Energy analysts have criticized Nigeria’s ban on fuel trucks carrying up to 60,000 liters, arguing that improving road conditions would be a more effective way to prevent tanker accidents and explosions. The government announced the ban as part of efforts to enhance road safety.
Showing posts with label transportation. Show all posts
Showing posts with label transportation. Show all posts
Wednesday, February 26, 2025
Video - Experts say Nigeria’s fuel truck ban won’t curb accidents
Energy analysts have criticized Nigeria’s ban on fuel trucks carrying up to 60,000 liters, arguing that improving road conditions would be a more effective way to prevent tanker accidents and explosions. The government announced the ban as part of efforts to enhance road safety.
Chinese EVs Make Inroads in Nigeria as Gasoline Prices Rise
On an untarred road in Nigeria’s upmarket neighborhood of Victoria Island in Lagos, a fairly modest looking car dealership has been drawing attention.
The showroom floor of Saglev, an independent electric vehicle dealer in Nigeria’s largest city, showcases several car models with unfamiliar names for most Nigerians: Voyah, Nammi and Mhero — all made by Chinese automaker Dongfeng Motor Group Co. Three Saglev-branded luxury EV sedans parked in front of the showroom turn a few drivers’ heads as they pass by in gasoline-fueled cars.
While the EV revolution is well underway in many parts of the world, the idea of charging up a car with electrons is still somewhat bemusing in the West Africa nation where half of the population have no access to electricity, and the other experiences frequently interrupted power.
Yet after gasoline prices began to soar in Nigeria in 2023, EV proponents saw an opportunity to pitch their wares to the millions of drivers across Africa’s most populated nation. There are now at least 10 dealerships across Nigeria pushing two- and four-wheel EVs, mainly from Chinese makers. Separately, efforts are underway to build up a nationwide EV charging infrastructure and Saglev is even backing a domestic manufacturing facility to build zero emissions vehicles.
Rather than be deterred by the notoriously erratic power supply in Nigeria, investors see EVs as a savvy long-term bet in a country that needs to quickly switch to reliable clean power for cost reasons alone.
“The actual EV story in Africa is not actually climate change but economic,” said Saglev Chief Executive Sam Faleye, a native Nigerian who left his medical practice in the US to go into EVs in Africa. He has partnered with Chinese EV maker Dongfeng to annually assemble up to 2,500 units in Nigeria by as early as this year.
Until two years ago, gasoline in Nigeria was among the cheapest globally as the country spent about $10 billion annually to keep the fuel affordable for its largely poor population. That changed in May 2023, when newly elected President Bola Tinubu put an end to the costly practice that was pushing the nation into a fiscal crisis. Subsidies were consuming nearly half of government income, while debt service took the remainder. Pump prices of gasoline subsequently soared more than fivefold, leaving many people struggling to keep their cars on the road.
To cushion the pain of higher fuel costs, the government has been urging car owners to convert their vehicles to ones running on compressed natural gas.
At the same time, Faleye said, the case for EVs has been improving — especially for electric ride-hailing drivers who had to stop work after gasoline subsidies ended.
“Today a ride hailing driver in a small vehicle will need almost 18,000 to 20,000 naira ($11.91 to ($13.23) for petrol for the day,” he said. “It’s less than 4,000 naira for the electric vehicle.”
With an average daily income of about 13,000 naira for a ride-hailing driver in Lagos, according to service provider Bolt Technology OU, the jump in gasoline prices made the service unprofitable.
While the lower cost of operating an EV makes it attractive, its prospects might at first look dim in a country that supplies only 4 gigawatts of electricity for its over 200 million citizens. As a comparison, South Africa with about one fourth of Nigeria’s population generates about 25 gigawatts.
In Nigeria, households and businesses cover the energy shortfall with gasoline-powered generators. This means in the near term, EVs charged at home will likely be fueled by dirty power systems, which is paradoxical to the advantages the clean cars are supposed to bring. Over time though, renewable energy will play a bigger role in meeting Nigeria’s electricity needs.
BloombergNEF expects solar installations in Nigeria to soar. The researcher had to completely revamp its forecasts after gasoline prices surged in 2023. It currently sees Nigeria’s solar capacity increasing to as much as 21.5 gigawatts by the end of the decade, compared with only around 1 gigawatt a couple of years ago.
Jenny Chase, an analyst for BloombergNEF, said one indication that solar is already taking off at a great clip is customs data show in 2024, $150 million of solar panels — about 1.5 gigawatts — left China for Nigeria. “It isn’t clear where they have gone, but most likely they have been installed on homes and businesses to help people generate power independent of the grid and without burning expensive diesel and gasoline,” she said. “This trend is likely to continue, as solar modules are now incredibly cheap.”
Already more than 7 million Nigerians in rural areas are now able to access power via decentralized renewable projects. Siemens AG is also working with the government on a $2.3 billion project to improve transmission and distribution.
Meanwhile, Sterling Bank is backing an initiative through Qoray Mobility to build a network of EV charging stations across Nigeria, with a little more than a dozen deployed so far. The bank funded the first publicly available EV-fueling station in the business district of Lagos. “That station has been running for nearly a year now charging some of the most sophisticated electric vehicles, the Tesla of this world to the BYDs and the rest,” said Olabanjo Alimi, head of renewable energy and mobility at Lagos-based Sterling Bank.
Arguably the biggest obstacle for the expansion of EVs across Nigeria, however, is upfront cost. An estimated 87 million Nigerians were living below the poverty line in 2023, according to the World Bank, making it the world’s second-largest poor population after India.
For some EV proponents, the answer is to focus on just two- or three-wheel EVs, which are cheaper to make and buy. Adetayo Bamiduro, chief executive and co-founder of Max, a Nigerian vehicle subscription startup, said his company is aiming to deploy around 100,000 EVs — mainly two-wheelers — in Nigeria and other African countries over the next five years. “Max is mainly focused on two-wheeler EVs because of affordability,” he said. “A lot more people can afford to buy an electric motorcycle than buy a an electric car.”
There are a mix of private and public solutions to make EV purchases more financially feasible. As part of its Qoray initiative, Sterling Bank is providing buyers of EVs loans for up to 90% of the value of a vehicle with repayment spread over five years.
The government is also offering incentives as it aims for 30% of domestic car production to be EVs by 2032. It announced in October last year a value-added tax exemption for EVs in a bid to promote usage and reduce greenhouse emissions in line with its net-zero target by 2060. EV dealers can also get additional tariff waivers with a so-called import duty certificate.
Faleye said the exemption has made EVs cheaper when compared to their gasoline counterparts, while Chinese EVs are almost cost competitive on their own. “Today the electric vehicles coming out of China, cost wise, quality wise you can’t get anywhere in the world,” he said.
The potential to scale-up business is also key. Alimi noted that any slice of the vehicle market in a country as populous as Nigeria can give a good return in the long term.
“There are 12 million registered vehicles on Nigerian roads,” he said. “At some point in time, these 12 million registered cars on Nigerian roads will begin to have some electric vehicle [in the] mix.”
By Anthony Osae-Brown and Emele Onu, Bloomberg
The showroom floor of Saglev, an independent electric vehicle dealer in Nigeria’s largest city, showcases several car models with unfamiliar names for most Nigerians: Voyah, Nammi and Mhero — all made by Chinese automaker Dongfeng Motor Group Co. Three Saglev-branded luxury EV sedans parked in front of the showroom turn a few drivers’ heads as they pass by in gasoline-fueled cars.
While the EV revolution is well underway in many parts of the world, the idea of charging up a car with electrons is still somewhat bemusing in the West Africa nation where half of the population have no access to electricity, and the other experiences frequently interrupted power.
Yet after gasoline prices began to soar in Nigeria in 2023, EV proponents saw an opportunity to pitch their wares to the millions of drivers across Africa’s most populated nation. There are now at least 10 dealerships across Nigeria pushing two- and four-wheel EVs, mainly from Chinese makers. Separately, efforts are underway to build up a nationwide EV charging infrastructure and Saglev is even backing a domestic manufacturing facility to build zero emissions vehicles.
Rather than be deterred by the notoriously erratic power supply in Nigeria, investors see EVs as a savvy long-term bet in a country that needs to quickly switch to reliable clean power for cost reasons alone.
“The actual EV story in Africa is not actually climate change but economic,” said Saglev Chief Executive Sam Faleye, a native Nigerian who left his medical practice in the US to go into EVs in Africa. He has partnered with Chinese EV maker Dongfeng to annually assemble up to 2,500 units in Nigeria by as early as this year.
Until two years ago, gasoline in Nigeria was among the cheapest globally as the country spent about $10 billion annually to keep the fuel affordable for its largely poor population. That changed in May 2023, when newly elected President Bola Tinubu put an end to the costly practice that was pushing the nation into a fiscal crisis. Subsidies were consuming nearly half of government income, while debt service took the remainder. Pump prices of gasoline subsequently soared more than fivefold, leaving many people struggling to keep their cars on the road.
To cushion the pain of higher fuel costs, the government has been urging car owners to convert their vehicles to ones running on compressed natural gas.
At the same time, Faleye said, the case for EVs has been improving — especially for electric ride-hailing drivers who had to stop work after gasoline subsidies ended.
“Today a ride hailing driver in a small vehicle will need almost 18,000 to 20,000 naira ($11.91 to ($13.23) for petrol for the day,” he said. “It’s less than 4,000 naira for the electric vehicle.”
With an average daily income of about 13,000 naira for a ride-hailing driver in Lagos, according to service provider Bolt Technology OU, the jump in gasoline prices made the service unprofitable.
While the lower cost of operating an EV makes it attractive, its prospects might at first look dim in a country that supplies only 4 gigawatts of electricity for its over 200 million citizens. As a comparison, South Africa with about one fourth of Nigeria’s population generates about 25 gigawatts.
In Nigeria, households and businesses cover the energy shortfall with gasoline-powered generators. This means in the near term, EVs charged at home will likely be fueled by dirty power systems, which is paradoxical to the advantages the clean cars are supposed to bring. Over time though, renewable energy will play a bigger role in meeting Nigeria’s electricity needs.
BloombergNEF expects solar installations in Nigeria to soar. The researcher had to completely revamp its forecasts after gasoline prices surged in 2023. It currently sees Nigeria’s solar capacity increasing to as much as 21.5 gigawatts by the end of the decade, compared with only around 1 gigawatt a couple of years ago.
Jenny Chase, an analyst for BloombergNEF, said one indication that solar is already taking off at a great clip is customs data show in 2024, $150 million of solar panels — about 1.5 gigawatts — left China for Nigeria. “It isn’t clear where they have gone, but most likely they have been installed on homes and businesses to help people generate power independent of the grid and without burning expensive diesel and gasoline,” she said. “This trend is likely to continue, as solar modules are now incredibly cheap.”
Already more than 7 million Nigerians in rural areas are now able to access power via decentralized renewable projects. Siemens AG is also working with the government on a $2.3 billion project to improve transmission and distribution.
Meanwhile, Sterling Bank is backing an initiative through Qoray Mobility to build a network of EV charging stations across Nigeria, with a little more than a dozen deployed so far. The bank funded the first publicly available EV-fueling station in the business district of Lagos. “That station has been running for nearly a year now charging some of the most sophisticated electric vehicles, the Tesla of this world to the BYDs and the rest,” said Olabanjo Alimi, head of renewable energy and mobility at Lagos-based Sterling Bank.
Arguably the biggest obstacle for the expansion of EVs across Nigeria, however, is upfront cost. An estimated 87 million Nigerians were living below the poverty line in 2023, according to the World Bank, making it the world’s second-largest poor population after India.
For some EV proponents, the answer is to focus on just two- or three-wheel EVs, which are cheaper to make and buy. Adetayo Bamiduro, chief executive and co-founder of Max, a Nigerian vehicle subscription startup, said his company is aiming to deploy around 100,000 EVs — mainly two-wheelers — in Nigeria and other African countries over the next five years. “Max is mainly focused on two-wheeler EVs because of affordability,” he said. “A lot more people can afford to buy an electric motorcycle than buy a an electric car.”
There are a mix of private and public solutions to make EV purchases more financially feasible. As part of its Qoray initiative, Sterling Bank is providing buyers of EVs loans for up to 90% of the value of a vehicle with repayment spread over five years.
The government is also offering incentives as it aims for 30% of domestic car production to be EVs by 2032. It announced in October last year a value-added tax exemption for EVs in a bid to promote usage and reduce greenhouse emissions in line with its net-zero target by 2060. EV dealers can also get additional tariff waivers with a so-called import duty certificate.
Faleye said the exemption has made EVs cheaper when compared to their gasoline counterparts, while Chinese EVs are almost cost competitive on their own. “Today the electric vehicles coming out of China, cost wise, quality wise you can’t get anywhere in the world,” he said.
The potential to scale-up business is also key. Alimi noted that any slice of the vehicle market in a country as populous as Nigeria can give a good return in the long term.
“There are 12 million registered vehicles on Nigerian roads,” he said. “At some point in time, these 12 million registered cars on Nigerian roads will begin to have some electric vehicle [in the] mix.”
Monday, February 3, 2025
Video - Nigeria launches road safety review following oil tanker accidents
Thousands have died in oil tanker accidents in Nigeria over the years, with many of the victims being individuals who rush to the crash sites to scoop up spilled oil. In response, the Nigerian government has allocated 500 million U.S. dollars to improve the country’s road infrastructure.
Related story: Death toll in Nigeria gas tanker explosion rises to 98
Freight fraud from India to Nigeria
The Cyber Security Bureau in Telangana, a state of India, has launched an investigation into a major fraud scheme involving 18 former Amazon employees who allegedly manipulated the company’s delivery system to claim about $11.8 million in fraudulent transportation reimbursements.
The scheme revolved around falsified delivery trips registered within Amazon’s logistics system. Authorities say the accused, in collaboration with U.S.-based suppliers, created fake delivery records, claiming to have transported goods to customers who were either unavailable or had incorrect addresses. This allowed them to pocket transportation fees without ever completing the deliveries.
Amazon’s internal audit uncovered the scam, prompting a formal complaint. The fraudulent activities reportedly took place at the company’s Relay Operation Center in Hyderabad, the capital of Telangana, which monitors global shipments. Investigators are now scrutinizing the operations of the former employees and their network to understand the full extent of the fraud.
A case has been registered against 22 individuals. As authorities dig deeper, more revelations are expected about how the individuals bypassed Amazon’s security measures.
This case underscores the growing sophistication of fraud in the logistics industry and the need for stringent internal controls, advanced fraud detection systems and continuous monitoring to prevent financial losses.
The scheme revolved around falsified delivery trips registered within Amazon’s logistics system. Authorities say the accused, in collaboration with U.S.-based suppliers, created fake delivery records, claiming to have transported goods to customers who were either unavailable or had incorrect addresses. This allowed them to pocket transportation fees without ever completing the deliveries.
Amazon’s internal audit uncovered the scam, prompting a formal complaint. The fraudulent activities reportedly took place at the company’s Relay Operation Center in Hyderabad, the capital of Telangana, which monitors global shipments. Investigators are now scrutinizing the operations of the former employees and their network to understand the full extent of the fraud.
A case has been registered against 22 individuals. As authorities dig deeper, more revelations are expected about how the individuals bypassed Amazon’s security measures.
This case underscores the growing sophistication of fraud in the logistics industry and the need for stringent internal controls, advanced fraud detection systems and continuous monitoring to prevent financial losses.
Nigeria’s cargo tracking woes 🚚
In an effort to curb rampant fraud and illicit activities within its maritime sector, Nigeria is set to implement the International Cargo Tracking Note (ICTN) in Q2 2025. The Nigerian Shippers’ Council (NSC) will oversee the rollout, despite significant opposition from key industry stakeholders.
The ICTN is designed to enhance transparency, security and efficiency in cargo tracking. However, many in the shipping and logistics industry argue that it will lead to increased costs and bureaucratic hurdles, and despite its potential benefits, the initiative has faced multiple setbacks due to internal conflicts, corruption and resistance from industry players.
Nigeria’s maritime sector suffers an estimated $500 million loss annually due to cargo fraud, under-declaration and inefficiencies. Over the past five years, this has amounted to a staggering $2.5 billion in lost revenue.
The implementation of ICTN has sparked strong resistance from shipping lines, importers and logistics operators. The chairman of the Shipping Lines Association of Nigeria, Boma Alabi, has voiced concern that the initiative will function as an additional tax, increasing costs for businesses and consumers. Similarly, Segun Musa, national vice president of air logistics at the National Association of Government Approved Freight Forwarders, labeled ICTN an “intellectual fraud,” arguing that it will lead to double inspections, one at the point of origin and another upon arrival, negating the purpose of Nigeria’s existing inspection policy.
Despite these criticisms, NSC Executive Secretary Pius Akutah has defended the ICTN, emphasizing its potential to boost government revenue and reduce smuggling, including illicit shipments of arms and drugs. The minister of Marine and Blue Economy, Gboyega Oyetola, acknowledged flaws in the past administration’s approval process but stressed the need to implement ICTN as part of the government’s economic diversification strategy.
As Nigeria moves toward ICTN implementation, the freight and logistics industry will closely monitor its impact, particularly in mitigating fraud, improving cargo security and enhancing port efficiency. The coming months will be crucial in determining whether ICTN can be the game-changer the Nigerian maritime sector desperately needs.Check out a past commentary on FreightWaves about the modernization of Africa’s logistics capabilities here.
Kal Freight’s bankruptcy update 💸
Kal Freight’s bankruptcy case continues to unfold, revealing deeper scrutiny into its financial dealings and prospects. The California-based trucking company, which filed for Chapter 11 bankruptcy protection in December amid allegations of fraudulent activity, now faces increased pressure from creditors demanding an independent investigation.
This week, creditors urged a Texas bankruptcy judge to appoint an independent examiner to further investigate allegations of pre-petition fraud and mismanagement. The move signals growing concerns over the company’s financial conduct before its bankruptcy filing, particularly in light of the accusations that Kal Freight fraudulently obtained nearly $17 million from Daimler and engaged in unauthorized asset transfers totaling tens of millions of dollars.
Kal Freight is now working on a Chapter 11 reorganization plan, expected to be filed in February. The plan may take one of two paths: a sale of the business or a restructuring aimed at keeping the company operational.
More developments are anticipated in the coming weeks as Kal Freight’s bankruptcy proceedings continue to evolve.
In an effort to curb rampant fraud and illicit activities within its maritime sector, Nigeria is set to implement the International Cargo Tracking Note (ICTN) in Q2 2025. The Nigerian Shippers’ Council (NSC) will oversee the rollout, despite significant opposition from key industry stakeholders.
The ICTN is designed to enhance transparency, security and efficiency in cargo tracking. However, many in the shipping and logistics industry argue that it will lead to increased costs and bureaucratic hurdles, and despite its potential benefits, the initiative has faced multiple setbacks due to internal conflicts, corruption and resistance from industry players.
Nigeria’s maritime sector suffers an estimated $500 million loss annually due to cargo fraud, under-declaration and inefficiencies. Over the past five years, this has amounted to a staggering $2.5 billion in lost revenue.
The implementation of ICTN has sparked strong resistance from shipping lines, importers and logistics operators. The chairman of the Shipping Lines Association of Nigeria, Boma Alabi, has voiced concern that the initiative will function as an additional tax, increasing costs for businesses and consumers. Similarly, Segun Musa, national vice president of air logistics at the National Association of Government Approved Freight Forwarders, labeled ICTN an “intellectual fraud,” arguing that it will lead to double inspections, one at the point of origin and another upon arrival, negating the purpose of Nigeria’s existing inspection policy.
Despite these criticisms, NSC Executive Secretary Pius Akutah has defended the ICTN, emphasizing its potential to boost government revenue and reduce smuggling, including illicit shipments of arms and drugs. The minister of Marine and Blue Economy, Gboyega Oyetola, acknowledged flaws in the past administration’s approval process but stressed the need to implement ICTN as part of the government’s economic diversification strategy.
As Nigeria moves toward ICTN implementation, the freight and logistics industry will closely monitor its impact, particularly in mitigating fraud, improving cargo security and enhancing port efficiency. The coming months will be crucial in determining whether ICTN can be the game-changer the Nigerian maritime sector desperately needs.Check out a past commentary on FreightWaves about the modernization of Africa’s logistics capabilities here.
Kal Freight’s bankruptcy update 💸
Kal Freight’s bankruptcy case continues to unfold, revealing deeper scrutiny into its financial dealings and prospects. The California-based trucking company, which filed for Chapter 11 bankruptcy protection in December amid allegations of fraudulent activity, now faces increased pressure from creditors demanding an independent investigation.
This week, creditors urged a Texas bankruptcy judge to appoint an independent examiner to further investigate allegations of pre-petition fraud and mismanagement. The move signals growing concerns over the company’s financial conduct before its bankruptcy filing, particularly in light of the accusations that Kal Freight fraudulently obtained nearly $17 million from Daimler and engaged in unauthorized asset transfers totaling tens of millions of dollars.
Kal Freight is now working on a Chapter 11 reorganization plan, expected to be filed in February. The plan may take one of two paths: a sale of the business or a restructuring aimed at keeping the company operational.
More developments are anticipated in the coming weeks as Kal Freight’s bankruptcy proceedings continue to evolve.
By Grace Sharkey, Freight Waves
Wednesday, January 29, 2025
‘Over 400 Killed in 6 Months’: The Sorry Cases of Boat Mishaps in Nigeria
No fewer than 452 people have died from boat mishaps across various waterways in Nigeria. From July to Dec. 2024 alone, incidents were recorded in Niger, Kwara, Kogi, and Bayelsa States.
Over the years, boat mishaps have occurred with alarming regularity, each accompanied by tragic losses. According to the Marine Crafts Builders Association of Nigeria (MCBAN), Nigeria recorded over 3,000 boat accidents in just a decade.
The country’s waterways are estimated to be about 10,000 km, with over 3,000 km of navigable waterways. These waterways connect the country with five neighbouring states and provide access to 28 of the 36 states in Nigeria.
For many coastal communities surrounded by rivers, creeks, and other water bodies in Nigeria, boats are often the most viable means of transportation. Yet, these journeys are fraught with danger, as seen in the alarming frequency of boat mishaps claiming countless lives yearly.
A breakdown of the data collected between July and December 2024 revealed that most of the boat accidents resulted from inefficiency and the lack of proactive rescue measures to ensure the safety of water transport.
Captain Ahmed Hambali, a maritime expert, confirmed this, noting that common causes of such accidents often include poor operator experience, operational inefficiencies, lack of safety measures — such as life-saving appliances — overloading, inadequate boat maintenance, and weak regulatory oversight.
“These factors highlight the need for immediate and comprehensive action to restore safety and public confidence in waterways transportation,” he said.
The recurring issue of boat mishaps raises concern about the inefficiency of the measures taken by the National Inland Waterways Authority [NIWA]. To curb the menace of boat accidents in the country, NIWA’s waterways regulation stipulates a seven-year imprisonment for violators, but the problem persists.
Regional breakdown
When the Nigerian flag stood high for the independence celebration, tragedy knocked on the country’s door in the north-central region. A boat conveying over 300 passengers from the Mundi community in Mokwa Local Government Area of Niger State capsized, and about 150 of them died.
The victims were returning from an annual religious celebration. State authorities confirmed that local divers were swift to rescue 150 out of the 300 passengers alive.
Days later, a boat carrying over 200 passengers also drowned in the Gwajibo Mudi community in Kaima LGA of Kwara, leaving at least 169 passengers dead. Only 31 people were reportedly rescued when the boat struck a tree submerged by the rising water levels. Niger and Kwara States have been the most affected in Nigeria.
Another boat accident that occurred in Nov. 2024 resulted in the deaths of 22 commuters, mostly farmers and traders, who were sailing from Kogi State to Katcha weekly market in the Agaie area of Niger State.
In Benue State, about 20 people were killed in a boat accident that occurred in Agatu LGA when a boat conveying women and children capsized. Authorities confirmed that 76 passengers were onboard when the incident occurred.
A tragic boat accident in Lafia East LGA of Nasarawa State resulted in the deaths of four persons. The victims – a man and three women– were farmers travelling to the Ashange market from Alogami village when the overloaded boat sank with 25 passengers, four motorcycles, and bags of melon seeds.
Findings revealed that a lack of an efficient road network to connect commuters to these markets has compelled farmers and traders to adopt boats as a viable means of transportation.
The Northwest region recorded the second-highest fatalities. Data compiled by HumAngle revealed that Jigawa, Zamfara, and Sokoto States recorded 52 fatalities and 18 missing victims.
On July 7, two people died, and two others were reported missing in a boat accident in the Kwalgi village situated in the Auyo area of Jigawa State. The state revealed that the boat was travelling to Hadin village from Kwalgi when it drowned with 20 passengers onboard after a powerful wave hit the overloaded boat.
Another boat mishap at the Nahuce area in Taura LGA in Jigawa claimed five lives, leaving 15 others unaccounted for. Authorities confirmed that the boat was conveying 20 passengers crossing over the Gamoda River when it capsized.
An overloaded boat conveying over 50 passengers capsized in the Gummi LGA of Zamfara State, leaving 41 persons dead. Only 12 people were rescued alive.
In the Dundaye community in the Wamako area of Sokoto State, four people died when a boat conveying 24 passengers capsized. Nineteen of the passengers were rescued, but one of them was declared missing.
In the South-south, Bayelsa State recorded the highest number of fatalities with 21 deaths, followed by five deaths recorded in Delta. No fewer than 20 passengers were killed in a boat accident along the Ezetu I community in the southern Ijaw LGA of Bayelsa.
Reports indicated that the boat, conveying mostly women, had a faulty engine that exploded on its way to Swali in Yenagoa, which led to the deaths of passengers. A boat accident in the Okibie community of the Southern Ijaw in Bayelsa also resulted in the deaths of an individual when a 15-seater speedboat capsized.
Five people were killed in a boat mishap along Bennett Island in the Warri-South LGA of Delta State. The accident left six passengers injured, with one missing and 19 rescued. The recurrence of boat accidents prompted the Bayelsa State government to implement new safety measures, including the compulsory use of life jackets by passengers, among others, to curb the menace.
In the Northeast, however, four lives were lost after a boat mishap occurred in the Mayo Ranemo area in Taraba. The victims, over 30 of them, were in transit to Balengo town in Karin-Lamido when the engine boat capsized in the Benue River, leading to four fatalities.
As for the southwest, a boat collision in Lagos State claimed the lives of five passengers sailing from Ebutte Ero to Badagry when an ill-fated wooden boat collided with a fibre boat with 10 and 15 passengers onboard, respectively.
Ahmad Hambali, a maritime expert, said the frequent boat accidents occurring in the Nigerian waterways, especially in Northern Nigeria, are deeply concerning.
“Although I have not come across any investigation reports to determine the root causes of these incidents, it is important to note that boats, historically, have been regarded as a safe mode of transportation.”
“It is therefore alarming to witness the increasing frequency of these tragic incidents, which continue to claim so many lives. This calls for urgent intervention by the government to address this issue,” he said.
Hambali noted that the services of industry experts must be employed to conduct thorough investigations into these accidents, identify their root causes and implement effective preventive measures, or else the menace will persist.
“By addressing these issues systematically, lives can be saved, and waterways transportation can once again fulfil its vital role in the region’s economic and social life,” he added.
In October last year, while commiserating with the victims of the tragic boat mishap on Independence Day, President Bola Tinubu directed NIWA to investigate the spate of boat mishaps in the country and devise modalities to curtail the trend.
The president also urged them to expand their surveillance of inland waters to ensure safety and prosecute boat owners who violate the ban on night sailing.
However, HumAngle reached out to Bola Oyebamiji, the Managing Director of the National Inland Waterways Authority (NIWA), to understand the latest modalities on the ground aimed at safeguarding the lives of Nigerians commuting via waterways, as per President Tinubu’s directive, but the message was met with silence.
Several calls made to him were unsuccessful because his number was unreachable.
By Isah Ismaila, HumAngle
Video - 17 bodies recovered after boat capsizes in eastern Nigeria
Over the years, boat mishaps have occurred with alarming regularity, each accompanied by tragic losses. According to the Marine Crafts Builders Association of Nigeria (MCBAN), Nigeria recorded over 3,000 boat accidents in just a decade.
The country’s waterways are estimated to be about 10,000 km, with over 3,000 km of navigable waterways. These waterways connect the country with five neighbouring states and provide access to 28 of the 36 states in Nigeria.
For many coastal communities surrounded by rivers, creeks, and other water bodies in Nigeria, boats are often the most viable means of transportation. Yet, these journeys are fraught with danger, as seen in the alarming frequency of boat mishaps claiming countless lives yearly.
A breakdown of the data collected between July and December 2024 revealed that most of the boat accidents resulted from inefficiency and the lack of proactive rescue measures to ensure the safety of water transport.
Captain Ahmed Hambali, a maritime expert, confirmed this, noting that common causes of such accidents often include poor operator experience, operational inefficiencies, lack of safety measures — such as life-saving appliances — overloading, inadequate boat maintenance, and weak regulatory oversight.
“These factors highlight the need for immediate and comprehensive action to restore safety and public confidence in waterways transportation,” he said.
The recurring issue of boat mishaps raises concern about the inefficiency of the measures taken by the National Inland Waterways Authority [NIWA]. To curb the menace of boat accidents in the country, NIWA’s waterways regulation stipulates a seven-year imprisonment for violators, but the problem persists.
Regional breakdown
When the Nigerian flag stood high for the independence celebration, tragedy knocked on the country’s door in the north-central region. A boat conveying over 300 passengers from the Mundi community in Mokwa Local Government Area of Niger State capsized, and about 150 of them died.
The victims were returning from an annual religious celebration. State authorities confirmed that local divers were swift to rescue 150 out of the 300 passengers alive.
Days later, a boat carrying over 200 passengers also drowned in the Gwajibo Mudi community in Kaima LGA of Kwara, leaving at least 169 passengers dead. Only 31 people were reportedly rescued when the boat struck a tree submerged by the rising water levels. Niger and Kwara States have been the most affected in Nigeria.
Another boat accident that occurred in Nov. 2024 resulted in the deaths of 22 commuters, mostly farmers and traders, who were sailing from Kogi State to Katcha weekly market in the Agaie area of Niger State.
In Benue State, about 20 people were killed in a boat accident that occurred in Agatu LGA when a boat conveying women and children capsized. Authorities confirmed that 76 passengers were onboard when the incident occurred.
A tragic boat accident in Lafia East LGA of Nasarawa State resulted in the deaths of four persons. The victims – a man and three women– were farmers travelling to the Ashange market from Alogami village when the overloaded boat sank with 25 passengers, four motorcycles, and bags of melon seeds.
Findings revealed that a lack of an efficient road network to connect commuters to these markets has compelled farmers and traders to adopt boats as a viable means of transportation.
The Northwest region recorded the second-highest fatalities. Data compiled by HumAngle revealed that Jigawa, Zamfara, and Sokoto States recorded 52 fatalities and 18 missing victims.
On July 7, two people died, and two others were reported missing in a boat accident in the Kwalgi village situated in the Auyo area of Jigawa State. The state revealed that the boat was travelling to Hadin village from Kwalgi when it drowned with 20 passengers onboard after a powerful wave hit the overloaded boat.
Another boat mishap at the Nahuce area in Taura LGA in Jigawa claimed five lives, leaving 15 others unaccounted for. Authorities confirmed that the boat was conveying 20 passengers crossing over the Gamoda River when it capsized.
An overloaded boat conveying over 50 passengers capsized in the Gummi LGA of Zamfara State, leaving 41 persons dead. Only 12 people were rescued alive.
In the Dundaye community in the Wamako area of Sokoto State, four people died when a boat conveying 24 passengers capsized. Nineteen of the passengers were rescued, but one of them was declared missing.
In the South-south, Bayelsa State recorded the highest number of fatalities with 21 deaths, followed by five deaths recorded in Delta. No fewer than 20 passengers were killed in a boat accident along the Ezetu I community in the southern Ijaw LGA of Bayelsa.
Reports indicated that the boat, conveying mostly women, had a faulty engine that exploded on its way to Swali in Yenagoa, which led to the deaths of passengers. A boat accident in the Okibie community of the Southern Ijaw in Bayelsa also resulted in the deaths of an individual when a 15-seater speedboat capsized.
Five people were killed in a boat mishap along Bennett Island in the Warri-South LGA of Delta State. The accident left six passengers injured, with one missing and 19 rescued. The recurrence of boat accidents prompted the Bayelsa State government to implement new safety measures, including the compulsory use of life jackets by passengers, among others, to curb the menace.
In the Northeast, however, four lives were lost after a boat mishap occurred in the Mayo Ranemo area in Taraba. The victims, over 30 of them, were in transit to Balengo town in Karin-Lamido when the engine boat capsized in the Benue River, leading to four fatalities.
As for the southwest, a boat collision in Lagos State claimed the lives of five passengers sailing from Ebutte Ero to Badagry when an ill-fated wooden boat collided with a fibre boat with 10 and 15 passengers onboard, respectively.
Ahmad Hambali, a maritime expert, said the frequent boat accidents occurring in the Nigerian waterways, especially in Northern Nigeria, are deeply concerning.
“Although I have not come across any investigation reports to determine the root causes of these incidents, it is important to note that boats, historically, have been regarded as a safe mode of transportation.”
“It is therefore alarming to witness the increasing frequency of these tragic incidents, which continue to claim so many lives. This calls for urgent intervention by the government to address this issue,” he said.
Hambali noted that the services of industry experts must be employed to conduct thorough investigations into these accidents, identify their root causes and implement effective preventive measures, or else the menace will persist.
“By addressing these issues systematically, lives can be saved, and waterways transportation can once again fulfil its vital role in the region’s economic and social life,” he added.
In October last year, while commiserating with the victims of the tragic boat mishap on Independence Day, President Bola Tinubu directed NIWA to investigate the spate of boat mishaps in the country and devise modalities to curtail the trend.
The president also urged them to expand their surveillance of inland waters to ensure safety and prosecute boat owners who violate the ban on night sailing.
However, HumAngle reached out to Bola Oyebamiji, the Managing Director of the National Inland Waterways Authority (NIWA), to understand the latest modalities on the ground aimed at safeguarding the lives of Nigerians commuting via waterways, as per President Tinubu’s directive, but the message was met with silence.
Several calls made to him were unsuccessful because his number was unreachable.
By Isah Ismaila, HumAngle
Related stories: At least 20 feared dead in Nigeria boat accident
Video - 17 bodies recovered after boat capsizes in eastern Nigeria
Tuesday, January 21, 2025
Death toll in Nigeria gas tanker explosion rises to 98
The death toll from a gasoline tanker explosion in north-central Nigeria has risen to 98, the country’s emergency response agency said Monday.
The blast happened in the early hours of Saturday near the Suleja area of Niger state after individuals attempted to transfer gasoline from a crashed oil tanker into another truck using a generator.
The fuel transfer sparked the explosion, resulting in the deaths of those transferring the gasoline and bystanders.
Hussaini Isah, the National Emergency Management Agency's head of operation for Niger State, told the Associated Press on Monday that there is a possibility that the death toll could still rise.
“The death toll keeps changing,” he said.
On Sunday, Isah said the blast claimed many victims because a crowd had gathered at the scene, including people taking pictures, bystanders and others attempting to scoop gasoline.
Gasoline prices in Africa’s most populous country have soared after the administration of President Bola Tinubu removed subsidies on the product more than a year ago in an attempt to channel the resources to more developmental purposes. However, the policy has caused untoward hardship.
Scooping gasoline from a fallen tanker is common in Nigeria as some people see it as an opportunity to get free product that they could either use or resell for a profit.
The blast happened in the early hours of Saturday near the Suleja area of Niger state after individuals attempted to transfer gasoline from a crashed oil tanker into another truck using a generator.
The fuel transfer sparked the explosion, resulting in the deaths of those transferring the gasoline and bystanders.
Hussaini Isah, the National Emergency Management Agency's head of operation for Niger State, told the Associated Press on Monday that there is a possibility that the death toll could still rise.
“The death toll keeps changing,” he said.
On Sunday, Isah said the blast claimed many victims because a crowd had gathered at the scene, including people taking pictures, bystanders and others attempting to scoop gasoline.
Gasoline prices in Africa’s most populous country have soared after the administration of President Bola Tinubu removed subsidies on the product more than a year ago in an attempt to channel the resources to more developmental purposes. However, the policy has caused untoward hardship.
Scooping gasoline from a fallen tanker is common in Nigeria as some people see it as an opportunity to get free product that they could either use or resell for a profit.
By Dyepkazah Shibayan, AP
Monday, January 20, 2025
Nigerian gasoline tanker explosion death toll rises to 86, with 55 others injured
The death toll from a gasoline tanker explosion in north-central Nigeria has risen to 86, the country’s emergency response agency said on Sunday.
The blast happened in the early hours of Saturday near the Suleja area of Niger state after individuals attempted to transfer gasoline from a crashed oil tanker into another truck using a generator.
The fuel transfer sparked the explosion, resulting in the deaths of those transferring the gasoline and bystanders.
In an update, Hussaini Isah of the National Emergency Management Agency told the Associated Press that an additional 55 people were injured and are receiving treatment at three different hospitals in the Suleja area.
“There were people that were burnt to ashes. How can we get that figure?” The official said, indicating that the death toll might be higher than 86. “We won’t know the exact figure without forensics.”
The blast claimed so many victims because a crowd had gathered at the scene, including people taking pictures, bystanders, and others attempting to scoop gasoline, Isah said.
Gasoline prices in Africa’s most populous country has soared after the administration of President Bola Tinubu removed subsides on the product more than a year ago in an attempt to channel the resources to more developmental purposes. However, the policy has caused untoward hardship.
Scooping gasoline from a fallen tanker is common in Nigeria as some people see that as an opportunity to get free product that they could either use or resell for a profit.
The blast happened in the early hours of Saturday near the Suleja area of Niger state after individuals attempted to transfer gasoline from a crashed oil tanker into another truck using a generator.
The fuel transfer sparked the explosion, resulting in the deaths of those transferring the gasoline and bystanders.
In an update, Hussaini Isah of the National Emergency Management Agency told the Associated Press that an additional 55 people were injured and are receiving treatment at three different hospitals in the Suleja area.
“There were people that were burnt to ashes. How can we get that figure?” The official said, indicating that the death toll might be higher than 86. “We won’t know the exact figure without forensics.”
The blast claimed so many victims because a crowd had gathered at the scene, including people taking pictures, bystanders, and others attempting to scoop gasoline, Isah said.
Gasoline prices in Africa’s most populous country has soared after the administration of President Bola Tinubu removed subsides on the product more than a year ago in an attempt to channel the resources to more developmental purposes. However, the policy has caused untoward hardship.
Scooping gasoline from a fallen tanker is common in Nigeria as some people see that as an opportunity to get free product that they could either use or resell for a profit.
By Dyepkazah Shibayan, ABC
Related story: Death Toll rises to 153 from Nigeria fuel tanker explosion
Thursday, January 16, 2025
Why Nigeria’s ‘Danfo’ Bus Drivers Might Be The Craziest And Most Skilled Drivers On The Planet
I recently woke up to learn that the Oxford English Dictionary has expanded its lexicon in the latest update to include 20 Nigerian words. One of those words is “Danfo,” the most popular–albeit unofficial–mass transit in Lagos. It’s about time. These minibusses have been around for as long as I can remember. I already knew about them before actually seeing one. Scratch that, before seeing trillions of them on my first visit to Lagos.
They originally came in the form of Volkswagen Kombi vans during the 1960s and quickly took over the city’s narrow streets and high-traffic areas. It didn’t take long for the thing to become a staple of Lagos and its de facto public transport system.
Danfo’s resilience in the face of existential threats underscores its indispensability. This resilience mirrors the unkillable nature of the T3 Volkswagen Transporters that are used as Danfo. Yep, you’re right to wonder how an approximately five-decade-old German machine maintains a tenacious grip on Nigeria’s most advanced metropolitan area.
The Transporter Came, Saw, And Conquered
The Lagos State government has never been one to be overwhelmed by anything, except when it comes to the Danfo’s stubborn, ubiquitous presence in the state.
We’re talking about a government that manages a population of around 21 million people, which grows by roughly 3,000 daily. A government that sent waves of protesting youths scurrying back to their homes by shooting them dead in the open. This microbus, painted yellow with black stripes, somehow manages to tame the powers that be.
They are everywhere and ply routes far beyond where the bigger buses make berth. It’s a colorful symbol of the persistence, tenacity, and resilience that defines the hotheaded people who live in Lagos. Before Danfo’s arrival, there were bigger buses that took forever to get a full passenger load. This matters because those buses never left their terminals until every seat was filled or something close to that, wasting commuters’ time.
So, when the smaller VW Kombi showed up with a mere 14-passenger capacity, it immediately got nicknamed “Kiakia Bus” (which means ‘Quick Bus’ in Yoruba) because it filled faster, and moved faster, too. “Kiakia” evolved into “Danfo” around the time Volkswagen introduced the T3 (third generation) during the 1980s.
Yup, Lagos is probably the only place where the Type 2 “Splitscreen” expanded from 9 passengers to a 14-passenger capacity. It’s been over six decades since the Danfo came, saw, and conquered Lagos against many odds.
Why 14 seats? The drivers rearranged and added extra seats to maximize profit, with four passengers for each seat. They even squeeze two passengers in the front passenger seat when LASTMA (Lagos State Traffic Management Agency) officials aren’t looking.
Like “Kiakia,” “Danfo” is Yoruba for “floating” or “flying.” Whoever came up with that nickname understood, like every Lagosian does, that speed, impatience, and aggressiveness are the prerequisites for being a Danfo driver.
It only has around 112 horsepower but you can hear the wailing of the engine from afar because the driver literally flattens the pedal to the metal at all times. You’d think that a reputation for stripping stark naked in public and getting violent when stopped for traffic offenses would make people think twice about trusting such drivers with their lives.
The Lagos State government has never been one to be overwhelmed by anything, except when it comes to the Danfo’s stubborn, ubiquitous presence in the state.
We’re talking about a government that manages a population of around 21 million people, which grows by roughly 3,000 daily. A government that sent waves of protesting youths scurrying back to their homes by shooting them dead in the open. This microbus, painted yellow with black stripes, somehow manages to tame the powers that be.
They are everywhere and ply routes far beyond where the bigger buses make berth. It’s a colorful symbol of the persistence, tenacity, and resilience that defines the hotheaded people who live in Lagos. Before Danfo’s arrival, there were bigger buses that took forever to get a full passenger load. This matters because those buses never left their terminals until every seat was filled or something close to that, wasting commuters’ time.
So, when the smaller VW Kombi showed up with a mere 14-passenger capacity, it immediately got nicknamed “Kiakia Bus” (which means ‘Quick Bus’ in Yoruba) because it filled faster, and moved faster, too. “Kiakia” evolved into “Danfo” around the time Volkswagen introduced the T3 (third generation) during the 1980s.
Yup, Lagos is probably the only place where the Type 2 “Splitscreen” expanded from 9 passengers to a 14-passenger capacity. It’s been over six decades since the Danfo came, saw, and conquered Lagos against many odds.
Why 14 seats? The drivers rearranged and added extra seats to maximize profit, with four passengers for each seat. They even squeeze two passengers in the front passenger seat when LASTMA (Lagos State Traffic Management Agency) officials aren’t looking.
Like “Kiakia,” “Danfo” is Yoruba for “floating” or “flying.” Whoever came up with that nickname understood, like every Lagosian does, that speed, impatience, and aggressiveness are the prerequisites for being a Danfo driver.
It only has around 112 horsepower but you can hear the wailing of the engine from afar because the driver literally flattens the pedal to the metal at all times. You’d think that a reputation for stripping stark naked in public and getting violent when stopped for traffic offenses would make people think twice about trusting such drivers with their lives.
The Man Behind The Wheel
On graduating high school in 2004, Aridunnuoluwa Adeola Emmanuel moved to Lagos where he started off working as a busboy (known in the country as bus conductors). His job entailed collecting fares from passengers, assisting with boarding and disembarking, and fighting said passengers, fighting other agberos (fare collectors), and even crossing swords with his own driver when the occasion called for it.
He did this for two solid years and would have probably never graduated to “driver” had the boss not gotten ill, leaving him no choice but to muster the courage to hit the road behind the wheel of a Danfo. “I was scared at first,” he says, “but I took the courage to start driving.”
For context, Aridunnuoluwa did not need the courage to drive a van. He needed the courage to drive a Danfo – in Lagos, the sort of courage you’d need to compete in Death Race. You’d think this an exaggeration, but the condition of these buses says otherwise. Just look at them. The typical Danfo is a war rig and it seems there’s no better model for this Mad Max-worthy madness than the T3 Transporter.
“Let me explain one thing to you,” Aridunnuoluwa tells me, “Driving Danfo in Lagos is one of the craziest professions. If you see any man driving Danfo in Lagos, he can drive anywhere in the world. If you can drive a Danfo, I can assure you that you can drive any vehicle anywhere in the whole world.”
When asked what motivates Danfo drivers to strip butt-naked when confronted by traffic officials, Aridunnuoluwa says simply, “It’s really a form of protest but also not a form of protest.” If this sounds crazy, then I guess he’s vindicated.
On graduating high school in 2004, Aridunnuoluwa Adeola Emmanuel moved to Lagos where he started off working as a busboy (known in the country as bus conductors). His job entailed collecting fares from passengers, assisting with boarding and disembarking, and fighting said passengers, fighting other agberos (fare collectors), and even crossing swords with his own driver when the occasion called for it.
He did this for two solid years and would have probably never graduated to “driver” had the boss not gotten ill, leaving him no choice but to muster the courage to hit the road behind the wheel of a Danfo. “I was scared at first,” he says, “but I took the courage to start driving.”
For context, Aridunnuoluwa did not need the courage to drive a van. He needed the courage to drive a Danfo – in Lagos, the sort of courage you’d need to compete in Death Race. You’d think this an exaggeration, but the condition of these buses says otherwise. Just look at them. The typical Danfo is a war rig and it seems there’s no better model for this Mad Max-worthy madness than the T3 Transporter.
“Let me explain one thing to you,” Aridunnuoluwa tells me, “Driving Danfo in Lagos is one of the craziest professions. If you see any man driving Danfo in Lagos, he can drive anywhere in the world. If you can drive a Danfo, I can assure you that you can drive any vehicle anywhere in the whole world.”
When asked what motivates Danfo drivers to strip butt-naked when confronted by traffic officials, Aridunnuoluwa says simply, “It’s really a form of protest but also not a form of protest.” If this sounds crazy, then I guess he’s vindicated.
It’s The T3 Or Nothing
It’s not like the Type 2 Volkswagen Transporter had no worthy competitors or that it was the best Lagos could do. It just so happened that the T3 had become as iconic as the black cab in London or New York’s Ford “yellow medallion” Crown Victoria. New kids are free to show up as long as they don’t mind sharing the block with the old hand. The Danfo is T3 and T3 is Danfo.
The state government and private entities introduced numerous alternatives they hoped would retire or at least help phase out the ugly, embarrassing “old hand.” Instead, the T3 remains the king of Lagos roads.
Sure, there are the Mercedes-Benz Marcopolo buses used for the state’s BRT (Bus Rapid Transit) system, complete with airconditioned cabins (in some models), dedicated lanes, and digital payment solutions. Still, the 55,000-strong BRT fleet hasn’t been able to tame the Danfo tide. Not even the ID. Buzz, which is an evolutionary model of the classic Volkswagen Kombi, can wear the Danfo’s hat.
The T3, produced from 1979 to 1992, is nearly fifty years old and offers virtually zero modern safety features. Not even a driver or passenger airbag to speak of. The interior is reduced to nothing but metal and you’d be hard-pressed to find one in new enough condition to still have any protective rubber or plastic claddings in the cabin. You see junk; I see a diehard transporter.
It’s possible to live in Lagos for a year and never meet a Danfo with the headrests or roof paddings still intact. In some cases, you could observe the driveshaft through the hole from which the gear shifter protrudes.
The ache you feel in your rear barely five minutes after boarding the vehicle is because the factory-installed chairs (in some models) have been stripped and replaced with bench-style slabs of wood lined with metal. Heck, I’ve seen a Danfo with standalone plastic chairs for seats.
All this to say that the Danfo does not dominate Lagos because it is cutting-edge or particularly competitive on its own merit but because it’s a cultural symbol deeply ingrained in Lagos consciousness. Music videos and commercial ads celebrate the Danfo over nicer, more modern alternatives for this reason.
It’s not like the Type 2 Volkswagen Transporter had no worthy competitors or that it was the best Lagos could do. It just so happened that the T3 had become as iconic as the black cab in London or New York’s Ford “yellow medallion” Crown Victoria. New kids are free to show up as long as they don’t mind sharing the block with the old hand. The Danfo is T3 and T3 is Danfo.
The state government and private entities introduced numerous alternatives they hoped would retire or at least help phase out the ugly, embarrassing “old hand.” Instead, the T3 remains the king of Lagos roads.
Sure, there are the Mercedes-Benz Marcopolo buses used for the state’s BRT (Bus Rapid Transit) system, complete with airconditioned cabins (in some models), dedicated lanes, and digital payment solutions. Still, the 55,000-strong BRT fleet hasn’t been able to tame the Danfo tide. Not even the ID. Buzz, which is an evolutionary model of the classic Volkswagen Kombi, can wear the Danfo’s hat.
The T3, produced from 1979 to 1992, is nearly fifty years old and offers virtually zero modern safety features. Not even a driver or passenger airbag to speak of. The interior is reduced to nothing but metal and you’d be hard-pressed to find one in new enough condition to still have any protective rubber or plastic claddings in the cabin. You see junk; I see a diehard transporter.
It’s possible to live in Lagos for a year and never meet a Danfo with the headrests or roof paddings still intact. In some cases, you could observe the driveshaft through the hole from which the gear shifter protrudes.
The ache you feel in your rear barely five minutes after boarding the vehicle is because the factory-installed chairs (in some models) have been stripped and replaced with bench-style slabs of wood lined with metal. Heck, I’ve seen a Danfo with standalone plastic chairs for seats.
All this to say that the Danfo does not dominate Lagos because it is cutting-edge or particularly competitive on its own merit but because it’s a cultural symbol deeply ingrained in Lagos consciousness. Music videos and commercial ads celebrate the Danfo over nicer, more modern alternatives for this reason.
The Heart Of An Icon
The T3 Transporter comes with a variety of engines, including the 1.6-liter / 1.9-liter / 2.0-liter air-cooled H4, 2.1-liter water-cooled inline-5, and even a 1.6-liter turbocharged diesel inline-4. These engines are easy to maintain and the lack of electronics means fewer expensive components to break and need expensive repairs.
I was lucky that Aridunnuoluwa talked to me because the others wouldn’t. Not unless there was cash involved.
Thankfully, Ari is a goldmine of information. “Danfo motor (vehicle) problems are mostly carburetor issues,” he tells me. “If you’re driving any vehicle, you’re supposed to be the first mechanic.”
Don’t I know it.
VW did offer the T3 with options like air-conditioning, radio, and cassette player. The thing is most of these buses on Lagos roads don’t have such luxuries as a radio and certainly none has air-conditioning. Nonetheless, Dnfo rules Lagos because it is the cheapest and most accessible of all the integrated public transport systems. Their discomfitingly crowded cabins offer a unique glimpse into the Nigerian way of life.
The T3 Transporter comes with a variety of engines, including the 1.6-liter / 1.9-liter / 2.0-liter air-cooled H4, 2.1-liter water-cooled inline-5, and even a 1.6-liter turbocharged diesel inline-4. These engines are easy to maintain and the lack of electronics means fewer expensive components to break and need expensive repairs.
I was lucky that Aridunnuoluwa talked to me because the others wouldn’t. Not unless there was cash involved.
Thankfully, Ari is a goldmine of information. “Danfo motor (vehicle) problems are mostly carburetor issues,” he tells me. “If you’re driving any vehicle, you’re supposed to be the first mechanic.”
Don’t I know it.
VW did offer the T3 with options like air-conditioning, radio, and cassette player. The thing is most of these buses on Lagos roads don’t have such luxuries as a radio and certainly none has air-conditioning. Nonetheless, Dnfo rules Lagos because it is the cheapest and most accessible of all the integrated public transport systems. Their discomfitingly crowded cabins offer a unique glimpse into the Nigerian way of life.
Adapt Or Face Obsolescence?
The natural order stipulates evolution or obsolescence, but there’s no such ultimatum for the Danfo because it is an icon representing something far greater than itself. Like a visual shorthand for broader concepts and movements. It’s been a while since the Danfo has weathered multiple existential storms from multiple fronts.
It is at the center of the Lagos State Government’s Bus Reform Initiative. Its aim of phasing out the outdated Volkswagen T3 Transporters in favor of more modern and regulated mass transit options like the Lagos Light Rail, BRT, and e-ticketing systems has largely failed.
Apparently, it’s not the Danfo that needs to evolve to meet modern demands, it’s the demand that needs to evolve. The novelty of rail mass transit and e-ticketing is lost on Lagosians who are highly distrustful of change and incredibly resistant to the same. More so, the people care more about omnipresence and affordability than airconditioned cabins.
Throughout history, gentrification has always been the enemy of tradition. What might seem like the incidental next volley in the government’s arsenal is the Lagos State Transport Sector Reform Law, 2018 prohibiting the use of slogans, stickers, and photos on commercial vehicles.
On the surface, this law targets advertisements on vehicles without a permit, but there’s no telling how the enforcers choose to interpret a photo or slogan on a vehicle. Aridunnuoluwa tells me there’s no such law. Which means no one is bothering Danfo drivers about it.
It may not seem like it, but a law like this, inspired by gentrification, can have a better chance of killing the Danfo over time than trying to forcefully replace them with modern models.
Why? Banning the stickers and colorful slogans with which drivers decorate their buses eats away at the very heart of what makes the Danfo culture unique. It has the power to gradually erode what the Danfo represents besides conveying people and goods from point A to point B cheaply and in familiar maximum discomfort.
The thing is, irrespective of the government’s intentional and unwitting moves to strangle the Danfo just so the city can look less embarrassing to visitors, the transition hasn’t been as smooth as the government hoped.
That’s thanks to high demand and the deep-rooted presence of the yellow bus in the city’s transport ecosystem.
It’s not that gentrification is a dirty word. What’s at stake here is a complex issue balancing modernization with the practical needs of everyone who calls Lagos home.
The natural order stipulates evolution or obsolescence, but there’s no such ultimatum for the Danfo because it is an icon representing something far greater than itself. Like a visual shorthand for broader concepts and movements. It’s been a while since the Danfo has weathered multiple existential storms from multiple fronts.
It is at the center of the Lagos State Government’s Bus Reform Initiative. Its aim of phasing out the outdated Volkswagen T3 Transporters in favor of more modern and regulated mass transit options like the Lagos Light Rail, BRT, and e-ticketing systems has largely failed.
Apparently, it’s not the Danfo that needs to evolve to meet modern demands, it’s the demand that needs to evolve. The novelty of rail mass transit and e-ticketing is lost on Lagosians who are highly distrustful of change and incredibly resistant to the same. More so, the people care more about omnipresence and affordability than airconditioned cabins.
Throughout history, gentrification has always been the enemy of tradition. What might seem like the incidental next volley in the government’s arsenal is the Lagos State Transport Sector Reform Law, 2018 prohibiting the use of slogans, stickers, and photos on commercial vehicles.
On the surface, this law targets advertisements on vehicles without a permit, but there’s no telling how the enforcers choose to interpret a photo or slogan on a vehicle. Aridunnuoluwa tells me there’s no such law. Which means no one is bothering Danfo drivers about it.
It may not seem like it, but a law like this, inspired by gentrification, can have a better chance of killing the Danfo over time than trying to forcefully replace them with modern models.
Why? Banning the stickers and colorful slogans with which drivers decorate their buses eats away at the very heart of what makes the Danfo culture unique. It has the power to gradually erode what the Danfo represents besides conveying people and goods from point A to point B cheaply and in familiar maximum discomfort.
The thing is, irrespective of the government’s intentional and unwitting moves to strangle the Danfo just so the city can look less embarrassing to visitors, the transition hasn’t been as smooth as the government hoped.
That’s thanks to high demand and the deep-rooted presence of the yellow bus in the city’s transport ecosystem.
It’s not that gentrification is a dirty word. What’s at stake here is a complex issue balancing modernization with the practical needs of everyone who calls Lagos home.
Wednesday, January 8, 2025
China Development Bank releases $255 mln for Nigeria rail project
China Development Bank has released a $254.76 million loan to Nigeria for a railway project linking the two northern states of Kano and Kaduna, the bank said, ahead of a visit to the West African country by China's top diplomat this week.
As part of his annual New Year tour of Africa, China's Foreign Minister Wang Yi will arrive in Nigeria on Wednesday and meet President Bola Tinubu and senior government officials on Thursday, Nigeria's foreign affairs ministry said.
Construction of the Kaduna-to-Kano rail project, which is expected to cost $973 million, has been slowed by funding delays.
China Development Bank said in a statement on its website that the loan would provide financial support for the smooth progress of the 203-kilometre (126-mile) standard-gauge railway.
"Once completed, it will provide direct rail connectivity between Kano, an important northern city in Nigeria, and the country's capital Abuja, offering local residents a safe, efficient, and convenient mode of transportation," the bank said.
Nigeria's parliament first approved China's Exim Bank as financier for the rail project in 2020 but the bank later withdrew.
The Kano-Kaduna railway project is part of China's Belt and Road Initiative and is being constructed by China Civil Engineering Construction Corporation.
It is also expected to ease movement of people and goods in a region, where road travellers face attacks from armed gangs who kidnap for ransom.
China is among Nigeria's largest bilateral lenders, providing loans for roads, rail and power stations.
As part of his annual New Year tour of Africa, China's Foreign Minister Wang Yi will arrive in Nigeria on Wednesday and meet President Bola Tinubu and senior government officials on Thursday, Nigeria's foreign affairs ministry said.
Construction of the Kaduna-to-Kano rail project, which is expected to cost $973 million, has been slowed by funding delays.
China Development Bank said in a statement on its website that the loan would provide financial support for the smooth progress of the 203-kilometre (126-mile) standard-gauge railway.
"Once completed, it will provide direct rail connectivity between Kano, an important northern city in Nigeria, and the country's capital Abuja, offering local residents a safe, efficient, and convenient mode of transportation," the bank said.
Nigeria's parliament first approved China's Exim Bank as financier for the rail project in 2020 but the bank later withdrew.
The Kano-Kaduna railway project is part of China's Belt and Road Initiative and is being constructed by China Civil Engineering Construction Corporation.
It is also expected to ease movement of people and goods in a region, where road travellers face attacks from armed gangs who kidnap for ransom.
China is among Nigeria's largest bilateral lenders, providing loans for roads, rail and power stations.
Monday, December 16, 2024
West African bloc pins hopes on ambitious superhighway from Ivory Coast to Nigeria
West African leaders are holding a crucial summit in Nigeria's capital Abuja, focusing on the morale-sapping departure of Mali, Burkina Faso and Niger from their 15-member bloc Ecowas.
Few think the military rulers of the three dissident states can be persuaded to pause or reverse their decision.
While faced with this blow to regional unity, West Africa is also poised to start work on a 1,028km (689 miles) highway from Ivory Coast's main city Abidjan - through Ghana, Togo and Benin - to Nigeria's biggest city Lagos.
Construction is supposed to start in 2026 and pledges of $15.6bn (£12.3bn) have already been mobilised from a range of funders and investors.
Just as Western Europe matched the Soviet-led communist bloc with a "Common Market" that later evolved into today's trading powerhouse, the European Union (EU), so Ecowas may find that a drive for prosperity and growth proves to be its most effective response to the wave of military coups and nationalism that have swept across the region since 2020.
The plan to build a modern transport corridor along the West African coast was originally approved eight years ago - long before the coups that have overturned civilian rule in Mali, Burkina Faso and Niger.
Preparatory studies, led by the African Development Bank, were commissioned.
But when these were presented last month, the timing could hardly have come at a better moment for reinvigorating the battered self-confidence of Ecowas (Economic Community of West African States).
Neither traditional diplomacy, nor sanctions, nor even the threat of military intervention in Niger, had managed to push the juntas into organising elections and restoring civilian government, as required by Ecowas governance rules.
The defiant regimes declared they would leave the 15-member bloc altogether.
They have subsequently spurned the remaining members' efforts to persuade them to stay, although the Ecowas envoy, Senegal's new, young President Bassirou Diomaye Faye, who shares their nationalistic outlook, is still trying.
Until this crisis, Ecowas was Africa's most cohesive and politically integrated regional grouping, with a creditable record of crisis management and even the deployment of peacekeepers in troubled member states.
With the departure of Mali, Burkina and Niger, the bloc will lose 76 million of its 446 million people and more than half its total geographical land area, with the loss of vast tracts of the Sahara – a painful blow to prestige and self-belief.
The shock of the three countries' withdrawal may boost those pushing for tougher governance and democracy rules.
Meanwhile, the ambitious coastal transport corridor project, conceived to support economic development, will also serve a political purpose - demonstrating the remaining member countries' capacity to work together and accelerating the trade growth and investment attraction of coastal urban West Africa, already the most prosperous part of this vast region.
And just as the EU's wealth and dynamism proved a powerful attraction for former communist states, perhaps rising prosperity across Ecowas will eventually entice the now disenchanted further north states into rejoining the bloc.
Construction of the proposed four-to-six lane motorway is forecast to create 70,000 jobs, with completion ambitiously targeted for 2030.
And the plan is to acquire a sufficiently broad strip of land along the route to later accommodate a new railway line, linking the big port cities along the Gulf of Guinea. Existing rail routes extend inland, but there is no rail line along the coast.
The road will connect many of West Africa's largest cities - Abidjan, with 8.3 million people, Accra (4 million), Lomé (2 million), Cotonou (2.6 million) and Lagos, estimated at close to 20 million or perhaps even more.
Several of the cities are key gateway ports for the flow of trade in and out of the region.
Already the bureaucratic hassles and risks of petty corruption that have so often complicated life for drivers passing from one country to the next are beginning to wane.
At many border crossings, modern one-stop frontier posts, where officials from both countries work side by side to check passports and transit documents, have replaced the assorted huts where drivers and passengers queued at a succession of counters while one set of border police and customs officers after another laboriously worked their way through the formalities.
And now the proposed highway and rail line promise to further speed the flow of trade and travel between the coastal economies, boosting competitiveness and integration and transforming the region's attraction for investors - just as the EU transformed trade and development across the European continent.
And that process of economic and administrative integration of course had enormous political consequences.
It acted as a powerful incentive for countries still outside the bloc to improve economic governance, strengthen democracy and tackle corruption, in the hope of qualifying for membership.
Perhaps Ecowas can emulate this precedent, and lure the dissident states into re-joining, particularly if flagship projects such as the transport corridor give a real fillip to growth.
For not only do Mali, Niger and Burkina face severe development and security challenges, but they are also all landlocked, and heavily dependent on their coastal neighbours, through transport, trade and labour migration.
Huge volumes of trade, formal and informal, flow across the borders.
Livestock from the three countries in the Sahel is exported on the hoof to feed city dwellers in Dakar, Abidjan and Lagos.
Onions and potatoes grown in Niger's arid climate are prized by coastal household shoppers, while Ivorian, Ghanaian and Nigerian manufactured goods are exported in the opposite direction.
Millions of Burkinabès and Malians are settled in Ivory Coast, a mainstay of the workforce for its cocoa plantations.
Moreover, the coup leaders are not pulling out of the West African CFA franc, an eight-country single currency, backed by France, that hampers competitiveness but provides a solid defence against inflation and monetary instability.
Yet these deep ties between the Sahelian countries and coastal West Africa were not sufficient to deter the military regimes in Mali, Burkina and Niger from announcing their withdrawal from Ecowas.
Hostility to the bloc, which they portray as bullying and arrogant, has paid political dividends, boosting their popularity at home. And Morocco talks of opening up an alternative trade corridor to its Atlantic ports, which could broaden the options.
But if the remaining Ecowas countries can accelerate their own drive for prosperity, pruning back trade barriers and pressing forward with breakthrough projects such as the coastal highway and rail line, then gradually they may salve today's political bruises and mistrusts and draw the Sahel states back into a reunified West African regional identity.
By Paul Melly, BBC
Wednesday, December 4, 2024
More than 50 dead and dozens missing after Nigeria boat sinks
At least 54 bodies have now been recovered from Nigeria’s River Niger after a boat, that may have been carrying more than 200 passengers, capsized in the early hours of Friday, the authorities say.
Twenty-four of those on board were rescued, some of whom are still in hospital, but dozens of others may be missing.
Divers are still searching the waters but hope is fading on the possibility of finding more survivors.
This is just the latest in a long series of boat accidents on the country’s inland waterways. Despite safety recommendations being made, rules are rarely followed and few are held accountable.
The boat was travelling from Kogi state, central Nigeria, to a weekly market in neighbouring Niger state when it went down.
Market traders and farm labourers were thought to have been among the passengers.
The cause of the accident is not yet known but there are indications that many of the travellers may not have been wearing life jackets as required.
Getting accurate details about who exactly had boarded the boat is difficult because there was no record keeping, the local official in charge told the BBC.
“The problem is that there’s no passenger manifest and because of the time the accident occurred, giving an accurate account of persons, survivors and those missing, is very difficult,” Justin Uche, who is head of the Kogi state office of the National Emergency Management Agency said.
Meanwhile Kogi state’s governor Usman Ododo ordered all hospitals where survivors are receiving treatment to ensure that they get adequate care including food.
He also urged stricter enforcement of safety regulations to ensure that such incidents are avoided in future.
This is the third time a passenger boat has gone down in Nigeria in the last 60 days.
Last month, a wooden dugout canoe, packed with nearly 300 passengers, overturned and sank in the middle of the River Niger killing nearly 200 people.
Just last week, five people died when two boats collided in southern Nigeria’s Delta state.
By Chris Ewokor, BBC
Related story: Video - Nigerian government to phase out wooden boats to reduce waterway deaths
Wednesday, November 27, 2024
Nigeria boat accident leaves five dead, 20 missing
At least five people were killed and 20 others are missing after a speedboat struck a submerged log and capsized in Nigeria's southern state of Delta, a police spokesperson said on Tuesday.
The incident happened on Friday in the remote Gbaramatu Kingdom of the state's Warri South-West district.
Emergency responders are still conducting a search and rescue operation to find the 20 missing people. Six survivors are receiving treatment at a local hospital.
Related story: Video - Nigerian government to phase out wooden boats to reduce waterway deaths
At least 60 dead in Nigeria boat accident
Friday, November 22, 2024
Nigerians Are Switching Cars to Compressed Natural Gas After Petrol Prices Surge
Long queues of cars are a common sight at petrol stations across Nigeria, but for some drivers turning to compressed natural gas, pumps are becoming a thing of the past.
A fivefold increase in petrol prices since the rollback of fuel subsidies last year has convinced them to make the switch to CNG, which is much cheaper and far kinder to the environment.
At the NIPCO Plc station on the outskirts of Abuja, the capital, business is also brisk for retrofitting cars to run on compressed gas. It’s built a dedicated workshop, where mechanics install the cylinders and inject systems to make the switch.
“We are booked until the end of January at least,” said Chris Uche, the technician in charge. “There are so many cars waiting to be converted.”
The CNG shift reflects a push by Africa’s top oil producer to ease its reliance on crude by promoting investment in the country’s largely unexploited 200 trillion cubic feet of proven gas reserves, most of which are burned off or re-injected into wells.
Incentives are being offered to gas companies, tariffs and taxes have been waived on CNG equipment, taxis and other commercial drivers can get discounts, and a 10 billion naira ($6 million) credit facility has been set up for private car owners to take the plunge.
The “mission is to enhance Nigeria’s energy security, lower transportation costs, and reduce carbon emissions,” said Toyin Subair, vice-chairman of a presidential committee on CNG, which has set a goal of converting 1 million vehicles by 2027.
The country is on track to meet its initial goal for 100,000 commercial vehicles by end-2024, he said, “bringing substantial cost savings to transporters, reducing public transport fares for Nigerians, and advancing Nigeria’s clean energy objectives.”
While that’s a modest goal given Nigeria’s 12 million vehicles, and low when compared to Egypt’s 500,000 CNG cars, it signifies the nation’s clean energy ambitions.
The conversion involves installing a high-pressure gas tank and fuel lines, a pressure regulator and injectors. When CNG is injected into the engine, it is ignited by the car’s spark plugs, similar to how gasoline is burned in a conventional engine.
Vehicles driven for rideshare platforms Uber and Bolt, distinctive in their elderly Toyota Corollas, Honda Civics and Peugeot 206s, have been keen customers. Their cars are now being retrofitted to run on CNG that retails for 230 naira per liter, one fifth of the price of petrol. Some drivers have seen profits surge more than 400% a month.
“The only disadvantage it has cost me is the space in the boot. Passengers with luggage have proved to be an issue,” said Bolt driver Clement Sunday, whose gold-colored 2002 Peugeot 206 runs on both petrol and CNG. Also, it “doesn’t drive as fast because gas burns slowly, but the oil is cleaner, the smokes are gone. This is a cleaner option,” he said.
The bulky yellow gas cylinder in his boot takes up a third of the space but can power the car for 150 kilometers (93 miles) on a single 3,500 naira fill.
Sunday spent 800,000 naira to modify the car, an amount that was a third less than the starting price thanks to the government subsidy, and says he has since recovered the investment in full.
While such drivers are just discovering the appeal of CNG, it’s been used in the trucking industry for years, including by billionaire Aliko Dangote. His tanker fleet has been retrofitted to make the 700 kilometer journey between Abuja and the commercial hub Lagos, where his oil refinery is located.
Nigeria hopes that a combination of Dangote’s refinery and the push into CNG will help end its costly need to import refined petroleum. That’s paid for in dollars, straining the country’s foreign exchange reserves and weakening the naira.
Despite the incentives, the promotion of CNG remains a work in progress.
Gas is produced in southern Nigeria by oil majors including Shell Plc and TotalEnergies SE, and is distributed to filling stations nationwide. But outside big cities, CNG use is low and even finding a station that sells it in Lagos or Abuja can he hard.
“We have to drive for two three hours to find a station, and as more cars are converted, the queues have lengthened,” said Sunday.
Also, other than the state-owned oil company and its partners like NIPCO, most gas distribution firms are staying away, describing the retail cost of CNG for cars as currently unprofitable because of price regulation.
Subsidy Substitution
“It is like replacing one subsidy with another, but we see the market settling at 50% - 60% of the price of petrol and diesel,” said Sumeet Singh, the chief executive officer of Powergas Africa Ltd, who prefers to sell CNG to factories and other industrial users where the price is unregulated.
The government says there are more than 90 conversion centers nationwide, with $450 million earmarked for investment in CNG infrastructure. Another 88 smaller stations are in development and mobile units to refuel up to 40 vehicles per hour are planned.
But the biggest hurdle to embracing the hybrid cars is probably safety concerns over driving with a gas cylinder on board. Unlike petrol, CNG reacts to temperature and risks exploding if not handled properly.
Its image wasn’t helped by a recent incident in the southern city of Benin when a car exploded while being filled up, injuring three people. The government, pushing back on what it claimed was misinformation on social media, said the accident was caused by an illegally-modified vehicle.
By Nduka Orjinmo and Ruth Olurounbi, Bloomberg
Related story: Video - Nigerian drivers face hurdles in the transition to natural gas-powered vehicles
Monday, November 11, 2024
Video - Nigerian government to phase out wooden boats to reduce waterway deaths
The wooden vessels make up 90 percent of all the boats, and account for the majority of fatal accidents that have claimed thousands of lives over the years. However, safety experts said the government also needs to strengthen its safety measures campaign, such as requiring passengers to wear life jackets and enforcing a ban on night travel and overloading of boats.
Related stories: At least 60 dead in Nigeria boat accident
At least 20 feared dead in Nigeria boat accident
Tuesday, October 22, 2024
Nigerian drivers face hurdles in the transition to natural gas-powered vehicles
Nigerian authorities plan to convert 1 million gasoline-engine vehicles to run on cheaper, cleaner compressed natural gas, or CNG, by the year 2027. Nigeria has some of the largest gas reserves in the world. But with only a few CNG filling stations available in the country, many who have converted the vehicles are facing a new challenge. Timothy Obiezu reports from Abuja.
Friday, October 18, 2024
Video - Nigeria's Tinubu calls for review of safety protocols after oil tanker explosion
Authorities in Nigeria have launched an investigation into an oil tanker explosion in northern Jigawa state, which claimed the lives of more than 140 people. President Bola Tinubu has pledged support for the victims' families and has called for a review of fuel transportation safety protocols.
Related story: Death Toll rises to 153 from Nigeria fuel tanker explosion
Thursday, October 17, 2024
Death Toll rises to 153 from Nigeria fuel tanker explosion
The death toll from a fuel tanker explosion in northern Nigeria has risen to at least 153, with another 100 people injured, police told CNN Thursday.
The blast, which happened late evening local time on Tuesday in Majiya, a village in Jigawa state, came after the vehicle crashed and while locals were attempting to retrieve the fuel.
“The driver lost control and the tanker somersaulted and spilled fuel into a drainage ditch,” Jigawa police spokesperson Shiisu Lawan Adam said.
“As a result, residents rushed to scoop the fuel when the explosion happened.”
A mass burial was held on Wednesday afternoon for some of the victims, Adam said.
The death toll rose steadily since news of the deadly explosion broke.
“People are feeling very sad,” said Umar Majia, a member of the community whose 12-year-old nephew was killed in the blast.
“This type of incident has never happened in the community. It is the worst tragedy so far,” he told CNN.
Nigeria’s Vice President Kashim Shettima mourned the victims in a statement Wednesday, saying: “My heart aches for those who have had their families torn apart by this disaster.
“This devastating incident has shaken us all to our core. The Federal Government stands with the people of Jigawa. We are mobilising all necessary resources to support the injured and assist the families affected by this calamity.”
Shettima also announced “immediate federal government intervention and called for a comprehensive review of fuel transportation safety protocols.”
The blast comes a month after at least 48 people were killed in a similar accident in the north-central Niger state.
Fuel tanker explosions are not unusual in Africa’s most populous country, where oil supplies are frequently dispatched by road.
Previous fires have led to multiple casualties. In 2020, more than 500 people lost their lives in more than 1,500 fuel tanker accidents recorded that year, according to Nigeria’s road safety agency.
Residents, beleaguered by soaring living costs in the West African nation - where gasoline is scarce and expensive - often brave danger to scoop fuel from fallen tankers or damaged oil pipelines.
Gas prices have risen dramatically to more than six times their usual rate since the government ended fuel subsidies last year.
Poverty remains rife in Nigeria despite its status as one of Africa’s largest oil producers.
By Nimi Princewill, CNN
Related story: Nigeria fuel tanker explosion kills over 90, injures dozens
Wednesday, October 16, 2024
Nigeria fuel tanker explosion kills over 90, injures dozens
More than 90 people have been killed and 50 wounded after a fuel tanker exploded in northwestern Nigeria, according to police.
The overnight explosion took place on an expressway in Jigawa state as dozens of people rushed to the vehicle to collect the fuel, a police spokesman said on Wednesday.
“The residents were scooping up fuel from the overturned tanker when the explosion occurred, sparking a massive inferno that killed 94 people on the spot,” Lawan Adamu told The Associated Press news agency.
The fire burned into the early hours of Wednesday.
Last month, at least 48 people were killed in an explosion after a fuel tanker collided with another truck in Nigeria’s north-central Niger state.
Deadly truck accidents are common along most of the major roads in Nigeria, with experts attributing many of them to reckless driving, poor road conditions and poorly maintained vehicles.
In 2020 alone, there were 1,531 petrol tanker crashes resulting in 535 fatalities and 1,142 injuries, according to Nigeria’s Federal Road Safety Corps.
The Nigerian National Petroleum Company in early September increased the price of petrol by at least 39 percent, the second major hike in more than a year.
Related story: More than 50 killed in Nigeria fuel tanker crash
Thursday, October 10, 2024
Video - Lagos Rail Mass Transit set to open second metro line
The Red line is the second Chinese-built metro rail in the city, connecting the communities of Agbado and Oyingbo. Officials hope the Chinese-built network can address the challenges of traffic congestion and commuting delays that have long plagued the nation.
Tuesday, October 8, 2024
States in Nigeria With Highest ‘Okada’ Fares
However, the fares in Lagos, Ondo, and Taraba states were significantly higher than the national average during the same month.
Lagos led with N850 per journey, followed by Ondo at N725, and Taraba at N670, highlighting regional disparities in transportation costs.
These are according to the latest National Bureau of Statistics (NBS) Transport Fare Watch report for March 2024, as published on the website of the data agency.
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