarakumo, Gbaji, Aseri, Egan, Aganrin, Ahanfe, Epe,
Posi, Mowo, Itoga, Ebiri, Ekunpa, Aradagun, Kankon, Berekete, Mosafejo,
Gayingbo-Topo, Apa, Moba, Popoji, Oranyan, Tafi-Awiori, Yeketome,
Ipota, Seme, Iyagbe, Ajegunle, Aiyetoro, Festac, and Satellite Towns, Iba,
Kirikiri, Agboju-Amuwo, Okokomaiko, Ojo, Amukoko, Alaba-Ore, Ijofin,
Igbanko, Imore, Ijegun, Ibeshe, Otto-Ijanikin, Ilogbo Eremi, Ilado, and
Odan Group of Villages (Soba, Onireke, etc).

Ikorodu: Ikorodu lies approximately 36km north of Lagos and derives

its name from ‘Oko-Odu’ meaning vegetable farm. This farmland was
the first place settled by Oga, the crown prince of a Remo King and
supposed founder of the town hence, the reference to the town as
Ikorodu Oga. The division, by virtue of its location, serves as the
gateway to the country’s inter-land and thus an active
commercial/energy center and national broadcasting gangway as the
transmitters of the Federal Radio Corporation of Nigeria (FRCN), Voice
of Nigeria (VON) and those of the State Broadcasting Corporation,
(Radio Lagos/Eko F.M and LTV), are located there. The population of the
Division consists of predominantly the Ijebu Remo group that inhabits
Ikorodu, Egbin, Igbogbo, Imota, Ijede, Maya Adio, Odogunyan, Isiu,
Igbokuta, Ewu-Elepe, Baiyeku, Oreta, Offin, Gberigbe, and Igbalu.
However, along the riverine fringes of Ipakodo, Ibeshe, Ebute, Majidun,
Itowole, and other coastal communities, there is a strong presence of
Eko-Awori population. The indigenes of Ikorodu Division are mostly
traders and farmers with fishing thriving mostly along the Lagos

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Lagoon foreshore on the Crado (Ikorodu) Lake waterfront, Ipakodo,
where there is a Nigerian Ports Authority Lighter Port Terminal.

Lagos (Eko): The core of Lagos State and a highly urbanized division
consisting of five local government islets: Lagos Island, Lagos Mainland,
Surulere, Apapa and Eti-Osa, with the City of Lagos being the pivot of an
ever expanding Lagos Megacity and the division headquarters. The
center and most developed of this Island chain, Lagos Island, is called
‘Eko’ by the indigenes. The name ‘Lagos’ is a derivative of a Portuguese
imposition of ‘Lagos de Curamo’ or ‘Rio Lago’ on account of its wetland
topography and network of lagoons. The Island is the cultural
watershed of the White Cap (Idejo) Chieftaincy and metropolitan of
Lagos with the Oba of Lagos as the paramount monarch and primus
inter pares of the State traditional authorities. Lagos is the chief
commercial, financial and maritime nerve-center of Nigeria with
seaports at Apapa, Tin Can Island, Roro Terminal Ports and Ijora
Container Terminal and an ever-expanding Central Business District in
Tinubu and Victoria Island. As the economic capital and major port of
Africa’s most populous nation, Lagos has attracted immigrants from all
over Nigeria and beyond, as well as commercial entrepreneurs and
industries from Africa, Europe, Asia and the Americas. Major
settlements in the Division are Takwa Bay, Victoria Island (Iru), Lagos
Island, Ikoyi, Obalende, Otto, Ijora, Apapa, Ebute-Metta, Yaba, Iddo,
Sangotedo, Mayegun, ogombo, Ogoyo, Okun-Ibeju, Moba, Alaguntan,
Ado, Lamgbasa, Ilasan, Igbo-Efon, Ikota and Ikate-Elegunshi, Ajiran,
Ilasan, Tomaro, Abagbo, Igbo-Ejo (Snake Island), etc.

Epe: The division is divided into four government areas viz: Epe Central
and Ibeju, Lekki and Eredo with Epe servingas the divisional
104
headquarters. Epe lies about 89kms north east of the City of Lagos.
Urakaloye was the man reputed to be the ancestral founder of Epe, a
name derived from black ants, which invaded Urakaloye’s hunting
home-stead. Hence, the town’s name, Epe, means the forest of black
ants. Epe division consists of Epe, Orugbo-Iddo, Agbowa-Ikosi, Ilara,
Odo-Ayandelu, Odoragunse, Igboye, Naforija, Igbodu, Ejinrin, Pika,
Itokin, Idotun, Ita-Oko, Omi, Temu, Ise and Debojo. Others are Apawa,
Aba-titun, Abomite, Afere, Apakin, Abalaye, Iriganrigan, Kayetoro Eleko,
Yeunda, Okunraye, Keta, Arapegi, Aiyeteju, Okunfolu, Osoroko,
Olomowewe, Ibeju, Lekki, Akodo, Otolu, Magbon-Alade, Oriba, Iwerekin,
Iberekedo, Idado, Okun Igando-Orudu, Tiye, Awoyaya, Ite-Omi, Bogije,
Siriwon, Idaso, Orimedu, Olorunkoya, Ojota, Ode-Ifa, Offin, Igbesibi and
Igbolomi Awopyaya, among others. A peculiar feature of Epe is the
presence of a long range of hills, which demarcates the coastal town
into equal parts. However, in Ibeju-Lekki, artisanal fishing, sandy beach
and coconut fringed Atlantic coastlines are distinctive features of the
environment, which has enormous tourism potentials. Fishing and
farming form the major occupations of the inhabitants of the Division,
which also includes the Eko Aworis.

Lagos State Economy: Lagos State is the economic, financial and

commercial nerve centre of Nigeria and the ECOWAS, contributing
31.98% of Nigeria’s Gross Domestic Project (GDP) in 2004. on Gross
State Products, Lagos State, along with Rivers and Delta States,
contribute 37% of Nigeria’s GDP with Lagos State contributing 12% to
place second. However, Lagos State is the nation’s lead contributor in
the non-oil sector with 19% attainment, which is equal to the
contribution of 13 Nigerian States, ‘Economic Associates (2005)’.

105
Overall, Lagos alone accounts for over 70% of national industrial
investments with the State GDP put at N2.156 trillion in 2008.
Regionally, Lagos Gross National Product (GNP) is three times any West
African Country thus making Lagos State ECOWAS economic hub and
the springboard for innovation and development in Nigeria and sub-
Saharan Africa.

Lagos in Nigeria’s Economy

 29 Industrial Estates and 4 Central Business District (CBD)
 Largest market in Sub-Saharan African
 Home of the Nigerian Capital and money Market (Financial Hub)
 West Africa Oil/Gas Pipeline Project and national Power/Energy
Load Centre
 Home to Nigeria’s Chief Ports Apapa/Tin Can Island (70% of
total National cargo freight)
 Media hub and international telecommunication gangway (over
50% of Nigeria’s PTO/GSM subscribers
 Location of Nigeria’s busiest international/regional aviation hub
Muritala Mohammed International Airport, Ikeja (over 70.61%
of International and 58.30% of domestic traffic).
 Home to 70% of the Country’s total industrial investment and
65% of its commercial activities
 School Enrolment about 1.5 million
 Highest Vehicular Density over 222/km (National 11km)
 Internally Generated Revenue accounts for over 60% of State’s
annual budget skewed in favour of capital expenditure.

Lagos in Africa’s Economy

 GNP, 3x any West Africa Country (World Bank, 2001)
 Hub of West/Central Africa Maritime and Aviation
 Node of West African Gas Pipeline Project
 Nigeria’s Nexus of Trans-African Highway
 Sub-Saharan African largest ICT Market
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The Lagos Financial Hub: Lagos State is the hub of Nigeria’s and West
Africa regional financial system which is dominated by mega banks,
insurance firms; micro-finance/community banks; discount houses;
and the capital market. Indeed, the Nigerian Government’s vision 2020
and the National Financial Sector Strategy (FSS) has envisioned Lagos
as the nation’s financial hub with its automated headquarters of the
Nigeria Stock Exchange, the largest and most active exchange in Sub-
Saharan Africa. In addition, there exist the Investments and Securities
Tribunal established by the investments and securities Act (ISA), 2007
to adjudicate on all capital market disputes. On Lagos position as
regional financial hub, it is acknowledged globally that ‘despite the
relocation of the Central Bank of Nigeria’s (CBN) Headquarters to
Abuja, Tinubu Square (Lagos Island Central Business District) still holds
so much potential…(such that) no where in Nigeria can be better suited
for this purpose’. *C.S. Peterside (2007). As a further demonstration of
this, Lagos State, as the gateway to Nigeria’s and ECOWAS economy,
houses the headquarters/regional offices of national financial and
professional regulatory authorities.

LAGOS DEVELOPMENT AGENDA:

The 10-Point Agenda (TPA)

Roads/Transportation Environment &

Physical Planning
Health
Education
Security
Food Security
Shelter
Power & Water Supply
Employment
107 Revenue
Enhancement

LAGOS STATE GOVERNMENT

Core Investment Areas
 Housing (New Towns Development, Mortgage Financing, Site and
Services Schemes)
 Integrated Mass Transport System: Bus Rapid Transit, Light
Rail/Metroline, Ferry Services and Transport Terminals
 Refuse Collection and Waste Recycling Plants (Environment and
Sanitation)
 Power Supply and development (IPP and Gas Plants)
 Refineries and petrochemicals
 Water supply and Development (Mini/Micro Waterworks)
 Technology Incubators/Business Parks
 Agro-industrial products (coconuts, citrus fruits, rice, oil palm,
maize and fishery)
 Water Transportation (ferry services)
 Ceramics and Glass manufacture
 Information and Communication Technology (Digital Villages,
Resources Centers)
 Health Facility Improvement and Development
 Circular Roads/Bridges Development and Toiling
 Tourism Development (180km Coastland/Waterfronts)
 Development of free Trade and Export Processing Zones (EPZ)
 Ports Development (Lekki, ojo and Badagry)
 Heliport/Airport Development
 Solid Minerals – Clay (tiles, blocks and pottery); silica
(ceramics/glass products)

Infrastructure Funding Need (over $50 Billion)

 Roads and Drainages $20 billion
 Transportation (Inter-modal) $9.3 billion
 Water Development $3 billion
 Power $10 billion
 Information & Communication Technology $5billion
 Others (Waste, Sewage, etc) $2.7billion
Investment Incentives

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Fiscal Measures
The Federal and State annual Appropriation Laws (Budget) provides a
range of fiscal measures to encourage new investments and existing
ones to maintain high capacity utilization. For details, contact the Lagos
State Ministry of Economic Planning and Budget, The Secretariat,
Alausa Ikeja, or the Federal Ministry of Finance, Abuja.

Ikorodu Tourists Sites

 Palace of the Ayangburen of Ikorodu
 Iledi Oshugbo Abalaiye Ikorodu: sacred groove for the installation
of Ikorodu Kings
 Egbin Thermal Station, Ijede, largest thermal power facility in
Africa and home to LIPP
 Ikorodu Lighter Port Terminal, Ipakodo
 Ijede Warm Springs
 Cradoo Lake Waterfront, Ipakodo and Ibeshe
 Voice of Nigeria (VON) Transmitting Station, Ikorodu
 Lagos State Polytechnic, Odogunyan-Ikorodu

Epe Tourist Sites

 Youth Rehabilitation and Development Centre, Ita-Oko Island, Epe
 Agricultural Training Institute, Araga, Epe
 Relics of Brazillian Architecture and Atlantic Slave Trade, Lekki
Town
 Eko Tourist Beach Resort, Akodo, Ibeju-Lekki
 Lekki Rest House: Confinement Home of Nigeria’s First Opposition
Leader
 Recreation Centre, Epe, Marina
 Lagos State University (LASU), Epe Campus
 Murtala Mohammed Botanical Garden, Epe
 Lekki Free Trade Zone Complex

Ikeja Tourists Sites

109
  Lagos State Government Secretariat/Governor’s Office, Alausa,
Ikeja
 Lagos State House of Assembly, (Parliament Building)Alausa, Ikeja
 Lagos Television and Radio Lagos/Eko F.M.), Agidingbi Ikeja –
Nollywood Arena
 Muritala Mohammed International Airport, Ikeja: Hub of aviation
in West Africa
 LASU Ethnography Museum, Oba Ogunji Road, Ogba-Agege
 Lagos State Records and Archives Bureau (LASRAB), 2A Adekunle
Banjo Ave. Magodo-Kosofe.
 Statue of Lagos Idejo Chiefs, Ikeja Toll Plaza – Megacity’s
traditional land gentry
 Third Mainland Bridge/Outer Ring Road Complex
 Isheri/River Ogun Cradle of Awori and Lagos indigenous
population.

In summary and for the purpose of this lecture, the characteristics and
attributes of issues that are relevant to Lagos State and that will be used
to further elucidate on this lecture are highlighted below:

 The former capital of Nigeria.

 Geographically the smallest state in the federation.
 The most populated state with about 18 million people.
 It has 22 Local Government Areas and 37 Council Development
Areas
 The main economic hub of the country
 The most operationalised Sea Port and Airport in the country
are in Lagos
 The main economic and financial headquarters of Nigeria.
 It is of low lying terrain and undulating
 Abundant presence of water bodies in and around the state.

LAGOS STATE: EXISTING TRANSPORT AND TRAFFIC

CHALLENGES AND SITUATION (BEFORE 1999).
110
As part of the issues aimed at by this lecture which is also quite
relevant to the proposition for an integrated transportation system
is to examine critically and using both scientific, empirical and
socio-cultural methodologies to understand the consequential
outcome of the transport situation of the State and in addition to
this, is to reveal the consequential effects of this situation of the
social, economic, political, health and psychological lives of our
people and international business communities. The most visible
attributes of existing traffic and transport situation of the State
which unfortunately can be said to replicate the transport situation
of the Nigerian state are identified below,

- Predominantly road based transport system

- Public transportation predominantly operated by the
informal sector
- General absence of an integrated transport system
- Absence of reliable mass transit system
- Traffic Congestion along major corridors of the state
- Deplorable road system
- Slow response of law enforcement agencies to transport and
traffic related challenges.
- Incessant conflicts and overlapping of functions between
State and Federal Agencies
- Poor maintenance culture of transport infrastructure.
- Uncoordinated transport unionism
- Very rampant Insecurity and safety challenges (high
incidence of road crashes)
- High level of emission and pollution from vehicles and
aeroplanes.
- Dreadful and frightening driving habits.
- General absence and inadequate traffic signal lights and
signs, road furniture and fittings.
111
 - Prevalence of commercial motor cycle operation - Okada.

LAGOS STATE: IMPLICATIONS OF TRANSPORT AND TRAFFIC

SITUATION
Very often, when enquiries are conducted in Nigeria to determine
the consequential reason responsible for existing situations, very
often do we go further to determine the implications of such
emanating situation which in fact could have been used as the
driving force to justify the need for an urgent implementation of
corrective measures capable of reverting the observed situation. It is
important to note that Lagos State examined critically the existing
transport and traffic situation of the State not only by identifying the
causes, it went further to critically appraise the consequential
effects on every facet of its socio-economic lives. This extra
consideration constitutes the driving force for the new Lagos of
today.

Nevertheless, the implications associated with the existing

situations have been identified and of which some are listed below:

 Social, economic, environmental, political and engineering

consequences
 Long hours spent on traffic.
 Loss of revenue.
 Inefficient use of vehicles and time.
 Health implications e.g. stress
 Insecurity and threats from street urchins and area boys.
 Pollution and blightedness.
 Damaged vehicles.
 Crashes (both vehicles and motor cycles).
 Entropy (confusion) on our roads.

112
STRATEGIES TOWARDS UNBUNDLING THE CHALLENGES OF
TRANSPORTATION: THE LAGOS EXAMPLE.
The focus of this lecture is strongly driven within the context of how
the efforts put in place by Lagos State Government to unbundle the
challenges of transportation in the State and what such lessons the
Nigerian nation could learn.

1. Policy of Programme Continuation and Economic

Development Policy Framework. (Blue print)
One major unprecedented policy approach adopted by Lagos State
administration in 2007 is the adoption of policy of continuation
from preceding administration. Apart, there was also an economic
policy framework on ground upon which the transport component
must derive its attention and consideration from. Given the fact that
transportation is a derived demand and it is also expected to play a
permissive role in the development agenda of the State. The Ten
Point Agenda of the State which is guiding the economic blueprint
for development provided the launch pad for the radical and
impartful progress recorded in the transport sector.

Given the Policy of Continuation and the Ten Point Agenda

blueprint, the integrated Intermodal transportation development
policy framework was another strategy which Lagos State took
seriously into consideration, not only as an asset but as its armour
for translating the state’s economy into prosperity. Other policies,
both economic and fiscal and institutional requirements were
critically examined and decisively resolved for the State transport
system to fulfil the Mega-City status.

2. Global Best Practice Strategy

113
 Apart from the policy of repositioning and restructuring, Lagos
State further adopted a Global Best Practice Strategy to drive its
transport infrastructure development and renewal. This approach
of global best practice was pursued by first of all appraising legal,
engineering and administrative framework consideration and also
by classifying transport infrastructure requirement and
corresponding investment needs through prioritization which
subsequently came up with four strategic response options. These
are:
- Immediate response.
- Short term response.
- Medium term response.
- Long term response.
The strategy and various measures highlighted above are used or
applied singly and or collectively to pursue the re-branding of the
transportation sector of Lagos State.

UNBUNDLING AND SPECIFIC CONTAINMENT STRATEGIES/EFFORTS

(i) Integrated and Intermodal Transportation System
- Lagos State Waterways Authority (LASWA)
 Construction of jetties, dredging of corridors,
environmental impact assessment studies and route
mapping.
 Deployment of concessionaires.
 Integration with other transportation modes, especially
road.
- Rail – Integrated Light Rail System
 To operate from Marina – Iddo – Okokomaiko – Badagry
 Marina – Iddo – Agbado
 Oshodi – Airport – MMIA
- Mass Transit.
 Bus Rapid Transit Scheme (BRT) - Operator of blue buses
114
  LAGBUS – Operator of red buses
 Reordering of private sector participation in mass transit
operation through the public transport commuter policy
of the state which is being fine tuned.

(ii) Lagos State Traffic Management Authority Approach

(LAMATA).
(iii) The vehicle inspection approach – fleet inspection.
(iv) Gated Street Opening.
(v) State Traffic Safety Advocacy Programme.
(vi) Lagos State Drivers Institute.
(vii) Lagos State Modern Taxi Policy Scheme.
(viii) Engineering methods - Lay bys, Median Barriers, Junctions
Improvement, Lane Marking, Traffic Signal Lights.
(ix) Relief roads/gridlocks consideration – Muson Centre,
Otedola underpass, Maryland underpass, Okota Link Bridge.
(x) Junction improvements by LAMATA and Public Works
Bureau and Traffic Engineering Department of the Ministry
of Transportation.
CHALLENGES
Despite efforts at unbundling the problems of transportation and
development in Lagos State, there exist some hindrances, even though
substantial successes have been recorded and achieved. Some of the
hindrances so far, are as identified below:

- Socio-cultural and behavioural attitudes of our people.

- Finance and funds constraints.
- Human capacity requirement.
- Institutional and administrative misconceptions.
- General dislocation between transport and land uses,
especially physical planning.
115
 - Federal and State relationship.
- Non-compliance.
- Incessant breakdown of vehicles due to poor maintenance.
- Infrastructural failure or absence.
- Unionism.

WHAT LESSONS FOR NIGERIA?

It is a known fact that the baby cannot be bigger than the mother, i.e.
Lagos State cannot be bigger than the Nigerian nation. However, people
may wonder whether there are lessons to be learnt from a baby and not
from the mother. Nonetheless, it is also a known fact that you cannot
teach an old dog a new trick, without a puppy especially to demonstrate
that the trick is not only possible but desirable, especially for the future
generation. This is exactly what Lagos State represents in Nigeria today.
It has demonstrated that transport related issues especially as they
relate to economic development can be provided and made to work for
the benefit of the society.

Lagos State has not only experimented but also implemented ways and
options through which the revitalisation and invigoration of the water
transportation system in a more revolutionary and impartful way. The
strategies and options implemented to achieve these radical changes
can be appraised and adapted by the Federal Government for improved
water transportation delivery.

Also, the rail transport infrastructure development agenda of the State

towards achieving an integrated intermodal transportation system,
especially in a populated environment have been sacrosanctly pursued
to the extent that the Nigerian Railway Act of 1954 has no option but to
be amended giving room for states and other private sectors to
participate in the provision of rail infrastructure for the sector.
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Another lesson which the Lagos example offers the Nigerian State
include the empowerment and job creation consideration in the
development of transport sector through the process of providing
sustainable and conducive environment for transport to develop. For
example, the massive investment through the private sector in mass
transit buses, the new taxi scheme policies, terminal development,
vehicle maintenance garages serve as avenue for job creation as well as
for taxation. It is an attempt to continuously reduce the level of
informality and high level of informal sector presence in the transport
sector. This further suggests that with increasing formalization of the
transport sector, more people will be captured into the taxation net
thereby improving on the internally generated revenue (IGR) as well as
gradual standardization and order of the entire transport sector.

Policy reviews are quite necessary in every society, especially to fulfil

the dynamics of societal needs. Nigeria is no exception. It is quite
unfortunate that for over fifty years, the Railway Act has not been
amended until very recently, so also is the Road Traffic Act which is due
for overhauling in order to meet the contemporary needs of the
country. This, Lagos State has been able to do within its constitutional
domain or responsibility.

One other major lesson has to do with the general inconsistencies and
lack of continuation of programmes, policies and projects of past
administrations, thereby leading to project abandonment, inconclusive
as well as policy summersaults. These policy summersaults have caused
the government at federal level huge economic losses and final
wastages. Today, Lagos State has been able to prove that continuation of
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policies of past administration is a veritable tool that should be pursued
for any nation to develop irrespective of the political differences or
otherwise. The current administration of Lagos State, under the
dynamic leadership of Mr. Babatunde Raji Fashola (SAN), for example,
inherited the Lagos State Traffic Management Authority (LASTMA), the
Ten Point Agenda as well as Intermodal transportation commitment of
the immediate past administration. As a result of the acknowledgment
and the need to adopt these policies, programmes and projects, it has
become possible for Lagos State to witness accelerated infrastructural
revival and completion of projects which has become impartful into the
lives of the people of Lagos State. The Lagos State Traffic Management
Authority, for example has been reorganized from eight to ten zonal
offices, while the Ten Point Agenda Policy has been fine tuned and the
integrated transport services development policies seriously worked
on, to ensure that policy consistencies are not only achieved but equally
fulfilled.

WAY FORWARD
There is a compelling need for the Nigerian Government to support and
strengthen the capacity for the development and growth of transport
infrastructure which is capable of assisting in igniting the prospects,
potentialities and inherent attributes of this sector. Given the global
economic meltdown and the urgent need to cushion the consequential
effects of the Nigerian state, it is more expedient and desirable to
pursue by implementing ways and means through which sustainable
transport infrastructure could be achieved in Nigeria. There is no doubt
that the Lagos State examples provide veritable tools from which the
Nigerian state could benefit from by fine tuning and adopting some of

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the measures already implemented by the State for the purpose of
achieving a greater Nigeria.

It is therefore essential for the Nigeria Government to examine critically

the following crucial areas for improved transportation system.

i) It is necessary for government to provide adequate funds for the

development of capital projects that are associated with
transportation. However, with the global best practiced policy, it has
become fashionable for government to indulge itself completely in
transport related matters where the private sector could do better,
especially under a situation where financial constraints do exist.
ii) There is also the need to fortify and reorder through proper
coordination existing institutional regulatory mechanism, especially
in the administrative, regulatory, licensing and controlling
operators, facilities and infrastructure required, a good enduring
public private partnership similar to the office of the PPP of Lagos
State should be appraised and adapted where necessary for the
Nigerian nation.
iii) Intensifying human capacity development to meet the needs of
transport system delivery should be pursued. The general attitude
of relying on consultants by the Federal Government should be
discouraged. This is because most of these consultants lack local
knowledge and also make use of data provided by the world bank
which may necessarily not replicate the Nigerian needs. The Lagos
State government for example conceptualise the school of
transportation studies of the Lagos State University by designing
various academic programmes to meet most aspects of
transportation human capacity needs. This initiative of establishing

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 school of transportation studies that is designed to fulfil the massive
and unquantifiable huge investments in the transport sector of
Lagos State is the first of its kind in Africa. This is feat which the
Nigerian government irrespective of political differences or
geopolitical location must as much as possible partner with.
iv) There is also the need to introduce policies and regulations that will
create favourable and robust conducive environment for private
sector participation and investment so that government at the
Federal level could concentrate energy on other areas of the
economy such as education, health, law and other and security. In
other words, policies and strategic measures that will deliberately
promote the Intermodal linkage and integration in the country
should dominate transport development policy perspective.
v) Irrespective of the policy dimension and approach pursued by the
government to realise transport development objectives, there is
need for improved socio-cultural and behavioural attitudes from our
people, especially within the context of protecting and ensuring the
judicious use of transport infrastructure without recourse to
vandalization, wishful damages and disregard for other transport
users or consumers. The current Nigerian apathy to transport
infrastructure should also be critically improved upon. For example,
adherence to traffic rules and regulations such as speed limits, use
of vehicles with minimum safety requirements and also quality
control. This is very essential for the totality of every aspect of
transport and infrastructure provided to remain meaningful.
vi) Data management and Information System are essential ingredients
and tools required for adequate and proper planning. However, in
Nigeria, there is a general dearth and poor quality data base for

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 transport infrastructure development to be properly situated. For
example, information about the country’s population is contentious,
the number of vehicles and their geographical distribution
unknown, the volume of traffic, both cargo and passengers by the
various modes of transportation just do not exist. Hence, one
wonders how adequate planning for the provision of transport and
infrastructure could be achieved in a sustainable manner. This,
Lagos State has been able to demonstrate by conducting
multidimensional and multipurpose demographic and socio-
economic baseline information generation through the use of local
personnel, especially teachers and students and civil servants of the
state for data gathering, inputting and later analysed through
independent consulting analyst all drawn from the machineries of
the State. This has become possible because the personnel used not
only has great understanding of the local terrain; they also speak
the dialects and languages of the people coupled with the
demonstration of good governance from the present administration
of Mr. Babatunde Raji Fashola, SAN, the Executive Governor of Lagos
State.

CONCLUSION
Increased attention to the development of the nation’s transport sector
cannot but be a rewarding national investment in providing the needed
synergy in the attainment of government short, medium and long term
socio-economic objectives and policy agenda as transportation is very
vital not only to the smooth working of the economy but also by
accelerating and sustaining it. It is quite obvious therefore that the
Lagos State example provides veritable tool for the Federal Government

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to learn how best to pursue its agenda for transport and infrastructure
development.

CHAPTER NINE

TRANSPORTATION AND THE NIGERIAN ENVIRONMENT:

THE LAGOS EXAMPLE

1. Background/Introduction
The relationship between Transportation and the Environment is a
complex one and therefore requires very critical and careful
consideration of how best to address this relationship. While transport
could be seen as a sector or avenue for tremendous socio-economic,
political and psychological empowerment, growth, transformation and
development, it could also be described as a sector propagating dooms
and extinction of the human environment.

Nevertheless, the role of transport in the social, economic, political and

historical life of man is undeniably very great. Transport has been
known as an instrument for which nations, communities, villages and
towns have co-existed. It has also added value to farm produce through
regional trade/commerce. In other words, Transportation irrespective
of the mode, has contributed essentially and greatly to the current level
of global economic development and transformation.

Some of the key identifiable areas where transport has been very
impartful include:
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 i) Trade and commerce
ii) Mobility for all
iii) Revenue generation
iv) Employment/Jobs opportunities
v) Acceleration of industrial development and urbanisation
vi) Institutional development and creation
vii) Socio-cultural co-existence and peaceful harmony

These impartful attributes associated with transportation also have

serious positive consequential effects on the development of nation;
however, when not properly planned and managed can also lead to a lot
of challenges for development and economic progress. It is therefore
essential for adequate caution be considered when issues relating to
transportation within the context of other developmental indices are
being considered.

Nevertheless, Transportation is a derived demand suggesting that it

only provides the means to an end. It is therefore a vehicle or avenue
through which human desires and objectives from one generation to
another has been achieved. Further, Transport is capital intensive as it
requires huge initial capital outlay for the provision, operation,
maintenance and for infrastructure renewal. Consequently there seems
to be positive correlation between increase in infrastructure and
increase in human capacity demand just as investment in
transportation progresses. It is therefore a sector where deliberate
reduction of investment may cause setbacks and deterioration for
mobility infrastructure and facilities. Again, Transport is also a labour
intensive sector whereby for example, with increasing number fleets
irrespective of the mode of transportation there is relative increase in
the demand for labour. Despite the tremendous breakthrough in

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information technology, there are limitations to where technology could
totally eliminate labour requirement in transportation. In another
dimension, Transport is time consuming especially in the area of
project planning, design, execution, implementation and provision of
infrastructure. It is often a long term project that must be adequately
and properly funded and sustained over the implementation period.

Essentially, Transport cannot operate in isolation; it has other

integrated component parts that must combine together to function as
a system. It is necessary to note that each component part of the
transport system has an exclusive role to play. However, once a
component part is faulty or malfunctions, the entire transportation
system collapses. It is the inability to guaranty continuous transport
system relationship that has led to irreconcilable transportation
problems.

These integrated component parts of the transport system are:

(i) The vehicle.

(ii) The motive power.
(iii) The way – road or water ways or air ways.
(iv) The terminal e.g garage, bus stop, airport, train station,
seaport.
(v) Planning and Administration – human capacity response

The characteristics and attributes discussed above no doubt provide

better understanding for the complex relationship of issues between
transportation development and the environment. The quest for
accelerated socio-economic progress and development using the
transport sector as an integral part of measures adopted by
governments and policy makers globally and over the years has created
124
a complex relationship between transportation and the environment.
This is because the environment is infact the prerequisite need for
transportation and its supportive facilities to strive.

Fig.1: Integrated Components of Transport System

The motive
The vehicle
power.

Planning and
Administration –
The way –
e.g road or
human capacity
water ways or
response
The terminal air ways.
This paper will thereforee.g focus garage, subsequent
bus discussions on
transportation and the environment in an attempt to secure a balance
stop, airport,
train at
between the two divides. Attempt station,
defining what is environment will
seaport.
not form part of this discussion because it is assumed that it has being
properly situated in other chapters of this book.

2. Theoretical / Conceptual Considerations

There is need to establish a theoretical/conceptual approach through
which this discussion on transportation and the environment will
adopt. The transport system approach illustrated in Figure 1 above will
form the basis for establishing the relationship between transport and
the environment. This is to further assist in analysing in a simplified

125
manner the complex relationship between transportation and the
environment.

The transport system approach is used as a tool for appreciating the

environment throughout this discussion. This tool which is as
illustrated above is elucidated further hereafter.

i) The Vehicle represents the component part of vehicles

exclusive of the motive power. This implies in a simple
illustration the chassis of a vehicle. This vehicle is
represented by all the modes of transportation e.g. all types
of automobile vehicles, train wagons, ship, canoe, ferry,
boats, aircraft/aeroplanes of various shape, sizes, weight and
forms. Meaning that the vehicle component no how has effect
on the environment in the process of being used for
transportation. For example, in the case of Lagos, the
tremendous effect of vehicles on the environment is better
expressed through the long list of abandoned vehicles
scattered all over the State especially at police stations,
Government Institutions and Establishments, mechanic
yards and accidented / crashed vehicles. The environmental
consequences of vehicles abandoned on the various
highways and other locations identify above cannot be over-
emphasised such as pollution, ugly sights and providing
haven for rodents, criminals and environmental
deteroration / degradation.

ii) The Motive Power can be described within the transport

system component as that aspect of the vehicle where the

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 engine that propels the vehicle into motion is situated. This
normally constitute the engine component of any vehicle.
The motive power which is the engine vary in capacities
depending on the expected axle that the vehicle is expected
to convey. This motive power component wears and
therefore can be replaced at any time. Whereas the vehicle is
irreplaceable on less it is destroyed or crushed. The engine of
automobile vehicles, locomotives for rail transport, engine
for ship and engine for aircraft. Without the motive power in
place, no vehicle no matter the quality of design and
technological perfection cannot move from one place to
another. Hence, the purpose of motive power in the vehicle is
to fast track the essence of spatial interaction.

Nevertheless, for motive power to function, some basic

prerequisite deliverables must be available such as engine
oil, battery, fuel, water, tyre etc., to guarantee adequate
transportation services. It is therefore important to note that
this deliverables that are essential for motive power to
function again has environmental consequences. Spill oils
from engine, smoking from vehicle exhaust, noise, also
contribute to environmental deterioration and degradation
and also affect the quality of life.

iii) The Way represents the routes through which all forms of
vehicles with functional motive power criss-cross from one
part of the city to another or from one country to another
through international aviation system. The Way therefore
can be described in the form of road for automobile vehicles,
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 waterways / sea lanes for water transportation, airways for
air transportation and rail tracks for rail transportation. One
important observation of The Way is that it is of various
forms, types and qualities. For example, some roads are
tarred, untarred, paved, unpaved, with drainage, without
drainage, highly, sloppy, undulating and therefore have
different consequential effect on the environment based on
the quality and type of road. For example, untarred roads
generate dust in dry weather and slippery during wet season
and by implication have environmental effect on the quality
of air pavading around such location, transpiration problem
for agricultural produce around it thereby leading to low or
poor agro yields and poor visibility. Pollution emanate from
vehicle exhaust along The Way which is very common in the
water transportation system in the form of spillage, cipage
and ship wreck. In Lagos most of the communities outside
the metropolis are predominantly assessed through untarred
roads without drains are poorly connected. A critical look of
the Lagos State Waterways shows huge number of
abandoned vessels boats and canoes thus leading to water
pollution. Again waste from this vehicle especially waterways
are thrown on board the ferries thereby leading to coastal
pollution and waste management challenges. Obviously, the
above observation no doubt has consequential effect on
Lagos environment.

iv) The Terminal can be described philosophically as what goes

up must come down. Meaning that during the course of

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transportation from one point to another, the vehicle is
expected to have made use of The Way and therefore must
terminate that movement or journey at a designated point
often describe as the destination. At every destination or
transit, a vehicle no doubt requires a terminal. The essence of
terminal within the transport system component is to
provide opportunities for people, consumers, and users of
transportation to either alight or board. For this to effectively
take place without injurious to other modes of
transportation as well as other users, there is need to ensure
that corresponding terminal infrastructure, facilities and
amenities are provided. In the case of road transportation,
terminal include bus stop, layby, garages of all types, shapes
and sizes and car parks at our various homes and offices. The
air transport also make use of airports and hangars for
repairs and maintenance of aeroplanes, while the sea
transport rely strongly on landing bays, jetties, sea ports. The
rail ways also use the train stations and major train terminals
for effective transportation deliverable.

Again, the terminal has serious environmental consequences.

For example, the Apapa sea port which is the most
operationalized sea port in Nigeria with a total geographic
size of about seven square kilometres is heavily concretised
so also is the Muritala Mohammed International Airport, the
Ipakodo, Badore and Osborne are ferry terminals with heavy
concretisation of the entire floor space in and around these
terminals. The environmental consequences created as a

129
 result of the provision of this terminal infrastructure are
enormous. It has raised the micro climatic condition of those
area especially in the aspect of temperature. Again, it has also
increase the surface run off of water especially during down
pour of rain. The volume of water that would have been
absorbed into the ground now join waters for the surface run
off thereby creating excess volume of surface run off which
has increased the rate of flooding causing damages and
destructions to life and property. Oil spillage is a regular
occurrence and terminals and garages because of the
applications of operational equipment, plants and
implements for the handling of heavy duty cargo.
Stevedoring and conservancy activities further generate
waste management challenges in and around terminals.

v) Planning and Administration it is part essential to note

that the integrated component parts of transport system can
only provide a synergy as well as coordinating interaction
effectively with the application of Planning and
Administration. This component represents the human
capacity response that may be required for effective
appreciation and understanding of the symbiotic
relationship that exist among each of the component parts.
In the case of Lagos, it is quite obvious that the human
capacity response for effective coordination of the entire
transport system within the context of the environment is
quite elusive. Suggesting that there is deliberate need to
energise human capacity development response to address

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 the relationship between transportation and the
environment. In such a manner that sustainable environment
is guaranteed.

3. Study Area - Lagos State Environment (Characteristics and

Attributes)
It is quite obvious to note that the environment does not exist in
isolation, therefore for the purpose of this discussion; our environment
will focus on Lagos State. Lagos State was created on May 27, 1967 by
virtue of States (Creation and Transitional Provisions) Decree No. 14 of
1967, which restructured Nigeria’s Federation into 12 States. Prior to
this, Lagos Municipality was administered as a Federation Territory by
the Federal government through the Federal Ministry of Lagos Affairs as
the regional authority, while the Lagos City Council governed the City of
Lagos. Equally, the Metropolitan areas (Colony Province) of Ikeja, Agege,
Mushin, Ojo, Ikorodu, Epe, and Badagry were then administered by the
Western Region Government. The State took off as an administrative
entity on the State and Federal Capital respectively. However, with the
creation of the Federal Capital Territory of Abuja in 1976, Lagos ceased
to be the capital of the State, which was moved to Ikeja. Similarly, with
the formal relocation of the seat of the Federal Government to Abuja on
12th December, 1991, Lagos ceased to be Nigeria’s political capital.
Nevertheless, Lagos remains the nation’s economic and commercial
capital. According to extant political records, ‘Lagos is to the people of
Nigeria, what the head is to the body of an individual’.

Location and Extent: The State is located in the South Western part of
Nigeria, on the narrow plain of the Bight of Benin. Lying approximately
on longitude 20 42’E and 32 2’E respectively, and between latitude 60
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22’N and 60 2’N Lagos State is bounded in the North and East by Ogun
State of Nigeria, in the West by Republic of Benin, and stretches over
180 kilometers along the Guinea Coast of the bight of Benin on the
Atlantic Ocean. Its territorial extent and political jurisdiction
encompasses the city of Lagos and the four administrative divisions of
Ikeja, Ikorodu, Epe and Badagry collectively referred to as IBILE and
covering an area of 358,862 hectares or 3,577 sq. km. which represents
0.4% of Nigeria’s territorial landmass of 923,773 sq. km.

Relief: The dominant vegetation of the State is the swamp forest of the
fresh water and mangrove swamp forests, both of which are influenced
by the doble rainfall pattern of the state, which makes the environment
a wetland region. Generally, the State has two climatic seasons: Dry
(November March) and Wet (April October). The drainage system of
Lagos State s characterised by a maze of lagoons and waterways, whch
constitutes about 22% or 787 sq. km. (75.755 hectares) of the State
territory. The major water bodies are the Lagos and Lekki Lagoons,
Yewa, Ogun, Osun, kweme Rivers. Others are Ologe Lagoon, Kuramo
Waters, and Badagry, Five Cowries and Omu Creeks respectively.

Demography: Lagos State is the smallest State in Nigeria yet, it has the
highest urban population, which is 27.4% of the national estimate (UN-
Habitat). According to the 2006 National Census, Lagos State has a
population of 9,013,534 in relation to the National count of
140,003,542. however, based on the UN-Habitat and international
development agencies’ estimates, Lagos State is said to have about 18.5
million inhabitants in 2008. of this population, Metropolitan Lagos
accounts for over 85% on an area that is 37% of the land area of Lagos
State. With the above in view, Lagos State has a population density of
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about 5,171 persons per sq. km. as at 2008. following this trend, and
the fact that Lagos population is growing 10 times faster than that of
New York and Los Angeles, and more than the population of 32 African
nations combined, the State population is expected to hit the 20 million
mark in 2010. at this point, Lagos will become the third global megacity
with a probability of attaining a population of 24.6 million in 2015.

The Lagos Megacity: Lagos, Nigeria’s Lagoon City, Africa’s leading

NEPAD City and World’s sixth megacity is a bourgeoning global urban
centre which attained megacity status in 1995 when its population
soared to over 10 million people, according to UN-Habitat. From its
global city ranking of 21st in 1985, Lagos population exploded to 13.4
million in 2000 to become world’s sixth megacity and Africa’s foremost
urban centre and hub of national, regional and global socio-economic
and political activities. The megacity region, which approximates to 17
of the State’s 20 Local Government Areas and impinges imperceptibly
on four Local Government Areas and of the adjoining Ogun State of
Nigeria, is geographically disjointed (maze of Islands/mainland),
located on poor soil (wetlands) and overwhelmed by its growth (6% -
8% urbanisation rate).

LAGOS MEGACITY POPULATION TREND

(UN-HABITAT)

Year Population Global Ranking

1985 5.8 million 31st
1990 7.7 million 21st
1995 10.28 million -
2000 13.42 million 6th Megacity
2005 16.85 million -
2010 20.19 million 3rd Megacity
2015 24.6 million -
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2020 35 million -

People: Lagos State is essentially a Yoruba environment inhabited by

its sub-nationality of Aworis and Oguns in Ikeja and Badagry Divisions
respectively, with the Oguns located mainly in Badagry and the Aworis
forming the indigenous population of Lagos where there are,
nevertheless, other pioneer immigrant settlers, such as Edos, Saros,
Brazilians, Kannike/Tapa, etc, collectively called Lagosians but more
appropriately referred to as the Ekos for Ikorodu and Epe Divisions.
The Local populations are mainly the Remos and Ijebus with pockets of
Eko-Awori settlers along the entire state coastland and riverine areas.
However, despite its Yoruba indigeneity, the State is a global socio-
cultural melting pot attracting Nigerians, Africans and foreigners alike.
The situation is attributable to its sound economic base, strategic
maritime location and socio-political importance which induced a high
rate of migration to the state.

Administrative Division: With a territorial land area of 351,861

hectares, Lagos State is made up of five administrative divisions,
namely: Ikeja, Badagry, Ikorodu Lagos (Eko) and Epe. The divisions
were created in May 1968 by virtue of Administrative Divisions
(Establishment) Edict No.3 of April 1968. The Divisions are further
divided into 20 local governments and 37 local council development
areas respectively, in accordance with Nigeria’s Federal structure and
the need to bring governance, development and participatory
democracy to the grassroots.

Lagos State Economy: Lagos State is the economic, financial and

commercial nerve centre of Nigeria and the ECOWAS, contributing

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31.98% of Nigeria’s Gross Domestic Project (GDP) in 2004. On Gross
State Products, Lagos State, along with Rivers and Delta States,
contribute 37% of Nigeria’s GDP with Lagos State contributing 12% to
place second. However, Lagos State is the nation’s lead contributor in
the non-oil sector with 19% attainment, which is equal to the
contribution of 13 Nigerian States, ‘Economic Associates (2005)’.
Overall, Lagos alone accounts for over 70% of national industrial
investments with the State GDP put at N2.156 trillion in 2008.
Regionally, Lagos Gross National Product (GNP) is three times any West
African Country thus making Lagos State ECOWAS economic hub and
the springboard for innovation and development in Nigeria and sub-
Saharan Africa.

4. Current Transportation Challenges in Lagos State

As part of the issues aimed at by this paper which is also quite relevant
to the proposition for an integrated transportation system is to examine
critically and using both scientific, empirical and socio-cultural
methodologies to understand the consequential outcome of the
transport situation of the State and in addition to this, is to reveal the
consequential effects of this situation of the social, economic, political,
health and psychological lives of our people and international business
communities and more importantly the Environment. The most visible
attributes of existing traffic and transport situation of the State which
unfortunately can be said to replicate the transport situation of the
Nigerian state are identified below:
 Predominantly road based transport system.
 Public transportation predominantly operated by the informal
sector.
 General absence of an integrated transport system.
 Absence of reliable mass transit system
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  Traffic Congestion along major corridors of the State.
 Deplorable road system.
 Slow response of law enforcement agencies to transport and
traffic related challenges.
 Incessant conflicts and overlapping of functions between State
and Federal Agencies.
 Poor maintenance culture of transport infrastructure.
 Uncoordinated transport unionism.
 Very rampant insecurity and safety challenges (high incidence of
road crashes).
 High level of emission and pollution from vehicles and
aeroplanes.
 Dreadful and frightening driving habits.
 General absence and inadequate traffic signal lights and signs,
road furniture and fittings.
 Prevalence of commercial motor cycle operation – Okada.

It is therefore undeniably that all the factors outline above combine

collectively or singularly to affect the entire quality of life and the Lagos
Environment. The environmental consequences no doubt create huge
economic, medical, infrastructure, losses and deterioration thereby
creating additional burden on the part of corporate governance.

5. Implications
Very often, when enquiries are conducted in Nigeria to determine the
consequential reason responsible for existing situations, very often we
do not go further to determine the implications of such emanating
situation which in fact could have been used as the driving force to
justify the need for an urgent implementation of corrective measures
capable of reverting the observed negative situation. It is important to
note that Lagos State examined critically the existing transport and
traffic situation of the State not only by identifying the causes, it went
136
further to critically appraise the consequential effects on every facet of
its socio-economic lives as well as the environment. This extra
consideration constitutes the driving force for the new Lagos of today
which is increasingly becoming an environment, eco-green friendly
State.

The implications associated with the existing situations have been

identified and of which some are listed below:

 Social, economic, environmental, political and engineering

consequences.
 Pollution and blightedness.
 Long hours spent on traffic leading to high release of smoke
emissions in form of Carbon monoxide.
 Damaged, rickety, and abandoned / disused vehicles
 Inefficient use of vehicles and time.
 Health implications e.g. Stress.
 Insecurity and threats (Law and Order)
 Crashes (both vehicles and motor cycles).
 Entropy (confusion) on our roads.
 Loss of revenue.

6. Transportation and Environment: Consequences and

Challenges
Emanating from discussions so far raised in this paper, it is quite
revealing to note that Transportation and the Environment relate in a
complex situation. Consequences of Transportation activities which are
in an attempt to contribute to the socio-economic and political growth
or development of Lagos have environmental challenges and pitfalls.
The consequences are as identified and discussed below.

i) Environmental pollution
ii) Flooding / increase surface runoff
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 iii) Deforestation / bush clearing
iv) Micro-climatic change – Local Temperature

Transportation activities as it affects the environment is further

elucidated hereafter.

1. Environmental Pollution: within the context of the properties

of matter, that is, solid, liquid and gas, transportation activities
have manifested to constitute environmental pollution and
problems. Smoke emission from vehicle exhaust irrespective of
the mode, pollutes the air, thereby affecting the quality of air
around it. Again, spillages on roadways terminal facilities, such
as airports and seaport and train station, especially where
maintenance, repairs and haulage, recoveries, viz a viz cargo
operations activities and waterways take place are in form fluids,
thereby leading to huge environmental pollution. Abandoned,
disused, accidented and crashed vehicles are scattered all over
the cityscape to constitute environmental hazards and visual
obstruction. Furthermore, replaced parts of vehicles as a result
of wear and tear which are poorly disposed also constitute
environmental pollution. For example, tyres, knocked engines,
old aircraft, abandoned locomotives and wagons and the endless
list shipwrecks along the coastal and waterfront of Lagos State.
All these collectively, which are transport deliverables to the
socio-economic development of mankind, Lagos no exemption, is
also the source of pains, trauma to the quality of lives of its
inhabitants. It is for these reasons that there is need to strike a
balance between transport infrastructure development and
environmental consequences emanating from such
138
 developmental efforts. It is a known fact that people living
around airports and seaports are subjected to higher level of
noise pollution, resulting from the taking off and landing of
aircraft. The noise generated through this source is a serious
environmental violation. Again, noise generated form aircrafts
are known to cause huge infrastructural damage and accelerated
deterioration to structures and building around it through
constant vibration process.
2. Flooding and Increased Surface Runoff: Another
consequential effect of transport infrastructure development on
the environment is massive volume of flooding due to increased
surface runoff. For example, road infrastructure constructions
and asphalting process provide solid pavements. So also are the
airport terminals car parks, seaport, train stations and other
road setbacks, especially pedestrian walkways. These transport
infrastructure occupy huge percentage of the city landscape that
water cannot percolate. The impermeability of the infrastructure
have increased the volume surface runoff and flooding.
Unfortunately, there is a general global warming experience
which has led to rise in water levels along the coast. This global
warming experience has also resulted into overflowing of its
banks and waterfronts. More painfully, the inability of water to
percolate into the ground has also led to increasing decline in
the acquifer level of underground water. The nature of roads in
Lagos especially the untarred and earth roads also fast track loss
of sands and mudslides. The general absence of functional
drainage along the road system has further threatened the

139
 existence of communities in the State. Gullies formations are
abound along some roads in the State.
3. Deforestation and Bush Clearing: For effective transport
infrastructure facilities to be provided, it is quite obvious that
there is a need for bush clearing and deforestation to occur. This
is to provide way for the transport infrastrucre to be provided. It
is needless to therefore thst constant deforestation and Bush
clearing often affect the biological lives, ecology and ecosystem
of the environment and therefore generating some
environmental consequences. Agricultural produce are lost
which may also affect the economic live pattern of the people. In
a situation whereby the infrastructure is a long term deliverable
one, such deforestation and bush clearing have serious effect on
the health of the people around, as well as adjoining plants that
require adequate transpiration opportunities. Deforestation
further leads to loss of sands, and often resulting into flooding
during the wet season.
4. Micro-climatic change – Local Temperature: The high volume
of vehicle running all over the roads of Lagos also lead to
significant increase in the local environmental climate. The
environmental climate is also affected by the bulk of terminal
building such as airports, seaports and train stations, motor
parks and garages.

7. Tackling the Challenges of Transportation and the

Environment
The focus of this section is to identify and discuss some of the key
strategies introduced to manage the consequential relationship

140
between transportation and the environment by Lagos State
Government to tackle the challenges of transportation and the
environment in the State.

1. Policy of Programme Continuation

One major unprecedented policy approach adopted by Lagos State
administration in 2007 is the adoption of policy of continuation from
preceding administration. There was also an economic policy
framework on ground upon which the transport component must
derive its attention and consideration from given the fact that
transportation is a derived demand and it is also expected to play a
permissive role in the development agenda of the State, the Ten Point
Agenda of the State which is guiding the economic blueprint for
development provided the launch pad for the radical and impartful
progress recorded in the transport sector.

2. Economic Development Policy Framework (Blueprint)

Given the policy of Continuation and the Ten Point Agenda blueprint,
the Integrated Intermodal Transportation Development Policy
Framework was another strategy which Lagos State took seriously into
consideration, not only as an asset but as its armour for translating the
state’s economy into prosperity. Other policies, both economic and
fiscal and institutional requirement were critically examined and
decisively resolved for the State transport system to fulfil the Mega-City
status, taking cognisance of the environmental implications as well.

3. Global Best Practice Strategy

Apart from the policy of repositioning and restructuring, Lagos State
further adopted a Global Best Practice Strategy to drive its transport
infrastructure development and renewal by taking into consideration

141
the climate change focus of the world. This approach of global best
practice was pursued by first of all appraising legal, engineering,
environmental and administrative framework consideration and also by
classifying transport infrastructure requirement and corresponding
investment needs through prioritisation which subsequently came up
with four strategic response options. These are:

 Immediate response.
 Short term response.
 Medium term response.
 Long term response.

The strategy and various measures highlighted above are used or

applied singly and or collectively to pursue the re-branding of the
transportation sector of Lagos State.

4. Adoption of Traffic Impact Analysis Policy

The Lagos State Government has recently adopted a policy that insists
that certain proposed projects would have to undergo a Traffic Impact
Analysis and Evaluation before development approval is granted. Traffic
Impact studies help to forecast additional traffic associated with new
development; determine the improvement that are necessary to
accommodation the new development’s anticipated traffic; identity
potential problems with the proposed development which may
influence the developer’s decision to build; help to ensure safe and
reasonable traffic conditions (volume, flow, etc) on streets after the
development is completed; reduce negative impacts created by
developments by helping to ensure that the transportation network can
accommodate the development; and provide direction to decision
makers and the developer of expected impacts.This policy is aimed at

142
achieving the inclusion of traffic impact analysis report as a statutory
submission in the portfolio for development approval process in Lagos.
This is with a view to making sure that the developers are made aware
of the consequences of their projects and amelioration of negative
impacts is predetermined.

8. Conclusion
There is a compelling need for a greater understanding of the complex
relationship between transportation and the environment. While
transportation is predominantly for championing economic progress, it
is obvious that in the process of pursuing developmental agenda
through it, the quality of the environment and the general attempt to
sustain it has been threatened and often an herculean task. Suffice to
say that Man has developed the Concept of Environmental Possibilism
rather than Environmental Determinism.

The various forms and levels of technological breakthrough in

transportation technology, operation, management and logistics are
known to have seriously taking into consideration issues bothering on
sustainable environment and development. In other words, issues
relating to law and order, enforcement and compliance, should further
be pursued to compliment transport technological efforts towards
achieving a sustainable environment. This Lagos State Government is
pursuing aggressively as its global best practice.

References
Badejo, Bamidele (2009) “Unbundling the Challenges of
Transportation and Development in Nigeria: The Lagos State
Example” being a Paper delivered at the Sixtieth Anniversary

143
 Lecture organized by the Department of Geography, Faculty of
The Social Sciences University of Ibadan on 10th of June 2009.
Dey Soumya, S. and Fricker, Jon D. (1994) Traffic Impact Analysis and
Impact Fees in State Department of Transportation. ITE journal,
May 1994.
Edwards, Mary (2000) Community Guide to Development Impact
Analysis. Madison: WI: Wisconsin Land Use Research
LESG (2003) Report of the Third Lagos Economic Summit – Ehingbeti
2002; Lagos; Lagos Economics Summit Group (LESG)
LESG (2008) Report of the Fourth Lagos Economic Summit – Ehingbeti
2008; Lagos; Lagos Economics Summit Group (LESG)
LESG (2010) Report of the Fifth Lagos Economic Summit – Ehingbeti
2010; Lagos; Lagos Economics Summit Group (LESG)
FHA (1982) Guidelines for the Preparation of Environmental
Documents, Federal Highway Administration, US, Department of
Transportation. FHWA Technical Advisory T 6640.8, February
24, 1982.
Glasson, John, Therivel, Riki and Chadwick, Andrew (1999)
Introduction to Environmental Impact Assessment; Principles
and Procedures, Process, Practice and Prospects - 2 nd Edition,
London; UCL Press Limited
ITE (2005) Conducting the First Traffic Impact Analysis in the Absence
of Legal and Regulatory Frameworks; A Case Study From Beirut.
Institute of Transportation Engineers, ITE Journal, July 2005, by
Zarif Jamal El.
LASEPA (undated) Lagos State Government Policy on the
Environment. Alausa, Ikeja; Lagos State Environmental
Protection Agency
LASG (2005) A Law to Provide for the Administration of Physical
Planning, Urban And Regional Development in Lagos State,

144
 Establishment and Functions of Physical Planning and
Development Agencies, and for Connected Purposes - Law No. 9
Supplement to Lagos State of Nigeria Official Gazette
Extraordinary No. 25, vol. 38 of 14th October 2005 – Part A
Leopold, L. B, Clarke, F. E, Henshaw, B. B. and Basely, J. R. (1971) “A
Procedure for Evaluating Environmental Impact”. Geological
Survey Circulation 645. Government Print Office. Washington
DC.
Lohan, B., Evans, J. W., Ludwig, H., Everitt, R. R., Carpenter, Richard
A., and Tu, S. L. (1997) “Environmental Impact Assessment in
Asia, Volume 1 – Overview”. Asian Development Bank.
Rau, J. G. Sr., and Wooten, D. C. (1980) Environmental Impact Analysis
Handbook. McGraw Hill, New York.
Salau, T. I. (2009) Urbanisation and The State of Infrastructure in the
Developing World in Waheed A. Kadiri (ed.) Our Cities, Our
Future: Dialogue on Urban Planning Challenges and
Management. Abeokuta: GGA Publications. pp 42 - 63.
Mobereola, Dayo (2006) Strengthening Urban Transport Institutions:
A Case Study of Lagos State. Sub-Saharan Africa Transport Policy
Program, Discussion Paper No. 5. Affordable Transport Series –
ATS Series, October 2006.
Munn, R. E. (1979) Environmental Impact Assessment: Principles and
Procedures. New York: John Wiley

145
 CHAPTER TEN

TOWARDS ACHIEVING EFFECTIVE SEAPORT REGULATIONS

INTRODUCTION/BACKGROUND
The importance of ports system in the Nigerian economy is very great
and enduring. It has over the years provided very crucial and critical
positive impacts on the path of economic, social greatness and
transformation of our dear country. Today it is unarguable that the level
of port performance in the economic barometer gauge of the country is
a function of the level of the economic well being of the people. This is
suggesting that the better managed, organised, operational and
regulated port sector of the country, will signal greater opportunities
and economies of scale for national transformation and growth to occur.
The social, economic, political and environmental interconnected
benefits likely to evolve within the port system will be dependent on
the law, regulations, administrative framework, management structure
and operational guidelines as well as infrastructure which are put in
place for the port system to function creditably and efficiently within
the context of international and national environment.

Nevertheless, the major focus of this paper which is the bane of our
discussion is to provide and justify how improved port system could be
achieved through better and enduring regulation framework, laws and
sustainable operational guidelines. It is for this reason that the
emphasis is on Towards Achieving Effective Seaport Regulation
domain for this country.

KEY IDENTIFIABLE AREAS OF PORT SYSTEMS CONTRIBUTIONS TO

NATIONAL DEVELOPMENT.
146
Some key identifiable areas of huge positive impacts of the port system
to National Development are discussed hereafter; however, it is
necessary and desireable to observe that without adequate and
effective port regulations put in place, it may be difficult if not
impossible for the observed identifiable contributions of the ports
system to National Development. This section therefore, is an attempt
to create a forerunner message that has long as the issue of regulations
as it affect the port system is not comprehensively and globally taken on
board, it may be difficult over time to sustain some of the key
identifiable benefit accruable to National Development through the port
system.

Some of the key benefits are:

i) Transportation and mobility (alternative mode of

transportation)
ii) Trade and Commerce
iii) Revenue generation
iv) Employment/Job opportunities
v) Institutional Development
vi) Socio-cultural co-existence
vii) Industrial Development and urbanization
viii) Accelerated infrastructure growth to support port operations
and location.
ix) International relations

These impactful attribute associated with the port system also have
serious positive effects on the overall development and growth of the
country. However, when not properly planned and managed within the
context of sustainable and effective port regulations, it can also lead to a
lot of challenges for economic and development progress. It is therefore

147
essential for adequate caution be considered as to how best to achieve
effective port regulation domain for the country.

Nevertheless, it is also essential to mention that port operations and

infrastructure deliveries can be seen within the context of a derived
demand syndrome meaning that it only provides a means to an end and
not an end in its self. The port therefore, is a transit location often
describe as where the mode of transportation changes from land to
water or vice versa. The port system also vary in sizes, shape with a lot
of geophysical colourations which further suggest that understanding
and appreciating the complexity of port operation is very fundamental
toward involving an enduring port regulations regime that is capable to
drive the national economic policy and direction. Port system
irrespective of the magnitude of usage and expectation is capital
intensive because it requires huge initial capital outlay for the
provision, operation, maintenance and for infrastructure renewal. It is
therefore a sector where deliberate reduction of investment may cause
setbacks and deterioration for infrastructure and facilities. The port
system is also labour intensive irrespective of the breakthrough
recorded in information technology sector because there are limitations
to where technology could totally eliminate labour requirement. More
importantly which is also often undermined is that port regulations and
guidelines development is time consuming especially in the area of
planning, formulation, implementation and execution. This is to say that
the port sector cannot operate or function in isolation. It has other
integrated component parts that must combine together to function
effectively and efficiently. It is necessary to note that each component
part of the port system has an exclusive role to play which in reality is

148
often impossible. The issues highlighted above have theoretical and
conceptual implications/explanation which is discussed in the next
session of this paper.

THEORETICAL/CONCEPTUAL CONSIDERATION/EXPLANATION
(PORT SYSTEM AND INTEGRATED COMPONENT PARTS)
There is need to establish conceptual consideration for these discussion
on achieving effective port regulation for an enduring economic
prosperity, growth and development for the country. This is better
achieved when each of the component parts of the port system are
appreciated and unambiguously perceived. They are as identified
below.

i) The vehicle
ii) The motive power
iii) The way or route
iv) The terminal (the sea port)
v) Planning and Administration (regulations and enabling laws,
human capacity response)

The Vehicle: Within the context of the port system, the vehicle
represents a component part known as the ship, boat, canoe, raft etc. It
is the vehicle or ship upon which goods and passengers are carried
through the water mode across the world from one point to another.
The vehicle no doubt has consequential benefits as well as challenges
which must be provided with regulatory framework and laws through
which their operations are governed or ruled. In a situation where rules
and regulations capable of dealing effectively with this component part
of the port system signals the beginning of a very serious operational
omission in the future of the port system in the country. The vehicle for

149
example vary in sizes, shape, draft, length, weight and therefore require
different regulations to guide the way and manner which the function in
Nigerian waters. The environmental consequences of ship wreck,
abandonment and pollution of the water ways are some of the reasons
why regulations of the activities are essential.

The Motive Power: This can be described within the port system
component as that aspect of the vehicle where the engine that propels
the vehicle into motion is situated. The engine component of any
vehicle is expected to perform a motive power function which supports
the movement of goods, passengers, and the vehicle. The motive power
therefore is expected to be designed in such a way that it contains the
prerequisite capacity to accommodate the volume and weight of goods
and passengers to be transported from one location to another. Without
adequate regulations to guide minimum and maximum capacity as well
as the energy sources of the motive power, it may be difficult to protect
the port system for sustainable development to occur. The motive
power in addition which is mechanically design has a lifespan which
must be regulated and adequately monitored so also is how disposals of
disused items of the motive power are pursued. Spillage from motive
power into water is known to cause environmental deterioration and
degradation which also affect both aquatic and marine lives.

The Way/Route: The way represent routes or seaways through which

all forms of ships with functional motive power crisscross from one
port to another. The way therefore can be described as a well guided,
designed, and developed sea route for ships to ply. These routes vary
according to the various types of ships expected to ply the identified
routes. This is to say that some routes can be restrictive just because
150
the size, shape, and type of goods conveyed by the vessel. The sea route
have various classification and grades hence, it is the regulations that
are in place that will assist in introducing order around the port system.
The seaway must also be maintained and dredged from time to time
especially around the seaport approach. This is necessary to constantly
maintain the required draft level of water capable of accommodating
desired ship around the port. The cleaning and maintaining of the sea
route is essential in other to minimise pollution, waste disposal, and
also ship wreck. Nevertheless, the use of the seaway is better
understood by those trained and exposed to the principles and tenets of
navigation and seafaring.

The Terminal: The terminal or port is often described as that point

along the coast line where the mode of transportation changes from
land to water borne or vice versa. However, a terminal or port is
expected to perform some services and also to have some installations
along the coastal location to qualify as a port or terminal. Very often,
the terminal or port provides transit services for goods and passengers
involving water transportation system. The terminal therefore, can be
described as that point where the vehicle, the motive power and all
other associated component part of port system are assembled. For
example, it provide opportunities for people, consumers, customers,
goods/freight and ships to meet, to transact necessary international
and local trade exchanged. At any terminal or port, there are
infrastructure both mechanical and civil that are to be provided and
installed for the port to perform effectively and sustainably without
which the port will underperform, inefficient, expensive to operate,
unattractive to businesses, and eventually decline in all its ramification.

151
This is to say that to evolve a terminal or seaport, there is need to
evaluate, appraise and conduct in-depth, social, economic,
infrastructure, human and environmental impact studies as well as
other base line information to support the choice of a terminal and its
subsequent development. However, given a situation that all these
measures have been considered and taken into consideration, they
become worthless and unattractive where effective regulations, laws
and order are not properly situated. It becomes a situation described
above (WHERE THERE IS NO LAW, THERE IS NO SIN OR CRIME
COMMITTED). Given the huge financial requirement and capital outlay
for port development, it is quite essential for proper regulations that
are implementable to be introduced. Such regulations must be capable
of accommodating in a holistic manner the activities and expectations
of the port system. These regulations when properly put in place and
coordinated will go a long way in driving the economic prosperity as
well as the socio political co-existence of the country.

Planning and Administration: It is necessary to note that the

integrated component parts of the port system can only provide the
expected synergy as well as coordinating responsibility among other
component through effective application of planning and
administration. Planning and administration represent the human
capacity response that may be required for effective appreciation and
understanding of the complex relationship that exist among each of the
component parts. It is quite obvious that the human capacity
requirement for effective coordination of the entire port system is quite
elusive or very minimal. The professional requirement in the entire
port system of the country is very low which suggest for an urgent

152
policy review and sustainable regulatory framework through which it
can be jump started. Again, the professional requirement that has been
observed to be low may also have contributed to the current port
situation of the country which is quite discouraging and unattractive.
Decomposition and domestication of international conventions, laws
and regulations as well as formulation of laws and regulations within
the constitutional framework of the country have not been
progressively completed or done. The general lack of these laws and
regulations in place actually render effective regulation of port
operations and administration difficult and problematic. For example,
the port concessioning regulatory framework is partially conclusive
while the cabotage regime law is yet to rise to the occasion. It is
therefore the basic responsibility of planning and administration to
deliberately energise human capacity development as well as evolve a
regulatory framework capable of delivering a sustainable port system
in Nigeria.

CURRENT PORT SYSTEM CHALLENGES

i) Weak regulatory and institutional framework (over lapping
responsibilities and enforcement difficulty).
ii) Absence of coordination of port activities within national
development objectives.
iii) Finance and funding (Global economic meltdown).
iv) Congestion at ports (dwell time of cargo at ports).
v) Proliferation of agencies in port (both government and
private).
vi) Human capacity challenge.
vii) Lack of integrated intermodal transportation system
operating in and around port system.

153
 viii) Poor maintenance culture of port equipment (both mobile
and mechanical equipment).
ix) Technological dynamics and changes (ICT).
x) Implementation of the cabotage law
xi) Oil and gas

IMPLICATIONS
Very often, when efforts are initiated to determine the consequential
reason for the persistence of challenges affecting port system as
itemised above, we do not go further to review their implications
emanating from those challenges especially in relation to the national
economic agenda for transformation and growth. It is generally the
outcome of observe implication that is used as a driving force to justify
the need for an urgent implementation or evolution of corrective
measures capable of reverting the observed challenges. It is important
to note therefore that Nigeria within the context of its port system is yet
to evolve sound sustainable and effective port regulation system
capable of addressing observed challenges. It is the believe that when
the implications of observed challenges are scientifically and
empirically appraised and subjected to socio-cultural, economic and
political short comings that the urgent need for evolving effective port
regulation regime can be appreciated.

The implications associated with poor port regulations are discussed

below:

i) Historical antecedents
ii) Economic implications
iii) Social implications
iv) Political implications
v) Technological implications
vi) Environmental implications
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RECOMMENDATIONS
Given the gamut of issues raised in the preceding sections of this paper,
it is quite obvious that there is need to redirect our energy and focus
towards achieving a responsive, functional and effective port regulation
framework capable of invigorating the entire port industry.

In other to achieve better port regulation domain, it is recommended as

follows:

i) Collation of array of information capable of showcasing the

entire port situation in a holistic manner. This is necessary so
that no particular aspect or component part of the entire port
system is omitted. This is necessary for achieving effective port
regulation structure.
ii) The human capacity response is desireable for effective
formulation of effective port regulation. This is because the
knowledge and expertise requirement to formulate
comprehensive port regulation framework for the country is
very low and this accounts for why it takes longer time than
necessary to finalise our response to port problems. Instead of
developing local capacity and expertise we will rather prefer the
services of foreign consultants and unfortunately, it is a known
fact that these consultants rely on our local resource persons.
iii) Data and information management. There is need to improve
our data collection system, storage, and retrieval techniques in
other to fast-track our responses to issues affecting port system
appropriately.
iv) Port industry is made up of numerous complex operators as a
result; there is a general proliferation of agencies in the port

155
 system. Even though each of the agencies has a role to play in the
port, there is therefore the urgent need to hold series of
consultation and stakeholder fora at every stage as it affect
agencies operating at the port. Consultation and collaboration is
an integral part of port regulation and policy formulation. This is
to facilitate implementation of such policies as well as in its
enforcement.
v) There is need to adopt global best practice strategy. Apart from
the policy of repositioning and restructuring of the port system
in the country as given the international and global trade focus
of port operations, there is need to adopt a global best practice
strategy to drive the port system policy and regulation structure.
This approach of global best practice is best approached by
appraising legal/regulatory, engineering, environmental,
institutional and administrative framework, finance and
economic viabilities and also by classifying regulatory responses
to port system through prioritisation as

 Immediate response
 Short term response
 Medium term response
 Long term response

The strategy and various measures for achieving effective port

regulation highlighted above can be used or applied unilaterally or
multilaterally to pursue an agenda for achieving effective port
regulation framework.

CONCLUSION
There is a compelling and urgent need for a greater understanding of
the complex relationship and dynamics associated with the port system
156
and therefore achieving effective port regulation cannot be achieved
without adequate introduction of scientific/empirical understanding as
well as deployment of huge human capacity expertise to guide
formulation of effective port regulation proposition. Again, it is also
necessary to state that in an attempt to evolve sustainable and effective
port regulation regime, the national development agenda of the
government as well as international economic and technological
dynamics must be taken into consideration as well.

REFERENCES

Badejo, Bamidele (2009) “Unbundling the Challenges of

Transportation and Development in Nigeria: The Lagos State
Example” being a Paper delivered at the sixtieth Anniversary
Lecture organised by the Department of Geography, Faculty of
The Social Sciences University of Ibadan on 10th of June, 2009.

Badejo Bamidele and Salau T. I. (2010) “Transportation and The

Environment: The Lagos Example”.

Engr. R. D. Abubakar FNIS (2005) “Dialogue on Power, Potential and

Prospects of the Inland Waterways”. GGA Publishers.

O. O. Oyesiku and K. T. Gbadamosi (2008) “Port Administration and

Development in Nigeria”. HEBN Publishers Plc.

Chris Asoluka (2002) (Edited) National Maritime Authority’s

Compilation of Nigerian Maritime Laws Volume I & II; A National
Maritime Authority Publication.

157
 CHAPTER ELEVEN

LEADING THE RECOVERY IN AFRICA’S SHIPPING TRADES:

A SHIPPING SECTOR OVERVIEW.

INTRODUCTION/BACKGROUND:
The significant positive and impactful roles which shipping has played
in the social, economic, political and historical lives of people and
development of nations globally are undeniably and as well as highly
undebateable and very great. Throughout the evolutionary history of
man and economic transformation of nations as well, shipping has been
very instrumental to the development progress so far attained by these
nations worldwide.

In Africa, shipping is known to have played a huge transformational role

and responsibilities both in the exploitation and subsequent depletion
of its human and natural resources as well as a veritable avenue for the
development of trade and commerce throughout its economic space.
Today, and with the advent of other modes of transportation, it seems
that the associated benefits attributable to shipping are increasingly
challenged and eroded. Therefore, drastic measures and positive steps
should be taken and initiated to resuscitate the Africa’s shipping sector.

In a more simplified and direct explanatory manner, the main objective

and focus of argument of this discussion is for us to collectively agree
and come into compromise in other to chart a sustainable course for
the revitalization and resuscitation of the shipping sector of Africa.
Furthermore, the sustainability drive for invigorating the continent’s
shipping sector is from the perspective of a regional approach. Hence, it

158
is therefore necessary and desirable to therefore adopt a close club
approach or strategy capable of translating African Shipping Sector
Development Agenda to reality.

This discussion is further challenged with a view that it is those in the

shipping business and/or industry that are best placed to chart a
sustainable development agenda for revitalizing the shipping industry.

CHARACTERISTIC ATTRIBUTES OF SHIPPING.

In charting a transformational agenda for the Africa’s Shipping Industry
of Sector, it is very necessary to highlight the fundamental and salient
characteristic attributes of shipping globally. It is further believed that
with a better understanding and appreciation of the characteristic
attributes of shipping, that all stakeholders involved in the efforts of
midwifing a sustainable shipping industry will understand the intricate
of shipping. This is more of conviction and appreciation of the complex
issues relating to shipping either directly or indirectly.

Outline below are some of the major characteristic attributes of

shipping and which any attempt at revitalizing Africa’s Shipping Sector
or Industry should partly along with other issues taken into serious
consideration.

 Global economics
 Capital intensive
 Labour intensive (specialized skills)
 Technological dynamics
 Derived demand
 Demand responsive
 Infrastructure and Logistics support are essentially required.
 Close-club issue (cartel and conspiracy).

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IMPORTANCE OF SHIPPING IN NATIONAL DEVELOPMENT AGENDA
It is desirable and also for the better understanding of the challenges
before the practitioners of shipping in Africa to elucidate the potential
attributes and benefits associated with the development of shipping in
any economy be it developed or developing nation. This is necessary so
that African leaders can come together to appreciate how much the
shipping sector when developed could assist in addressing many socio-
economic problems affecting the African continent. Furthermore, given
the increasing difficulty of African shipping industry to compete
favourably in a global economy, the intervention of African leaders
towards invigorating the shipping sector is unquestionable. For
example, it is painful to note that over 80% of shipping movements in
and out of Africa is handled by foreign shipping lines; with African
participation and involvement, very negligible and inconsequential. The
implications are quite enormous but of very significance is the transfer
of money and African funds which are repatriated out of the continent.
It is therefore our belief that with concerted and collective efforts and
deliberate evolution of African shipping development agenda, some of
these issues can be readdressed. Nevertheless, within the context of the
global economy, the African continent is seen as the world investment
destination and shipping is very fundamental in securing this
destination.

Below are some of the major high points of shipping in national

development agenda of any country. An aggregation of this benefits and
attributes to African continents can therefore not be overemphasized
when a sustainable shipping development agenda on blue prints to
pursue set goals are put in place.

160
 Promotes trade and commerce
 Revenue Generation
 Employment and jobs opportunity
 Institutional development and Association
 Socio-cultural co-existence
 Mobility and Alternative transportation (promotes interaction and
logistics distribution)
 Accelerates Industrial development and infrastructural provision
 Encourages rapid rate of urbanization and population growth
 Encourages international relations and cross fertilization of ideas
 Promotes Tourism

ANATOMY OF SHIPPING AND TRADES

There is an adage in shipping which suggests that a ship in motion
earns revenue and make money while a ship at dock incurs bills or
debts. The simple analogy to this statement is that shipping thrives
where there are goods, cargo and freights to distribute or handle. In
other words, ships will always travel to where cargo exists. In other
words, cargo availability and presence is significant for shipping
development in Africa.

Secondly, trade relationship among African countries is expected to

improve and synergized and synchronized. This is a necessary policy to
drive development of intraregional or intra-continental trade which is a
symptom for redirecting shipping trade businesses within the African
continents.

African continent is known to be bifurcated by many streams and rivers

which can be used also to revive cabotage or inland water ways trade
and therefore serve as a feeder between intraregional and international
to transcontinental shipping businesses. Furthermore, Africa as a

161
continent is surrounded by water which therefore expose the continent
to veritable shipping development opportunities.

Oil and gas and other associated goods are available in Africa and the
participation of Africans in African shipping trade is very low and
negligible whereas potentialities for African participation in the
shipment of oil and gas is increasingly enormous. Even though African
involvement in shipping trade is low, it is observed that with strategic
development blueprint for the industry, African shipping trade can
further be enhanced. Political evolution of Africa as well as the partition
of the continent in 1884 have caused a lot of political and international
colonial alienation which has also affected shipping trade pattern
across the economic space of Africa.

IMPLICATIONS EMANATING
As long as intra-continental and intraregional trade exchange is low,
absent and negligible, development of shipping trade in Africa is
questionable. This is because there is need to guarantee appreciative
volume of cargo or freight for shipping operations to occur.
Furthermore, given the almost homogeneity and similarity of level of
economic and agrarian development, developing African shipping is
further challenged. It is for this reason that policies capable of
enhancing economic development and transformation of Africa be
developed. In addition, the outcome of the petitioning of Africa which
has resulted into African countries holding allegiance to their colonial
masters be further be decomposed or reviewed so that regional
businesses be improved upon.

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Economic policies and immigration laws as it affects regional
movement be further domesticated in other to encourage free trade
among African nations.

CURRENT COOPERATION AND ASSOCIATION IN AFRICAN SHIPPING

SECTOR
This section is concerned about the fact that there are some current
cooperation and associations relating to myriads of issues and specific
mandates in the shipping sector. In as much as these cooperation and
associations co-habit and function effectively do not translate that the
African shipping sector is performing creditably and effectively. It is
very necessary to note and emphasize that all the African countries
have passed through series of political colouration, religious
background and colonial antecedents which in fact has made it difficult
and if not impossible for them to relate together in an attempt to evolve
sustainable shipping trade development efforts.

In another dimension, the observed shipping associations and

cooperation have related more with international obligations and
mandate with little relationship in African setting. The close-club policy
of other continents of the world have no doubt yielded positive results
for the development of shipping in their regions. Relationships with
IMO, UNCTAD, (WTO) Conference Lines etc are greatly determined by
colonial experiences of African countries. Predominantly, African
countries are challenged by so many forces, especially through
international conspiracy, cartels and gang ups which have combined
together to retard growth of shipping in Africa.
CHALLENGES OF SHIPPING AND TRADE DEVELOPMENT IN AFRICA

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As observed in our earlier discussion, shipping is capital intensive and
highly affected by availability of cargo to function. For the purpose of
this discussion, factors affecting shipping and trade development in
Africa are identified below:

 National dependency theory or perspective

 International conspiracy and gang up
 Poor and weak access to fund and finance
 Weak and Low level of human capacity development
 Close Club Issue (Cartel formation)
 Policy on ground not favourable and helpful for the development
of shipping
 Weak and lopsided Institutional Framework to midwife
sustainable shipping development agenda for the continent.
 Competition rather than cooperation among African countries to
develop shipping.
 Current trade pattern should be altered.
 Legal

RESUSCITATING AFRICA’S SHIPPING TRADES THROUGH

STRATEGIC DEPLOYMENT OF SYNERGIES.
This discussion has identified key issues affecting the development of
shipping in Africa particularly as it affects regional trade development
effort. However, this section will focus on how to resuscitate shipping
trades in Africa. The following highlights identified below are expected
to translate as strategic deployment of synergies for shipping
development in Africa.

 Development strengthening of institutions

 Capacity building
 Hinterland Prosperity Development
 PPP consideration and arrangement
 Development of infrastructure
164
  Legal/institutional framework
 Integration of other African nations through Associations
strengthening

RECOMMENDATIONS
Preparation of a blue print on African shipping development strategy
that will take into consideration immediate, short, medium and long
term objectives should be initiated and put in place.

Also note the Technological dynamics or changes that are taking place
globally and how the fortunes of African shipping can be affected or
transformed through such dynamics.

Development of a robust and strategic framework for fund and finance

mobilization as well as seamless access to such funds.

Regional shipping policy development agenda for Africa.

International Cooperation and association relationship development

framework.

Unilateral versus multilateral approach to shipping development policy

consideration may be required.

Develop a template that will help to pacify a redirection of current

African nations affiliations to their colonial masters even after
independence.

CONCLUSION
There are vast enormous resources to support the development of
shipping trades in Africa. Enough to justify the development of shipping

165
in the continent and therefore there is need for deliberate concerted
efforts for the industry to be developed given the huge potentialities
associated with shipping trades as well as other roles associated with it,
there is the urgent need to set up a policy framework through which
African shipping can be developed. The urgent need to establish a
template capable of providing way forward within immediate, short and
long term results should be worked out. Protectionism or close-club
policy should be considered.

REFERENCES
Abubakar R. D. (2005) “Dialogue on Power, Potential and Prospects
of the Inland Waterways”. GGA Publishers, Abeokuta.
Asoluka Chris (2002) (Edited) National Maritime Authority’s
Compilation of Nigerian Maritime Laws, Volume I & II; A National
Maritime Authority Publication.
Badejo, Bamidele (2010) “Towards Achieving Effective Seaport
Regulations”. Presented at a Seminar on Ports, Terminals
and Logistics organized by Admiralty Resources
Services, Lagos. 29 – 30 June, 2010.
th th

Badejo Bamidele and Salau T. I. (2010) “Transportation and The

Environment: The Lagos Example”. Being a chapter in Lagos State
and the Environment. Lagos State Ministry of Environment
Publications.
Badejo, Bamidele (2009) “Unbundling the Challenges of
Transportation and development in Nigeria: The Lagos State
Example” being a Paper delivered at the sixteenth Anniversary
Lecture organized by the Department of Geography, Faculty of
The Social Sciences, University of Ibadan on 10th of June, 2009.

166
Badejo, Bamidele (2002) “Worldwide Trends in Port Development
and management”. Being a paper presented at the Ministerial Policy
Retreat for the Federal Ministry of Transport., Abuja, Nigeria.
Badejo, Bamidele (2000) “The Role and Implications of
Government Policies in Charting the Course of the Maritime
Industry”. In Fighting Corruption and Sharp Practices in the
Ports’ System. NPA. Pp 57 – 66.
Badejo, Bamidele (ed.) (1998): Maritime Transportation in
Nigeria. A Book of Readings. Rex- Charles (1998).
Oyesiku O. O. and Gbadamosi K. T. (2008) “Port Administration and
Development in Nigeria”. HEBN Publishers Plc.

CHAPTER TWELVE

POTENTIALITIES AND ASSOCIATED BENEFITS OF ROAD

TRANSPORT DEVELOPMENT IN NIGERIA: AN OVERVIEW

1.0 INTRODUCTION

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Transport irrespective of the modal system involved is the engine of
growth and development of the economy. Transport facilitates spatial
interactions and various movements from one place to another for
various purposes. It is a derived demand and it is therefore desired not
for its own sake but in meeting and satisfying of man’s social, cultural,
economic, political, international and psychological needs of the various
and different sectors of the economy. Transport, in importance and
significance is of overwhelming value, utility as well as irreplaceable in
functions to the growth and development of the economy of nations.
Transport is therefore a sin-qua-non or extreme prerequisite for any
national economy to grow and achieve sustainable development
objectives and set goals.

According to Filani, (1985) without transport, farm produce will rot in

the farms for lack of transport infrastructure and facility, further, the
exchange economy will be impossible to develop and more importantly
spatial interactions and movements between various land uses
problematic. Again, according to Winfred Owen (1970) immobility or
lack of transport infrastructure perpetuates poverty and contributes to
social and economic improvirisation or backwardness.

The above statements imply that without transport and associated

infrastructure, the current level of economic advancement and growth
attained by many nations especially Nigeria today would have been
very much impossible and unattainable. The relevance and singular
importance of transport in national development was also echoed by
Sir Lord Luggard in 1922 when he made a pronouncement which over
85 years ago is still relevant to the development of Africa ‘that the
development of Africa can be summed up in one world – TRANSPORT’.
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Given the above observations, one can safely state that transport adds
value to life and over all economy. It is therefore not surprising that
governments all over the world especially governments of developing
economies like Nigeria has placed so much emphasis on the
development of the transport sector believing that such approach will
trickle down and extend spread effect to other sectors of the national
economy.

It is quite interesting to note that transport as a means of achieving

mobility objectives and spatial interaction desires has been possible
through the applications either single or in combination the under
listed modes of transportation.

i. Rail Mode
ii. Road Mode
iii. Air Mode
iv. Water Mode
v. Pipeline Mode
vi. Others (Non-motorised Mode)

Of all the modes of transportation it is the road mode that is most

popular, used, accessible and available. It is flexible and provides door
to door services.

This paper will focus on the Potentialities and associated benefit of road
transport development in Nigeria in an overview form.

2.0 POTENTIALITIES AND ASSOCIATED BENEFITS OF ROAD

TRANSPORT DEVELOPMENT
It is important to note that the rail transport mode predates the road
system in Nigeria. Nevertheless, the road transport system has made

169
more impacts and has contributed emersely to the economic
development of the country.

Given the characteristics and attributes of the road system which

include flexibility, door – to – door services and availability. The
observed road transport attributes have numerous potentialities and
benefits which are discussed here after.

(i.) Transport/mobility option (spatial interaction)

(ii.)Employment opportunities and empowerment
(iii.) Revenue generation
(iv.) Development of trade and commerce (positive impact)
(v.) Institutional development
(vi.) Opening up of new areas and frontiers
(vii.) Industrial and manufacturing development and growth
(viii.) Economies of scale
(ix.) Socio-Cultural Harmony and peaceful co-existence.
(x.) Promotion of Tourism and Recreational Development

Other benefits associated with road transport development include

(i.) Curbing of unemployment

(ii.) Increasing level of urbanisation

Within the context of public transportation which is an aspect of road

transport system, the development of road transport system has also
led to

(i.) Mobility for all

(ii.) Land use to its Best Effect
(iii.) Curbing the incidence of traffic congestion (if well managed
and implemented)
(iv.) Fuel Savings and Reduced Pollution
(v.) Safety

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The observed potentialities and benefits are applicable worldwide and
Nigeria is no objection. However, for us to examine and highlight the
level of road transport development in Nigeria and to positively react to
its present situation in Nigeria there is need to adopt a conceptual
approach which is discussed here after.

3.0 CONCEPTUAL CONSIDERATION

There is need to situate the road transport system in such a manner
that will enable us appreciate the significant relevance of this mode of
transport in national economic development and transformation. The
modal transport system approach will be adopted as the conceptual
consideration.
The road transport system and infrastructure functions as a system.
This implies the presence of a group of sub-systems or sub-components
interacting together to form a complete holistic relationship. It is the
symbiotic and systemic relationship of the sub-system or sub-
components that often determines the manner which the entire Road
transport system will function and by implications will also justify its
contribution to the socio-cultural and economic development of
nations. The observed sub-systems or sub-components of the road
transport system are

(i.) The vehicle

(ii.) The Motive Power
(iii.) The Way
(iv.) The Terminal
(v.) Planning and Administration (Human Capital development,
policy formulation and implementation)

The Vehicle – A sub-system in transport modal system means the

various types, forms, shapes and sizes of vehicles that ply the road
171
system. It ranges from motor cycles to the various types an categories
of cars, lorries, trucks, earth moving equipment etc. the vehicle is that
aspect of the road system known as ‘chassis’ The vehicle does not
include the motive power.

The Motive Power – is the sub-system often known and described as

the engine. The engine has a compartment in the vehicle. The motive
power is the engine which propels the vehicle into motion. Without the
motive power, the vehicle cannot achieve the essence of transportation,
spatial interaction or mobility. The motive power or engine is of
different capacity and size. It depends on the type form and purpose of
the vehicle. Hence, the motive power is an essential sub-component to
achieve the mobility objective of road transport system. It propels the
vehicle into motion.

The Way – represents the different types of road network system

ranging form single lane road to double and other forms. The road
network is very fundamental for the use of vehicle and motive power.
The Way enables the vehicle to connect various areas, locations and
activities together. When the road network sub-system malfunctions,
deteriorate and ill-maintained, it affect the entire modal transport
system and by implication affect economic and social progress.

The Terminal – is the sub-system that caters for bus stops, parks,
major multi modal exchange garages, parking areas etc. The terminal is
developed to ensure that the flow of traffic and overall spatial
interaction and logistics distribution objectives are not affected or
disturbed. It implies that terminal are sub-components of the road
transport modal system that provide vehicular parks when vehicles are

172
not in – use. There are however, different types, form and categories of
terminal. It ranges from specialised ones to general all – purpose and
adapted ones.

The Planning and Administration aspect of the road transport modal

system has to do with human capacity building and development. For
effective implementation and pursuance of road transport development
objectives, there is need to develop human capacity relevance and
expertise – i.e. professionals in transport education and competence
who are exposed to the principles, practice and ethics of transport and
development. The professionals are grounded in transport
development and planning and are therefore better placed and exposed
to assist in the formulation, implementation, execution and also in the
monitoring of transport development objectives of governments.

Arising from the conceptual consideration reiterated above, there is

need to examine road transport development in Nigeria from a holistic
approach rather than from a peripheral and disjointed manner.

4.0 ROAD TRANSPORT DEVELOPMENT SITUATION

It is quite necessary to further advance this discussion after
reviewing the conceptual approach to be used for highlighting
the road transport situation in the country.

The road transport sector is very important in the daily

operations and economic advancement of Nigeria. Hence, the
underlisted emerging situations have been identified.

(i.) The most dominant mode of transport

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 (ii.)The most financingly favoured modal transport system in the
country. it accounts for over 60% of investment in transport
infrastructure
(iii.) High incidence of road accident occurrence
(iv.) Deplorable road situation with poor maintenance response
or culture
(v.) Lack/inadequate supportive infrastructure such as road signs,
terminal, vehicular parking facility etc
(vi.) Rickety vehicle in use
(vii.) Incidence of highway Robberies and attacks
(viii.) Poor rescue/recovery response
(ix.) Low level of human capacity development in road transport
knowledge

5.0 IMPLICATIONS FOR ROAD TRANSPORT DEVELOPMENT

The road transport situation observed above have serious
negative implications for the development and growth of the
road transport sector. These implications again have

(i.) Social Implications

(ii.) Economic Implications
(iii.) Political Implications
(iv.) Psychological Implications

There is loss of life, disability and other associated negative

implications. There is also loss of revenue and human labour as a result
of accident, loss of vehicle, damages on vehicles due to poor, deplorable
and ill-maintained road network systems etc. As a result of the
continuous damages emerging from the road transport system, it may
also degenerate to have political underpinning and implication.
Psychologically, the stress of going through poor and ill-maintained
network system cannot be overemphasised. No doubt that the

174
implications are grave and quite alarming if not adequately and
promptly addressed.

6.0 SUGGESTIONS AND WAY FORWARD

The road transport system in Nigeria is very important for the
economic, social and political progress of the country. However, the
current situation if road transport and infrastructure in Nigeria is
disheartening and unimpressive. To redress the observed road
transport situation there is need to pursue the suggestions made below.

(i.) There is the urgent need to conduct an inventory and survey

about the road transport situation in the country. This is to
provide on the sport situation report of each road network
and provide strong data base to assist in the design and
maintenance approach to be pursued or chosen.
(ii.)There is also the need to engage professionals who are trained
and exposed to the principles and practice of road
transportation planning and management to guide future use,
design, execution and policy response in road transportation
as it may affect the entire society around it.
(iii.) There is need to adopt a holistic approach rather that sub-
system approach in road transport development in the
country. a good understanding of the conceptual
consideration and their relationship as discussed earlier in
this paper will be of great assistance. This is because of the
symbiotic relationship involved amongst the transport sub-
systems.
(iv.) Improved funding is quite necessary for constant
maintenance of road transport infrastructure and
government must design an approach to guaranty steady flow
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 of fund to achieve this objective of ensuring sustainable road
transport system.
(v.) There is also the need to examine the possibility of encouraging
multi-modality i.e the need to consider where necessary the
role which other modes of transport such as rail, air,
waterways can play to contain rapid deterioration of road
transport infrastructure and facilities
(vi.) Furthermore, there is need to introduce high powered
education and enlightenment approach in the use of road
transport facilities and infrastructure. The pursuance of an
enlightenment strategy is to guide against abuse and misuse
of road transport infrastructure.
(vii.) Policing and enforcement mechanisms are integral part of
road transport development planning and management.
Hence through proper enlightenment, education and public
opinion feedbacks, the role of enforcement will be better
managed and appreciated. Current enforcement methods and
approaches are not only unconventional and coercive but also
draconic, unfriendly and painfully not solving the problems
associated with road transport development situation of the
country.
7.0 CONCLUSION
The role of road transportation infrastructure development has been
discussed. The potentialities and associated benefits socially,
economically and politically have equally been raised. There is no doubt
that many developing and developed economies like Nigeria and United
Kingdom respectively have a lot to gain and benefit from a well planned
and implemented road transport and infrastructural system given the
implications of poorly planned and developed road transportation
176
system. There is the urgent need to ensure that the positive impacts
emanating from the system are maintained and jealously protected.
This discussion has been able to justify the need for improved road
transport infrastructure development as well as the otherwise.

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 CHAPTER THIRTEEN

DYNAMICS OF PORT REFORMS ON PORTS AND TERMINAL

OPERATIONS AND MANAGEMENT IN NIGERIA

INTRODUCTION
The Nigerian Ports Authority was created in March, 1954 by the Ports
Act of 1954 under the name, Nigerian Ports Authority. The organization
which acquired a new status NP Plc in 1992, again reversed to its
traditional name in 1998. Though created in 1954, the organization
commenced operations in April, 1955. Prior to this period and even
before the evolution of modern Nigeria, the wide coastland stretching
from Lagos to Port Harcourt had been a beehive of activities involving
Africans and Europeans. It was therefore natural that the exploitation of
these resources was only a matter of time. Hence, these begging
incentive for development were exploited by various governments since
the colonial days. The Nigerian Ports during the colonial days and
thereafter played a pivotal role in Nigeria’s economic, political and
international diplomatic agenda.

The roles of the ports in the national economy cannot be over

emphasized. As argued elsewhere. (Ekong, 1984), (Badejo, 1999), the
Ports, create job opportunities, provides alternative mode of
transportation, generates revenue, accelerates the rate of urbanization,
exerts huge multiplier effects on the economy and promotes
international peaceful co-existence, more importantly, the ports
enhances to a greater deal the growth of trade and commerce.

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It is for the reasons outlined above that sustainable port operations
must be achieved. To achieve sustainable ports operations and
management, there is need to introduce policy reforms measures and
regulations which when implemented and pursued help to achieve
desired goals in the area of ports operations, Terminal management and
administration. It is in line with the above that this paper will examine
the impact of port reforms in Nigeria on port and terminal
management.

THE CONCEPT OF REFORMS

Generally, there is need to ensure the growth and development as well
as the functionality of any phenomenon or human endeavour. There is
no known phenomenon or human endeavour that is regarded as static.
Hence, virtually all such known activities of man are dynamic. The
dynamism observed however are due to prevailing various social,
cultural, economic, political and environment forces.

These prevailing forces have both positive and negative effects and no
matter their stand points be it positive or negative, there is need to
react to these forces of change – i.e. the causal factors of dynamism. It is
for these reasons that various measures, policies and regulations are
introduced or implemented to ensure that the change occurring in the
phenomenon can be reacted to. It is the general need to react to
changing circumstances that often suggest for reforms.

The Term ‘reform’ therefore can be used to imply a deliberate effort and
attempt to make a known phenomenon to become better by eliminating
observed imperfections or faults identified or associated with the
179
phenomenon (Badejo, 2000). Needless to say that the essence of
reforms is to improve upon the current and existing operational
efficiency, management capability and maximization of profits and
minimization of losses. Hence, reformation ideals can be described as a
great change or clear cut breakaway from traditionally known
behavioural and operational attitude; it is also the reformation of know
doctrines, practices, ethics and procedures.

Given the concept of reforms as enumerated above it can as well be

applied to ports operations and terminal management in Nigeria. The
essence of ports reforms therefore is to achieve better operational and
management environment for all stakeholders of the maritime industry.
It is expected to transform through breaking away from traditional
practices to better ports managerial and administrative systems
capable of improving port operations and terminal efficiency. Since port
operations are dynamic, there is need to ensure that the associated
dynamism are responded to through adequate implementation of
regulations and policies. Such regulations and policies are often seen as
breaking away from traditional practices which again can be described
as reforms. Nevertheless, the concept of reforms identified the
applications of it in a holistic and or sectoral manner. Meaning that a
particular reform measure may be directed to a single objective and or
multiple goals. In the case of ports operation and terminal
management, reforms are target or specific oriented. Such targets
however may be sectoral and or holistic.

Irrespective of the desired goals of the reforms and the manner it is

designed and implemented, the anticipated goal is to ensure that the
180
reforms will be capable of achieving sustainable and better improved
port operations and terminal management than the existing level of
operational performance without which the essence of reform will be
defeated and uncalled for.

EVOLUTION OF PORT REFORMS IN NIGERIA

The history and evolution of port reforms in Nigeria is not recent.
However, the recent level of interest generated by port reform effort is
as a result of the increasing complexity, popularity and growth of
shipping and cargo activities in the maritime sector, unlike what the
situation was prior to independence in 1960.

In the days of British colonial presence in the country, the big

multinational corporations such as John Holt, CFAO, Elder Dempster
and UAC dominated the national and shipping economy and made
extensive use of the nation’s ports and terminals. When the country
became independent in 1960, the need for an ambitious economic and
social restructuring and transformation as a matter of national pride
was obvious. Apart from the heavy reliance on the seaports which was
obvious, there was the need for the Nigerianization of the port industry.
This was a major reform and change to reflect the independence status
of the country and the need to break away from the past approach and
methods. The year 1906 was symbolic in the evolution of port reforms
in Nigeria. That year, the Nigerian Marine was created. The marine as it
was popularly known, emerged as the first port reform to initiate and
bring some sanity into port administration in the country (NPA, 1996).
At its creation, it was charged with the responsibility for control and
administration of the existing ports and terminals in Nigeria. The
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Marine therefore dominated the scene for about 48 years before it
metamorphosed into Nigerian Ports Authority in 1954.

The enactment of the NPA in 1954 was the first major attempt at
forging an integrated national approach to ports administration and
terminal development. This was the situation until 1988 when new
political economic thinking of privatization and commercialization
focus of General Babangida administration restructured the Authority
to Nigerian Ports Plc in 1992. it was later reversed to Nigeria Ports
Authority in 1998. This again represents a reform strictly limited to
change of name.

Essentially, the port reforms and evolution in Nigeria can be classified

into four major phases as shown below.

(i) 1906 – 1954 Phase

(ii) 1954 – 1992 Phase
(iii) 1992 – 2004 Phase
(iv) 2004 – Date Phase

1906 – 1954 PORTS REFORMS PHASE

Lord Lugard who summed up in one word that “transport
development” is the singular solution to the myriads of problems facing
Africa particularly Nigeria, created the Marine. The Marine had the
responsibilities to manage all ports, terminal facilities and waterways in
Nigeria. In addition, it was charged with the provision of navigational
aids. Another responsibility was the enactment and enforcement of
safety regulations. It was also responsible for the maintenance of
182
dockyards, wharves, Inland waterways and general administration of
existing public ports. It also operated a complementary functions of
freight, services for mails, cargo and passengers.

The significant feature of this period was multiplicity of interests in

port operation, terminal management and control. The first generation
set of ports and terminals such as Akassa, Forcados, Calabar and
Victoria (now in Cameroun) came under joint operation of several
government agencies and private business concerns. Furthermore,
apart from the Marine, other public agencies like Nigerian Railway,
Customs Service, John Holt, UAC, CFAO also functioned in port
management related issues. Nonetheless, the Marine department was
the most prominent and quite revealing during this phase. The Marine
operated a fleet of 100 vessels which included dredgers, tugs, coal
carriers, launchers and a number of barges, lighters, canoes. However,
by 1955, the activities of the Marine were to be extensively restructured
and altered. All with the aim of reflecting and reacting to the need for
reforms which is aimed towards better service delivery and sustainable
port operation and terminal management.

No doubt that the establishment of the Nigerian Marine brought drastic

improvements to port operations management. Particularly in the area
of infrastructural buildings and equipment procurement. The Lagos and
Port Harcourt Ports were developed to prominence during the 1906-
1954 phase. This period actually laid the foundation for infrastructural
provision and construction in the nation’s maritime sector. Some of the
structures established during this period are still present at Apapa
Quay and Port Harcourt port.
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1954-1992 NPA PHASE
If the Nigerian Marine era was credited with infrastructural and
equipment development the era that led to the creation of NPA was
predominantly management and operationally focused in context. After
the Second World War in 1945, the world political map changed. There
was the emergence of new nations and world powers. Of great
significance were the emergence of United States of America (USA) and
Union of Soviet Socialist Republic (USSR) as world powers. Britain’s
influence and global politics have suffered setbacks. There was the
deliberate need to have greater grips and control over its traditional
areas. Two important world political groups emerged. The United
Nations Organization and the Commonwealth of Nations. Britain has a
firm and strong influence in both emerging world institutional bodies.

Recognizing the lapses of the Marine era, there was the need to improve
and or introduce new measures towards achieving better results from
investments. However, the effects of the Second World War did not
allow such reforms to manifest until 1954. The Nigerian House of
Representatives passed the Ports Act 1954 which commenced
operations in April 1955. The major features of the Ports Act 1954 are
as summarized. It was charged with the responsibility of providing and
operating cargo handling and quay facilities. It was also charged with
the maintaining, improving and regulating the harbours and
approaches. Furthermore, dredging to desired depth, pilotage services
and provision of navigational aids formed additional responsibilities of
the port management.

184
It is observed that the NPA actually annexed the entire functions of the
Nigerian Marine. However, the Nigerian Railway ceased to operate port
related services other than transportation and haulage logistics. Again,
there was the centralization of all ports under one administrative
control and management structure. Nonetheless, the organization has
gone a long way since its inception. As demands for port and terminal
management services increased, port development progressed. The
NPA expanded its scope of operation to meet new challenges
particularly port expansion and development from two ports to eight
ultra modern port complexes during the phase.

It is important to reveal that during the phase (1954-1988) there

existed some reactions or reforms which took place as a response to
certain operational demands and reactions e.g. ‘Containerization’ as
well as the Nigerian Civil War (1967-1870). During this period
particularly in 1969, all private ports in Nigeria were nationalized and
taken over by the Government. The Warri Port which was then owned
and managed by John Holt was taken over and the government paid
N1.62 million as compensation. Other affected ports during this period
(1968) included Calabar and Burutu which was owned by UAC.

Prior to the Port nationalization exercise, the 1962-1968 National

Development Plan period provided for the Second Apapa Wharf
extension. In the 1970’s when Nigeria was just coming out of the
vestiges of civil war (1967-1970), Nigeria witnessed the high level of
economic prosperity. The unexpected huge returns from crude oil sales
again favoured port reforms particularly through port infrastructure
and terminal provision and port extension programme. The second
185
national development plan made provisions for port expansion. The
rationality being to arrest the prevailing chronic port congestion. The
Apapa, Calabar and Warri ports were marked. In fact, the case of
Calabar and Warri were obvious because they needed the presence of
federal might since they have just been acquired from private
entrepreneurs. The massive importation of cement created a major
crisis at the Apapa Port which was handling over 75% of all ocean
cargoes in Nigeria then.

The port congestion, created through the cement armada and the
gradual emergence of new shipping technology ---- containerization,
compelled the government to conceptualize the Tin-Can Island Port and
the Container Terminal through the Third Wharf extension and Lily
pond all situated in Lagos. In addition, with the emergence of large
vessels in the shipping fleets; there was need for the country to be
futuristic, believing that such global trend should not be allowed to
leave the country behind. For the country to be well integrated into the
world shipping family, there is the very urgent need to prepare a port
capable of handling and receiving such very large vessels. This led to
the Federation Ocean Terminal at Onne. It is a deep sea terminal.

Apart from physical reforms of the port, specific issues again featured
prominently in the port industry during the period. It introduced the
port commandant and a small naval detachment. Their first appearance
was during the cement armada which led to port congestion. Since their
introduction, this set of agency today has refused to quit the port. Other
agencies such as Quarantine, Standard Organization of Nigeria (SON),
Nigerian Drug Law Enforcement Agency (NDLEA), Federal
186
Environmental Protection Agency (FEPA), Professional Import Duties
Administrator (PIDA), Directorate of Military Intelligence (DMI), Task
Forces of different representations have found themselves into the port
industry. Efforts toward sanitizing this menace have remained
problematic and this is highly regrettable.

Their Presence have serious implication on port operations, terminal

management, cargo handling, rating, management information system
and general slow down of operational activities due to prolonged
documentation process. The registration and licensing of freight
forwarders was restructured and the Nigeria Customs Service was
moved to the Ministry of Finance. This issue of port tariffs, rates and
charges have witnessed various restructuring from time to time.
However, the issue of tariff setting has remained a major problem in
port reforms in the country.

In 1988, with the adoption of the Structural Adjustment Programme

(SAP), the port and terminal management thinking of government again
changed focus to reflect and represent the dynamic nature of the
national thinking towards SAP. The vulnerability of the Nigerian
economy to the international oil trade was a bitter lesson because there
was a global collapse of the petroleum prices. The cumulative effects of
this collapse of oil prices, led to the introduction and subsequent
implementation of the Structural Adjustment Programme in 1986. The
concept of Structural Adjustment Programme (SAP) which started in
1986 was intended to be a stop gap between short and long term
objectives designed to redress structurally the general weakness of the
Nigeria economy, which has been described as being monocultured or
187
single dependent product. As a result of the implementation of SAP,
there was a concomitant reaction in all strata of the national economy.
It led to general port reforms. For example, the National Shipping Policy
known as decree 10 of 1987 led to the establishment of the National
Maritime Authority. This general reform was to focus on shipping and
its development. Again, it was responsible for issuing the license
regulating and monitoring shipping activities.

Furthermore, the Nigerian Shippers’ Council was further strengthened

with more powers to protect indigenous shipping companies. Again, the
establishment of the Maritime Academy of Nigeria, Oron to develop
seafarers and navigators for the emerging shipping industry of the
country was strengthened.

These have serious effects on the future of port operations and terminal
management. There was a need for consultation among these agencies
in order to realize an enhanced peaceful coexistence, thereby
combining their desired objectives together, in such a way that, port
and terminal management efficiency could be achieved unhindered.

During the SAP era, a number of fiscal and monetary policies were
packaged to support the new economic agenda of the government. For
the Nigerian ports, the implementation of SAP led to gross under
utilization of port facilities due to drastic reduction in ship traffic and
cargo tonnages. However, by the year 1992, a major change in the
management structure of ports led to gradual improvement in port and
terminal operations. This management change was from Nigeria Ports
Authority to Nigerian Ports Plc which was concluded through
188
privatization in 1992. in addition to the management restructuring that
occurred in 1992, tariffs and various rates chargeable on port users
were reviewed mainly upwards all with the aim of implementing the
privatization status recently accorded the Nigerian Ports.

1992 – 2004 (PHASE)

The restructuring or ports management in Nigeria led to the creation of
Nigeria Ports Plc it further led to general decentralization by zoning the
Nigeria Ports into four (4) namely; Western, Central, Eastern Zones and
Headquarters. The essence of this arrangement is to minimize
bureaucracy, thereby accelerating general efficiency in port operations
and terminal management.

However, despite the zoning, policy decisions, regulations and

monitoring remained centralized. In other words, it was the operational
exigencies at play in the port industry that may have accounted for the
decentralization. Other issues that emerged during this period that
could be relevant to general port reforms were the implementation of
rates and tariffs for the goods imported into the country. The principal
culprits or voices often heard on issues relating to tariffs are from:

(i) Shipping companies

(ii) Clearing and forwarding agents
(iii) Importers and exporters; and
(iv) Government agencies particularly Nigerian Shippers council
whose principal responsibility is to develop and protect
indigenous shipping companies.

189
2004 TO DATE PHASE
This period can be described as the port concessioning period. It is
based on the concept that government and its institutional
representations are bad managers of resources, and therefore cannot
handle any business of government from a profitable and efficient point
of view. Again, government could no longer guarantee regular funding
and finance of the ports and terminal infrastructure. Furthermore,
government seems to be more concerned about handling over of the
ports and terminal infrastructure to the private sector that are better
grounded, well equipped, with excess liquidity and professionals to
handle and manage on behalf of government the ports and terminal
facilities.

To achieve this objectives and desires of government, the idea of ports

concessioning can to the fore-front of government agenda as to how to
manage and operate ports and terminal infrastructure. Nevertheless, it
represents a situation where government has come to the conclusion
that ports and terminal management can best be handled and
administered by private sector that can provide good credentials and
evidence of competence in the area or ports and terminal management.

It is important to note that this is a form of port reform that shows a

complete break away from the traditional way of having government
handling port operations. It is purely transferring entirely public sector
initiative to private sector driven initiative. Hence, it is more of
economic rationality than government or public sector thinking.

190
In essence, the desired objective of government by encouraging ports
operation and terminal management to be handled by the private
sector is to secure additional fund and finances that could be injected
into it, create room for professionalism, promote efficiency and more
importantly, economic rationality and efficiency for the industry. Which
the government on its own using the existing prevailing structure
cannot achieve. It is important to note that the concessioning of the
ports infrastructure and terminals is still in progress suffice to say that
the effects of concessioning of the ports have started to take their toll
and casualty. Conclusively, it can be seen that port reforms is an ongoing
process which is often determined by the socio-economic, political and
environmental circumstances or forces at play. However, such foci no
doubt should take into consideration, the abilities and circumstances
under which various stakeholders of the port operate. It is for this
reason that the next session of this article will focus on the
determinants of ports reforms within.

DETERMINANTS OF PORT REFORMS

From the discussion emanating above there is no doubt that, the
general port reforms have revealed some elements of forces or factors
that suggest for reforms exercise to be initiated. Principal determinants
for port reforms is the general pattern of operations and other related
activities present in the ports. And such activities no doubt call for a
deliberate measure to protect or ensure effective handling and
management of these activities. This is to say that port reforms are
responsive, dynamic and implemented to achieve greater, higher and
better operational efficiencies and results.

191
(i) More importantly, they are necessary to minimize losses and
wastages and to promote optimum utilization of port
infrastructure and service delivery.
(ii) Another major determinant revealed above is expansion in
trade and commerce which suggests for the need to provide
additional port infrastructure, which are aimed towards
ensuring greater handling of goods and services required in
the ports.
(iii) Thirdly, the impact of technology as a determinant for port
reforms cannot be under estimated. For example,
technological changes in the areas of ship design, ship size,
cargo handling pattern, storage methods and packaging all
combined together to request or impose pressure on port
management towards securing intervention and attention
that could lead to port reforms which are responsive towards
meeting their needs.
(iv) Again, political decisions particularly internationally
initiated policy measures such as SAP, no doubt affect by
imposing some pressures on port operations thereby leading
to general implementations of certain measures culminating
into port reforms. Such political reforms are often related to
tariff restructuring and management alterations. They, very
often, ignore infrastructural build up that could enhance
future port growth or development.
(v) Economic reasons have been identified as another major
determinant of port reforms. This is aimed at achieving
optimum utilization or gains from services rendered to port
operators and other stakeholders of the industry.
192
In essence, port reforms can never be conceptualized in isolation
particularly if positive results and acceptability from stakeholders are
to be expected. In Nigeria, it has been observed that port reforms
particularly those relating to port operator have not taken into
consideration too seriously their input. Hence, when port reforms are
introduced there is high level of rejection from port users. Generally,
there is need for a concerted effort from government, port
management, and other stakeholder operating in the port to have a
forum, through which issues pertaining to areas requiring reforms in
the ports could be addressed, appraised, analyzed and formalized. With
this forum in place, no doubt future port reforms will not only be
welcoming but aggressively implemented.

TOWARDS IMPROVED PORT REFORMS

Recognizing the dynamism in port operations, global changes,
technology and socio-economic alterations; no doubt there is need for
ports to respond to these changes as they occur. It is for this reason, as
earlier explained in this paper that port reforms are desirable. Again, as
earlier observed, port reforms often generate serious controversies
particularly when the central issue borders on staff rationalization and
redundancy, retrenchment, finance, tariff, rates and other charges.

Despite the controversies facing port reforms there is need to seek

adequate measures through which improved port reforms process and
implementation can be achieved. However, other necessary measures
should include the following which are discussed hereafter.

193
 (i) Improved Management Information Systems
(ii) Publicity and Public Enlightenment
(iii) Stakeholder Forum
(iv) Phasing of Implementation of Port Reforms Policy.

The above issues raised no doubt will go a long way in achieving

sustainable port reforms. For example, there is need to improve existing
management information systems such as revenue, infrastructural
facilities, various stakeholders and their activities, information about
level of informal and formal activities in the ports, operational
problems, infrastructural situations as well as other related security
and problems areas. All these made available will assist in the
formulation of policies and implementation culminating into port
reforms.

There is the need for general public enlightenment and education about
the policy or proposed reform. The essence is to have feedbacks as to
how such reforms when implemented is likely to be received. Again,
public enlightenment reveals factors or forces at play that have led to
the implementation of such reform and also highlights the
consequences and gains of its implementation. Such public
enlightenment approach should take into consideration all
communicative avenues to ensure the conduct of public enlightenment.

In another dimension, stakeholders fora are very essential for

sustainable port reforms. It is at this level that the need for port reforms
is expected to be announced or make known by the port management
or government. Such forum is expected to act as a consultative group
194
and to also provide advisory role to the government or port
management. It therefore acts as a two-way communicative strategy. It
is inexpensive and more result oriented.

Finally, the government or port management must be conscious of the

implications of such reforms and therefore efforts are to be made
towards accommodating the anticipated changes to be exerted on
stakeholder by the proposed policy. It is for this reason that phasing of
policy measures should be considered. It is to act as an acoustic to both
the port management and government on one hand and port users on
the other hand.

CONCLUSION
This paper will conclude that ports reforms are not only desirables but
equally essential and necessary towards achieving sustainable ports
operations and terminal management. It is a response to contemporary
reactions which are vital to the continuous survival of the industry.
However, in the process of achieving ports reforms, it is vital and
necessary for a general consideration through adequate consultation of
all stakeholders both formal and informal in order to achieve
sustainable ports reforms. Considering stakeholders’ inputs in any
ports related reforms, the present stride or approach makes its
outcome acceptable, welcoming and more harmonious and
consequently, making its implementation not only very easy but highly
acceptable.

REFERENCES

195
Afolayan, O. (1994): “Seaport Development in Nigeria: A Case Study of
Apapa Port Complex.” An
unpublished M.Sc Thesis. Transport Study Department of
Geography and Regional Planning, Ogun State University, Ago-
Iwoye, Nigeria.

Badejo, B. A. (1982): “Lagos Port: A Geographical Analysis.”

Unpublished B.Sc Dissertation, Department of Geography,
University of Ibadan, Ibadan, Nigeria.

Badejo B. A. (1985): Vehicular Traffic Management and Control in

Apapa Port Complex.” An Unpublished M.URP Dissertation,
Centre for Urban and Regional Planning, University of Ibadan,
Ibadan

Badejo Dele (2000): “Financing the Nigerian Maritime Industry for

Economic Revitalization and Prosperity.” Being a paper
presented at the Quality Maritime Series Foundation Seminar.
Organized by the Maritime Quality Services Foundation Lagos
held at Federal Palace Hotel. Lagos 20th November, 2000.

Badejo Dele (2001): “Evaluation of Corruption and Sharp Practices in

the Nigerian Port System” A paper presented at a seminar on
Eradication of Corruption and Sharp Practices for Port Personnel
and Officers NPA Training School Apapa. 9th – 11th April, 2001.

Badejo Dele (2001): “Privatization of Nigerian Ports Authority (NPA):

The Way Forward” A paper presented at the conference of Senior
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 Staff Association of Statutory Corporations and Government
Owned Companies. NPA (Tin Can Island Port Zone). Gateway
Hotel Ota. 16th August, 2001.

Badejo Dele(2002): Worldwide Trends in Port Development and

Management. Being a Paper Presented at the Ministerial Policy
Retreat for the federal Ministry of Transport. Organised by Olisa
Agbakoba and Associates, Lagos. Held at Nike Lake Resort
Enugu. 4 – 6th April, 2002.

Badejo, Dele (2006): “The Significance of Concessioning the Ports.” A

Paper Presented at the 10th Annual Maritime Conference for
Judges. Organized by Nigeria Shippers Council, Abuja. July, 2006.

Baundelarie, J. G. (1986): Port Administration and Management

International Associates of Port – and Harbours, Tokyo, Japan.

Ekong, B.U. (1981): “Strategy for Optimum Seaport Development in

“The Logistics of Nigeria’s External Trade: A structural and
Functional Analysis.” In: Onakomaiya, S.O and Ekanem, N.F. (eds)
Transportation in Nigerian National Development. NISER,
Ibadan pp. 126-143.

Nigerian Ports Authority: Annual Reports, 1970 – 1994.

Nigerian Ports Authority: Handbook Bilingual (1989).

197
Ogundana, B (1970): “Pattern and Problems of Seaport Evolution in
Nigeria.” In: Hoyle, B.S. Knowles, R.D. (eds) Seaport and
Development in Tropical Africa, Macmillan, London.

Olanrewaju, S.A. and Falola. T. (1986): Transport Systems in Nigeria.

Syracuse, N.Y. Onyemelukwe, J.O.C. (1978). “Industrialization and
the Sectoral Integration of Regional Economies,” in Mabogunje,
A.L. et al (ed) 1978 Regional Planning and National Development
in Tropical Africa. LU.P. Chapter 13.

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 CHAPTER FOURTEEN

CHALLENGES OF ROAD SAFETY IN THE 21ST CENTURY NIGERIA

ABSTRACT.
The issue of road safety in Nigeria has attained a level that is worrisome
to all strata of the economy and political arena. Concerted efforts have
been made by governments and the organised private sectors as well as
individuals to ensure that the issue of road safety is contained and
abated to a level capable of bringing sanity and economic progress to
the Nigerian state. As part of the continuous efforts at abating road
accidents and minimizing other associated incidence of road safety in
the country, this paper is an attempt to examine the major challenges of
road safety in the 21st century Nigeria.

1.0 INTRODUCTION
The crucial roles of transport in the sustenance and expansion of the
ancient civilizations, in the circumnavigation of the globe and the
conquest of the new world, and in the socio-economic, political,
psychological and military spheres of human life according to
Onakomaiya (1988) are all too well known to require any detailed
discussion, suffice to say that transport was highly instrumental to
these achievements

Furthermore, the exploration and subsequent effective occupation of

the European colonies in Africa, Asia and America were largely

199
dependent on the development of water and land transport. Thus, Lord
Lugard in 1922 asserted that “the material and economic development
of Africa can be summed up in one word ‘transport’”; again, the
Stanford Research Institute Policy paper on transport for Nigeria in
1961, declared that “the economic development of Nigeria is largely the
story of the opening of its vast area by various forms of transport
resulting in economic growth which in turn stimulated the demand for
transport (SRI, 1961). In other words, transport has attracted various
interest and discipline simply because of its impact on spatial
accessibility without which the inherent potentialities of places may
never be developed.

As revealed by Onakomaiya (1988), Olatunde (1980), Badejo (1996),

despites the innumerable benefits of transport, man quickly realized
that he had to give adequate and special attention to safety aspects of
all known transport systems, lest man will be wiped out by the
products of his own creation. For example, as far back as 1,000 B.C.
during the Chou Dynasty in Ancient China, the earliest roads were built
and administered by highway commisioners with laws regulating the
weights and speeds of vehicles in congested areas. Again, in an attempt
to protect the pedestrians from highway slaughter by motorists in early
years of the advent of the motor car, one of the earliest traffic laws in
Europe was that every user of motor vehicle on the highways must be
preceded by a man on foot waving a red flag warning pedestrians of the
dangerous vehicle approaching. With increase in vehicular speed, this
became impracticable and new legislation was introduced making it
compulsory for every motorist to be insured so that the victims of
motor accidents could obtain adequate compensation. This system of
200
compulsory insurance was first introduced in Britain in 1930 and later
in Nigeria as the Motor Vehicles (Third Party Insurance) Act of 1945.

According to Preston (1954), since the automobile revolution research

on road safety has been stepped up as a result of general increase in the
number of vehicles and in their speed since the turn of the century,
vehicles have become faster, larger/bigger more powerful and complex.
One important observation however is that in the countries where the
use of automobile vehicles and road provisions were first made, efforts
towards reducing accident occurrences and their fatality/severity was
being initiated through extensive research on road safety with a view to
abating the number of road accidents as well as the other adverse
consequences of the transportation. In the case of Nigeria this cannot
be said to be so, because researches are hardly conducted on road
accident occurrences by government or its agencies except those
conducted by individuals that are meant to achieve their set goals and
objectives. In many developing countries of the world like Nigeria,
modern motorized transportation is one of the imported technologies
which appear to have simply been grafted upon non-technical, pre-
literate societies with very little of the back-up educational, technical,
training and research inputs to facilitate smooth absorption by the
receiving society such as Nigeria. Consequently, the adverse social,
economic, political and environmental effects of accidents due to road
transportation seem to have been accepted as inescapable
concomitance of the new technology ( i.e. motorized ) ______ ( Jegede,
1987; Onakomaiya, 1988; Badmus, 1994; Ladega,1997).

201
Therefore, as a result, increase in vehicle ownership, highway density
and quality and the general overall road traffic have been accompanied
by high rate and incidence of road accidents in the country. The high
rate of road accident occurrences in Nigeria cannot be better
orchestrated as revealed by the following observations expressed by
Onakomaiya (1988) and other keen observers of road safety issues in
the country.

“5 Government workers die in crash”;

“8 School-bound pupils killed in crash”;
“Ghastly road crash claims 9 lives, 20 in hospital”;
“14 killed in road crash”;
“18 killed in crash: family loses 4 children”;
“30 lives lost in Bus disaster”;
“72 people killed in Ghastly Bus crash”;
“Female football team crashed, all dead”;
“Police Band crashed”. (Onakomaiya, 1988).

These are just a few of the horror-stricken headlines frequenting our

newspapers which many, according to Onakomaiya (1988); Olatunde
(1986) and Gbadamosi (1994) tend to dismiss as “one of those things”.
Since 1988 when the observations by this erudite scholar on road
safety in Nigeria had been expressly discussed, the incidence of road
accidents in the country has increasingly become more harrowing and
painful. This is to say that we are yet to fashion out a meaningful option
or strategy capable of reducing and abating the incidence of road
accidents in the country. The social, economic, political and
environmental costs and or implications for our being unable to arrest
202
the incidence of road accident in the nation are quite great and of huge
losses.

This phenomenon of increasing road accident occurrences in the

country has been of paramount concern to the government, individuals,
private sector and non governmental and community based
organisation etc. This partly led to the establishment of Federal Road
Safety Commission in 1988 and also the need for the workshop on road
safety and accident reduction in Nigeria, which was organised in
conjunction with NIPSS, Kuru (Plateau State) in 1997. In order to seek
avenue for the abatement of road accidents rate in the country and as a
response to the trend and pattern revealed by the increasing rate of
road accident occurrences in the country. There is the urgent need to
initiate a concerted effort towards reducing or abating the rate of
accidents on Nigerian roads.

It is again necessary to raise some fundamental questions that will help

to provide strategies through which accident abatement approaches
could be appreciated and understood.

1. What is the road accident situation in the country – i.e. Spatio -

temporal patterns of road accidents in Nigeria.
2. What are the causes of the incidence of road accident
occurrences in the country?
3. What are the consequences of road accidents and the need to
seek measures for their abatement or redress.
4. What are the corrective approaches necessary to improve the
road safety situation?
203
 5. What is the human capacity situation that could be used to
pursue the incidence of road safety agenda in the country.
6. What is the infrastructure and facility situation especially in the
areas of tools equipment and resources.

These itemized issues raised above will form subsequently the essence
of this discussion and the approach through which the paper will adopt.
Along with the above approach, there is need to establish a conceptual
and methodological option through which the content of this paper is
better perceived and appreciated.

2.0 CONCEPTUAL AND METHODOLOGICAL CONSIDERATION

To appreciate and facilitate answers to the questions raise earlier in this
paper, there is need to adopt a conceptual approach that will help to
simplify the focus of this paper. The concept or methodological
approach to be adopted is known as “the Epidemiological Model of
Road Accident. ( Dart and McKenzie), (1982). The concept, has been
described elsewhere as the “Accident Causation Model (Hobbs),
(1979)”.

Figure 1: EPIDEMIOLOGICAL MODEL OF ROAD ACCIDENT

AGENT/ ENVIRONMENT/
VEHICLE ACCIDENT PHYSICAL/SOCIAL

HOST/PERSON

204
Road traffic accident is a multifaceted issue with diverse causal factors.
The effectiveness and success therefore of any road safety measure
hinges not only on the appreciation of the complex nature and multi-
dimensional aspect of accident occurrence but also on how the
numerous accident causal factors can be manipulated to reduce risk on
the nation’s highways. These numerous factors could be summarized or
classified into three major categories, namely:

1) The Road User (Human)

2) The Vehicle; and
3) The Road.

The relationship existing between these three (3) major classifications

are better explained through the Epidemiological Model (EM) or the
Accident Causation Model, (ACM) which is made up of three essential
components namely: (i) Host (ii) Agent and (iii) Environment.

Referring to the Epidemiological Model, the “Host” is the person or

persons involved in the accident. The human factors stand
superimposed on others because the host is the person who designs,
develops and maintain roads and vehicles. The “Agent” is the motor
vehicle while the “Environment” is the sum total of physical and social
conditions that contributed in one way or the other to resort to accident
or auto crash.

Hence, any attempt to investigate or appreciate accident causation, is

often within the framework of the Epidemiological Approach or the
Accident Causation Model. The influence of each of the three accident
205
causation components could be analytically determined through the
use of various parameters or measuring indicators. The use of those
parameters to study causes of road accident is to assist in knowing
which aspect of accident causation factors to be controlled to achieve
tolerable reduction of road traffic accidents.

PRE-CRASH, CRASH AND POST CRASH MODEL (Mackay, 1974).

Another relevant concept to this study is the explanation of road traffic
accident given by Mackay (1974). In his study, Mackay (1974) classified
road accidents into three parts, namely: (i) pre-cash (ii) crash (iii) post-
crash phases.

PRE-CRASH PHASE: According to this concept, all efforts towards

controlling or abating road accident from occurring comes under the
pre-cash phase, where all the contributory factors of the environment,
the vehicle and road users/persons are exposed to pre-cash mitigating
efforts.

CRASH PHASE: The crash phase, however, is concerned with the

Mechanical i.e. the actual collision of accident, and the way which
human body is loaded by the forces of the accident. The spot at which
the accident occurred and the time of day is again very important at this
stage.

POST CRASH PHASE: The post-crash phase can be described as the

process of evaluating or assessing the consequences of road accidents.
Such evaluation has socio-economic, environmental and political
considerations and in quantifiable terms.
206
From the above given explanations concerning the conceptualisation of
road accidents, it is necessary to advance further in this paper as to the
causes of road traffic accident. It is believed that when causes of
accidents are determined, the mitigating strategies become very handy
in their use and imposition towards ensuring adequate implementation
of road accident abatement efforts and objectives.

3.0 CAUSES OF ROAD TRAFFIC ACCIDENTS

Using the conceptual approaches discussed in the preceding section of
this paper, the causes of road traffic accidents can again be classified in
three. These are:

i) The Human Factor;

ii) The Vehicles Factor; and
iii) The Road/Environment Factor.

3.1 The Human Factor: The Guinness Book of Records (1980)

has it that the old Ibadan-Lagos road shamelessly leads the whole
world in the highest rate of motor vehicle road accidents (Olatunde,
1980). According to Olatunde (1980), it appears that other roads in
Nigeria are fast competing for this disgracefully enviable record. Such
roads as Ibadan – Ile Ife, Lagos –Ibadan Expressway, Kaduna-Zaria,
Ilorin- Jebba, Benin- Asaba etc, just to mention a few. One thing is
certainly clear. Nigerians are the worst drivers on earth. Very rude,
inconsistent, and discourteous on the road with no regard for human
life. This disregard has daily led to increasing slaughter of fellow
country men, friends, relations, visitors, tourists and others (e.g.
207
animals) on our roads. This is principally caused by the human factor
or component of the accident causation model earlier mentioned in this
paper.

Of all the factors that contribute to the alarming occurrence of road

traffic accidents on Nigerian roads, the human factor is very significant.
The issues identified as human factor in accident causation are outlined
hereafter namely as:

i) Bad Drivers
ii) Bad Training of Drivers;
iii) Teenage Drivers and Irresponsible Driving;
iv) The Learners or inexperienced and incompetent drivers;
v) Socio-cultural beliefs such as wrong and superstitious beliefs
about driving;
vi) Speed and Hasty Driving;
vii) Economic factor such as punitive hire-purchase agreement,
high repayment premium on loans and extortions from law
enforcement agencies; and motor dealers.
viii) Drunken Drivers;
ix) Drugs and Driving;’
x) The deliberate criminal on the road;
xi) Lack of respect/consideration for other road users;
xii) Corruption – Driving License Racket, Police and traffic
offences, vehicle inspection force.
xiii) The people, Government and the Law.

208
3.2 The Vehicle Factor: General irregular and poor
maintenance of vehicles lead to damage that may eventually show up
while the vehicle is on motion. At times such irregular performance of
the vehicle lead to:
i) Sudden stoppage of the vehicle;
ii) Faults that can result in loss of control of the vehicle
especially when the vehicle is on high speed.

The choice of preventive servicing and routine maintaining on Nigeria

vehicles is between the roadside mechanics and the approved motor
dealers. From observation and experience, the roadside mechanics are
the most popular in that they attend promptly to your auto problems.
Again, they are less expensive. If you have some idea of what the vehicle
needs, things may be done more easily and accurately otherwise, they
fumble here and there with a vehicle out of action and invariably causes
more damage. This category of people lack proper and adequate tools
to carry out proper preventive and routine maintenance. What however
is responsible for the continuous patronage of roadside mechanics has
to do with long delays combined with exorbitant charges imposed by
motor dealers.

The importance of routine checks cannot be over emphasized. The

need to check for oil levels, water levels, brake systems, wiper systems,
lights, tyre alignment and balancing, mirrors and windscreen situations
help to minimize road accidents since such problems could have earlier
been identified and attended to. In essence, accident due to vehicle
factor, has to do with malfunctioning of the vehicle which eventually
leads to loss of control of the vehicle which invariably results to crash.
209
In other words, issues constituting vehicular factor of road accident
causations are:
i) Malfunctioning engine;
ii) Burst/deflated tyre while on motion;
iii) Brake failure;
iv) Failed wiper during rain;
v) Failed lights particularly at nights;
vi) Spilled oil leading to knocked engine or slippery road;
vii) Exhaust fumes or smokes leading to temporary road
blindness.

In essence, a deficient vehicle, an unserviced vehicle or a poorly

maintained vehicle is a danger on the road and most likely to cause
accident on the highways.

3.3 The Road/Environment/Physical Factor: There, is a

strong debate whether bad roads cause more accidents than good and
modern highways, particularly in Nigeria. With the construction of new
roads in the country, accident rates are known to have risen. This
development has made it difficult for many to conclude that the pot
holes, narrow winding roads, dusty rough roads and blind corners were
mainly responsible for the occurrences of road accidents on our roads.
This is to say that there are other major factors, particularly human
aspect that contributes to accident occurrences in the country. This
again suggest for a better appreciation of accident causation factors in a
holistic and comprehensive manner for all that are concerned about
strategies towards accident reduction.

210
As a causal factor, there is no justification for bad roads in the country
especially taking into consideration the general increase in the volume
of traffic on the highways vis-aà -vis increasing complexity of the national
economy. Hence,
i) Potholes on roads put heavy damage on vehicles.
ii) Strain the drivers and passengers unduly and to cause road
accidents.
iii) Narrow, rough winding roads contribute to roads accidents
in that they impose undue restriction on the free movement
of vehicles and tax the patience, endurance and experience of
motorists to the limit.
iv) Dusty roads limit visibility and also constitute health hazards
to the eyes and human lungs.
v) “Must speed Syndrome” of Olatunde (1980) i.e. they just
must speed even when there is no apparent cause to do so,
simply because the road is in very good motorable condition.

From all indications, accident occurrence is a combination of all these

factors identified above. However, none seem to have very strong causal
factor like the human aspect. While the vehicle can remain immobile
without human contact, so also is the road. Hence, it is the roving status
of the human aspect that suggests for the general assumption as the
most influential factor to result to road accidents.

4.0 ROAD ACCIDENT SITUATION IN NIGERIA

One thing is clear. Nigeria given the available records on road accident
figures. It probably ranks highest in the world and, it is highly
contested.
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Tables I and II attached, show the accident situation of the country
between 1991-1995. during this period, road accident cases reported
by the Nigerian Police Force (NPF) (the government agency responsible
for the gathering of accident statistics in the country) ranged between
21,173 in 1991; 22,489 in 1992 to 15,830 cases in 1995. Generally, road
accident cases are classified into three in Nigeria. These are: Fatal,
serious and minor cases. Fatal cases are road accidents that claimed
human life no matter how little the damages done on the vehicle and on
the environment, while serious cases are termed accidents, which
though seem serious but claimed no life. On the other hand, minor cases
can be described as an accident whose little damage has been done on
the vehicle and no life is lost.

Whatever the determinants adopted for classifying cases of road

accidents in the country, one important observation is that they are all
very high. These category of cases observed between 1991-1995 has a
range of between 0-5% variation between the classification of road
accident cases observed. For example, in 1991, 21,173 cases of road
accidents were reported. 30% or 6513 were classified as fatal, while
8,385 (or 39.6%) represented serious cases of road accident for the
same year.

Furthermore, in 1995, 15,830 cases of road accidents reported were

represented by 27.4% as fatal cases, 42.7 as serious ones and about
30% as minor cases. Even though there is a decline in cases reported to
the police (NPF), one must be careful in the manner which such
information are used or accepted. This is guided by the general
212
situation of the Nigerian economy which may be described as
depressed and the general increasing apathy of not willing to report
accident cases to the police by the general public as well as the gradual
decline in vehicle procurement in the country.
One interesting issue that is central to this discussion is the information
revealed in Table II. Table II shows the accident casualties reported
between 1991 and 1995. The term “casualty” can be used to imply
those sustaining injuries or pains due to road accident occurrence. The
accident casualty in Nigeria are classified into two broad categories
namely:
(i) Persons injured; and
(ii) Persons killed.

By examining Table II, the number of road accident casualties in Nigeria

no doubt, is very alarming, shocking and unbelievably great and high.
for example, in 1991, 24,644 persons suffered injuries of different types
from road accidents, while in the same year 9,221 persons died. Again,
in 1993, 24,455 persons sustained injuries while 7,680 persons were
killed. Furthermore in 1995, the number of injuries sustained through
road accidents reduced to 13,329; so also the number of persons who
died reduced to 6,185. One important observation is that if the number
of road accidents could be reduced, there is the likelihood that the
number of injuries and deaths will decline or fall. Nonetheless, there is
need to echo at this point that road traffic accident occurrences in
Nigeria demonstrate:
(i) Spatial distribution;
(ii) Temporal variation; and

213
 (iii) Socio-economic and demographic attributes or
dimensions.

What these statements assume is that the picture revealed about road
accident situation in the country vary from one part of the country to
another. This is to further suggest to policy makers on matters relating
to road safety in Nigeria to have greater appreciation for spatio-
temporal variations of road accident and the multi-dimensional
causation factors of road traffic accident attributes embedded in it.

Using road traffic accident figures of 1995 as an example, Kebbi state

and Abuja recorded the least accident cases reported on road accident
in the federation-24 and 29 respectively, while Lagos state recorded
3,199 out of the 15,830 cases reported. In addition, Kano state recorded
788 cases while Kaduna had 875 cases of recorded accidents. In
addition, Cross River and Delta states respectively recorded 1,333 and
1,222 cases of road accidents. In terms of fatality, Lagos state ranks
highest followed by Kaduna, Niger, Delta, Edo, Plataeu states (Table III).
In terms of road traffic accident casualties in the country and using
1995 figures, Lagos state has the highest figures for the number of
persons injured vis-aà -vis in the number of persons killed in the same
year. Kebbi state seems to have the safest road in the country, with only
37 injuries and 6 deaths (Table IV). Examining the issues emanating
from the emerging discussions, road traffic accident situation in the
country is not encouraging and therefore desire very serious corrective
measures to abate and arrest the increasing rate of road accidents in
the country.

214
It is against this background that the subsequent discussion of this
paper will focus on the strategy and mitigating factors useful for the
abatement of road traffic accidents in Nigeria.

5.0 STRATEGY TOWARDS MITIGATING ROAD TRAFFIC ACCIDENT

According to Rainbeck (1973), Jegede (1986), “the only way to avoid all
risks and road accidents in transportation is never to travel”. This
measure cannot possibly be considered as the major rationality for
transport, which is to ensure that spatial interaction do occur for the
purpose of achieving the social, economic and political goals of man
which are not within the context of walking distance. Hence, the only
way out is to seek avenues through which road safety could be
enhanced. In other words, the philosophy behind mitigating road traffic
accident on our roads is prevention and abatement or minimization.

Generally, the strategy or mitigating measures of road traffic accidents

can be classified into three. These are:
(i) Enforcement/legal/law measures.
(ii) Engineering measures.
(iii) Education/Enlightenment Approach.

5.1 Enforcement/Legal Measures: Various rules and

regulations abound that could be implemented to minimize road traffic
accident occurrences on the Nigerian roads. Principally, these rules and
regulations if well observed and adhered to, help to minimize road
hazards. Such regulations include: the use of the road, the
responsibilities of the driver, the road-worthiness situation of the
215
vehicle and the penalties for flouting such regulations. At this stage, the
law enforcement agencies of all categories have an important role to
play in ensuring their compliance. There are numerous problems
affecting the ability to enforce or implement some of the rules to help
mitigate road accident. These problems have social, economic, political
and environmental implications thereby making it difficult to achieve
tolerable level of road safety in the country.

The Nigerian police Force, Vehicle Inspection Unit, Federal Road Safety
Commission etc, have important responsibilities in this regard.
Nonetheless, inadequate operating environment for proper road safety
attainment cannot be guaranteed in the country. There are no
operational equipment, ill-equipped manpower, and inadequate
funding vis-aà -vis operational ignorance-to mention but a few.

5.2 Engineering Methods/Measures: Generally, accident

occurrences could be abated with the use of engineering measures. This
may be very result-oriented with the use of physical engineering
alterations on the road/network section. The use of “sleeping Police”,
barricades, barriers etc, are some of the engineering measures that can
be used to minimize road accident rate. Furthermore, the use of traffic
signs, lights and other signaling techniques could help to abate road
traffic accidents particularly in urban areas. However, the use of
engineering method may be selective and therefore cannot be applied
to all parts of the road system at once. Traffic volume along a given
network system is an indicator for the type of road such a route
deserves. Hence, “road dynamics” should be considered. This therefore
suggests for the need to ensure that rules and regulations relating to
216
road safety in the country are not static or remain unchangeable for a
long time.

5.3 Education/Enlightenment: Preventive measures are urgently

needed which therefore call for better and intensified appreciation of
the “Pre-crash” stage of accident causation pathway formulated by
Mackay (1974). Education, training and enlightenment of practicing
commercial and private drivers as well as modern training, and
education of prospective drivers should be a crucial process to pursue
with all vigor. It is a known fact that few drivers can be reached on
newspapers, or on radio and television. Hence, the current
advertisements and education programmes on the radio and other
mass media designed to enlighten motorists and pedestrians with a
view to reducing road accidents should be intensified from all angles
and taken directly to where they are principally agglomerated-motor
parks, garages and bus stops. Road safety curriculum to be designed for
schools- primary and secondary school levels so as to expose kids and
pupils to defensive driving at their early ages (Road Safety Education).
Furthermore, drivers are known to operate a lot on different socio-
economic, cultural and political terrains which are translated into how
they drive, such categories of drivers need to be educated and exposed
in another dimension to the socio-economic, environment and political
costs of accidents. It is when they are exposed to such training and
education that better road safety goals could be achieved or mitigated.
There is need for driving schools to ensure a gradual uniform
development of cultured driving for the country.

6.0 RECOMMENDATIONS:
217
There is need for the government to continue to invest on road safety in
to invest on road safety in the country. However, such investment
should imbibe a comprehensive and holistic approach rather than the
current method of pursuing road safety initiatives in the country
through one selected public agency.

Again, there exist high level of competition between public agencies

relating to road safety attainment in the country. There is need to fine-
tune this serious competition amongst public sector agencies-Police,
F.R.S.C., V.I.O., Insurance companies etc. It is therefore suggested that
there should be an establishment of a road safety forum where these
agencies could meet to fashion out a joint concerted effort towards
mitigating road traffic accidents in the country. Since they are of
government, it becomes easier for such a forum to evolve and
functionalize.

In another dimension, other modes of transport, particularly rail

transport development should be intensified to assist in the reduction
of traffic on the road system. When other modes of transport are put in
place, traffic volume on the road will reduce and by implication, road
accident rate will also drop.

Apart from the development of other modes of transport, there is need

to develop a better telecommunication system such as telephone, fax
and wireless radio messages as well as better postal services. This is
necessary because some of the journeys made do not require physical
movements. When such telecommunication facilities are made
available, affordable and cheap, no doubt the essence of physical
218
movement will equally drop if these alternatives are seriously taken
into consideration and pursued.

As a follow-up, the postal services need to be efficient, fast and reliable

to provide an alternative for physical movement. When letters are
handled fast and efficiently, people may decide not to move physically.

In addition and more importantly, it will make the law enforcement

agencies more resourceful, efficient and target oriented. Since a greater
proportion of the need to pursue road safety issues endlessly would
have been curtailed by the activities taking place elsewhere such as in
rail transport services, telephone and communication systems and
postal services.

Again, education, enlightenment and training is a very powerful tool

necessary to help mitigate road accident. There is need to educate the
driver and road users about the essence of road safety and defensive
driving. Such educational inputs are believed to achieve more
meaningful results towards a better road safety records for the country.
The above issues are the alternative strategies for mitigating road
traffic accidents in Nigeria which this paper aims at sensitizing.

7.0 CONCLUSION
There is no doubt that the road safety situation in Nigeria is very
embarrassing, frightening and shameful. However, there is a more
concerted effort to ensure that this situation is reversed. Nonetheless,
such efforts are suggested to be holistic and comprehensive in their
formulation, analysis and implementation. Again, the accident records
219
should be better stored, appraised and utilized. There exist spatio-
temporal variation in accidents, hence, this variation in accident
causation cannot be overlooked if positive results are expected from
abatement strategies employed. A continuous public education and
enlightenment of road safety measures should be intensified. Nigeria
MUST NOT enter into the twenty-first (21st) century with this
unenviable reputation of bad road traffic accident records as it has been
adjudged the worst in the world.

TABLE I: REPORTED ROAD ACCIDENT CASES IN NIGERIA: 1991-

1995

CASES 1991 1992 1993 1994 1995

NO. % NO. % NO. % NO. % NO. %
FATAL 6513 30.7 6820 30.2 6819 31.6 5755 31.1 4345 27.4

SERIOUS 8385 39.6 9192 41.0 8485 39.3 7464 40.3 6757 42.7

MINOR 6275 29.7 6477 28.8 6307 29.1 5304 28.6 4726 29.9

21173 100 22489 100 21611 100 18523 100 15830 100

SOURCES:
(I) F.O.S. Annual Abstracts of Statistics, 1996
(II) Author’s Fieldwork/Survey Analysis.

TABLE II REPORTED ROAD ACCIDENT CASUALTIES

IN NIGERIA:1991-1995

YEAR NUMBER OF PERSONS NUMBER OF PERSONS

INJURED KILLED
220
1991 24,644 9,221
1992 25,495 9,386
1993 24,455 9,680
1994 18,960 7,640
1995 13,329 6,185
SOURCES:
(I) F.O.S. 1996
(II) Author’s Fieldwork.

TABLE III REPORTED ROAD ACCIDENT CASES

ACCIDENT CASES
STATE 1995
FATAL SERIOUS MINOR TOTAL
ABUJA 8 13 8 29
ABIA 94 118 57 269
ADAMAWA 43 23 17 83
AKWA-IBOM 179 213 90 489
ANAMBRA 64 127 98 289
BAUCHI 158 125 93 376
BENUE 173 279 139 591
BORNO 47 63 79 189
CROSS-RIVER 129 253 98 480
DELTA 247 707 379 1,333
EDO 243 570 409 1,222
ENUGU 87 151 94 332
IMO 90 149 62 301
JIGAWA 12 38 09 159
KADUNA 287 301 287 875
KANO 216 273 299 788
KATSINA 134 100 44 278
KEBBI 06 12 06 24
KOGI 34 37 34 105
KWARA 39 38 26 103
LAGOS 489 1,395 1,315 3,199
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NIGER 247 171 71 489
OGUN 192 354 144 690
ONDO 190 270 179 639
OSUN 137 145 101 383
OYO 251 302 221 774
PLATEAU 224 163 105 492
RIVERS 97 262 207 566
SOKOTO 26 23 07 56
TARABA 28 11 03 42
YOBE 73 73 45 192
TOTAL 4,345 6,757 4,726 15,830

SOURCE: The Nigerian Police Force.

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TABLE IV REPORTED ROAD ACCIDENT CASUALTIES

ACCIDENT CASUALTIES
STATE 1994 1995
No. of No.of No. of No. of
Persons Persons Persons Injured Persons
Injured Killed Killed
ABUJA 395 121 38 11
ABIA 406 171 216 126
ADAMAWA 312 103 97 61
AKWA-IBOM 366 143 385 180
ANAMBRA 346 194 168 71
BAUCHI 1,100 436 464 236
BENUE 784 319 568 214
BORNO 287 112 160 71
CROSS-RIVER 640 237 483 174
DELTA 598 185 661 359
EDO 888 326 852 277
ENUGU 471 145 250 110
IMO 270 201 236 97
JIGAWA 337 134 291 140
KADUNA 1,180 443 840 420
KANO 465 177 674 354
KATSINA 348 158 434 249
KEBBI 120 60 37 06
KOGI 972 335 121 64
KWARA 410 200 141 56
LAGOS 1,895 720 1,782 756
NIGER 1,066 461 611 379
OGUN 1,028 432 670 332
ONDO 708 286 599 231
OSUN 1,0 28 432 637 244
OYO 510 270 666 332
PLATEAU 398 142 457 309
RIVERS 498 133 360 113

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SOKOTO 662 369 125 81
TARABA 241 74 79 33
YOBE 251 121 227 100
TOTAL 18,960 7,640 13,329 6,185

SOURCE: Nigerian Police Force.

SOCIO- ECONOMIC AND ENVIRONMENTAL IMPLICATIONS FOR

NIGERIA

CHALLENGES FOR THE 21ST CENTURY NIGERIA

The lack of current Legislative and other constitutional regulations
capable of ensuring safety on the roads of the country are very absent
and the absence inhibits operational deliveries and safety management.
For example the traffic laws in place are very outdated that there is an
urgent need for their updating. Most of the traffic laws in place are very
static and not dynamic to reflect contemporary changes taking place in
the country. Such changes include those with social, economic and
political implications on transport performance.

Welfare matters and other social security facilities are necessary

ingredient for effective of personnel recruited to ensure that the nations
road transport sector is safe and efficient. However evidences on
ground show that the welfare packages available for these personnel
are quite demoralizing and poor. Hence commitment and dedication to
work cannot be guaranteed. The implication for this is that staff and
other personnel who are to enforce traffic laws, monitor traffic
situations and ensure compliance are not committed.

224
Skill Development and Strategic training is very absent and weak in the
structure of road safety management and administration in the country.
Newly recruited staffs are often subjected to crash programme and
orientation which are predominantly in house ones. One major
observation is that these staffs are not adequately exposed to the nitty-
gritty aspects of road safety. With the little exposure they are given,
these set of personnel are expected to perform their duties of ensuring
road safety in the country. It is probably the low quality exposure about
skill development and strategic training in the staff that partly
contributed to their general inability to ensure sustainable road safety
in the country.

Functional operating equipment and materials are in dear need in the

entire spectrum of the safety operatives in the country. It is quite
obvious that for any responsibility given to personnel of the road safety,
they should also be supported or issued with resources and equipment
to assist them in delivering and performing their duties deligently
without which the concomitant results will be poor and below
expectations. Such resources include communicative gadgets, vehicles,
and public supports.

Data Base development and information Sharing

Partnering, cooperation complementary Relationship

Infrastructure support eg Surveillance equipment, Radar watch,

vehicles and other communicative gadgets.

225
Available Funding

Research and Development

Rescue and Recovery

The issue of search and rescue is very significant in the efforts at
minimizing the incidence of road traffic accidents in the country. To this
end, it is obvious that the FRSC and its associated personnel and staff
are to be exposed to the principles and practice of rescue and recovery
of accidents. However what has been discovered is that these recovery
facilities do not exist in the organisation. Furthermore accident rescue
and recovery goes beyond mere functioning at the accident scene or
venue or site. It involves other functionaries and responsibilities and
duties, such as the police, the medical and paramedics personnel and
documentations. All these if they exist at all they are not adequately
harnessed to help in the accident abatement drive of the organisation.

SUGGESTIONS/ RECOMMENDATIONS

CONCLUSION.

REFERENCES:

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 CHAPTER FIFTEEN

THE CHALLENGES OF URBAN DEVELOPMENT IN LAGOS STATE

Introduction:
Nigeria is one of the fastest growing nations in the world. It has an
annual growing rate of about 5%. The rapid rate of its population
growth has made it difficult for development efforts to catch up with
the needs of the country. Its also necessary to note that the rapid
population growth associated with the country is more pronounced and
visible in Lagos state. Lagos state which is one of the thirty seven states
of the federation is geographically the smallest in size and the most
populated. It is also the most urbanized state of the country and
ironically it is one of the fastest growing state and metropolis in the
world. Lagos state, according to the World Bank categorization of cities
is of a Mega city.

This is a status accorded cities or metropolis with a population size of

over 10 million people. However the population of Lagos today is
estimated as over 18 million. It is quite obvious that a metropolis with
such huge population size to survive must enjoy robust presence of
social infrastructure and amenities economic prosperity and growth,
political stability and good governances as well as an enduring and
friendly law and order environment, sustainable transportation system
and limitless employment opportunities.

227
These are allure that is fundamental and quite necessary for any city of
a mega status to survive and exist minimally. This is to say that a city of
the Lagos magnitude is principally challenged by its desire to ensure
that these observed facilities, amenities infrastructure and
opportunities exist and relatively functional. This desire is not peculiar
to Lagos alone; it is a universal norm for all cities of mega status to
strive to attain.

Lagos State:
It is necessary to highlight in an overview form, the significance of
Lagos to Nigeria as well as the West African sub-region. Lagos today, is
described as a mega city and the most populated city in the whole of
Africa. The population of Lagos State, according to the World Bank
estimate is approximately 18 million, of which demographically it
predominately youthful and highly informal.

The size of the population accounts for substantial percentage by state

in Nigeria. This is placed at approximately 8% of the entire country.

Ironically, Lagos State geographically is the smallest of the federation in

size.

The history and evolution of Lagos reveals that it has served as the seat
of governance and government since 1914 when it was made the
capital of Nigeria after amalgamation of the Northern and Southern
protectorate together. As the capital city of the country, the physical
infrastructural growth and development of the city became prominent.

228
This role and position of Lagos as a capital city attracted huge number
of people from the nooks and cronies of the federation to it.

This therefore accounted for the presence of various ethnic groups in

Lagos today and thus making it a cosmopolitan city.

The most operationalised seaports, airport are located in Lagos,

accounting for over 50% of both domestic and international traffics,
both in passengers and freight.

In terms of energy consumption, Lagos accounts for over 42%. This is

to show what the urban static of Lagos requires special consideration,
attention and focus by the Federal Government as well as international
institutional organizations.

The economic hub of the country is also situated in Lagos accounting

for over 90% of the financial, economic and banking institutions in
Nigeria. For example, all the headquarters of insurance, banks and
other allied institutional organizations are established in Lagos. Even
though, the capital city of Nigeria has been relocated to Abuja, a
distance of about 600 km away from Lagos, it has not been possible by
this new creation to have any consequential effect on the economic
states of Lagos in Nigeria. Rather, it has made the phenomenon known
as Lagos to wax stronger.

It is necessary to note that the prosperity and the economic progress

and the continuous confidence which investors have in Lagos, which
has also encouraged migration into it is as a result of unparalleled good
229
governance, political stability, enduring peace, co-habitation and law
and order which only very few other parts of the country can boast of.
In other words, the continuous growth of Lagos can therefore be
summarized within the context of good governance and political
stability as well as continuity of good governance which it has enjoyed
since 1999

Challenges:
Given the above raised issues, it is unarguable that a city of such states
and characteristics will be free from challenges.

The major challenge of Lagos State within the context of urbanization

can be summarized in one sentence using the economic terminology of
ceteris paribus to be “demand is greater than supply.” This implies that
demands for minimum Sustainable urban life and livelihood are in
short supply. The gap separating supply and demand and low to bridge
and minimize this gap seems to be the greatest challenge faced by
Lagos State. For example, Demand for Energy, Transportation,
Employment, Health, Education, Housing, Physical Planning, Security
and Safety, Professionals are quite very high.

Unfortunately, very much in short supply. In other words, the challenges

of meeting up with for example the following needs; Energy, Housing,
Transportation, Sustainable Environment, Health, Education, Security,
Employment Opportunities are Inadequate, Non-Available and in short
supply.

230
Given the continuous population growth and to expansion, the
challenge of meeting up with the needs are further compounded. Using
the study of Mabogunje (1974), (1982), (2006) reveal that city
problems, especially cities of developing economy such as Lagos in
Nigeria are faced with or greatly challenged by urban problems which
are classified into four categories.

1. The Problem of Moveability.

2. The Problem of Serviceability.
3. The Problem of Manageability.
4. Unemployment.

1. Moveability
The challenge of Moveability is a dictate of Transportation and
Transport Infrastructure. A Megacity requires an Integrated, Inter-
Modal, and Transportation System with High Capacity Mass Transit
System to support it. However, with constant ascendant and increasing
demand for transport coupled with disjointed, un-coordinated and
unplanned land uses has compounded ability to deliver sustainable
transportation system.

Traffic congestion, challenges for parking infrastructure decay and

inadequacy, high incidence of accidents and smoke emissions are issues
associated with the problem of moveability.

In the case of Lagos, the incidence of indisceptive, lack of adherence to

the law and order governing transportation in all its ramification are

231
generally undermined, hence adding to the burden of moveability in
urban cities.

2. Serviceability
According to Mabogunje, the concept of serviceability generally implies
the provision and availability of necessary and paramount social
facilities, amenities, infrastructure and services that are fundamental
for any city to exist and function minimally. Without the adequate
presence of these facilities and amenities, the survival of the city is
threatened. Nevertheless, such facilities include water supply, energy
and power, education, health, housing, waste management, flood
control and management, security, safety, law and order, transportation
infrastructure especially traffic signal lights and street lights etc.

No doubt that these are basic infrastructural amenities and services

that are required by any city in an appreciable quantity to cope with the
challenges of the city. Unfortunately, they are in short supply as well as
in very inadequate proportion. The general inadequacy and paucity of
these social amenities and services have made many of our urban cities
to decay, deteriorate and become blighted with slums.

3. Manageability
It is very unfortunate to also note that the quantum volume of the
problems and challenges of Urban Development is further compounded
with the inability to even manage the existing infrastructure, amenities
and facilities on ground. The Urban Environment for it to remain
sustainable requires human competence and capacity to deal with the

232
problems associated with cities. Unfortunately, these are grossly absent
and not available.

Mechanical equipment for operations and other assignments are in

short supply and structures capable of supporting efforts at containing
urban problems are absent.

For example, equipment for waste management such as pay loader,

dump sites are not adequately equipped.

Human capacity is a services challenge as they are constantly in short

supply. Engineers, Environmental Professionals, Town Planners,
Medical Related Professionals, and Personnel are quite in short supply
and inadequate. More painfully is the additional aspect of our people
which runs counter to efforts put in place for sustainable urban
environment.

4. Unemployment
The city that used to be the haven of job opportunities and creation in
the country can no longer guaranty employment openings any longer.
The level of unemployment is high which also poses a lot of challenge
on taxation and the quality of livelihood and lives of people in the city.

As a youthful city and with such high incidence of unemployment has

raised the level of insecurity and safety, poverty and the general
inability to pursue effectively tax collection drives. The level of under-
employment is quite high and is a common phenomenon in Lagos City
where graduates are conductors and for Okada riders.
233
Conclusion
These challenges cannot be wished away, hence there is need to initiate
robust, pragmatic and concerted efforts at improving by reducing the
challenges. To achieve this, the Lagos State Government came up with a
blue print that is known as the ten point agenda which Include
Environment, Inter-Modal, Integrated, Transportation System, Energy
and Power, Infrastructure such as Roads, Information Technology, Law
and Order, Waste Management, Education, Housing, Rural Development
and Employment Generation.

234
 CHAPTER SIXTEEN

STRATEGIC DEVELOPMENT OF NATIONAL INLAND WATERWAYS

TRANSPORTATION THROUGH PUBLIC-PRIVATE PARTNERSHIP IN
NIGERIA

INTRODUCTION/BACKGROUND
Organisation that intend to remain as top performers against the
backdrop of the ever changing economic order characterising national
and global economies cannot afford not to be pro-active investigators of
change. They must device mechanisms regarding how to stay afloat in
the ever turbulent of sea of business uncertainties.

Public or private, it has become clear that organisations with poor or

weak attitude to change will not escape the inevitable dangerous effects
of negligent enterprises.

The Nigerian experience amply exemplified many of such tragic

business – public or private-that learnt too late the painful lessons of
not being forward looking.

Organisation keen on avoiding the trap of corporate obsolescence

before it is due, one that is determined not to be ensnared by the
premature death of going under, therefore certainly require making
deliberate efforts to find ways of staying afloat amidst the surging
oceans of today’s economic uncertainties. This is why strategic

235
organisational mapping or restructuring is crucial towards containing
future tempest.

The National Inland Waterways transport sub sector of the country has
been trapped by obsolescence, poor infrastructure, decay and
lopsidedness. There is need to reposition the sub sector in such a
manner that it can contribute positively to the Social, Economic,
Political, International and Environmental progress of the country. It is
for these reasons that this proposal on Strategic Development of
National inland Waterways Transportation through Public – Private
PARTNERSHIP in Nigeria is being prepared. It is a developmental
paradigm shift from traditional ways of handling inland Waterways
development agenda which has only successes in setting the nation
backward.

It is the conviction of this proposal that through Public – Private

Agenda, a more result oriented, functional and sustainable Inland
Waterways system for the country is better pursued.

INLAND WATERWAYS TRANSPORTATION IN NIGERIA

Spanning over 3,000km, Nigerian Inland Waterways system is reputed
to be one of the longest in the world. It is a treasure trove laden with
rivers and tribulation, creeks, lakes, fish, water, sand, oil and valuable
aquatic resources.

It consists of over 50 rivers including Rivers Niger, Benue, Cross,

Kaduna, Ogun, Sokoto. Lakes including Ogata Mahin and Chad (that part
within Nigeria). The first attempt to manage the vast resources of
236
Inland Waterways system of the country was initiated by the colonial
masters who set up the inland Waterways Department (IWP) in 1958.
Initially, the Department maintained a reasonable control over the
nation’s Waterways system but made very little and negligible
management initiative which by implications affected service delivery
output leading to poor performance.

Post independent development boom which saw huge construction of

roads, rail and airports led to the decline and eventual neglect of the
waterways system as an important economic sub-sector.

Soon IWD lost control and management capabilities, which led to the
final decline of the waterways potentialities and opportunities for
national development.

In a bid to resuscitate the waterways system and make it efficient,

result oriented and economically viable the Federal Government of
Nigeria set up the National Inland Waterways Authority (NIWA)
through Decree No. 13, of 1997. the enabling Act/Decree establishing
NIWA came into effect 1st January, 1998.

NIWA started operations primarily to develop inland waterways for safe

navigation and to provide alternative mode of transportation for the
evacuation of economic goods and persons.

NIWA is based in Lokoja, Kogi State where Rivers Niger and Benue
meet. This historical and politically significant town was also the
Headquarters of IWD.
237
Since, 1998, NIWA has undergone series of structuring and re-
structuring all with the singular aim of aligning with the government
changing policies and development agenda from time to time.

OBJECTIVES FUNCTIONS AND POWERS OF NATIONAL INLAND

WATERWAYS AUTHORITY

 Improve and develop Inland Waterways of the country for

efficient and effective navigation.
 To provide an alternative mode of transportation for the
evacuation of economic goods and persons.
 Execute the fundamental objectives of the National Transport
Policy as they concern the fortunes and prospects on Inland
Waterways.

The major functions and powers of the Authority are as stated below
 Provide regulations, enforcement and controls for Inland
Waterways and navigation.
 Ensure the development of Infrastructural facilities for a
national inland waterways network connecting the creeks and
the rivers with the economic centers of the country using the
river-ports, jetties and terminals as nodal points for major
Intermodal exchange.
 Ensure the development of indigenous technology and
management skills to meet the challenges of Inland Waterways
Transportation.

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Other Functions
 Undertake Capital and Maintenance Dredging.
 Undertake hydrological and surveys.
 Design of Ferry routes.
 Survey, Remove and Receive derelicts wrecks.
And other obstructions from Inland Waterways.
 Operate ferry services within the Inland Waterways Systems.
 Undertake Installation and maintenance of lights, buoys and all
navigational aids along water channels and banks.
 Issue, approval and control licenses for inland navigation piers
jetties and dockyards within the Inland Waterways. Advertising
within the right-of-way of the Waterways inclusive.
 Examine, Survey and Inspect Inland water craft and shipyards
operators.
 Grant permit and licenses for sand dredging, pipeline
construction, dredging of slots, and crossing of waterways by
utility lines, water intake, rock blasting and removal.
 Approval designs and construction in Inland river crafts.
 To undertake the construction, administration and maintenance
of Inland river-port piers and jetties.
 Collect river tolls.
 Undertake the production, publications and broadcasting of
Navigational publications, bulletin and notices, hydrological year
books, river charts and river maps.
 Carry out consultancy and contractual services as well as
Environmental Impact Assessment (EIA) of Navigation and other
dredging activities within the Inland Waterways and its right-of-
ways.
239
  Advise government on all border matters that relate to the
Inland Waterways and represent government of Nigeria at
National and International Commissions and Agencies that deal
with navigation and inland water transportation.
 Others ------------ such as; clearing of water hyacinth, acquisition,
leasing and hiring of properties and cruising services.

ACTIVITIES / SERVICES OF NIWA

Drawn from the functions and powers of the Authority as clearly
established in the enabling act/decree No. 13 of 1997, the main
activities of the Authority are:

Regulatory Activity
- Licenses and permits
- Approval
- Inspections
- Control
- Assessments
Transport Services
Landlord/Ownership Responsibilities
Engineering Services
Commercial operations and Service
Operate Ferries and Crafts
Jetties, Piers, River ports and terminals
Commercial Dredging
Advisory and Representation
Marine services
Consulting and Contractual Services
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Survey Services
Information Technology Services and Publications.

OUR UNDERSTANDING OF INLAND WATERWAYS STRATEGIC

DEVELOPMENT THROUGH PUBLIC – PRIVATE PARTNERSHIP

The National Inland Waterways transportation system of the country

has been under severe physical, infrastructure, human capacity
development constraint despite the fact that there is an Agency of
government whose fundamental and major focus is to ensure its
development and positive contribution to national economic growth
and transformation.

It has also remained underdeveloped especially when its resources

have not been constantly under serious exploitation. These have
resulted into high level of infrastructural failure, depletion and
unpopular as a mode of transport. By implication the quality of life, has
fallen below known standards along the Inland Waterways system
corridors of the country. this situation is expected to change, alter
drastically when the “Strategic Development of Inland Waterways
Transportation through Public – private partnership in Nigeria is
effected.

In line with the above thinking and paradigm shift whereby public –
private partnership is strategically pursued, the Inland Waterways
transport fortunes ate expected to change positively.

241
  Take a Comprehensive look of the National Inland Waterways
Transport system.
 Generate some baseline information to guide the Public – Private
development strategies for the National Inland Waterways
Systems.
 Present a commercial proposal for the development of the
Waterways.

OBSERVED CONSTRAINTS AND CHALLENGES

1. Inadequate Funding/Financial Resources

2. Weak Intermodal Relationship with other modes of transport
e.g Road, Rail, Air, Pipeline and Maritime.
3. Human Resource Capacity situation which is poor.
4. Absence of Public Awareness and Enlightenment.
5. Conflicting Institutional Arrangements.
6. Poor Data Banking Situation and Management Information
System.
7. Constant Dynamic and uncoordinated government policies
especially as it affects Inland Waterways System.

ROLE OF THE PRIVATE SECTOR

General presence of the private sector in the Inland Waterways
development agenda, is to unbundled the general constraints and
inadequacies identified in the preceeding section. Which by
implications suggest for huge financial injection into the sector,
improved management techniques, human capacity response and more

242
importantly to create an avenue for regional development and
empowerment to occur.

The Private sector presence with therefore raise quality in service

delivery, efficiency and infrastructural development. Again, government
would have been saved the energy and worries as to how to effect
necessary developmental inputs into the sector.

EXPECTED BENEFITS THROUGH PUBLIC – PRIVATE PARTNERSHIP

The expected benefits through the strategic development and
repositioning of Inland Waterways transportation in the development.

1. High level capacity and flexibility offered by Inland

Waterways Transportation.
2. it will generate Employment opportunities.
3. Integration with coastal International parts.
4. Regional development strategy.
5. Serves as alternative source of revenue for the government.
6. Quick solution for fast developing economies of regions
lacking transportation infrastructure and facilities.
7. Clear Environmental and safety advantages.
8. Recreation, Sports/Tourism development.
9. Promotion of trade and commerce.
10. Offers general transport infrastructure through
intermodality.

Other known indirect benefits associated with Public-Private

Partnership in IWT development.
243
Include
1. Multi-Modal transportation linkages
2. Safety and Security
3. Clean Environment
4. Agricultural / Natural Resources Development
5. Flood Reheve programs
6. Jobs opportunities (within the context of NEEDS and NEPAD)
7. Fishing and Aquatic lives programs
8. Regional Development
9. Trade and Commerce
10. promotes Economies of scale
11. Socio – Cultural enhancement and alculturation
12. Checkmates pipeline vandalization
13. Minimises huge costs of pipeline replacement or renewals

PRIVATE SECTOR STRATEGIC COMMERCIAL INTEREST IN I.W.T

With the coming on board of the Private Sector in the Strategic
Commercial development of IWT, it is expected that the following areas
will be pursued aggressively.

1. Passenger and freight transportation / movement along the

IWT Routes, creeks and channels especially around Big cities
and towns such as Lagos, Port Harcourt, Calabar, Warri etc so
as to complement other means of transportation.
2. Terminal Development and Infrastructural Installations such
as river ports, jetties, piers and landings to hold in general
transport development.

244
 3. Ship/Boat yard Development for the construction, design
and general ship development within the approval / close
supervision of the cabotage Act land down regulations for
ship/boat construction.
4. To develop scrap yards through wrecks removal.

EXPECTATIONS FROM GOVERNMENT (PUBLIC SECTOR ROLE)

It is expected that the government should create a clear cut in-road for
the Private Sector Participation. Hence, there is need for government to
examine

1. The Regulatory aspect of IWT to be reviewed

2. To ensure a sustainable operational environment.
3. To promote safety and security both on land and waters e.g
Marine police and Coast Guards.
4. To secure peaceful relationship with communities where
river ports/sites and location have been designated.
5. To support the strategic development of IWT through Public–
Private Partnership (PPP) Agenda.
6. In addition, government with the private sector a to establish
a strong framework for dredging, River Ports Development
and infrastructure provision construction of jetty and
shipyard / Boatyard development.

CONCLUSION
It is quite obvious that capital projects for Inland Waterways
Development are capital intensive. The Government given the current
economic situation cannot sustain the financial outlay in midst of other
245
competing projects in the country. Hence, there is the need to
encourage private sector involvement in the development of IWT sub
sector. Moreover, the general global economic thinking and paradigm
shift is to create the enabling environment for the private sector to be
involved in IWT strategic growth.

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 CHAPTER SEVENTEEN

MARITIME TRANSPORT DEVELOPMENT IN NIGERIA: THE EMERGING

RESPONSIBILITIES FOR NATIONAL MARITIME ADMINISTRATION
AND SAFETY AGENCY (NAMASA)

INTRODUCTION
The National Maritime Administration and Safety Agency (NAMASA) is
the apex maritime regulatory agency in the Nigerian Maritime Sector
following the merger of the National Maritime Authority (NMA) and the
erst while Joint Maritime Labour Industrial Council (JOMALIC) in August,
2006. It is important to note that the merger and the subsequent
repositioning of (NAMASA) through the Bill 2006 Laws that passed its
second reading has further re-emphasized the apex role and
responsibilities of NAMASA in the Nigerian Shipping Industry.

It is necessary to state that the institutional restructuring and legal

repositioning which NAMASA has been subjected to are meant to ensure
that the Nation’s Maritime Sector is better situated and developed so as
to improve its fortunes

The series of legal, institutional and restructuring which NAMASA has

gone through is based on the fact that the Maritime Sector has also been
subjected to various reforms and policy changes and which NAMASA
must change tactics if it is to cope properly with emerging issues and
responsibilities caused by the policy dynamics.

247
This focus of this paper is to highlight how the dynamics of the Nigerian
maritime transport development have affected the need to reposition
NAMASA and to justify the inherent gains and benefits for doing so. And
to further reveal that the observed changes in the maritime sector are
also compelling forces for NAMASA through the maritime terrain of the
country.

The premise of this paper is based on the fact that the emerging roles of
NAMASA are better perceived when the Maritime Sector and Nigerian
Development is understood as well as the recent developments in the
sector. Vis-aà -vis emerging issues in the nation’s maritime sector.

MARITIME TRANSPORT AND DEVELOPMENT

For us to appreciate the emerging responsibilities of NAMASA and to also
appreciate the Agency, there is need for us to examine the potentialities
and associated benefits of Maritime Transport Sub-sector in the
economic development and transformation of the country and to imagine
the concomitant negative consequences when serious and meaningful
repositioning responsive and functional approaches are not taken to
sustain these inherent associated benefits identified with the maritime
sector.

A critical examination of the economic geography and trade pattern of

Nigeria, shows that the nation’s trade pattern is onward looking and
dependent meaning that the country relies on the export of goods in
exchange of import. This pattern has assisted over the years to promote
international trade through the maritime sub-sector. It has therefore in

248
addition to other benefit improved water transportation system and
infrastructural development especially ports and terminal facilities.

As a result of the trade pattern and economic geography tendency of the

country, key development issues have emerged and these emerging
issues have also combined together to justify the need to reposition,
strengthen and improved funding of NAMASA.

The Maritime Sector of the country has created numerous opportunities

which include the under listed

 Endless list of jobs and employment opportunities (both formal

and informal) ones.
 Huge revenue generation and financial outlay for the government
through various forms of licenses, taxes, rates, tariff, demmurrage,
fines, renewals and rents. These various sources of fund have
made the Maritime sub-sector to be financially buoyant and
therefore attractive to government and other stakeholders.
 It promotes huge trade and commerce opportunities especially
international and regional business through water means.
 Transportation of goods at cheap and affordable costs when
compared with other modes of transport is generally associated
with the water mode. It becomes more realistic and meaningful
when the distance to traverse is much and volume of goods high.
 As a result of terminal development and ports provision, there is
the tendency for various forms of stakeholders to emerge with

249
 varying infrastructural needs and requirements. These needs are
to be made available and sustained from time to time.
 Regional development and growth is a very noticeable attribute of
where any port terminal is situated. Hence, the port-city
relationship is better perceived through the continous
empowerment of NAMASA. Other stakeholders are predommantly
commercial and economic ventures of which their paramount
concern is on returns on investment.
 The maritime sector exert economies of scale on the Nigeria
economy as a result of the quantum volume of goods that can be
hauled at a time as when compared with other modes of transport
is very much.
 As a result of the various and multiple activities played by the
maritime sector in National economy, it has encouraged
institutional buildups and establishment by government. For
example, the Nigerian Shippers Council, Nigeria Ports Authority,
NAMASA Nigeria Customs Service, Immigration etc. It is obvious
that without the natural endowment or presence of maritime
opportunities in Nigeria, these institutions will not exist and
where it does the benefits accruable from the maritime sector will
be absent.
 Further more, maritime transport is an international business that
partly operates within the purview of international laws and
conventions as well as domestic laws and acts. It is quite obvious
that the interest of maritime stakeholders which are numerous
and stands for different purposes in the shipping business must be
protected. Unfortunately these stakeholders must concede their

250
 representation to the regulatory Agency (NAMASA). It is therefore
the basic fundamental responsibility and obligation of NAMASA to
ensure adequate sustainable maritime sector for the country.

Given the benefits and potentialities associated with the nation’s

maritime sector, as enumerated above, it is quite revealing that no
government will allow such a sub-sector that contributes so much to
the national economic development and revenue base to deteriorate,
depreciate and underdeveloped. To allow this to happen is to imagine
the negative implications.

To any reasonable government, the implications for allowing the

maritime sector of the country to deteriorate and decline are enormous.
They include

 Massive unemployment and job losses. This is as a result of

decline in maritime business and the need to downsize its staff
situation.
 More importantly, expected revenue generation target from the
maritime sub-sector would be drastically reduced and therefore
affecting the overall revenue expectation of the country. Again, it
will as a result slows down developmental efforts, goals and
objectives of government.
 It is a known fact that infrastructure and facility provision in the
maritime sector are capital intensive and attracts huge capital
outlay. When these facilities are not optimally utilized the
essence of providing them in the first instance is defeated.

251
  Issues relating to security, safety and theft is further raised as
stakeholders are further compelled to seek cost minimization
device/strategy which often leads to frauds and falsification of
documents. This poses more challenges for terminal operations
and entire maritime sub-sector.
 Decline in ports operations and services lead to berth vacancy
and empty sheds and stacking areas. These facilities must be
maintained and managed. Unfortunately financial/operational
gains are quite elusive as a result of decline in overall shipping
activities.
 Unethical and illegal means of operations are introduced by
stakeholders. Marine pollution and poorly managed port
approach is prominent. Which put more challenges on the
regulatory agency to monitor and sanctions where necessary.

RECENT DEVELOPMENT IN THE NIGERIAN MARITIME SECTOR

As observed in the preceding section of this paper, no responsible
government with natural access to water transportation benefits and
associated opportunities to develop and sustain it will allow such
golden opportunities to escape. It is therefore not surprising that
Nigerian government in the last 50years have taken the issue of
maritime development more seriously.

More importantly, there was the establishment of National Maritime

Authority by Decree 10, 1987 which empowers it for the development
of shipping industry in the country. Since the establishment of NMA, it

252
has made positive impacts on the development of the maritime sector
especially, in the areas of

- Regulatory
- Cargo sharing and allocation
- Marine Pollution Management
- Implementation of international laws and conventions
- Registration of shipping company
- Human Capacity Development and training especially sea
fearers
- Maritime finance especially Ship Acquisition and Ship
Building Fund (SASBF)
- Maritime Security and Safety
- Certification of sea fearers
- Implementations of ISPS code etc.
Apart from the basic roles played by NMA since 1987, it contributed
enormously to the enactment of the cabotage law i.e. Coastal and Inland
Shipping (Cabotage) Act, 2003. The enactment of the cabotage law
coincided with the beginning of massive maritime reforms in Nigeria.
The major focus of this Act, is to develop and reposition the Nations
Inland Waterways System and to link it with maritime transport goals
of the country.

In this regard, NAMASA no doubt has a strong responsibility and

commitment to ensure that the synergy to be created works out and fits
in perfectly. Even though the Decree 13 of 1997 establishing National
Inland Waterways Authority, arrogated the development of Inland
Waterways to it, it is quite revealing to note that the principles, and
253
human capacity as well as the financial muscle to implement the
cabotage act is better situated at NAMASA and it is therefore not
surprising that NAMASA is the Agency championing cabotage
development and resourcefulness in the country.

It is again necessary to mention the Inland Container (Clearance)

Deport (ICD) established at designated locations throughout the
country. The ICD is meant to sustain the shipping industry in the area of
port decongestion and cargo processing for exports. Apart from
Nigerian Shipper’s Council Championing its implementation, it is quite
obvious that the coordinating role and relevance of NAMASA cannot be
ignored or undermined.

More interestingly, in the reform objectives of the maritime sector of

the country is the port concessioning programme of the Bureau of
Public Enterprise (BPE). The major objective of the reform is the
privatization goal of the present administration.

It is based on the premise that government should concentrate on

regulatory role rather than operational/commercial role. The issue of
port concession has reached an advanced stage and this put question
on the essence of NPA. It is necessary to note that there are currently
bills at the National Assembly to enact new laws as a result of the
concessioning of port. Meanwhile the regulatory and monitoring
relevance of NAMASA becomes very handy at this stage.

Given the myriads of reforms and changes taking place in the maritime
industry it is also observed that NMA and JOMALIC emerged as
254
NAMASA. The joint venturing of the two agencies into one strong
agency is a better option to cope with current waves of reforms in the
sector.

Going by the trends that have emerged in the maritime sector and the
need to cope with contemporary objectives and goals of the industry
there is the urgent need to reposition and strengthen NAMASA.

The very recent merger of Federal Ministries and the Mega Federal
Ministry of Transport again offer greater responsibilities for NAMASA.

Highlights emanating from this section suggest that the role of

government in maritime transport sub-sector is increasingly changing
towards private sector driven strategy with government focusing
strictly on the areas of regulation and monitoring and landlord
responsibility. Hence, the current government institution with
structure, framework, human capacity base, management information
system, Research and Development Structure and International
relevance is NAMASA. More so the concessioning of ports have
succeeded in reducing the overbearing influence of NPA in port
operations after concessioning.

EMERGING ISSUES IN NIGERIAN MARITIME SECTOR

The maritime transport reforms have created numerous dynamics with
the shipping industry.

255
As a result of the port concessioning there was a huge down sizing of
personnel. There was also the merger of government institution to
ensure prompt response to maritime development.

In addition, the issue of privatization and private sector involvement in

port operations and management took centre stage in the country. The
responsibilities of government changed to regulatory and landlord,
monitoring and standardization rather than commercial role or
responsibility.

Government therefore have succeeded in injecting private sector

funding unto the shipping industry and limited its role to that of
regulatory.

EMERGING RESPONSIBILITIES FOR NAMASA

Emanating from the discussions raised in this paper, there is need to
state clearly that NAMASA has very strong role and responsibility to
perform. These responsibilities have become more challenging given
the various reforms that have taken place in the nation’s maritime
sector.

The port concessioning reform programme of the government, the need

to implement the cabotage act (2003) effectively, the need to monitor,
regulate and standardize the operations of the concessioned ports in
midst of declining and influence of NPA, there is need to reposition, re-
emphasize, and further energize NAMASA in such a manner that the
entire maritime sector of the country will remain sustained and
entertain growth as well.
256
It is inline with the above dynamics that NAMASA should be
repositioned well. The emerging responsibilities for NAMASA are as
itemized below.

 Regulatory
 Monitoring
 Coordinating and Advisory
 Standardization and Quality Control
 Infrastructure Development
 Human Capacity Development and Building
 Management Information System and Data Banking
 Safety, Search and Rescue

RECOMMENDATIONS / SUGGESTIONS
It is quite obvious that the nation’s maritime sector is the engine of
economic development and progress of the country. As a result positive
efforts are required to ensure its sustainability and growth. The merger
of NMA and JOMALIC to NAMASA is one of the numerous steps and
measures to be taken to secure a proper developed maritime sector for
the country.

The bill that is necessary to empower properly the merger (NAMASA)

should be urgently ratified and enacted as it has just successfully scaled
through its second reading.

257
Fund and its availability is very necessary for proper realization and
coordination of its activities. The overbearing influence of government
on the Agency should be removed so as to enable it achieve feats
comparable to (NAFDAC) and (EFCC).
Information is power, the Agency should upgrade its data banking
situation and energize its management information system.

Again, the current human capacity situation of NAMASA need to be

improved upon and its quality raised. However, areas of urgent
professional needs should be addressed earnestly.

There is need to develop a strong research and development

component in the Agency. This is to enable it to play a formidable
advisory role and monitoring of maritime activities in the country. To
set standards for commercial operators in the shipping industry, the
Agency must have adequate research input to justify set goals and
expectations.

CONCLUSION
There is no doubt that the nation’s maritime sector is wearing a new
face. And there is need to cope with the challenges emanating from the
new faces. Hence, NAMASA should be repositioned and refocused to
enable it to achieve these landable objectives and roles. The Agency
needs the cooperation of stakeholders operating in the maritime sector,
the National Assembly to quickly enact its Bill so as to empower it
legally and also to provide avenue to perform its responsibilities
creditably.

258
Finally, there is need to improve on its funding status especially in the
area of Management Information System, Research and Development,
Human Resource and Capacity Building and Regulating responsibilities.
No doubt with improved situation for NAMASA, the sky is the limit. The
young and dynamic Agency (NAMASA) requires the cooperation and
understanding of all stakeholders, government and the legislature.

259
 CHAPTER EIGHTEEN

SAFETY PRACTICE IN AN INTEGRATED TRANSPORTATION SYSTEM

1.0 INTRODUCTION
The significant role of transport in the economic development of any
nation be it a developing or developed one is undeniably very great.
Without transport, it is very obvious that the present global, regional
and national level of economic transformation and development would
rather be impossible to attain.

Transport has made it possible to link the consumer and producer

together. It has also made it possible for farm produce to reach the
market. Without transport the various values added to landuses would
have been a mirage. This is to say that transportation is very central to
social, economic, political and psychological development of nations
and people.

However, to realise the objective and essence of spatial transformation,

and interaction, various modes of transport are introduced and applied
in every situation is often determined by certain indices, parameters
and circumstances (which are not within the scope of this
presentation). Suffice to note that the commonest mode of
transportation often applied for spatial interaction and physical
distribution purposes are;
(I) Road
(II) Rail

260
(III) Water
(IV) Air
(V) Pipeline
(VI) Others e.g. Ropeways.

These modes of transportation however, have their salient

attributes and characteristics. In Nigeria, all these modes of
transportation are available and physically present. However their
relevance’s and applications to the socio-economic equation of the
country’s development agenda vary from one mode of
transportation to another.

The commonest and most popular mode of transportation today in

Nigeria is the road mode. Over 90% of physical distribution and
spatial interaction objectives in Nigeria are realised through the
road mode. Despite the fact that huge potentialities exist for the
development of other modes such as rail, water ways and air.

The challenges caused by the disjointed and uncoordinated manner

of transport infrastructural development in an integrated manner
are very huge, enormous and subsequently put huge economic toll
and losses on the Nigerian nation.

On of the major outcome of the present lack of coordination,

integration and harmony in the Nigerian transport sector is SAFETY.

The presentation will focus on the safety practice in an integrated

transportation system in Nigeria and how an improved safety and
261
 defensive culture could evolve to the nation’s transport sector. It is
necessary to note that the emphasis on safety in an integrated
manner, and approach is better perceived when the positive role
and impact of transport on economic development is appreciated.

2.0 SIGNIFICANCE OF TRANSPORTATION IN NATIONAL

ECONOMIC DEVELOPMENT
There is need to highlight the significance of transport in economic
development. It is through such appreciation of the positive impact
of the sector that observed safety practice challenges are better
addressed and tackled decisively. The positive impacts are
highlighted below.

(I) Transport option (Mobility)

(II) Employment and Jobs opportunity
(III) Revenue generation
(IV) Trade and Commerce
(V) Regional Development
(VI) Institutional Development
(VII) Socio-Cultural harmony and peaceful-co-existence.
(VIII) Promotes International Relations
(IX) Accelerates Industrialisation.

It is quite obvious that with such enormous positive impacts on

economic development, for the sector are allowed to function and exist
in such a manner that poses huge safety challenges to man and
property.
3.0 CONCEPTUAL CONSIDERATION IN AN INTEGRATED
TRANSPORTATION SYSTEM
262
It is necessary to approach this presentation from a theoretical or
modelling point of view. The conceptual considerations that that better
explains the integrated aspect of transport and its relationship in a
systematic manner are as itemised below.

(I) System Approach

(a) – Transportation Modal Approach
(b) – Model System approach
(c) – Transportation management System.

Illustrations

(a) Transport Modal Approach

Road Rail

Other Air

Pipeline Water

(b) Modal System Approach

263
 Motive
Vehicle
Power

Planning &
Administration Way or Route

Terminal

(c) Three E’s

Engineering

Enforcement

Enlightenment &
Education

They all combine together to assist in the preparation and design of

safety policy in tan integrated manner for the transport system.

4.0 SAFETY IN CONTEXT

264
The term safety implies whereby a process is implemented or realised
within a given norms and guidelines through which set goals or
objectives are realised. In case of road transport subsystem. The
highway code and other traffic rules and regulations are to guide safety
standards and level of compliance. As the road mode rely on the
Highway code and the traffic rules, the Air, Water, rail; also have their
own set rules and guidelines that help to promote and enhance safety
and its compliance.

Nevertheless, safety practice in the other hand pre supposes or

indicates a given level of safety to be attained or maintained in an
organisation either discretely or in an integrated manner.

Despite, safety is key and very important in the transport sector. Of all
the major issues often assessed in the transport modes, safety ranks
highest.

(I) Safety
(II) Accessibility
(III) Reliability
(IV) Frequency.

5.0 SAFETY ISSUES IN TRANSPORT SYSTEM (Road Example)

Using the road mode, and applying the accident causation model, safety
issues are classified into four

(I) The Driver

(II) The vehicle
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 (III) The Environment
(IV) Administration and Planning

(I) Rules Guiding the Driver

(II) Rules Guiding the vehicle
(III) Rules Guiding the use of the road –Environment
(IV) Policing, Enforcement, Compliance, Administration and
Government.

6.0 SAFETY CONSIDERATION IN AN INTEGRATED

TRANSPORTATION SYSTEM.
The section on the conceptual consideration exemplified the
relationship that exists in the transport system. Emanating fro the
discussions are

(I) Integrated relationship within modal transport system

(II) Integrated relationship amongst transport modes.

(I) Integrated Safety Relationship within modal transport system.

The law enforcement agencies as it relates as it relates to road
transport system do not function in an integrated system.

(I) Nigerian Police Force

(II) FRSC
(III) LASTMA
(IV) VIO
(V) Customs & Excise
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 (VI) Local Govt. Traffic Officers

(II) Integrated Relationship Amongst Transport Modes.

A good example does not exist in Nigeria. However in the development
economy, a synchronised and integrated transport modal relationship
has been established and harmonised.

(I) There exist facility and infrastructure sharing.

(II) Joint operations and sharing of burden

However, in Nigeria, stiff competition among safety related institutions

and personnel has rendered integration and harmonisation of safety
practise problematic and if not impossible.

7.0 CHALLENGES OF SAFETY PRACTICE IN AN INTEGRATED

TRANSPORTATION SYSTEM

(i) Poor Human Capacity Competence and Professionalism

- QBE approach
- Everybody is an expert syndrome.
- To initiate POSCORDB

(II) Paucity of Information and Data Banking Situation

(III) General Absence of an Intermodal Transport Development

Policy Agenda

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(IV) Lack of Coordination of transport Modes (either modal or
multimodal)

(V) Many cooks spoil the broth - Institutional competition and

outsmarting rather than cooperation and partnering and inter
relationship.

(VI) Disconnection & safety Relationship Practice from Landuse

Consideration.
- Urban Landuses
- Rural
- Public Transportation
-Infrastructure Provision with high level of neglect
coordination and alignment.
-Road constructions etc. e.g. refuge, bus-stops, road
signs, poor maintenance of roads, speed management
etc.

(V) other challenges include inadequate laws and enforcement

mechanisms and undue bureaucracy.

8.0 WAY FORWARD

(I) To invigorate human capacity buildup and training

opportunities
(II) To raise and improve on current information and data
banking situation
(III) Aggressive public enlightenment campaign and education
programmes.

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 (IV) Initiate an integrated policy through well informed
robust coordinating Strategy
(V) Pursue an institutional partnering and inter relationship
information sharing policy capable of bringing together
harmonious relationship e.g. Police, FRSC, LASTMA, VIO
etc. both at State and Federal Levels.

9.0 CONCLUSION
Improved safety in an Integrated manner is better realised through
Holistic approach. The present selective and one-side-approach to
resolving Safety Challenges in the country can best be describe as a
highway to nowhere. Giving Safety issue a comprehensive coordinated
and integrated approach is the beginning of a Brighter Rewarding
Future (BRF) for us.

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 CHAPTER NINETEEN

MARITIME FINANCE AND INFRASTRUCTURAL DEVELOPMENT:

CREATING SYNERGIES BETWEEN STAKEHOLDERS AND CAPITAL
PROVIDERS IN NIGERIA

INTRODUCTION
Nigeria is blessed with a coastline of about 900km and about 8,000km
of Inland waterways of which only 3000km has been exploited. The
country’s natural resources include petroleum, natural gas, tin,
columbite iron ore, coal, zinc, limestone etc and in reserve the country
has about 22.5 billion cubic metres of crude oil and 3.6 trillion cubic
metres of natural gas and 42.7 billion cubic metres of Bitumen. The
economic value and implications of these resources to the country in
terms of foreign earnings is directly related to the maritime component
of the nation’s respective industries.

There exist enormous opportunities and windows of development in

the nation’s maritime sector inclusive of the enormous trade
potentialities for the development of shipping in Nigeria.

The Nigerian Successive governments mindful of the need to develop

the maritime and Inland waterways sectors has at various times
initiated policies and projects to boost its development. Despite all the
efforts initiated by government and the dynamic nature of the maritime
sector generally, it has not been able to attain sustainable level of

270
operational efficiency, infrastructural development, Human capacity
development needs etc.

The major problem responsible for the poor response of the maritime
sector to operational needs, socio-economic programmes and policy of
government for it has been predominantly due to poor finance, or total
absence/lack of fund to support genuine programmes, projects and
policies that are capable of supporting economic development and
transformation. Thereby enhancing maritime efficiency and sustainable
growth.

The main focus of this discussion is to find a way forward for improved
windows of maritime finance in Nigeria with improved access to funds
and finance; it is assumed that the much observed infrastructural
decline, determination and depletion associated with the maritime
industry will improve.

PREMISE
The premise for the way forward towards improved Maritime Finance
and hence, accelerated infrastructure growth is anchored on the resent
recapitalization and restructuring of the Nigeria’s financial sectors and
other economic policy reforms.

Following the observed success story of Banks restructuring,

recapitalization and Policy reforms in Nigeria, coupled with the need to
explore new windows of opportunities for sustainable economic
development of the country and by implications the Nigerian maritime
sector, it is quite landable to explore and examine the inherent
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potentials, benefits and opportunities in the maritime sector of the
country by the reformed financial sector.

It is obvious that the Nigerian Maritime sector is grossly

underdeveloped and there is the urgent need to inject new ideas, funds,
reforms and entrepreneurship into it. This is very necessary to enable
the industry respond adequately to global trends and dynamics in the
maritime sector.

Given the fact that the government could no longer guarantee

availability of fund and public sector interest, there is need to seek
aggressively and positively for new windows of opportunities to attract
funds and investment into the Nigerian maritime industry.

To attract and encourage funds and investment to the maritime sector,

there is need to exploit the opportunities and avenue of attracting the
newly restructured, recapitalized and reformed financial sectors of the
country towards a rewarding adventure and in-road into the nation’s
maritime sector Dialoguing and brainstorming over a clear cut and
unambiguous direction between the maritime sector stakeholders and
their counterparts in the Financial sector is quite essential and hence
the essence of this paper.

ASSOCIATED PROBLEMS OF NIGERIAN MARITIME INDUSTRY

The inability to guaranteed regular finance and funds to sustain its
mandate and associated objectives, the Nigerian maritime sector is
faced with myriads of problems. The Nigerian maritime sector is faced

272
with numerous problems. The most visible and acclaimed of all the
problems include finance.

The constraint facing the industry due to finance has led to

 Ageing Infrastructure
 Obsolete Equipment
 Modernization problem
 Acquisition of fleet and fleet expansion programmes
 Human Resources Development/Capacity Building
 Training and Re-Training
 Inefficiency.

These problems which have affected the fortunes of the maritime

industry and by implication the nation’s socio-economic and
developmental agenda are due to the general complex characteristics,
attributes and very dynamic nature of the maritime industry worldwide
of which Nigeria is no exemption.

CHARACTERISTICS AND ATTRIBUTES OF NIGERIAN MARITIME

INDUSTRY
As note above, the complex nature of the Nigerian maritime sector has
been responsible for the dilemma associated with the industry.
However, it is necessary to indicate some of these attributes as they
serve as guide for the understanding of the intricacies of industry.

The nation’s maritime industry is characterized as follows:

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 Capital intensive in the development and provision of
infrastructure, amenities, facilities and operational equipment.
 Labour intensive – Despite the series of technological feats in the
maritime industry, Nigeria still parades an industry dominated
by labour or dockworkers. In the Developed economy,
technology has been used to replace a greater extent
dependence on human labour.
 There is high frequency in technological changes, dynamics and
Dependence. Unfortunately, the technological dependence is
skewed to the use of foreign expertise and workforce.
 The Constant Dynamics of global economy, has serious changes
or effects in the Maritime sector; more affected by the dynamics
of global economy is in the area of packaging, stacking/storage
and management information system.
 Data Banking and Information Management building is the hall
mark of maritime sector. Every activity performed is expected to
be tracked and documented. These data are often used for
numerous functions – planning, organizing, staffing,
coordinating, policy formulation, recording and budgeting etc.
 There is also wary presence of government in every maritime
activity in Nigeria especially (Ports Operations and
administration). However, the very recent port concessioning
policy reform of government serves as a genuine gradual
withdrawal of government presence in ports operatives and
functioning.
 Maritime operators and genera; attitude of stakeholder in the
industry is very informal rather than formal – The shipping

274
 companies, freight forwarders etc. hardly provide annual reports
or track their operations for sustainable development
programmes.
 Maritime development efforts and approaches are
complementary and competitive in nature rather than Holistic
approach.

Given the above attribute of the nation’s maritime industry, it is obvious

that attracting funds for revitalization of the ageing infrastructure,
obsolete equipment and modernization programme will be impossible.
Hence the need to seek alternative sources of finance more so that the
Government has clearly shown its unwillingness to provide capital for
the industry.

CAPITAL PROVIDERS
The government can no longer guarantee capital flow to the maritime
industry. It has through its various reforms of the maritime sector made
clear pronouncements of its withdrawal as capital provider for the
Maritime Sector. As a result, it has therefore created a window of
opportunities for other capital providers especially in the financial
institutions/sector of the country to tap the inherent opportunities.

In Nigeria, following the reforms of the financial sector, it has become

apparent for capital providers to see opportunities created by
government to invest either for short – medium – long term bases. No
doubt that the nation’s maritime sector is a very viable sector of the
Nigerian economy that is awaiting huge developmental interest through

275
private sector incursion and financial injection to stimulate its growth
and transformation.

As the observed capital provider may be ignorant of the massive,

enormous and huge inherent gains in the maritime sector of the
country as well as using global indices for it, there is need to reveal
what capital providers wants to know and appreciate about the
maritime Sector before it can commit its huge financial and human
resources to it.

To a capital provider, it is pertinent to ask or raise questions that are

germaine to it which include:

 Looking at the nation’s maritime sector and given the

unbundling efforts of government, is there any opportunity in
the maritime sector for the capital provider.
 What are the various maritime sector opportunities and where
are they for the capital provider

- Ship building
- Port Development
- Equipment leasing
- Stevedoring
 What is the level of professional and operational understanding
of the maritime sector by the capital provider.

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The capital provider would appreciate sancrosant response and data
base for the above to commit resources. Nevertheless, a synergy may be
required and necessary between the capital provider and stakeholders
of the maritime sector.

SYNERGIES
For synergy to be created between the maritime stakeholders and
capital providers, it is necessary to understand the mind set of the
capital provider and the operating environment of the maritime
stakeholder and by implications use such outcome to determine the
windows of opportunities available for the development and growth of
the maritime sector.

 Shipping is capital intensive and fund from capital providers will

be highly appreciated for an appreciable effects to be felt.
 The shipping/maritime industry is a specialized sector on
accounts of unique characteristics associated with the industry
of which the maritime stakeholder holds sway.
 Finance and adequate funding is a major problem and constraint
of which only the capital provider can guarantee solution to it.
 It is obvious that demands for shipping services have grown and
increased (global, nationally, and locally). Despite the observed
increase, local shipping operatives and companies have found it
difficult and problematic to cope with demand. As a result,
quality and efficiency of service delivery are affected.
 The internationalization nature of shipping has also made it to
grow beyond applications of domestic and local laws and

277
 regulations. The level of operational internationalization has
again guide as surety and guarantee for an enduring sector when
capital providers seek incursion to the sector.
 The current fiscal reforms and policy restructuring has shown
that government is indeed ready to provide an enabling
environment for private sector incursion into the maritime
sector. Unlike before when the sector was predominantly
government driven and determined. The new privatization
arrangement through Public – Private Partners and Private
Sector Organization incursion is commendable.
 Institutionalized financing mechanism/strategy: it is the capital
provider that is grounded and better equipped both
professionally and materially to initiate and operate an
institutionalized financing strategy options such as
(i) Maritime Bank.
(ii) Mutual Funds
(iii) Capital market option.
(iv) International Intermediation e.g. World Bank,
Bilateral and Multilateral Funds.

 Role of Government: - There is need to continuously redefine the

role of Government in the maritime industry. It necessary to
state categorically that the National Maritime Administration
and Safety Agency (NAMASA) has a very strong call to duty in
ensuring the development of maritime infrastructure through
adequate access to maritime finances and funds.

278
The federal ministry of transport through its agency (NAMASA) are
expected to create an enduring maritime infrastructural development
armed with coordinated, finance intermediation approaches. In this
end, the capital providers are very resourceful and dependent.

RECOMMENDATIONS
This discussion will conclude by suggesting that better maritime
infrastructural development strategies will be achieved through
adequate synergy developed between maritime stakeholders and
capital providers.

The National maritime Administration and Safety Agency (NAMASA)

has a strong role to play towards achieving a reliable relationship and
agreement.

Government must continue to unbundled itself from the maritime

sector by encouraging the incursion of the private sector into it. The
policy reforms must therefore continue.

Again all necessary legislative requirements to enable private sector

participation and capital providers to operate competitively should be
put in place as soon as possible.

CONCLUSION
It is quite obvious that when a good synergy is created between the
capital providers and maritime stakeholders under an environment
devoid of government dominance and monopoly, the nation’s maritime
infrastructure dilemma will be a thing of the past and more importantly,
279
NAMASA has a strong role to play towards achieving this laudable goal
and expectation.

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 CHAPTER TWENTY

STEWARDSHIPS
BEING TEXT OF SPEECH DELIVERED BY THE HONOURABLE COMMISSIONER FOR
TRANSPORTATION, PROF. BAMIDELE BADEJO ON THE FIRST YEAR MINISTERIAL
PRESS BRIEFING OF THE FASHOLA’S ADMINISTRATION HELD AT THE BAGAUDA
KALTHO PRESS CENTRE, THE SECRETARIAT, ALAUSA, ON WEDNESDAY, 16 TH
APRIL, 2008.

PROTOCOL
One of the fundamental human rights in the freedom charter is the
freedom of movement. Our actions and activities in the Ministry of
Transportation are to make this freedom, actionable, justifiable and
justiceable.

Our vision and mission statement are tailored towards saving man
hours usually wasted on the roads and create wealth from vehicular
resources.

It therefore gives me great pleasure and divine fulfillment to welcome

you to this year’s Ministerial Press Briefing commemorating the first
year in office of His Excellency, Mr. Babatunde Raji Fashola (SAN) as the
Governor of Lagos State. For the past one year, the State has
commenced the phased implementation of a holistic reformation of the
transport system /sector of the State towards an integrated; inter
modal and composite mobility systems that promotes the use and
interchange of Land, Water and Rail Transportation connectivity.

Several efforts in the past by pre-1999 administrations failed because

there was no conscious effort in promoting the three modes of
transportation and integrating them in a well coordinated and

281
sustainable manner that could promote safety, economic progress and
an enduring sustainable development.

I want to state without any fear of contradiction that given the

topography of Lagos State, no matter the investment in road
transportation, if the other modes are not developed, commuting will
still not be pleasurable in fact the concept of Mass Transits is
meaningless without rail and water movement.

This, in a nutshell will form the enduring legacy this Administration

would bequeath to Lagos State. Let me now give detailed accounts of
the activities of the Ministry of Transportation and its Agencies for the
past one year.

PROVISION OF ROAD FURNITURE

Apart from enhancing sanity and safety on our roads, the continuous
provision of new road traffic infrastructure and maintenance of existing
ones by the present Administration is also aimed at reducing the
commutal time of our people thereby promoting commerce and
industry. Lagos is fast taking its rightful position as a Mega City, hence
the need for effective management of resources the most perishable of
which is time. The man-hours wasted by people on the roads would
abate once our infrastructure maintenance and facilities management
posture takes fruition. For emphasis, let me state firmly that Bus
Laybys, Median Barriers, Crash Prevention Guidance (CPG), Traffic
Signal Lights, Junction Improvement, Road Marking and Signage and
Road Studs, would wear new looks and achieve expected impact in
vehicular movement in and across the State very soon.

CONSTRUCTION OF BUS LAYBYS

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Our approach on laybys is towards inclusiveness in road design and
construction. This proactive method will save cost usually expended on
post partum reaction to disaster on our roads. Therefore, there is the
crucial need to provide these Laybys in order to enhance vehicular
movement and effective traffic flow.

Distinguished Ladies and Gentlemen, the emerging trends today is that

most roads which were hitherto private and low density are fast
becoming commercial without corresponding attention to minor details
and dictates of commercialization. It is not unusual to see road set
backs being converted into various other uses such that the Ministry is
often faced with opposition from property owners in an attempt to
sitting a layby at a particularly desired location on commuter bus
routes. Nevertheless, the menace is being decisively addressed as we
have been assured of adding our input whenever the Ministry of Works
and Infrastructure commences design and preparatory work on all
proposed road constructions.

It gladdens my heart to inform you that within the short period of this
administration, 15 (Nos) Laybys had been constructed at existing bus
stops along major Commuter Bus Routes at the listed locations:-

(i) 2nd Gate B/Stop, Lateef Jakande Rd, Ikeja (Coca Cola Bound).
(ii) Amala B/Stop, Wempco Rd (Agidingbi Bound).
(iii) Sunday Market B/Stop, Wempco Rd. (Agege Bound).
(iv) Karaole Estate B/Stop, Ifako (Iju Bound)
(v) Abati B/Stop (A), Shasha Rd.
(vi) College B/Stop, College Rd. Ifako (Ogba Bound).
(vii) Ogolonto B/Stop, Ikorodu Rd. (Ikorodu Bound).
(viii) Moshalashi B/Stop, Egbeda Rd.
(ix) Caterpillar B/Stop, Opp. Tastee Fried Chicken, Ogba Rd.
(x) Mangoro/Capitol B/Stop, Capitol Rd.
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 (xi) Oyemekun B/Stop, College Rd. (Iju Bound)
(xii) Jimoh B/Stop (A), Shasha Rd.
(xiii) Jungle B/Stop, Iju Rd. (Agege Bound)
(xiv) Ajako B/Stop, Shasha Rd. (Shasha Bound).
(xv) Adaba B/Stop (Egbeda Bound).

In addition, on-going works include 21 Nos. Laybys for construction at a

total cost of N91 million. The execution has been programmed into 3
phases as follows:

PHASE I
1. Amala B/Stop Wempco Road, (Agege Bound).
2. UTC B/Stop Oba Akran Road (Agege Bound).
3. Sunday Market B/Stop Wempco Road (Agidingbi Bound).
4. Mr. Biggs B/Stop Ikosi Road Ketu (Ketu Bound).
5. Junction B/Stop Ikosi Road (Ketu Bound).
6. Majidun B/Stop Ikorodu Road (Ikorodu Bound).
7. Ajako B/Stop Shasha Road (Dopemu Bound).

PHASE II
1. Ajegunle Ile Epo B/Stop Ikorodu Road (Lagos Bound)
2. Market B/Stop Ayobo, (Ipaja Bound)
3. Moshalasi B/Stop Shasha Road, (Dopemu Bound)
4. Jimoh B/Stop Shasha Road (Shasha Bound)
5. Abati B/Stop Shasha Road (Shasha Bound)
6. Legacy B/Stop Shasha Road (Dopemu Bound)
7. Vetland B/Stop Old Oko Oba Road (Abule Egba)
8. Vetland Old Oko Oba Road (Agege Bound)
PHASE III
1. Egbeda B/Stop (Ikotun Bound)
2. Pipeline B/Stop Idimu Road (Ikotun Bound)
3. 1st Gate B/Stop Shagamu Road, Ikorodu (Odogunyan Bound)
4. Jubilee B/Stop, Shagamu Road Ikorodu (Odogunyan Bound)
5. Mr. Biggs Shagamu Road Ikorodu (Ikorodu Bound)
6. Sawmill B/Stop Shagamu Road Ikorodu (Odogunyan Bound).

284
It should be noted that, apart from the commuter buses, broken down
heavy trucks are often parked in the Laybys spilling diesel which
damages the asphalt pavement thus affecting longevity, shorter than the
expected life expectancy of the Laybys. However, we have necessary
mechanism to punish the drivers and owners of such vehicles.
MEDIAN BARRIER
As part of our traffic improvement initiative, the Concrete Median
Barrier which is a safety infrastructure was evolved by the Ministry to
physically separate the traffic, ensure discipline and or eliminate criss-
cross abuses and enhance a smooth flow of traffic on our roads. It also
enforces safety at night as they are adorned with reflective paints to
caution drivers.

In the year 2007, approval was only given for the construction of
Median Barrier along Olayiwola Street, Abule Egba to budgetary
constraints. Median barrier has actually brought sanity to our roads
where it has been provided and the citizenry are highly appreciative. In
this regards, about 3.55km length of Median Barrier had been
earmarked for construction along:

i. Ikorodu Road (Jumlar – Jumofak Bus Stop and

ii. Ipaja Road Okekoto – Alaagba Agege.

It is a common knowledge that Median Barrier is highly prone to

damages through frequent vehicular crashes and sometime
vandalization no matter how decently constructed. I hope he public
would realize that the amount spent on repairs and rehabilitation
would have been used for better proposes.
CRASH PREVENTION GUIDANCE (CPG)

285
Crash Prevention Guidance Gadget is a road furniture usually installed
at “T” or “Y” junctions, sharp bends and other blind spots where road
terminates abruptly. Its main function is to warn and prevent drivers
from running into each other adjacent properties at night and even in
broad day light. It is envisaged that the private sector will take up the
provision of CPG and place advert on it to recoup their investment.
However, response from the private sector has not been encouraging
hence; provision had been made in the year 2008 budget for the
installation of 98 units of CPG at various locations within the
metropolis. This is to ensure that no location requiring the installation
of the CPG in the metropolis is neglected.

One of the problems associated with CPG is that unscrupulous element

in the society are fond of pasting advertisement posters on the
reflective face. This act completely impairs the function of CPG which is
also prone to vehicular crashes. In this regard, there is the need for
constant maintenance in order to restore functionality. Therefore a sum
of N2 million had been earmarked in the year 2008 budget for
maintenance of the existing Crash Prevention Guidance Gadget within
the metropolis. Furthermore, the possibility of private sector
participation in the provision of CPG is being seriously considered and
aggressively pursued.

ROAD MARKING AND SIGNAGE

Road marking and signage are road traffic control devices / furniture
installed along, beside and above the highways to control and forewarn
motorists and pedestrians alike against danger or provide such
information needed to enhance the efficient use of the road.

286
Road marking is carried out by Direct Labour through the lane marking
unit of the Transportation Engineering Department. The Ministry often
purchase high quality road marking paints from reputable paint
manufacturing company both local and international for the job. Lane
marking is a continuous exercise which involves marking and
remarking of roads as the need arises. In order to keep abreast of
technological advancement in road marking, the Ministry acquired two
motorized road marking machines specifically for marking on highways
while 2 nos semi motorized machines were also purchased for making
within the township road networks. This equipment has greatly
improved the quality and efficiency of road marking in the State
generally.
It is rather unfortunate that, signages are equally prone to vandalization
and therefore require constant rehabilitation and replacement. In this
regard, the Ministry is planning a mass replacement of Road Signs i.e
informative, directional, warning signs and others at required locations
along major roads in the metropolis.
Consequently, in the year 2008 the Ministry intends to carryout road
marking using the Thermoplastic road marking paint to conform with
international standard and at the same time eliminate the present
frequent re-marking exercise. To that effect, provision has been made
accordingly both for the paint and the specified Road Marking Machine
in the year 2008 Budget.
In the period under review the following roads were lane-marked:-
S/N NAME OF ROADS
1. Obafemi Awolowo Way, Ikeja.
2. Mobolaji Johnson Avenue, Ikeja
3. Kudirat Abiola Way, Ikeja.

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4. Sheraton, Opebi Link Road, Opebi Road, Ikeja.
5. Mobolaji Bank Anthony, Ikeja
6. Akande Oyeleke & Elephant House Road (Alausa )
7. Oba-Akran Avenue, Ikeja.
8. Ola Ayinde, Mojeed Street, John Olugbo & Aromire, Ikeja
9. Simbiat Abiola & Balogun Billingsway, Ikeja
10. Iju Road Agege
11. Oba Ogunji, Ogba
12. Yaya Abatan/Ifako College Road
13. Agunbiade/Ipaja Road
14. Ikotun-Idimu Road
15. Adamo Kabiawu/Alh. Sifawu Street, Agege
16. Osolo Way, Isolo
17. Ago Palace Way, Okota
18. Rotary Secretariat Road, Isolo
19. Adekunle Banjo Avenue, Shangisha
20. Emmanuel Aderibigbe street, Maryland
21. Ajiboye Street, Alapere
22. Shasha Ajako Road
23. Shyllon Street, Mushin
24. Oke Arin Street, Mushin
25. Iseyin Street, Mushin
26. Taoshe Street, Mushin
27. Idera Street, Mushin
28. Awoyokun Street, Mushin
29. Diya Street, Ifako, Bariga

REHABILITATION OF MEDIAN BARRIER AND KERB PAINTING

The provision of pavement kerbs with reflective paints on major roads
promotes aesthetics as well as safety while median Barriers in addition
ensures lane discipline and smooth flow of traffic.

However, it is pertinent to note that these road infrastructure especially

the Median Barrier are prone to frequent vehicular crashes caused by
drunkenness and lack of concentration on the part of drivers thus
288
damaging and leaving the structure in an untidy condition.
Furthermore the painting loses its reflectivity as expected with time
due to the effect of weather and the splashing of muddy waters through
driving.

Consequently, there is the need to rehabilitate the Median Barrier and

Kerb and more importantly repainting for aesthetics and safety on the
roads. For the period under review, rehabilitation of Median Barrier
and Kerb painting was carried out along the under listed roads:

These are:-

1. Obafemi Awolowo Way

2. Kudirat Abiola Way
3. Mobolaji Bank Anthony
4. C.B.D. Road
5. M.K.O. Abiola Garden
6. Bode Thomas, Surulere
7. Mobolaji Johnson Avenue
8. Allen Avenue
9. Opebi Road
10. Toyin Street
11. Lateef Jakande Road
12. Oba Akran Avenue
13. Kodesoh Street

INSTALLATION OF INTELLIGENT ROAD STUDS

For your information, Road Studs are metallic or plastic reflective
materials installed on the road to give a permanent marking especially
when the road marking paints have been washed or faded away.
However, it is on record that road studs are prone to vandalization by
hoodlums who erroneously believe that the Light Emitting Diode (LED)
contains mercury for making fake money. In this regard, efforts are

289
being made to ensure that Road Studs are installed where adequate
community policing is available for the installation.

Meanwhile, the Installation of Astucia Intelligent Road Studs was

carried out on part of Awolowo Road Ikoyi while approval has been
obtained for the outstanding length in the year 2008 budget along with
some selected roads which include:

(i) Kodesoh Street, Ikeja

(ii) Kudirat Abiola Road, Ikeja
(iii) Obafemi Awolowo Way, Ikeja
(iv) Allen Avenue, Ikeja
(v) Awolowo Road, Ikoyi (Outstanding Length)
(vi) Opebi Road, Ikeja
(vii) Toyin Street, Ikeja
(viii) Alfred Rewane Road, Ikoyi

CONSTRUCTION OF ROUNDABOUT AND JUNCTION

IMPROVEMENT
For sometime now, most road junctions carry traffic in excess of
their designed capacities. This is a result of the continuous increase
in the traffic volume being attracted to these road intersections
which is usually associated with traffic congestion.

Consequently, there is need to modify and reconstruct the junction

in order to improve the carriage capacity so as to be able to
accommodate the upsurge in the vehicular movement. So far, the
Ministry has carried out junction improvement either by providing
Rotary, Traffic Island, Roundabout, Pavement Improvement or
General Channelization at some locations within the metropolis.

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In the year 2008, the Shasha/Akowonjo road junction has been
programmed for improvement with the construction of a
roundabout and road channelisation.

INSTALLATION OF TRAFFIC SIGNAL LIGHTS

In continuation of the State Government’s policy of ameliorating the
suffering of road users, Installation of Traffic Signal Light and
Maintenance of existing ones have been regularly featured in the
Capital Budgetary Allocations in the past six years. The elimination
of traffic conflicts at intersection where the Traffic Signal Lights are
located viz a viz the number of troubled junction in the State and the
high volume of human and vehicular traffic, has made it exigent to
have more of these installations.

It is envisaged that by the end of the year 2008, travel time on major
roads would have been reduced by thirty-five percent (35%) as a
result of elimination of conflicts at Traffic Light Intersections.
Consequently, there would be a drastic reduction in the man-hour
loss, cost of healthcare and environmental pollution which would
translate into improved road experience for both the pubic and the
private operators.

By the end of year 2006, sixty-three (63) functional Traffic Signal

Light Installations were in existence; through new installations,
rehabilitation and inheritance / take-over from public and private
donors / sponsors. Majority of the new installations are featuring
cantilever poles to project the Signal Lights for better view and to
overcome some geographical barriers. Maintenance of these
cantilever pole Signal Lights had made it necessary for the inclusion
of procurement of platform vehicle in the budget.
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A total of four (4) intersections within the metropolis were
designated for New Traffic Signal Light Installations which had
already been completed.

Furthermore, the Ministry makes frantic effort in ensuring that

Traffic Signal Light Installations function 24 hours daily by sourcing
power from organizations with constant electricity and introducing
power supply inverter at some locations.

In addition, Thirty (30 Nos.) Solar Powered Traffic Signal Light

Installations have been proposed for the year 2008. This project was
conceived to overcome the problem of erratic public power supply,
for optimal performance delivery; contract of which had been
awarded. Also, programme directed at improving and modernizing
the ‘old’ installations would continue with gradual replacement of
fixed time controllers with programmable ones.

REHABILITATION OF WATCH TOWERS

Three number Watch Towers were in the seventies constructed by
the Federal Government along with the construction of major
highways and bridges in Lagos for the purposes of traffic monitoring
and control as well as security.

These Watch Towers located at Ijora, Costain and Apongbon areas of

Lagos were never deployed for the purposes for which they were
constructed. As a result of this abandonment, they have been taken
over by miscreants and hoodlums. While the structure is still in a
fairly good condition the accessories have been completely
vandalized and converted to illegal toilets.

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The State Government is convinced that these Watch Towers could
be rehabilitated and put to use in the area of traffic monitoring and
control as well as security and safety monitoring mechanism
through the installation of Close Circuit Television (CCTV).

Consequently, arrangement for the taking-over over of the Watch

Towers from the Federal Government is at an advance stage while
provision has been made for the rehabilitation in the year 2008
budget.

ABUSE OF ROAD INFRASTRUCTURE

It has been observed that some unscrupulous element in the society
are fond of pasting advertisement posters on road furniture such as
Crash Prevention Guidance (CPG), Signages, Median Barriers etc.
this act impairs the original function for which the road furniture
has been installed. Henceforth, the addresses on such posters would
be located and the owners brought to book.

CONSTRUCTION AND MAINTENANCE OF ROAD

INFRASTRUCTURE
The Lagos State Metropolitan Transport Authority (LAMATA) had
completed civil works on periodic maintenance of roads. These
works are bituminous overlays on road sections that are degraded
but structurally still intact. These are:

a) Akande Road, Bode Thomas, Olatunde Onimole, Kushimo,

Enitan, Olubunmi Alonge and Agbebi Street in Surulere
Local Government.
b) Tejuosho in yaba Local Govt.
c) Queens and Bauchi Road in Apapa Local Government.

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 d) Gaskiya College Road Ijora and Okoya Street, Ajegunle in
Apapa Local Government.
e) Arowojobe Street, Oshodi LG
f) Oko Oba / Old Abeokuta Road and Alfa Nla Road in Agege
g) Town Planning Way – Odi – Olowu, Ojuwoye LG.
h) Little Road, Yaba LG.
i) Demurin Street, Ketu, Kosofe LG
j) Fola Agoro Street, Shomolu LG.
k) St. Finbarr’s Road, Akoka Shomolu LG.

Repair works on road sections which are structurally damaged were

also carried out. The roads are Old Ojo, Adetola, Babs Animashaun,
Bishop Oluwole, Saka Tinubu, Idejo, Keffi, Kofo Abayomi and Command
Road, Ipaja.

JUNCTION IMPROVEMENT
Most road junctions carry traffic in excess of their designed capacities.
This in essence causes a lot of backlog of vehicular traffic approaching
various junctions.

Therefore, there is need to improve the road junction so as to be able to

cope with the volume of traffic utilizing them. While construction works
on Sixteen (16) junctions have been completed, work is on-going on
twenty four (24) other junctions. The completed ones are:

i. Wempco/Lateef Jakande
ii. Wempco/Odusamo
iii. Wempco/Biodun Jagun
iv. Wempco/Isheri
v. Acme/Lateef Jakande
vi. Acme/Surulere Industrial Estate
vii. Acme/Akelo
viii. Acme/Ijaiye
ix. Coker Roundabout
x. Ilupeju Bypass – Coker Junction
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 xi. Ilupeju Bypass – Adekoya Junction
xii. Isolo – Jakande Estate Junction
xiii. Isolo – Ejigbo (NNPC) Junction
xiv. Isolo – Ifoshi Junction

The on-going constructions are:

a) Town Planning Way - Coker Junction, Babatunde

Oki Junction, Odi Junction,
Ilupeju Industrial Junction
b) Old Abeokuta (Abattoir) - Charity Junction, Link Road
Junction
c) Eric Moore - Jimoh Odutola Junction,
Abebe, Village Junction
d) Oba Akinjobi Street - Oba Akinjobi Roundabout
e) Sasegbon - Sasegbon Roundabout
f) Sobo Arobiodun - Isaac John Junction
g) Davies - Ajelogo Junction, Ajelogo
Junction Obanilearo Demurin
/ Doyin Omololu Junction
h) Oba Akran - Adeniyi Jones Junction
i) Adeniyi Jones - Ajao Junction
j) Ogba - Oba Akran/Ogba/Akilo
Junction
k) Alausa - Secretariat Junction
l) Pako - Isolo/Okota/Ejigbo Junction
m) General Filling Station - Isolo/Nureni/Omonije
Junction
n) Age - Isolo/Abimbola Junction
o) Limca - Isolo/Abimbola Junction
P) Isolo - Secretariat/Asiwaju Junction.

Repair works on road sections which are structurally damaged were

also carried out. The roads are Old Ojo, Adetola, Babs Animashaun
Bishop Oluwole, Saka Tinubu, Idejo, Keffi, Kofo Abayomi and Command
Ipaja.

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IMPROVEMENT OF SOME GRIDLOCKS LOCATIONS IN THE
METROPOLIS
On assumption of office, the State Executive Council brainstormed on
the various ways to bring immediate relief to road users pending when
long term solutions such as Functional Rail and Ferry Services will take
off. A committee was mandated to go round the metropolis especially
areas with notorious Traffic Gridlock which usually create Traffic Snarl
which extends or spill over to other roads thereby causing traffic
congestion in the entire road network.

The team of experts identified 25 traffic gridlocks spots that require

infrastructural re engineering to enable them cope with the volume of
traffic in their respective areas of location.

Consequently, as a matter of priority, contract was immediately

awarded for part of the Phase I. These are :-

(i) The U-Turn to link Ahmadu Bello way by Chief of Army

Staff Quarters.
(ii) Improvement of right turn at descent of Five Cowries
Bridge.

I am happy to report that this project is virtually completed and will be

commissioned very soon.
Contracts for other gridlock projects were awarded to indigenous
contractors namely Messrs Lopek Engineering Construction Limited
and Consteng Limited at the following locations:-

i) Improvement of Right turn at descent of Anthony Bridge

(Ikorodu Road by Town Planning Way).
ii) Improvement works along former Toll-Gate
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 iii) Junction improvement along Mobolaji Bank-Anthony Way
iv) Construction of additional Road to Micheal Otedola Estate
Road (Under the Bridge).
v) Falomo Bridge by Ozumba Mbadiwe Loop
vi) Construction of Roundabout at Billings Way, Ikeja
vii) Improvement of Maryland under pass (Odo-Iyalaro)
viii) Expansion of Town Planning Way, Ilupeju

However, work is at various levels of progress on this project.

The decision to award the contracts to tested and trusted indigenous

contractors is in furtherance of our resolve to create job for our teeming
population in all our policy implementations without compromising
quality service delivery.

VEHICLE INSPECTION ACTIVITIES

The Vehicle Inspection Officers (VIOs) are amongst others to inspect
vehicles for basic compliances, checking of Road Worthiness and M.O.T
Certificate for all categories of vehicles, carrying out Driving Test for
intended drivers and presently, fleet inspection of all corporate fleet
owners. The following activities were carried out within the period.

I. Concerned by the incessant carnage on our roads coupled

with the fact that most motorists are undisciplined, the State
Government had embarked on intensive enforcement of
Road worthiness and MOT Tests for Commercial and Private
Vehicles.
II. The Ministry has also stared Road Safety Campaign week to
educate the Public in Vehicle Maintenance and Safety
Precaution Techniques and Procedure.

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 III. The Ministry has also extended the working hours of the
VIOs to 8:00pm in order to get rid of rickety vehicles on our
highways.
IV. Many unpainted commercial vehicles had been impounded at
various locations within the State.
V. The Corporate organizations were not left out in complying
with the State Traffic Rules and Regulation.
VI. So far, 37,490 vehicles and 5,550 motorcycles were
impounded.

COMMITTEE ON ABANDONED/DISUSED VEHICLES

As part of efforts to further improve the performance of the Committee,
the Ministry has re-inaugurated the committee and its membership had
been strengthened.

The Ministry has also sought the approval of His Excellency for the
procurement of Crushing Plant and 2 nos 10 tons Hiab to crush and
remove abandoned vehicles respectively. So far, 730 vehicles have been
removed from various locations within the state.

TRANSPORT UNION LIAISON

The State Government re-inaugurated the Park Monitoring Committee
(PMC) earlier this year to relate and implement Government’s policy on
the activities of Motor Parks in Lagos State.

The parks monitoring committee has always been involved in constant

dialogue with the leadership of all Executive councils of various unions
at the State level with the aim of achieving the truce which would
guarantees peace. This administration abhors factionalizaton and we
are grappling with the challenges of promoting unity among the unions.
The committee was also saddled with the responsibility of ensuring the

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collection of taxes from transport union workers and artisans. Today,
Four Million, Four Hundred and Fifty Thousand (4,450,000.00) had
been collected so far.

PRIVATE MECHANIC WORKSHOP

In consonance with the decision of the State Executive Council,
Government allocated suitable site for use as repair workshop to the
Ministry of Transportation for the rehabilitation of the road side
mechanics and Artisan. Therefore, the function of Private Mechanic
Workshop Unit is mainly to regulate and monitor the activities of these
resettled and rehabilitated mechanics. The Unit has generated the sum
of Six Million and Eighty Six Thousand Naira (N6.086m) as revenue
from Mechanic Workshop.

COMMISSIONING OF TRUCK TERMINAL AT ORILE IGANMU

As you may recall, the State Government after extensive consultation
with all Stakeholders in the Oil marketing sector in the year 2003
allocated a parcel of Land at Orile Iganmu to a committee for the Sole
Construction of a Truck Terminal. The programme was borne out of the
need to find a lasting solution to the perennial problem of
indiscriminate parking of petroleum tankers within the Metropolis.

The truck terminal is now full use after the commissioning late last year
by His Excellency, the Governor of Lagos State.

RESCUE AND RECOVERY OPERATIONS

Further to the procurement of the two heavy duties towing trucks in
June 2002, the EURO TRACKER IVECO with 40 Ton Rear Folk and 20
Ton Knuckle Crane behind the Cab tagged Supper Metro 001 and the
EURO TRACKER IVECO 12 Ton Crane named Super Metro 002 have

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successfully carried out 120 (One Hundred and Twenty) operations
during the period under review.

MOT TEST
The State Government introduced the MOT Test on private vehicles of
five years old and above in the year 2000, to check the state of private
vehicles and thus remove derelict vehicles from our roads.

Towards this end, about five hundred (500) mechanic garages/centres

were licensed to carry out this assignment under the State Government
Poverty Alleviation/Empowerment Programme.

In year 2000, about 156,000 private went through the test, but this
number dropped drastically to about 30,000 in the year 2006 and 2007
while 4,010 vehicles have tested in January and February, 2008.

A review exercise on the competence of these garages/centres revealed

that the private garages are not carrying out the required tests as
mandated which resulted in the pruning down to 250 garages/centres
in the year 2005. The programme was also characterized with fake MOT
Test Certificates to the extent that about 50% of such Certificates in the
circulation are fake.

The State Government has now commenced a restructuring of the MOT

Test Programme in line with its Private/Public Partnership Initiative.

VICTORIA ISLAND PARKING SCHEME

Vehicular Parking has been an integral par of Transportation and serves
as a means of curbing traffic log jam. Average Annual Traffic Demand
(AADT) on this corridor revealed that about 236,459 vehicles come into
Victoria Island daily.

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The transformation of the Victoria Island from residential to
commercial area has been responsible for the uncoordinated parking
problem often being encountered with its unexpected sudden influx of
vehicles for commercial transaction.

The Ministry of Transportation made bold move at solving this problem

by introducing some measures which include:

1. Re-routing of the traffic routes in and around the Victoria

Island.
2. The introduction of one-way.
3. Evolving Parking restriction and regulation scheme.

To solve the persistent parking problems on Victoria Island, the

Ministry introduced the On-Street Parking Scheme in 2003 which has
gone a long way at solving the traffic and parking problems on the
Island. The concession of some roads to the State Ministry of Works and
Infrastructure under the High Street Management Scheme has greatly
affected the revenue which now stood at about N10million per annum.

The Ministry has continued to carry out the oversight functions which
include:

i. Monitoring the implementation of the scheme in order to

iron out problems which arise occasionally.

ii. Work out the possibility of extending the scheme to other

areas of the State if need be after taking into consideration
the zero tolerance position of the State Government as it
regards road setback.

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 iii. Identifying locations for the development of Multi-Level Car
Parks within Victoria Island, Lagos Island, Lagos Mainland
and Ikeja.

DEDICATED COMMUTER BUS SCHEME

With the scrapping of L.S.T.C in 1994, Public Transportation in Lagos
State became “an all-comer” affairs until the introduction of the state
dedicated Commuter Bus Scheme in 2001 which stipulated the use of
High Capacity Buses for Intra State Transport Services.

Under the State Dedicated Commuter Bus Scheme, Companies such as

Labour, City Bus, Connect and Wormy Express Transport Services were
registered and a number of High Capacity Buses were deployed.
However, their operations are almost non-existence as at now.

To bring succor to the transportation problems being encountered by

Lagos commuters, the Government of Asiwaju Bola Ahmed Tinubu
initiated the Bus Rapid Transit Programme (BRT) with Two Hundred
and Eighty High Capacity Buses and One Hundred Shuttle Buses under
the management of Lagbus Asset Management Company Ltd and to be
complemented with a vehicle assembly plant at Epe.

Apart from Lagbus Asset Management, Lagos Metropolitan Area

Transport Authority (LAMATA) through private funding also procure
Two Hundred (200) High Capacity Buses to be run under a private
public participation (PPP) concept which was launched on Monday, 17 th
March, 2008.

To sanitize and change the face of Taxi and Car Hire services in Lagos
State, the Ministry granted franchise to five companies to operate in the

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State with specific colours for identification and other guideline to give
effective operation.

The Ministry shall however,

i) Monitor the performance of the schemes in line with the

operational guidelines of the State Government.

ii) Hold quarterly meeting with operators in order to examine

operational problems so that the Ministry can render
assistance where necessary.

BUS STOP SHELTERS

The importance of Bus Stop Shelters in the protection of commuters
from adverse weather condition cannot be underestimated. They are
provided along major routes so that commuters can be sheltered from
adverse weather condition.

The policy of the Government at involving the private sector

necessitated the allocation of Bus Stop shelter to some companies to
construct at their own expense and recoup their investments through
adverts. Thus, the large sum of money earmarked to construct Bus Stop
Shelters can be used for other pressing state issues.

Since most companies that applied prefer the urban areas, the Ministry
will in her effort continue to maintain the shelters in the rural areas.
Thus the Ministry intends to carry out the rehabilitation of 30 nos. Bus
Stop Shelters outside the Metropolitan area this year.

TRAFFIC CONTROL AND ENFORCEMENT

Our holistic efforts on traffic management which incorporate
infrastructural development and enforcement are reflecting positively

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on the roads. Ii am proud to say that LASTMA has come of age within a
short time and efforts to replicate LASTMA in other states testify to our
pioneering role. We are ready to share experience and competencies
with any neighboring state that so desires. The collapse of the road
culvert at Ajegunle along Ikorodu Road tested the resolve of the officers
and men of LASTMA in traffic management. It gladdened my heart, that
the motoring public appreciated LASTMA officials during those hectic
and trying days.

The Agency also successfully managed and controlled the traffic along
Lekki-Epe Expressway during the expansion of the road network.
Similar successes are achieved along infrastructural and road projects
undergoing restructuring.

Commercial vehicles were effectively dislodged from the Carter Bridge

and illegally (parked tankers at Orile – Iganmu/Mile 2 were also
relocated to the newly constructed Bola Ahmed Tinubu International
Truck Terminal at Orile-Iganmu.

During the period under review, a total of 10,418 vehicles were

impounded for various offences with private constituting 80% of the
total number 546 accidents were recorded by LASTMA in which 167
people lost their lives and 752 were injured.

At this juncture, I must state that the level of indiscipline exhibited by

motorists especially by private vehicle owners despite their level of
education and exposure is becoming worrisome. Apart from dealing
with recalcitrant commercial vehicle owners, we now have to contend
with the strange and unbecoming attitude of educated members of the
public who flagrantly drive against the free flow of traffic.
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Granted that no Mega City of the status of Lagos escapes traffic snarls
especially during rush hours and peak periods yet motorist are
disciplined enough to comply with the rules and regulations while on
wheels.

TRAINING
The Lagos State Government in order to decongest traffic on the roads
and substitute the commercial buses which only move people and not
traffic, with High Capacity Buses commissioned 126 LAMATA Buses on
March 17th, 2008. To ensure that the Bus Rapid Transit (BRT LITE)
system on Ikorodu Road is successful, effective, reliable and that
Government achieved its aims and objectives, Four Hundred (400)
LASTMA officials deployed to man the BRT Lite Corridor were properly
trained by the Lagos State Government.

Similarly, the Authority in the last one yea has trained and retrained
1,290 personnel of its workforce to ensure quality service delivery and
job efficiency. 1,000 personnel were taken through the rudiments of
traffic control and management while 65 troopers (Patrol Motorbikes
Riders) were trained on heavy duty motorbikes and 25 personnel were
trained on road rescue operation. 200 LASMA officials had also
undergone five – day training on Incidence Management and Customer
Relations at a cost of Twenty Million, Six Hundred and Seventy Five
Thousand Naira (N20,675.00.00).

The Incident Management courses were handled by Polytran

Engineering P.C, New York, United State of America while the Customer
Relations courses were handled by Administrative Support Services
Limited (ADSS), Lagos. This training is to ensure amongst others that
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LASMA Personnel are further trained on how to better handle any
incidence on the road found to be impeding the flow of traffic, provide
immediate solution to any traffic related incident in order to avert
further disaster and reduce the suffering of Lagosians. It is to also
mould the officers on how to be of good conduct and have a better
relationship with members of the public as it is being done in advanced
countries where courtesy and politeness are the order of the day when
it bothers on traffic control, management and enforcement.

WELFARE
The Lagos State Government in order to ensure that any official of
LASTMA who sustained an injury in the course of duty is compensated
while the family of those who lost their lives are being catered for
through Accident/Death Group Insurance with LASACO Insurance PLC.
The sum of N6,905,486.00 had been released to the beneficiaries of the
Insurance benefits in the past one year.

ENFORCEMENT ACTIVITIES
In the year under review, LASTMA in its various operations impounded
10,080 vehicles for various offences. Out of this number, a total of 3365
private vehicles and 3628 commercial vehicles were impounded. In
addition, One Thousand, Seven Hundred and Sixteen (1,716) vehicles
were impounded for ONE – WAY DRIVE while One Thousand and
Seventy Seven (1,077) vehicles were impounded for alighting
passengers at undesignated bus stop and Four Thousand and Sixty Five
(4,065) vehicles were contravened for causing obstruction on the
highway. Three Thousand, Two Hundred and Twenty Two vehicles
committed other various offences. Please note that the offences which
306
motorists commit most are those listed under miscellaneous category
and these are offences which could seriously pose as threat to the
security of lives and property of the people.

It is unfortunate that indiscipline has accounted for 498 accidents on

the highway occasioning loss of lives and permanent disability.

SPECIAL TRAFFIC MAYORS (STM)

Having acknowledged the fact that LASTMA officers cannot do the
Traffic policing alone, we have obtained the services of volunteer corps
of Traffic mayors who are principally non-remunerary thereby saving
costs of Traffic control and at the same time achieving the desired level
of policing. The Corp which consists of men and women of high
integrity from various professional fields, is saddled with the
responsibility of controlling traffic, apprehend road traffic offenders in
conjunction with LASTMA Personnel, assist in research and public
education as well as monitoring LASTMA Personnel. To date, about
Seven Hundred and Fifty Special Traffic Mayors had been
commissioned to perform this service to humanity.

PROCUREMENT OF MOTO GUZZI BREVA 750 P.A & ACCESSORIES

In a bid to strengthen the enforcement capacity of Lagos State Traffic
Management Authority (LASTMA), His Excellency, Mr. Babatunde Raji
Fashola,. SAN, graciously approved the procurement of additional fifty
(50) Moto-Guzzi Breva 750 P.A Authority Motorcycles with accessories
at a cost of Two Hundred and Ninety Million (N290,000.00) to facilitate
efficient and effective monitoring, management and control of traffic
within the metropolis of the State.

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This is imperative especially now that an Elite Corps is being created
within Lagos State Traffic Management Authority (LASTMA) which
shall be extremely mobile to tackle traffic problems with dispatch.

EXPANSION OF COMMUNICATION SYSTEM

Presently, the Communication system being used has been overloaded
over the years and there is need for expansion to five (5) locations in
order to ensure clarity of signals and prevent breakdown. It will
interest you to know that His Excellency, Mr. Babatunde Raji Fashola,
SAN, has graciously approved the sum of Two Hundred Million Naira
(N200,000,000.00) only for the expansion of the communication system
including the purchase of repeaters and walkie talkies.

DRIVERS INSTITUTE
The global adage on human capacity development is that if you don’t
train them don’t blame them. In this regard, the Ministry has concluded
plans to open a Drivers’ Institute in the five divisions of the State. The
Institute will among others, standardize the driving profession in the
State, re-certify drivers, register and accredit private driving schools
and create a database for drivers in the State.

With the establishment of the Institute, the issue of unqualified persons

acquiring driver’s license will abate. There is a synergy between, the
Driving Schools, the Motor Vehicle Administration Agency, the Driving
Institute and Trade Union in the transport sub-sector to ensure data
sharing, joint problem identification and solutions.

The State Government will through the Institute, re-register, existing

private schools scattered all over the state, standardize their curriculum
308
and compel the driving schools to send drivers and other class of
drivers for re-training at the institute on completion of their training.

In addition, drivers who have been identified to be incorrigible would

be sent to the institute to re-inculcate driving rudiments into them.

WATER TRANSPORTATION
As we are all aware, Lagos is a littoral state. The untapped potentials of
water transportation is adversely affecting us. The state has about 800
nautical modes that are accessible by water which could be made
navigable by dredging, survey and clearing of silt and other pollutant.

In line with the Private/Public Participation Policy of the State

Government, private investors were invited to lease the boats in the
fleet of the Lagos State Ferry Service Corporation. Consequently, Messrs
Corporate Messengers Limited leased M/Fs “Illo” “itolowo” and Baba
Kekere, Messrs Danotti Limited leased M/Fs “Omu” “Otun”, Gaola
Ventures Ltd leased M/F “Jubilee and Messrs Tarzan leased M/F “Ologe”

In pursuit of the success of this Government’s policy, the Ferry Services

carried out rehabilitation works on the leased ferries to operational
level because of the inability of the investors to bear the entire cost as
an incentive for them. The leased boats have been the bedrock of the
Ferry Services Operation between Apapa – Marina and Elegbata –
Ikorodu Routes.

Consequent upon this success, the Ferry Services Corporation has fully
assumed the power of a Regulator. In the year 2008, the State
Government approved the dredging and Channelization of more routes
for Ferry Operations. This include:

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 a) The dredging of Tolu/Ajegunle – Tin Can Waterfront and the
Port Novo Creek to the Liverpool Bridge Basin which were
awarded to both Messrs Razz International and Messrs FBN
Nigeria Limited at a cost of N482,000,000.00.

b) The approach sweeping dredging between Mile 2 to Marina

which was awarded to Messrs Numbers Nigeria Limited at a
cost of N148m while the Ferry Route of Ikorodu to Osborne
Via Bayeku, Badore to Osborne through Okeira – Nla,
Chevron Waterfront and Lekki and Oke Afa to Mile 2
Corridors were awarded to Messrs Harris Dredging Limited
at a total cost of N3 billion.

To ensure a proper procedure of these activities, pre and post dredging

hydrographic surveys and the environmental impact assessment of
these ferries corridors are to be carried out at a total cost of N201m.

In conclusion of the foregoing, the State has already set in motion plans
to establish the Lagos State Waterways Authority which will be charged
with the responsibility of creating an enabling environment for water
transportation to thrive.

RAIL TRANSPORTATION
Gentleman of the Press, a vital challenge facing us today is the
enrichment of Rail Transportation in Lagos State. The Rail Corridor
between Iddo Terminus and Agbado Station has been an eye sore and
the trains have not kept with the dictates of time both in terms of
modernity and punctuality. This phenomenon is being addressed
through creation of new rail corridors through Light Rail Mass Transits
as follows:

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  Marina - Lekki
 Otta / MMA - Iddo
 Redemption Camp - Ojo
 Mile 12 - Marina

BUS RAPID TRANSIT (BRT) LITE SCHEME

In demonstration of the commitment of this administration to the
development of the Integrated Transport System, the State Government
Launched the First Phase of the Bus Rapid Transit (BRT) Scheme
operated by LAMATA on the Mile 12 – CMS Lite Route.

The Bus Rapid Transit System has been around since the mid – 1990
when it was first implemented in Curitiba, Brazil. The system currently
moves 22,500 passengers per hour in the south Axis.

In Bogota, Colombia, TransMilenio successfully opened in the year

2,000, a four lane segregated corridor which today carries a maximum
peak load capacity of about 40,000 passengers per hour.

Lagos is a Mega City on the move, and in the city, a huge six million
people move around requiring one form of mobility or the other. In our
case bus transportation is very popular and it is the mode that is easily
implementable. Therefore the choice of BRT as a roadway system
becomes inevitable.

On Monday 17th March, 2008, the State Government rolled out the BRT
Scheme with a total of 126 Buses on the CMS – Mile 12 Route. His
Excellency, the Governor of Lagos State, Barrister Babatunde Raji
Fashola, SAN signed the legislation to enforce compliance with the
operational guide lines of the BRT Scheme.

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LAMATA has also gone into agreement with the National Union of Road
Transport Workers (NURTW) and several other Road Transport Unions
in the State for effective application of the rules of the BRT. Bus Drivers
and Conductors who are called Bus Pilots and Bus Officers had been
specifically trained to handle the BRT Buses.

Two park and ride spaces at Mile 12 and Moshalashi had been provided
to encourage car owners to park their vehicles and ride on the buses
while twenty-six bus shelters were also provided where commuters can
queue up and wait for the arrival of the buses.

The State Government invested N4.5 billion into the construction of the
BRT Lane and provision of the Bus Shelters and Terminals along the
corridor. This also included 10 nos 100 KVA generating sets as a back
up to electricity from PHCN to light up the corridor and the shelters at
night.

MOTOR VEHICLE ADMINISTRATION

For proper administration of motor vehicle related matters in the
transportation sub sector, the Government created the Motor Vehicle
Administration Agency (MVAA) at the twilight of the last administration
(March 2007) as an autonomous statutory agency and vested in it the
responsibility for the development of sustainable policy direction on
motor vehicle related matters.

The good intention of the Government to squarely reverse the

phenomenal problem in driver and vehicle administration paid off
modestly. Some of these are apparent in the Scorecard of our activities
in the immediate past one year.
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The report is represented under the following

 AUTOMATION OF VEHICLE REGISTRATION PROCEDURE

 AUTOMATION OF HACKNEY CERTIFICATE
 AUTOMATION OF VEHICLE INSURANCE CERTIFICATE
 AUTOMATED VEHICLE LICENSE
 VEHICLE LICENSE RENEWAL ALERT (SMS)
 LAGOS STATE DRIVER’S LICENSE AT ADVANCED STAGE OF
IMPLEMENTATION
 ENHANCED PUBLIC – PRIVATE – SECTOR PARTICIPATION

In furtherance of the State Government’s Policy on re-engineering the

business of Government through Public – Private Sector Partnership,
coupled with the determination to bring about fundamental changes
and leave an enduring legacy, MVAA collaborated with Courtville
Investment Limited, Adonai – Net and a Consortium of Insurance
Companies to achieve full automation and efficient service delivery in
Vehicle Registration Renewal and related activities.

Probably the breakthrough in this Government-led-quest for

improvement in service delivery is the establishment of 500 vehicle
license renewal centers on the platform of Autoreg at different
branches of the participating banks in addition to the existing 38 Motor
Licensing offices across the length and breadth of the State. This has
made it possible for motorists in the State to register and renew their
vehicle Licenses within three minutes in their neighborhood. This
approach has eliminated fake vehicle particulars, touting and leakages
in revenue which has been issues of concern to successive
administrations.

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A derivative of the above is the creation of a robust database for all
vehicles registered in Lagos. This has reduced drastically the incidents
of car theft and enhanced recoveries of stolen vehicles as the system do
not replicate stored information. I make bold to say here that the state
has helped the security agents to recover 150 stolen and missing
vehicles.

This success story prompted the government to also place the hackney
permit (Autohack) on the platform of Autoreg. This was launched late
last year by his Excellency Mr. Babatunde Raji Fashola SAN and it was
an instant success. The product which hitherto tasks up to four to six
weeks to process when it was done manually can now be obtained by
commercial vehicle owners in less than ten minutes having obtained
valid road worthiness certificate.

Already plans are being made to re-engineer, restructure and reposition

the vehicle inspection unit to enable it cope with speed and pace as
dictated by Motor Vehicle Administration Agency. The Automation of
vehicle inspection activities through private sector participation is
currently being considered and would soon commence.

Another product launched along with the autohack was the 3 rd party
insurance scheme in collaboration with a consortium of reputable
insurance companies and Courtville Investment Limited. This scheme
was designed to provide genuine insurance cover for the motorists in
the state. With this policy motorists are entitled to Twenty Five
Thousand Naira (N25,000) worth of medical treatment in case injuries
in auto accident and other entitlements of 3 rd party insurance policy
holder.

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Another product in the series is the Vehicle License Renewal Alert, this
was achieved though collaboration with Courtville Investment Ltd and
Adonai-net. The Vehicle License Renewal “VLRA” done via SMS keeps
motorist abreast of traffic situation and alerts motorists on the
expiration of their vehicle particulars.

RIDERS CARD
This product was introduced primarily to curb the activities of the
criminals using Okada as a tool and to ensure that all riders on the road
are competent. Primarily, the card, fully automated was designed to
capture all information on each rider in the state and store the same in
the databank. It also serves as the license for the riders as they are
made to undergo proficiency test before issuing the card to them. The
scheme started in year 2006 with two issuing centers which was later
increased to five.

Today, additional three centers are nearing completion to meet

increasing demands and bring the Riders Registration centres closer to
the people. While the existing facilities/equipment are being upgraded
to accommodate the new Lagos State Drivers’ License Scheme, we seize
this opportunity to appreciate Lagosians who bore the inadequacy of
FRSC to meet the rising public demand with patience.

DRIVERS’ LICENSE SCHEME

This administration holds firmly on to the sanctity of human lives. We
therefore believe that certification and licensing for the driving publics
should not be perfunctory. It should be issued to people who are
physically fit, mentally alert and emotionally stable.

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The State Government has viewed the issue of safety on Lagos Roads
with all seriousness in view of the incessant carnage occasioned by
incompetent drivers. Traffic regulations are only observed in the
breach. As a Mega City, the Government cannot allow this unwholesome
trend to continue, and as part of the measures to restore sanity on our
roads, His Excellency, Mr. Babatunde Raji Fashola SAN approved the
production and issuance of the first ever State-of-the-art Lagos State
Drivers License. Likewise, the existing rider card will transform into
grade “A” Drivers’ License for Motorcyclists in the State. The existing
riders’ card centres have been upgraded with necessary facilities for the
production of the new drivers’ license. Arrangements are being
concluded on this scheme and very shortly it will be formerly launched
for the use of the motoring public. Meanwhile the following centres
have been approved for the production and issuance of the drivers’
license.

 Ojodu Centre - FRSS Complex, Ojodu

 Lagos Island Centre - Sura Market, Sura
 Bariga Centre - Bariga LG, Oworonshoki
 Ikorodu Centre - VIO Yard, Odogunyan, Ikorodu
 Badagry/Ojo Centre - Ojo Local Government Complex
 Ikeja Centre - Old Sec. Complex GRA Ikeja GRA
 Apapa Centre - VIO Yard, Apapa
 Agege Centre - Agege Local Government
Complex, Agege.

AUTO DEALERS PERMIT

In line with our mandate to formulate sustainable policy direction, we
commenced Regulation of Automobile sale business through the
introduction of Dealers Licensing and Permit to ensure conformity

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with Environmental Law and ethical practices thus reducing recycling
of stolen vehicle.

REVENUE PERFORMANCE
It will not be out of place to inform you that in the last one year, our
Agency has in the course of ensuring safe motoring also recorded
modest revenue for the State. While we are expected to turn in
N4,054,875,00 within the period under review, we have generated a
sum of Three Billion, Five hundred and sixty Three Million, Five
hundred and Sixty Seven Thousand, Four Hundred and Seventy Nine
Naira (N3,563,567,479) or 88% of targeted revenue.

CONCLUSION
Gentlemen of the Press, this in summary, is our modest contribution to
our beloved State and Nation. Although, we have not attained the level
we want our Transportation System to reach, we have within the
available resources delivered the dividends of democracy to our people
and we shall not relent until we get to the Promised Land. These
modest achievements would not have been possible if not for the
contributions and support of the Management and Staff of the Ministry
of Transportation and its Agencies.

My commendation also goes to my colleagues in the State Executive

Council who through the Inter-Government collaboration supported
our resolve in solving the transportation challenges in the State. I
commend you for all the support you have been giving our policies and
programmes and urge you to continue in that direction.

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