Aquatic highway: Nigeria’s dredge of the great river

The creation of this aquatic highway has tremendous positive implications for our economy. The National Inland Waterways Authority has made this point in countless literature. Along the course of the Niger are communities which have great productive capacity, like the Igala who are famous Palm Kernel producers and groups in Niger state who are famous […]

The creation of this aquatic highway has tremendous positive implications for our economy. The National Inland Waterways Authority has made this point in countless literature. Along the course of the Niger are communities which have great productive capacity, like the Igala who are famous Palm Kernel producers and groups in Niger state who are famous rice and yam growers. Then there are the robust fishermen along the entire course of the Niger who have been there for ages. In Lokoja alone there are at least 5,000 fishermen. It is said that around Lokoja there are fish which are as big as a human being. The entire length of the Niger has potentials of breeding fish in quantities sufficient for commercial purposes. It is no wonder then that Baro succeeded as a port in an earlier period when it was made to work.It brought animation to the economy. There was everything in the neighbourhood, as well as in Nigeria, to make it function. It was fairly cosmopolitan on that account and many big trading outfits such as the Niger Company set up offices in Baro. Also 80 per cent of land in Niger State today is arable. This is a highly significant point for economic change.

Again, a plan is on to link Baro by rail with Minna as well as Abuja and Ajaokuta. This will be a major boost to the evacuation of goods from the Baro port when the time comes for it.The Niger State Government wants to set up the Minna Airport City which will be one of the hubs of economic activity in the state. Development will extend from Minna, reaching Bida as well as Baro. The activity here will rub off positively on the ports at Idah and Lokoja. There is a plan to dualise the Abuja-Minna road, and work has been on to widen the Abuja-Lokoja road. The implications of all of this for the economy, and life generally, is staggering. A masterplan for Baro has been drawn up. The totality of all these grand projects is to make Niger State one of the top three economies in Nigeria by the year 2020.It seems that a lot will be happening in the Central Nigerian region in just a few years time.

The entire length of the Niger is truly a tourist’s delight. At Baro there is the impressive Empire Hill and Lord Lugard’s mansion sits on its summit. There are countless tourist sites in Niger and Kogi states, for instance. Tourists will come but government must also prepare these sites well, and transport within the states must be first rate. The political will to push this vision through cannot begin to wane at any point. Some people also raised security concerns. For instance, Dauda Garuba of Revenue Watch Institute feels that if there is no security arrangement to guarantee the free movement of boats and barges after the dredging effort, then the whole exercise may be counterproductive. We may be creating a Somalia type situation, he insists. Engineer Patrick Adejumo is of the opinion that water transport is capital intensive, but also very good for the country. However, he does not think it will really take pressure off the roads, and he does not agree with those who feel marine transport is environmentally friendly.  

Dr. Donatus Adie, a specialist in Water and Environmental Engineering at the Ahmadu Bello University Zaria says that in the 60s and 70s, large sea going boats and craft plied the Niger, but activities like the construction of the Kainji dam reduced the flow of water and directly led to the silting of the river. He agrees that the creation of ports and 24 hour navigability, will lead to an economic boom along the Niger. A number of persons hope that there will be effective monitoring of the river especialy in the post dredging period, to make sure that there is no negative fall out of the dredging effort among the communities. The environmental impact assessment has stressed this point, and argued for the effective disposal of dredge spoils. Today, it is very clear that an effort is on to revive the ports, as well as reconnect with a glorious past when the ports really worked. The people are involved because   a spirit of success is part of their heritage, and the powerful memory of functioning ports is very alive among them. They are willing to reconnect with that energy. The aquatic highway project is a golden idea whose time has come.

Baro

There is no proper road leading to Baro. What passes for a road is a footpath, or a slightly advanced form of the footpath. In some parts the footpath, which has slowly widened to accommodate a large vehicle, seems to be sinking. Sometimes the footpath vanishes altogether. Then it returns. Then it vanishes. The best method to access Baro is by motorcycle and the price for this trip is outrageous. Only a motorcycle can meander through the impossible route. But I need a story from Baro on the dredging of the Niger. So I must do a one hour ride on the motorcycle passing through a very green and fertile landscape. For a long time nobody comes along and no vehicles or motorcycles pass, as we head towards Baro. Its just the two of us on a tired motorcycle. The sunlight   burns. When leaving Baro in the evening I do one hour on another motorcycle which speeds across the uneven landscape, and takes me to the closest point to Baro, which cars and taxis can access.  The rain comes down as we try to speed along.

From time to time you as you approach Baro you come across old colonial type bridges. The middle section of the one before us now has fallen apart, and wooden boards have been used to make it strong. The bridge has to be made firm for it guarantees access to Baro. The cyclist meanders across looking a bit uncertain.  He advices that I walk gently. I walk behind him peering through the wooden section into the waters beneath, and wondering about the strengths of colonial engineering. You can approach Baro from two directions. One is from Gwagwalada in the FCT. The other is through Agaie in Niger state. You encounter bad roads whichever approach you choose.Baro is ringed by the Niger as well as by bad roads. Very soon we come across a depression. There Gbagyi women are busy washing melon seed in the quick moving waters. There is no water in their village which is nearby. So they bring the melon harvest to the spot to wash and heap same in a waiting car. Its a miracle that the car made it to the spot. The warmth of the women contrasts with the roughness of the bad road, and is quite reassuring. They put the melon in baskets and step into the water, where they swiftly turn the baskets. The waters then wash the melon, creating a little spray in the process. The women chatter and smile as this goes on. There is music here but there are no musical instruments visible. Soon we see Empire Hill, the famous hill at Baro.Then the silvery waters of the Niger appear in the distance.We have arrived hilly Baro, site of Nigeria’s first inland port.

Baro is a splendid example of arrested development It still appears quite frozen. It used to be a flourishing inland port, and large boats and barges used to travel up to Baro from Onitsha conveying goods and traders. There are quiet signs of those great times all over Baro today. The large Niger Company Store still stands by the Niger, and a number of other warehouses too are standing. The railway ticket office is still there as well as the railway tracks. The old staff quarters for railway staff can be seen, as well as ruins of houses. I am told that when people began to migrate out of Baro their houses fell into disuse. Here are silent reminders of a golden era long gone. The people boast of the early fame of Baro when it was a famous port. Lord Lugard’s old mansion is on the hilltop, but it is a ruin, an impressive ruin which still fascinates the visitor.

Mohammed Ndanusa Salihu Kazoro is the Village Head of Baro. He speaks of Baro when it was a port. His words ‘When we had a port we had a great population. When the port collapsed the population naturally declined. The civil war led to the collapse of our port. When the war started ships could not come to Baro from Onitsha, because of the bombing of the Onitsha bridge. Before when we had a port you could not differentiate between night and day here. This is because we had a large active market, and many people came from distant places to make purchases. We were the envy of communities around’. The Village Head feels that a port at Baro will create jobs for his people, as it did not too long ago. He complains about the bad road and laments the pains people go through if someone is ill. His words ‘We are also in need of a hospital. If someone is ill,inspite of the bad roads, we have to take him from here to Bida or Minna. Again there is no pipe borne water and the wells  are empty in the dry season.’ He tells me that Baro was once a local government headquarters, but says that Baro has now been merged with Agaie. Dissatisfaction with this state of affairs has also led to the call for Edun state with Baro as capital. He argues ‘Lord Lugard lived in Lokoja and it has since become a capital and it has seen some development. Lugard lived here too. So we are hoping that Baro can become a state capital too and experience some development.’

Baro will be another Lagos

Mohammed Kuta Yahaya is the Secretary to the Niger State Government. He feels that ports are very critical to development. His words ‘If you  know what has happened to communities where there are ports across the world, you will discover that it is not only an attraction, but indeed a center where there will be an economic boom because of the people who will be attracted to come and trade. The Baro port and environs will be like creating  another Lagos for the northern part of Nigeria, and investors, people across the northern part who have business interests, and have heavy duty consignments, will come to Baro. That will mean many of them will have offices in Baro, leading to more employment for the people of that area. Many investors will come and settle, and when they come they will arrive with expatriates or people from other parts of the country. That will add to social integration.’ According to the SSG, there will be a great reduction in terms of the pressure on the roads.His words ‘The roads have turned into death traps with many trailers on the roads, and they don’t last. The reactivation of the Baro railway will be another chance at economic regeneration. The federal government is trying to establish another rail track from Baro to Abuja’. He also spoke of the Minna airport city which will ‘translate into a stretch of development across to neighbouring towns of Bida.So when development is expanding from Baro and development is expanding from Minna Airport, you will see an intersection forming in the long run. Niger state will create an economic zone that will be equal to Lagos and Port Harcourt’. There are also plans to dualise the Abuja-Minna road which will reduce the pressure on Abuja. He sees the emerging Minna as an alternate city to Abuja. Therefore, people could afford to live in Minna and work in Abuja, given the train link that will be put in place. Niger state also has other advantages such as its large land mass. 80 per cent of its land is arable. It is also the largest producer of rice and yams in the country. He says that expectations of citizens are high and that the real challenge facing the administration is how to manage the expectations of people. He adds that Baro was a magnet to people when it was an active port, and adds that that period can be relived again. His words ‘Baro was  a destination for many people for it was full of activities. It provided a reasonable income for people. We will reopen it now with additional potential. There are many activities now unlike in the past. People now are into merchandise, construction and heavy duty equipment. Most of the things used at that time that the ports even provided ,is like one over ten of the things going on in the global economy now’.

Idah

Two bad roads will take the traveller to Idah in Kogi state.The Oshadamu-Ejule-Idah road is the first, and its very bad condition has encouraged visitors   to ply the newer Itobe road, which is still being cut through. The Itobe road, which is comparatively the ‘better’ road, is some 38 Kilometres road long, and it has been under construction for some 4 years .The Oshadamu –Idah road is 60 Kilometres long and is characterised by potholes and gullies. Because of its condition it takes a traveller some 2 hours to traverse it, whereas this trip should not last more than one hour or less. Abdul Isa, a taxi driver in Idah, laments the deplorable road situation in Idah and looks forward to the dredging exercise. His words ‘A port will develop Idah immensely. On account of the bad roads it is very expensive to move farm produce out of Idah.Right now a trailer coming from Anyigba will spend 3-4 hours on the road’. He adds that for a long time now there has been no light in Idah.’ Three things are needed in Idah. These are good roads, light and water. But a port will change all of this. People migrate from Idah to Anyigba because it has light. This is sad because Idah is the capital of the Igala kingdom. When visitors come they prefer to go and sleep in Anyigba’. He says that if one wants to go to Agenebode in Edo state, which is a neighbouring community, there is no bridge or ferry for this purpose. So one has to drive down to Okene, passing through Ajaokuta and Auchi.If there is a ferry, a journey from Idah to Benin will be only 2 hours. Now its some 5 hours if you are passing through Okene’.

Colonel Amadu Ali (rtd) also comments on the poor road situation around Idah. According to him ‘The pressure on roads passing through Kogi state is heavy. That is the problem, and we keep designing roads that are carrying more than what they are designed to carry. The loads on them are more than what the road is designed for. We have not been lucky to get governments that have really sat up to do something serious about roads. With a port at Idah the roads must be done’. He explained further on the significance of water transport ‘Pressure will be taken off our roads with the use of maritime forms of transport. Our roads are not designed for what they are carrying especially the 30 ton trailers. If Warri to Baro can become a thoroughfare, land transportation will reduce by 60 per cent. We will only go now to wait at the ports and take the goods inland from there, instead of driving all the way from Warri. As for  fuel distribution tankers,we can  have tankers that are going on the river, and they can have depots at many of these ports where they can deliver what they  have brought. River transportation is a great asset if we can manage it well’. Idah was once pre eminent in the palm oil trade. In those days it would take three weeks for a Ship  to be loaded with palm Kernels at Idah before heading for the United Kingdom. He calls for the revival of the traditional economy, and palm oil trade was a principal part of this activity. According to Colonel Amadu Ali ‘Everybody has now gravitated to oil. They are no more thinking of palm oil.So other countries that borrowed palm oil from us such as Malaysia, grew huge plantations and are now the worlds biggest palm oil exporter. That is the misfortune that has befallen us. We hope that with the dredging of the Niger, government that kick starts every economic activity anywhere in the world will also move to kickstart transportation on the Niger so that they provide plenty of boats that can move between Lokoja, Baro, Idah, Onitsha and from there beyond to Sapele and Warri.’ He added that government should play a role in reviving traditional economy. His words’ The government should encourage those who produce the palm kernels, the Igala people, the Shea butter, that is, the Nupe’s  along the Baro and Lokoja axis. This will bring life into that place once more. This time they may have to improve the nature of the product. We can express the oil and we can take the Kernel.We can express even the palm oil and send it abroad. These are the things that we have to go back to, because dependence on oil is not good, for it is an asset that will eventually disappear’. By the riverside in Idah are a number of young intelligent girls who carry sand in basins on their heads every morning. They move to the river bank almost in single file and carry sand which abounds there. This is sand which is used for construction purposes. The wealth and advantages which a port brings will create more opportunities for the people such as these young girls and women, lifting them out of the pain of their present circumstances.

Lokoja

The Igala’s have always been famous along the course of the River Niger in a line which stretches from Lokoja and Idah, reaching Aboh in Delta state.They were simply Lords of the Niger. Brave warriors, they even established fiefdoms in parts of present day Igboland. According to Colonel Amadu Ali, Reverend Schon and Ajayi Crowther described the Igala in the 19th century as ‘Superintendents of trade on the river Niger’. Indeed Colonel Ali’s great grandfather sold Lokoja to the British for 45pounds. Realising the abundant commercial opportunities offered by Lokoja, the British proceeded to build warehouses, stores and factories along the Niger. Research by Panaki C.N indicates ‘With formalization of British rule in the town, Lokoja became the hub of a new economic activity, whereby companies like John Holt, UAC and BCGA were established. The area where most of these companies flourished in Lokoja is now known as Marine, a most fitting name.Lokoja, like Baro and Idah, has its own population of old warehouses used by big companies in the days when the Niger was very alive.The memories of that era are still very strong here.

Agenebode

Agenebode is a community in Edo state, just across the Niger from Idah. Here too the government will create a port as a fall out of the dredging exercise.Mr Stephen Eghabor,a former staff of ELF who resides in the community tells Weekly Trust about the days when Agenebode was a flourishing port. His words ‘This place was once a river port that made all steam boats and barges to berth to discharge merchandise of various types,and this gave rise to heavy trading activities. So people came from Owo and Ikare to buy goods that were shipped down here. The ‘Bode waterside was famous. Civilisation followed and people were happy. Bode had an edge over people in the hinterland. By the time the Niger became dead, owing to silting and its consequences, the UAC group of companies pulled out because ships could not come to the port to discharge their goods. Because of the disappearance of UAC and John Holt everything just went down.’ He speaks of the nostalgia that has come over his fellow townspeople with the news that the Niger is going to be dredged. His words ‘ A sense of nostalgia is returning .The glory that left us is about to come back. A revival of the ancient economy is imminent’. According to him there is poor electricity supply in ‘Bode,as well as poor water supply too. He too hopes that a port at’ Bode will change the fortunes of the people.