Nigeria’s 10,000km Waterways: The N12trn Gold 28 States Are Sitting On

Listen to story here

Nigeria has spent decades searching for economic opportunities beneath its soil, yet one of its greatest untapped fortunes flows right before its eyes. From the Niger and Benue rivers to the sprawling creeks of the Niger Delta, the country is surrounded by an extraordinary network of waterways that could transform transportation, tourism, agriculture, real estate and regional trade.

Yet, while other countries turn their rivers into economic highways, Nigeria continues to overload its roads, leaving much of its aquatic wealth to waste.

Consider the contradiction: approximately 10,000 kilometres of waterways, 28 states with access to inland water transportation, connections to five neighbouring countries and an 853-kilometre coastline. Despite this enormous geographical advantage, less than one per cent of Nigeria’s freight reportedly moves through inland waterways.

We are sitting on water, yet dying of thirst.

This is more than a transportation problem. It is a missed economic opportunity of extraordinary proportions. Industry estimates suggest that Nigeria could generate as much as N12 trillion annually from its inland waterways if the necessary infrastructure, investment and policy coordination are put in place.

The question is no longer whether Nigeria possesses the resources. It is why successive governments have failed to unlock their full economic value.

The 28 water-accessible states must begin to think beyond their conventional revenue sources, embrace collaboration with the National Inland Waterways Authority (NIWA) and recognise that the future of Nigeria’s Blue Economy may depend significantly on how effectively we exploit our rivers, lagoons, lakes and creeks.

THE GOLD BENEATH OUR WATER: TOURISM, FISHERIES AND A NEW ECONOMY

Nigeria’s inland waterways are not merely transportation channels. They are potential economic corridors capable of supporting multiple industries.

The River Niger and River Benue remain the country’s principal inland waterways. Other important water bodies include Cross River, Lagos Lagoon, Badagry waterways, Ogun-Ondo waterways, Benin River, Escravos Channel, Nun River, Imo River, Orashi River, Ethiope River, Oguta Lake and Lake Chad.

According to NIWA, approximately 3,000 to 3,800 kilometres of Nigeria’s waterways are seasonally navigable, presenting considerable opportunities for investment in dredging, navigation infrastructure and commercial transportation.

Consider Egypt. The River Nile has become a major tourism attraction, supporting passenger movements, cruise services and hospitality businesses. Some four-day Nile cruise packages reportedly cost as much as $500 per person.

What prevents Nigeria from developing comparable tourism experiences along the Niger and Benue?

Imagine a river cruise connecting Lokoja, where the Niger and Benue meet, to Onitsha, Asaba and the Delta creeks. Imagine tourists exploring the natural beauty of Oguta Lake, enjoying waterfront resorts in Badagry or experiencing the cultural attractions of riverine communities in the Niger Delta.

These possibilities extend beyond sightseeing. They create opportunities for boat builders, cruise operators, tour guides, jetty managers, waterfront hotels, restaurants, photographers, craft sellers and entertainment businesses.

The Lagos Lagoon, in particular, offers enormous potential for recreational boating, floating restaurants, waterfront hospitality and organised marine tourism. The Allied Concessionaries and Blue Economy Alliance is already partnering with NIWA to promote marine tourism in Lagos through safer water transportation, recreation and hospitality investments.

Similarly, Nigeria’s cultural festivals could benefit from improved water connectivity. The Argungu Fishing Festival, for instance, demonstrates how water-related cultural activities can attract visitors, stimulate commerce and promote local identities.

The fisheries and aquaculture value chain presents another significant opportunity.

Nigeria continues to rely heavily on imported fish despite possessing extensive inland and coastal water resources. From Lake Chad to Oguta Lake, Cross River and the creeks of Bayelsa, the country has enormous potential for commercial fish production.

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

However, production alone is insufficient. Investment must extend to fish processing, cold-chain transportation, packaging, preservation and export infrastructure.

Imagine a self-propelled barge transporting fish from Makurdi to Onitsha, reducing spoilage and logistics costs compared with trucks navigating congested and deteriorating roads.

Nigeria’s aquaculture sector has also attracted ambitious economic projections, with the World Aquaculture Society reportedly estimating its potential at $296 billion annually.

These opportunities require deliberate investment, environmental protection and access to modern technology.

 

WATER TRANSPORTATION AND WATERFRONT ESTATES: THE NEXT FRONTIER

Nigeria’s obsession with road transportation comes at a considerable economic cost. With approximately 195,000 kilometres of roads, only about 30 per cent reportedly paved, the country continues to grapple with congestion, accidents, high logistics costs and deteriorating infrastructure.

Meanwhile, its natural transportation network remains underutilised.

Under suitable operating conditions, inland water transportation can move bulk cargo at costs 20 to 30 per cent lower than road transportation. It also offers environmental advantages through reduced emissions compared with conventional road haulage.

The River Niger connects several states, including Niger, Kogi, Anambra, Delta and Bayelsa, while the River Benue serves communities across Benue, Taraba and Kogi.

These waterways could provide alternative transportation corridors for agricultural produce, industrial raw materials, petroleum products and other cargo.

The Federal Government has approved approximately N14.6 billion for modern boats and ferries to replace unsafe and obsolete wooden vessels, targeting important waterways in Niger, Benue, Kogi, Kwara and Kebbi states.

Lagos has also demonstrated what sustained investment can achieve through its structured ferry transportation network, operated by Lagos State Ferry Services (LAGFERRY) in collaboration with the Lagos State Waterways Authority (LASWA).

Its terminals connect communities around Ikorodu, Apapa, Marina, CMS and Badore, providing an alternative to road transportation.

If Lagos can demonstrate the commercial possibilities of organised ferry services, other states should be encouraged to follow.

Kogi, particularly, occupies a strategic position because of its location at the Niger-Benue confluence. Under Governor Ahmed Usman Ododo, the state has expressed support for NIWA’s efforts to reposition its waterways as a driver of economic development.

Minister of Marine and Blue Economy, Adegboyega Oyetola, has also consistently highlighted the economic advantages of inland water transportation and the need for state governments to complement federal initiatives.

However, the opportunity extends beyond moving people and cargo.

Waterfront real estate could become another major investment frontier. Across the world, waterfront properties command premium values. From Dubai to Miami, Cape Town and London, investors recognise the commercial appeal of residential and recreational developments close to water.

Nigeria has several locations that could support similar developments, including Lokoja, Onitsha, Makurdi, Yenagoa, Calabar, Epe, Badagry and Ikorodu.

Planned littoral estates could incorporate private jetties, boat clubs, waterfront promenades, recreational centres and hospitality facilities.

Oguta Lake could accommodate weekend resorts and fishing lodges, while Lagos Lagoon could support floating restaurants and recreational boating. Ibeno Beach and other coastal destinations also offer opportunities for beach resorts and water sports.

The emerging tourism economy could create jobs, attract private capital and stimulate development in communities that have historically remained outside mainstream investment activities.

Nevertheless, such developments must be supported by proper land administration, environmental safeguards, infrastructure and secure property rights.

 

CLEAN WATER, SAFE NAVIGATION: THE FOUNDATION OF A BANKABLE BLUE ECONOMY

No country can successfully commercialise its waterways while neglecting their environmental and safety challenges.

Nigeria’s rivers, lagoons and creeks face persistent threats from indiscriminate waste disposal, oil spills, plastic pollution, environmental degradation and uncontrolled sand dredging.

These challenges undermine fisheries, discourage tourism and increase the cost of commercial navigation.

Waterway safety is equally critical. More than 300 lives were reportedly lost on Nigerian waterways in 2023, with drowning accounting for over two-thirds of boat fatalities. Available figures also indicate that about 90 per cent of victims were not wearing life jackets.

In 2024, under the leadership of NIWA’s former Managing Director, Bola Oyebamiji, reported fatalities declined by 30 per cent, from an average of 330 to 231. The improvement was attributed partly to the deployment of 350 water marshals across the country to enforce the ‘No Life Jacket, No Boarding’ policy, reaching more than 300 communities.

These efforts must be sustained and strengthened.

A modern inland waterway system requires properly marked navigation channels, functional safety infrastructure, trained boat operators, effective emergency response systems and strict enforcement against overloading and unsafe night sailing.

Environmental sustainability must also become central to investment planning.

NIWA’s ongoing waterway clean-up programme, implemented in partnership with Parts Central Limited, offers an opportunity to address pollution while creating economic activities around waste collection and recycling.

Plastic waste can become an input for waste-to-wealth initiatives, while mangrove protection in the Niger Delta can preserve important ecosystems that support fisheries, biodiversity and carbon absorption.

The communities that depend on these waterways must also participate actively in their protection and management.

Clean water is not simply an environmental aspiration; it is an economic asset. No serious investor will commit substantial resources to polluted waterways, and no tourism destination can thrive where environmental degradation threatens public health.

 

FROM JURISDICTIONAL DISPUTES TO N12 TRILLION INVESTMENT: THE 28-STATE IMPERATIVE

Perhaps the greatest obstacle to unlocking Nigeria’s inland waterway potential is not the absence of natural resources but the failure to coordinate the institutions and governments responsible for their development.

For years, disagreements between some state governments and NIWA over the control of inland waterways have complicated investment and regulatory cooperation.

The Supreme Court has affirmed NIWA’s regulatory authority over Nigeria’s inland waterways. The priority must now shift from jurisdictional disagreements to economic collaboration.

The 28 states must recognise NIWA as a strategic partner in developing their aquatic resources. While the agency provides regulatory oversight and technical coordination, state governments can drive infrastructure development, facilitate investment and support commercially viable transportation services.

Nigeria urgently needs a National Inland Waterways Investment Blueprint, coordinated by NIWA and the Federal Ministry of Marine and Blue Economy, with clearly defined responsibilities for federal, state and private-sector participants.

Such a blueprint should prioritise the following:

Strategic dredging and navigation: Develop a systematic dredging programme for the Niger and Benue rivers, targeting the proposed minimum draught of 10 feet on suitable sections, alongside improvements to navigable intra-coastal routes.

Modern inland ports and terminals: Upgrade Onitsha, Lokoja, Makurdi, Baro, Oguta and Ikorodu through public-private partnerships, providing efficient cargo handling and passenger facilities.

Modern ferry services: Encourage the 28 states to explore a joint programme for procuring 500 modern ferries within five years, while supporting local boat builders and enforcing a national waterway safety code.

Aquaculture and tourism clusters: Establish investment-ready aquaculture zones and develop five priority tourism corridors: Lagos-Badagry, Niger-Benue Confluence, Onitsha-Delta Creeks, Cross River-Calabar and the Lake Chad Basin.

Waterfront real estate: Identify suitable littoral locations for residential estates, resorts, recreational facilities and hospitality developments, supported by transparent land administration.

Private-sector financing: Move beyond dependence on annual government budgets by packaging viable projects for public-private partnerships and institutional financing. The Bank of Industry and other development finance institutions should be encouraged to support aquaculture and related businesses.

Regional connectivity: Integrate inland waterways with road, rail and seaport infrastructure. The SEALINK project, promoted with the involvement of NEXIM Bank, offers an opportunity to improve regional and hinterland connectivity through the Niger-Benue network.

Investment promotion: The Nigeria Marine and Blue Economy Expo (NIMBEX) should provide a platform for states to present bankable projects rather than merely deliver speeches. Proposed jetties, ferry operations, aquaculture parks, waterfront estates and tourism corridors should be presented to potential investors.

Countries such as Vietnam and Bangladesh have demonstrated the economic value of inland water transportation, moving significantly higher proportions of their freight through waterways than Nigeria.

There is no reason Nigeria cannot develop a similarly ambitious strategy, provided that political will, regulatory certainty and sustained investment are brought together.

Ultimately, the 28 states must stop viewing their waterways as geographical boundaries and start treating them as shared economic assets.

Nigeria’s estimated N12 trillion annual inland waterways opportunity will not materialise through government speeches or isolated interventions. It requires coordinated planning, commercially viable projects, private-sector participation and a commitment to environmental sustainability.

For a country searching desperately for new sources of economic growth, the answer may have been flowing beneath its feet all along.

The Niger is waiting. The Benue is waiting. The creeks, lagoons and lakes are waiting.

The real question is whether Nigeria is ready to turn its 10,000 kilometres of water into 10,000 kilometres of opportunity.