One of the basic responsibilities of a government in any society is to provide an enabling environment within the framework of policy and infrastructure for the economy to flourish. Such infrastructures include, for example, power supply, access to water for both domestic and industrial uses, and the development of a transportation system including roads, rail, waterways, etc. Thus in 1996, against the odds of an uninspiring political environment in Nigeria, the National Inland Waterways Authority, then a department in the Federal Ministry of Transport, came up with a proposal for the dredging of a channel along the lower Niger river to facilitate the expansion of economic and commercial activities in the country.

The dredging was to span a width of 100 metres and a length of 573 kilometres beginning from Baro in Niger State, and terminating in Warri, Delta State. After an appraisal by the Federal Government, the proposal was endorsed and passed over to the then Petroleum Trust Fund (PTF) for funding. The project however encountered some problems of implementation logistics during the period, as the PTF did not only undertake to fund it, but also took up the execution even in the face of inadequate hydrological and other vital information needed to start the project. The problem generated a tussle between the PTF and the Inland Waterways Department, whereby the department maintained that PTF does not possess the logistic and technical expertise to execute such a complex project. This position was however ignored as the contracts for the dredging were quickly awarded by the PTF to six companies of which Haskoning Nederland who currently serve as the project consultant, was not one.

As the tussle between the PTF and the Inland Waterways Department lasted, military rule came to an end. The situation compounded public perception of the project. After the restoration of democracy in 1999, the Petroleum Trust Fund was scrapped, while the National Inland Waterways Authority was created and entrusted with the execution of the dredging project. On October 10, 2001, the National Inland Waterways Authority signed a N388 million contract with Royal Haskoning Nederland for a detailed review of the dredging project to include all necessary surveys and components.

These developments notwithstanding, the dredging project has continued to witness different shades of criticisms from within and outside the country. Some critics hold that Haskoning Group should not have been awarded the contract as it lacks competence in the hydrological surveys necessary for the execution of the project. Some others doubt the national character of the project as they contend that it was a political move to shift the marine industry to the northern part of the country. Others still, believe that the Haskoning Group is in possession of, and playing politics around some geological information where it is found that the Niger bed contain some vital mineral deposits. There are equally those who doubt the sincerity of purpose of the government on the project. This category of contenders believes that the project, since the time of the PTF, was designed to enrich some individuals and may not end up successfully.

Some critics hold firmly to the Environmental Impact Assessment (EIA) which they claim has not been carried out to determine the likely effect of the project on the environment, and the control measures that will be taken. There are equally those who are skeptical about the economic benefits of the project. And of recent, the World Bank had advised the Federal Government to reconsider it’s plans for the project on account of non-profitability. Following this, many Nigerians have suspected the delay in the execution (physical dredging) as an indication that the Federal Government is tactically withdrawing from the project because the World Bank had advised it to do so.

Confronted with this array of positions, Engineer Rabiu Diori Abubakar, the Managing Director of the National Inland Waterways Authority (NIWA) explains that prior to the establishment of NIWA, the hydrological surveys and quantification of scope of work on the project, were not sufficiently carried out even as the actual dredging contracts were awarded by PTF. Other vital components of the project such as river port, river training works and structures were not provided for in the PTF package. Against this backdrop, NIWA under the consultancy of Haskoning group has reviewed the project in its entirety. Instead of the mere mention of "dredging the Niger" as it used to be, what is now in place is an overall development of the Nigerian Inland Waterways.

However, some questions that need to be answered include, first, why the contract was awarded to the Haskoning Group and what role the company is actually playing in the dredging project. NIWA Director-General answered the question: "Initially, when the PTF took up the execution of the project, NIWA made it categorically clear to them that they do not have the expertise to work on the project. In fact no one in Nigeria has the capacity of working on an inland waterways project of this magnitude. By this I don’t mean that there are no people who are good in doing dredging works. But the issue is that you tie this kind of project to adequate scientific information. This is part of what we tried to make the PTF understand. But they couldn’t listen to us. They didn’t ahead and awarded the contract on the basis of some studies that could not serve any purpose at the end.

It was after all these that the task was passed back to NIWA. Technically and otherwise, we discovered that it was impossible to work with what we inherited from the PTF. Then we suggested the services of a reputable consultant. This was how we came about the Haskoning Group. The company has been on the Nigerian waterways, specifically the Niger River, since 1950s. They have every data and information on the Niger that covers the period which must be reviewed. We were convinced, and so, we gave them all the PTF documents relating to the project in order that they study and make a critical review and provide every necessary scientific information that are required for the project. That exactly is what the Haskoning Group is doing on this project. They are just serving as consultants. Already the actual dredging contracts have been awarded before NIWA came in.

Haskoning Group has done all the necessary surveys and has gotten all the necessary hydrological information for us. In fact, the transport studies have also been carried out. What is left for us to do now is to sit down with the contractors and give them the new picture of what we want. The entire concept of the project has been changed. The detail of the scope of work has been concluded, and provisions have been made for River port, training works and structures in the reviewed package.

The River port is necessary because one cannot expect cargoes to be moving on the rivers just like that without a place for landing and packing. The river training works is also vital for us to be able to maintain the project In the future, while avoiding unnecessary waste of government funds. The environment is also given special consideration in the reviewed package. We would look into the communities, give them facilities, and ensure that their agricultural activities and access to water are facilitated and protected.

On the national charter of the project, Engineer Abubakar contends that those who hold the view that the dredging project is a political move to shift the marine industry to the North do not seem to have a good knowledge of the industry. He pointed out that the ample opportunity for sustainable employment that he projects would generate, cuts across all professions, tribes and regions. Besides, it is absurd to ever think that the marine industry in Nigeria can be shifted from Lagos, or Port Harcourt or Calabar all to the Niger, which is taking just 100 metres width of dredging that only some kinds of cargoes can ply.

The beneficiaries of the various commercial activities that will ensue, Engineer Abubakar argued, are not exclusively Northerners, beginning from the ownership of cargoes to the goods themselves and their transportation. Even when these goods and services are made accessible and cheaper in the region, there are millions of Southerners who live and make their economy in the North. Also, the goods and services that used to be cheap and abundant only in the North, will now be accessible and equally cheap in the South. The whole idea is not just a one-way traffic. Above everything, Engineer Abubakar stated, it was never a part of the project concept to shift the marine industry to the North, as such is obviously impossible.

It would be recalled that Mr. Nicholas Stern, Chief Economist and Senior Vice President of the World Bank, while advising the Federal Government to discontinue the dredging project stated: "There is need to ascertain whether the savings in transport cost could justify the high cost of dredging, and continuous maintenance works that would be required in the river to keep it open for larger vessels." The World Bank chief also pointed out the need to bear in mind the possible environmental hazards on the communities along the riverbanks.

The World Bank’s advice has for quite sometime now been a subject of serious debate among Nigerians, majority of who believe that the World Bank was only being mischievous to Nigeria. For this reason, some people have expressed doubt on whether all the foreign contractors on the project would do any sincere works for the country. There are equally those who are believed to have been influenced by the World Bank, and some African countries to hold firmly to the Environmental Impact Assessment issue, as a way of discouraging the project. Again, the delay in the physical dredging is also suspected to be connected with the World Banks influence over the Federal Government of Nigeria.

On these positions the NIWA Director argued that the amount of money required to dredge the Niger was less than 10 per cent of what the Federal Government spend each year on road maintenance. The World Bank, Engineer Abubakar stated, have always sought to encourage the government to borrow money and put into ventures that would never succeed. "Ask the World Bank which project they have ever recommended or funded that have succeeded in Nigeria? None!"

On the continuous maintenance works as pointed out by the World Bank, Engineer Abubakar stated that under the reviewed project, provision has been made for river training works and structures. The purpose of the provision, he said, was to ensure continuous maintenance works at much cheaper cost. The NIWA director also pointed out that water provides the cheapest and safest mode of transportation anywhere in the world. "Inland Waterways covers up to 13 states of the Nigerian Federation. It is ridiculous to leave this mode of transportation and concentrate on the road and rail, despite the obvious advantages that water has over them."

Engineer Abubakar spoke further on the economic significance of the project. "In fact, about 60 per cent of products cost is due to transportation. A product that is sold for N1000 in some places may have been sold for only N400, if not for the need to recover the transport costs. If the Niger waterway is developed, there are promises of people getting products and services in abundance, and at low cost all year round, and commerce is encouraged as much as people are encouraged to invest. The Niger project also bears the capacity for high revenue generation for both the government and private investors. It will enhance agriculture, create employment opportunities that will cut across all professions–including banking, administration, engineering, communication, medicine, tourism etc. It will also save the country of the many road accidents caused by heavy traffic of 911 cargoes conveying goods from North and South, and then supplement road and rail transportation, and reduce government expenditure on road maintenance substantially. By estimate, one batch of some cargo ships could carry an equivalent of 100 trucks of 911 or fuel tanker loads. What this means is that the waterways provides an opportunity for bulky goods conveyance, even at the cheapest cost.

On the issue of Environmental Impact Assessment, Daily Trust gathered that the Federal Ministry of Environment has concluded works. The NIWA Director however argued that given the fact that the Niger River spans a width of about 2 kilometres in some places, and the fact that the dredging would take only 100 metres of this width, the impact of the project on the environment is not an issue to worry about so much. He argued that the problem, which public projects in Nigeria have always faced, is how much money some influential individuals would make from the government, by taking advantage of some insignificant problems.

The environmental problems associated with the dredging include displacement of settlements, flood, erosion, pollution and disruption of agricultural activities of the riverine dwellers. Each of these problems have been forecasted, and adequate measure have been adopted to deal with them. According to Engineer Abubakar, work on the project has so far, covered from Baro up to Agbor, "only in some parts of the Niger Delta we are encountering resistance from some people who are simply not law-abiding. The elite in this area are taking advantage of the problem.

The NIWA Director stressed that the Environmental Impact Assessment (EIA), which the people have used as excuse for their resistance have been concluded, and that NIWA is operating strictly by the laws. The NIWA Director described the World Bank’s position on the EIA as mischievous and the resistance in the Niger Delta as a mark of ignorance in respect of the benefits of the project. While it is agreed that the government carries a basic responsibility of providing an enabling environment for the economy to succeed, it is also a responsibility that the citizens cooperate with the government in bringing such environment into being. If the World Bank’s advice is anything to go by, Engineer Abubakar contends, what happens then when we think of Egypt and the Nile river, America and the Mississippi rivers? Why have all these inland waterways been developed despite possible environmental harzards? What benefits do their owners derive from them? Why should Nigeria be different?

All the necessary studies and surveys, including the Environmental Impact Assessment, on the dredging project have been done. The determination of the scope of work has been completed. Programme is now set for physical dredging to commence in November 2002. The NIWA director however pointed out "Only the lack of funds will stop the work."