Goodluck Isaiah Maritime Project

AN ASSESSMENT OF INLAND WATER TRANSPORT AND
URBAN MOBILITY IN LAGOS STATE, NIGERIA

[A CASE STUDY OF LAGOS STATE FERRY SERVICES CORPORATION]
BY
GOODLUCK ISAIAH NJOKWU

MATRICULATION NUMBER:
ITMT/UAF/2019/0555
DEPARTMENT OF SHIPPING MANAGEMENT OF INSTITUTE

OF TRANSPORT AND MANAGEMENT TECHNOLOGY,
BADAGRY LAGOS
JUNE, 2022.
i
INSTITUTE OF TRANSPORT AND MANAGEMENT
TECHNOLOGY, BADAGRY, LAGOS
AN ASSESSMENT OF INLAND WATER TRANSPORT AND

URBAN MOBILITY IN LAGOS STATE, NIGERIA
[A CASE STUDY OF LAGOS STATE FERRY SERVICES
CORPORATION]
BY
GOODLUCK ISAIAH NJOKWU

MATRICULATION NUMBER:
ITMT/UAF/2019/0555
BEING A PROJECT SUBMITTED TO THE DEPARTMENT OF

SHIPPING MANAGEMENT, INSTITUTE OF TRANSPORT AND
MANAGEMENT TECHNOLOGY BADAGRY, LAGOS.
IN PARTIAL FULFILLMENT OF REQUIREMENT FOR THE

AWARD OF NATIONAL INNOVATING DIPLOMA (NID)
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CERTIFICATION
This is to certify that the research project titled “AN ASSESSMENT

OF INLAND WATER TRANSPORT AND URBAN MOBILITY IN
LAGOS STATE, NIGERIA” [A CASE STUDY OF LAGOS STATE
FERRY SERVICES CORPORATION]” is carried out by GOODLUCK
ISAIAH NJOKWU with MATRICULATION NUMBER:
ITMT/UAF/2019/0555 of the Department of Shipping Management of
Institute of Transport and Management Technology, Badagry Lagos.
________________________ __________________
Dr. (Mrs) L.C. Chibor DATE
Project Supervisor
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DEDICATION
This project work is dedicated to the glory of God Almighty for his
mercies endureth forever and for his grace and protection over me
throughout the duration of the course of studying the great citadel of
higher learning and to my wonderful father Mr Goodluck Njoku (I.C)
for his unlimited contribution to the successful completion of my
degree program, in transport and logistics and in memory of my late
brother Mr. Chikanike Nerd Njoku (Bishop).
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ACKNOWLEDGEMENTS
I give all glory to the Almighty that sees me through from the
beginning at this programme to the end. I magnify and exalt his holy
name for presenting my life till this moment.
My greatest regards also goes to my mummy, Mrs Charity
Goodluck Njoku and Goodluck Njoku for upbringing and incuitable
assistance both financially and moral.
My unreserved appreciation goes to my supervisor, Dr. (Mrs)
L.C. Chibor for her guidance and suggestion at every stage at this
research work to enhance the success of this project. May almighty
God continue to guide and reward you accordingly.
I will not deny the kudos to my humble self for self dedication,
endurance, motivation and self discipline all through the course of this
program. I pray for more elevation and fulfillment to myself in Jesus
name.
My project work will not be completed if I fail to appreciation the
contribution of my family member for this immeasurable assistance. I
therefore acknowledge the contribution of Master Geogewill
Gloodluck, miss miracle Goodluck, Mr Chibuzor Egburhu I thank you
all.
I appreciate the effort of my neigbohour pastor Divine Elechi, my
salute and appreciation goes to my beloved friend, Gods Dision Eze
Amadi, reward Wobodo Olesile Sunny, Nsirim Mirian and Ugbon
Friday.
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TABLE OF CONTENTS
Certification i
Dedication ii
Acknowledgements iii
Table of contact iv
Abstract vii
CHAPTER ONE: INTRODUCTION

1.1 Background of the Study…..……………………………… 1
1.2 Purpose of Study …..……………………………………. 2
1.3 Significance of the Study…..……………………………… 2
1.4 Statement of Problem …..……………………………… 3
1.5 Aims and Objectives …..……………………………… 4
1.6 Scope of Study …..…………………………………….. 4
1.7 Research Methodology…..……………………………… 5
1.8 Research Hypothesis …..……………………………… 5
1.8.1 Hypothesis 1…..………………………………….. 5
1.8.2 Hypothesis 2…..……………………………………. 6
1.9 Definition of Terms…..………………………………….. 6
CHAPTER TWO : LITERATURE REVIEW

2.1 Conceptual Framework…..………………………………….. 8
2.1.1 Concept of Inland Water Transport in Lagos…..………………9
2.1.2 Concept of Urban Mobility…..……………………………… 10
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2.2 Literature Review…..……………………………… 11
2.3 The Genesis of Urban Transport In Lagos…..…………… 12
2.4 Emergence of Ferry Service In Lagos…..…………………… 14
2.5 The Era of Inland Waterways Department (IWD) …….…… 23
2.6 Ferry Services in Lagos Post Independence…..…………… 25
2.7 Declining Patronage of Ferry Service…..…………………… 26
2.8 Lagos State Ferry Service Company (LSFSC) …..……………28
2.9 Lagos Inland Waterways Routes…..…………………………27
2.10 Types of Water Transport…..………………………… 29
2.11 Challenges of Inland Water Transport in Lagos…..……… 30
2.12 Prospects of Inland Water Transport in Lagos…..………… 32
2.13 Advantages Of Inland Water Transport In Lagos…..……… 34
CHAPTER THREE: RESEARCH METHODOLOGY
3.1 Research Design …..……………………………… 36
3.2 Data Collecting Instrument …..……………………………… 36
3.2.1 Primary Data: …..……………………………… 36
3.2.1.1Questionnaire …..……………………………… 37
3.2.2.2Observation …..……………………………… 37
3.2.3.3Personal Interview …..……………………………… 37
3.2.2 Secondary Data …..……………………………… 38
3.3 Research Population and Sample Size …..………………… 38
3.4 Limitation and Constraints …..……………………………… 39
CHAPTER FOUR: DATA PRESENTATION, ANALYSIS AND
INTERPRETATION
4.1 Data Presentation …..………………………………….… 41
4.2 Test of Hypothesis…..…………………………………….. 58
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4.2.1 Hypothesis 1…..………………………………………… 59
4.2.1 Hypothesis 2…..……………………………………………… 60
CHAPTER FIVE: SUMMARY CONCLUSION AND
RECOMMENDATIONS
5.1 Summary…..……………………………………………… 64
5.2 Conclusion …..……………………………………………. 65
5.3 Recommendations …..…………………………………….. 66
Bibliography…..……………………………………………… 69
Questionnaire…..……………………………………………… 71
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ABSTRACT
Traffic congestions experience in Lagos State daily have culminated into
delayed and unpredictable travel time, excessive loss of energym and loses
of veritable man hour. This of course is the resultant effects of the state’s
over reliance on road for conveying its over growing population. However,
for a mega city like Lagos and owing to the fact that about 30% of the state
is been accounted for by water bodies, the need to fully harness the
potentials of water transportation to serve as a complement and alternative
mode to road has become none compelling. Records shows that ferry
services in Lagos dated back to the early 1970s when Lagos was the federal
capital city. The federal inland waterway then operated ferry services to
Apapa, CMS, Ebute-Ero among other destinations. Ostensibly, to
complement the efforts of the federal government, former governor, Lateef
Jakande (Late), had established the state Ferry Service. It purchased
ferries, which were called “Baba Kekere and ItaFaji”. The Lagos State Ferry
Services Corporation managed the ferry service. That recently gave way to
Lagos State Water Authority (LSWA). The Mile 2 – Marina – CMs corridor
back then was a busy corridor for the conveying of residence and it was
common to hear, as early as 5am, echoes of “go by Ferry to Marina/CMS”,
which alerted passengers. All these has long cessed to be the case as most
of the ferries are not grounded, and new ones bought by government has
been deployed on other routes. Even at a state the government ferry
terminal was converted to motor park by LASTMAN, where seized vehicles
were kept. Stakeholders are of the view that with the city’s network of
waterways, there ought to be a motivation to optimize water transportation,
especially as it would greatly help to decongest the roads.
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CHAPTER ONE
1.0 INTRODUCTION
1.1 Background of the Study
There is hardly any human society or human settlement system
that can function effectively and efficiently without adequate, reliable,
safe and affordable transport systems. The most fundamental reason
for this being in the catalytic effect of transport development.
Transport can also play a significant role in territories as well as
in promoting regional cooperation (through the flow of people and
goods along the transport corridors of neighboring countries, states,
local government, towns and villages precisely transport development
is central in development process of the economy and society to grow
healthy). This is because transport influence and it is influenced by
other sector that make up not only the total urban system (Stopher and
Neigburg, 1975, NISER, 2000) but the entire human settlement system.
Undoubtedly, stakeholders in both the private and public sector are
involved in varying degrees in the provision and running of transport
infrastructure and service. The provision and running of transport
infrastructure and services prompted Lagos state government to in rest
heavily in the inland water transport in the state in order to ease
transportation or mobility in the state in order to ease transportation or
mobility in the state of over 20 million inhabitant. However, the
declining capacity and performance of the state providing the needed
infrastructure and maintenance to meet the needs of the ever
increasing population has shown a wide gap of ineffectiveness and
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inefficiencies this call for a robust reform transport policy especially in
water transport in Lagos State to allow private and interest individual
investors to invest in the infrastructure as well as maintenance of these
infrastructures in order to attract more patronage of the inland water
transport network in the state. So that the high and ever increasing
pressure on the roads can be drastically reclined.
1.2 Purpose of Study

The main purpose of this project is to examine critically how all
the necessary stakeholder involve in inland water transport in Lagos
come together to fashion a way forward toward promoting in inland
waterways in Lagos State using the Lagos State ferry service as a case
study the statutory obligation of LAGTERRY will also be critically
examine to ensure that area of weakness are addressed while area
where there may be need for strength through legislation are
recommended as well as empowering LAGFERRY to effectively and
efficiently carrying out its over sight functions as far as this topic is
concern this project also purposed to finally ensure that
communication no longer waste valuable man hear in traffic held ups
thereby increasing the productivity effort of Lagosians and
contributing immensely to the cross domestic product of the state.
1.3 Significance of Study
The significance of this project work is to reawake all
stakeholders in inland water transport in Lagos State of the vast profit
the sector can deliver if properly harvested by the government and
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interest private sectors through the provision of the necessary
infrastructures. This study is of great significance to the inhabitant of
Lagos in the sense that the inland water transport system can provide
a safe, effective, efficient economical and comfortable alternative to
road transportation. This project will alternative to road
transportation. This project will highlight how these stakeholders can
benefit from the Inland Water Transport (IWT) of Lagos State.
1.4 Statement of Problem

Inland water transport in Lagos suppose to provide a safe,
effective, efficient, economical and comfortable means of mobility
thereby relieving the pressure on the road as well so stress on the
computers, but rather the sector have been underdeveloped, under
utilized and had contributed very low percentage considering the
enormous water resources available to the state the major statement of
problem will include:
 Reasons for poor merriment in inland water infrastructure in
Lagos State.
 Reasons for poor maintenance culture in the investment of
infrastructure in Inland water transport in the past.
 Reason for the lack of private investment in IWT in Lagos State in
the past and at present.
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1.5 Aims and Objectives
The main aim and objective of this project is to use LAGFERRY
as a case study to create a high level awareness targeted of the
untapped opportunities inherent in inland water transport in Lagos
State, so that stakeholders can easily adapt themselves in order to
maximize profit from the sector, Addition aims and objectives
includes:
 Highlighting the problems associated with inland water transport
in Lagos State.
 Discussing to an appreciative lend the prospects of in and water
transport in Lagos State
 Bringing the private investment into the sector to stir up
competition, discourage monopolistic tendencies and granitic
effective, efficient, economical, safe and comfortable water
transport in Lagos State.
1.6 Scope of Study

This project work is to cone Lagos State located between
longitude 204’ Eastland 30 42’ East and latitude 60 22’North and 60 52’
North in the South Western Nigeria. It occupy an area of 3,495.159km
with about 30% of the total land area consisting of crecks and Lagos. It
lies entirely with the coasted plain and the land does not rise above
650m above the sea level, with twenty local government out of which
twelve are linked to the river the area most of the land areas lies below
320m above sea level with an estimated population of twenty million
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inhabitants. The stately responsibilities of LAGFERRY as a body will
be the scope which this project will also focus on.
1.7 Research Methodology

This project examines inland water transport services in Lagos
State focuses on the statutory activities of LAGFERRY in the state.
Primary data were obtained using structural questionnaires to obtain
respondent from stakeholders. While secondary data were severed
from relevant government and promote agencies. Data were analyzed
using simple percentage, frequencies and graphs. The secondary
sources of data include journals, textbooks, articles at different for
relating to the Inland water transport in Lagos State, newspaper
publications as well as the internet.
1.8 Research Hypothesis

The Chi Square (X2) statistical analysis method is adopted for the
purpose of data analysis in this project work. The approach will
attempt to test the responses term the respondent who will form the
population that will generate a sample size who will respond to
structured questionnaire in reference to the topic. Two hypotheses to
be tested in the course of this project work include.
1.8.1 Hypothesis 1
Ho (NULL) The Inland water transport can be used to ease
transport problems in Lagos State.
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Hi (ALTERNATE) The Inland water transport cannot be used to
ease transport problems in Lagos State.
1.8.2 Hypothesis 2
Ho (NULL) Lagos State ferry Services Corporation cannot single
handedly provides the required infrastructures needed to
reposition inland water transport in Lagos state to compete
favourablly with road transport
Hi (ALTERNATE) Lagos State ferry Services Corporation can
single handedly provides the required infrastructures needed to
favourablly with road transport
1.9 Definition Of Terms
URBAN MOBILITY: Moving people from one location to another
within or between urban areas.
Inland Waterway: A natural or artificial navigable inland body
of water or system of interconnected bodies of water used for
transport, such as lakes, rivers, canals or combination of this
within a given state or country.
Sustainable Transportation: This refers to ways of transport that
are sustainable interim of their social and environmental impact
Integrated Transport: Transport system where different mode of
transport are effectively linked to each other
Watercraft: Any self-propelled motorized vessels that moves on
or through water
Littoral Environment: shore, seashore
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Transport Infrastructure: The physical components of transport
e.g bridges, turnels, pavements, rail track wharfs, aprons and
pipes.
Canoe: A light boat with painted ends and his keel, propelled
with a paddle or paddles
Barge: a long flat bottom boat for carrying freight on canals and
river either under it own power or power by another.
Dredger: The machine used for removal of sediments from water
bed for ways passing of vessels
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CHAPTER TWO
LITERATURE REVIEW
2.1 Conceptual Framework
Despite modern technology advances in air and transportation,
inland waterway transportation continue to play a vital role in the
transportation of residence and in many areas including drainage,
irrigation, water supply and generation of hydroelectric power as well
as navigation. Transport by inland waterways maybe on navigable
rivers or those made navigable by canalization (dreying and bank
protection) or on artificial waterways called canals. The improvements
of rivers and construction of artificial waterways in antiquity was for
irrigation purpose. In the 7th country BCE the Assyrian King
Sennacherib built a stone herd canal 80km (50 miles) long and 20
metres (66 feet) wide to bring fresh water from Bavian to Wireueh.
Transporting of goods and passenger on waterways depended
on watercraft for transport the Egyptians name probably the first to
use sea going vessels (C. 1500 BCE) Egypt was narrowly aligned along
the Nile, totally supported by it, and served by transport of its
uninterruptedly navigable surface below the first contract (at modern
day Aswan). Navigation on the sea began among Egyptians as early as
the 3rdmillinionsBCE. Voyage to crete were among earliest followed by
voyage guided by landmark navigation to Phoenicia and latter using
early canal that tied the Nile to the red sea, by trading journeys sailing
down the eastern coast of Africa. According to 5 th century BCE
introrian, Herodotus, the king of Egypt about 600 BCE dispatched a
xviii
fleet from a red sea port that returned to Egypt via Mediterranean after
a journey of more than two years. Getan and Phoenicial Voyage gave
greater attention to the specialization of ships for trade. In Asis, the
Chinas ships were making sea voyage by 1100 AD and from the 4 th
Century they relied on inland waterways to transport food to their
large cities through the Grand Canal which is above 1300km long from
17th to 19thcountry, the slave trade was a major feature of Atlantic
shipping the United State, Britain’s, Germany Normy, Japan,
Netherland and France joined them in the early 20th Century, with
Greece dominating the industry by the Century’s end.
2.1.1 Concept of Inland Water Transport in Lagos

Water transportation is an integrated component of the
development of Lagos intermodal transport system. The physical
environment of Lagos is well suited to accommodate water transport
about 17% of Lagos composed of Lagoon waterways the main water
bodies in Lagos State are the Lagos lagoon, Ologe Lagoon Port-Novo
Creeks, Badagry Creeks and the Atlantic Ocean.
Water transport is one of the most advantageous transport
modes having the least impact on the environment the lowest cost for
city transport, enormous capacity reserves and the least energy
consumption inland waterway transport include the use of the last
energy consumption. Inland waterway transport include the use of the
least energy consumption. Inland waterway transport include the use
of canals, rivers, and lakes. The water have inland ports, marines,
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quays and wharfs. Water transportation in Lagos faces a number of
problems which hinder the free movement of Laposian from one end
of the city to another, those problem includes inadequacy of formal
modern, inadequacy of infrastructure comparative analysis of road
network between Lagos and other citizen and road safety,
environmental and social concern to mention but a few.
2.1.2 Concept of Urban Mobility

Today the operators of the disorganized informal sector that is,
market based, unregulated, low capacity survive offers. The
dominance of these services hampers economic development and
reduces the quality of life for citizens as the large number of vehicles
required to meet demand causes congestion and the citizens suffers
with high level of local associated pollution and low level of security
and safety. Therefore going situation is not totally different from the
system in Lagos, the largest city in Sub-Saharan Africa. Lagos is
regarded as the economic and commercial capital of Nigeria with
estimated population of over 20 million populations. It was a total area
of 3,577.28 square kilometers of which 779.56 square kilometers
representing 28% is wetland and a population density of 6,5,5 per
square kilometers the poor condition of road network and of the public
transport system affects severally the development of the city and the
working and living conditions of the population, particularly the most
vulnerable. Rapid growth of the private vehicle fleet, combined with
reliance on commercial vehicle and motorcycles including Danfo,
Shared Taxis, Okada, Keke Marwa and boat has resulted in extreme
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traffic congestion throughout the city and poor quality, public
transport outlook. Before 2007, when LAMATA law as regulator was
amended and implementation of LAMATA flagship project, BRT-Lite
commenced, public transport in Lagos could largely and best
described as unregulated, chaotic, inefficient, expensive, low quality
and dangerous, both in term of road traffic accident and personal
safety.
2.2 Literature Review

Transportation represent one of the most important human
activities worldwide. Transportation is defined according to Oni
(2009), as the conyance of goods and people over land, across water
and through the air from on location to another. Ighodalo (2009)
observed that several mode of transportation exist for both human and
goods, and that these modes can be grouped into four basic categories,
namely: rail, road, water and air. Water transport is associated with
inland waterways, coastal water and the deep sea (Ismaila, 2008).
Inland waterways are navigable water bodies which include rivers,
lake coastal creeks, lagoons and canoes found within the geographical
dimensions of a state (Aderemo and Mogaji, 2006)
Major cities in the developing countries of the world are faced
with mobility problem in conveying its large population on daily basis,
to deal with this challenge, cities in the developing countries shows
capitalized on the mode of transportation where they have
comparative advantage over other mode as well as deliberately
investing in other mode of transportation to ease mobility within its
xxi
territories. Lagos is no exceptions but the only exception is that the
mode of transportation with greater comparative advantage has been
totally neglected for two long, cursing a serious pressure on the other
modes of transportation thereby creating stress and punitive
experiences on daily basis for residence in the area of mobility.
Lagos has an average of over 6 million urban mobility on daily
basis across the fifty seven local and local council development area of
the state; creating a huge loss of time and energy and finally reducing
the contribution of resident to the State Gross Domestic Product
(GDP).
Inland water transport provides faster (hardly experience
congestion), more efficient and better integrated trains service for
urban areas (Hoyle, 1993), this will in small measure address the
pressure on the roads and its attendant negative effects A pragmatic
strategic plan must be adopted to give more attention to inland water
transport in Lagos in of greater investment through public and private
practice to unlock the potential contributions of this mode
transportation to the state and residence at the sea time.
2.3 The Genesis of Urban Transport In Lagos

Unlike water supply and electricity, urban transport did not
assume any great importance in the city of Lagos during the
nineteenth century it was only in the twentieth century that
mechanical (motor) transport was developed as he dominoes mode of
urban transmit moreover, the community itself was compact in size
and the distances were therefore short enough to cover by non-
xxii
mechanical transport. However, by the opening quarter of the
twentieth century, bicycles, rickshaw, go-carts and two and four wheel
trucks had become the dominant means of transport in Lagos. Indeed,
the boom of 1913 to 1920 ushered in what was described as a “motor
boom” in post world war in Lagos. In June, 1920 a procession of 200
cars paraded the city during a Muslim festival, while in October as
many as 600 vehicles were responded to have been plying marine, the
main street. These figures notwithstanding a contemporary observer
considering the poor state of Lagos Road contented that a car was a
useless luxury in the city from the late nineteenth century, some effort
was made by the colonial government to lay the infrastructure of road
transport in Lagos. A major infrastructure was the canter bridge
named after Gilbert Carter, the colonial conquistador who expanded
the then Lagos Colony into Yoruba hinterland. Built departmentally
between 1856 and 1901, the bridge which links the island of Lagos with
the mainland, was constructed in an age in which motor transport was
yet to been in Lagos with a width between handrails of twenty and
half feet in become inadequate for motor traffic not mention bicycles,
pedestrians, cows, sheep etc when the city developed phenomenally in
the first third of the twentieth century necessitated the reconstruction
of the bridge in 1931. The new bridge named after center was
constructed departmentally as designed by the consulting firms
messrscoode, Wilson, Mitchel and Vanghanlce. Given the increasing
traffic that it was meant to carry the bridge was designed with a thirty-
eight fort wide roadway to accommodate four lanner of motor traffic
xxiii
and a ten foot footway on either side. Due to creating a space of
twenty-five feet above low water and a navigational span of 85 feet the
bridge also carried water pipes electricity and telegraph cables. With a
total length of 2,483 feets, it was reputed to be “the longest purely road
bridge” in Africa. The bridge was opened with fanfare on 22 October,
1931 and survived into post-independence period. A longer sister
bridge on Benue was not accorded the “longest road bridge”
distinction because it was not of pure bread being a railway bridge
with a suspicion of road. Meanwhile, road construction in the city
proceeded at a relatively slow race-by the end of 1921, only six of the
1
72 miles of road in Lagos were macadamized 26 8 miles had a laterite
surface while the rest “had not been provided with any artificial cause
whatever”.
The number of drivers and vehicles licences issued in Lagos
gives a clear indication of the increading importance of mechanical
transport in the city the statistics for 1921 and 1922 are as follow: In
1921 5013 bicycles, 661 rickshaws and go-carts and 165 carts and
carriages were licensed, the respective figure for 1922 were 4, 972, 509,
16 and 203. In 1921, 481 motor cars, 30 motor vans and lorries
weighing between 35 and 50 cut, find motor van and lorries weighing
in excess of 50 cut and 283 motor cycle were licensed. The
corresponding figures for 1922 were 596, 36, 6 and 343 respectively
wheel tax licenses were also issued to government departments
without payment of the license fee. In 1921, there were over 100
bicycles, one rickshaw, two wheeled trucks, 23 four wheeled truck and
xxiv
two hand carts. The corresponding figure for 1922 were 218, one seven,
82 and two, respectively. In the two year a total of 271 licenses were
issued to motor cars, motor van and lorries and motor cycles belonging
to government department without the payment of fees. While the
aforementioned were either private or privately owned means of
transport public transport city did not an appreciable impact as a mass
transport facility till the 1930s.The first initiative by the construction of
an electric train way on the island. The proposal for the train way was
made by the colonial governor in a dispatch in August 1899. He
proposed that the line should run from the kerosene store on the island
to the canter bridge, which linked the island to the mainland at Indo.
This would make the tramcars run on the same gauge as the railway as
far as Ebuta Melta. The train way also had the advantage of facilitating
the carriage of material to be used in sand-filling swaps on the island
that the government was seeking to reclaim. It was reasoned that if the
seat of government was expected to remain at Lagos; “such thing as
the train way, improved street…… must in any case by provided for at
Lagos, because it will indenbtedly remain a great trading center”. The
introduction of the training did not seem to have made any
appreciable difference to the life of the ordinary Lagosian. A report of
1921 lamented that the electric train way which would have solved the
problem of easy transport between the Island and the adjoining
mainland “seems a long way off yet” the desponding in the remark of
the contemporary observer invented above derived form the
operational deficiencies of the train services. To be fair, the tramway
xxv
had linked the island with the mainland via counter bridge and its
connection with the railway terminating at Iddo meant that it could
convey goods, passengers and computers from the Iddo termism to the
island. One the island, the train passenger service ran on a rovete
including the marine, Ereko Vice.
Ashogbon and over carter bridge to Iddo. The service ran from
7:00am to 7:00pm daily at 45 minutes and latter, 30 minute intervals,
computers paid a fare between one and these pence, depending on
their destination, three pence from kokomaiko to Iddo two pence from
Christ Church Cathedial to Iddo and one pence from Ereko Street to
Iddo. Appropriate tickets were issued for the trips, a branch of the
trem service also conveyed the city’s sewage for dumping into their
lagoon.
By and large, the operational expenses of the train service
outstripped returning leading to steady losses. The intermittent closure
of the carter bridge for repairs hampered access to the railway
terminus at Iddo, and this effectively limited the trainway to the
Island, this led to a loss of revenue from that section of the line.In 1908
alone the line incurred a deficit of £794 on its operations. A section of
the service was therefore shut down in December 1913, though its
sanitary line continued to convey sewage. The entire scheme was
entirely scrapped on 30 June 1933, thus marking the end of the first
public transport service in Lagos. This created a right atmosphere for
the emergence of private sector operator, as we shall see in subsequent
section.
xxvi
2.4 Emergence of Ferry Service In Lagos
The scrapping of the frond public transport service in Lagos in 30
June, 1933 was a major development for the inauguration of ferry
service between the Island and Apapa by the private sector operators
of canoes and by some macho tile firms, which conveyed their
employees to and from Lagos Island across the lagoon. A consistent
advocate of a government-run ferry service was made by the Director
of Marine, whose position was undermined by the prospect of
unprofitability of the scheme. In August 1911 the Apapa workmen and
apprentices complouned of the danger of commuting by canoe
between Lagos and Apapa, but the director of marine’s tender for a
private canoe ferry service did not attract any response. The workers
subsequently complaint in 1913 also suffered the same fate, as the
service was perceived to be unremunerative. Hence, no profess was
achieved fill the mid 1920s when increasing traffic following the
development of Apapa and the marine dockyard, and more favourable
economic circumstances, justified government inrelvement in the ferry
service. By 1919, workmen attached to the Marine Dockyard, PWD
Labourers of the Survey development, who often worked on the
Apapa side of the labor, constituted a growing clientele for the dredger
“mode” or the barge “Silverdale” “the number of employees that have
to be transported” it was noted “has new increased to such an extent
as to endanger the safety of the vessels detailed for this work”, as it
necessitate a considerable amount of overcrowding which cannot be
avoided under existing conditions. By 1923, the government had
xxvii
established what was called a “Land of mouth ferry service” consisting
of two large motor launches, “Alligator” and “Crocodile”. But as the
engines of these craft had been taken out and sold during the Great
War (1914 – 1918), they were convented into barges and towed by any
suitable craft. The ferry worked only during the mornings and
evenings when the Apapa labourers went to and returned from work.
In the interval the towing vessel was utilized by the marine
department for other purposes the ferries were run at a cost of £3,800
per annum and the number of government passengers carried daily,
except on Sunday, average 1,150 persons. The director of marine
reasoned that a government – run ferry service would capture the
passenger traffic from the operators of the motor transport business,
who changed a fee of six pence from Lagos to Ebute Melta, only half
way to Apapa. Eventually the secretary of state approved the purchase
of a ferry steamer in July 1924. After much consultation and
preparation, the ferry steamer “Kathleen” finally arrived Nigeria in
June 1925 and the ferry service was formally inaugurated on 1st
September, 1925. A fence of one penny each way between Lagos and
Apapa was levied on each passenger, who was entitled to only one
had luggage. The service operated according to a schedule which was
arrived at after due consultation with officials and members of the
business community. An order for the purchase of second steamer was
placed in 1926 at a cost of £20,000.
Two related issues demanded attention as the service took off the
fares and the number of sailings. By January 1927, the ferry “Kathleen”
xxviii
made eight trips daily (Monday to Friday) and five trips on Saturday.
There were demands, notably from the Lagos Chamber of commerce,
for an increase in the number of trips. Expectedly, the Director of
Marine was concerned about the additional cost of an increase in the
number of trips when the service was yet to pay its was rather
enjoined members of the chamber of commerce to patronized the
government ferry service instead of transporting their employees by
private launches. As part of the revenue driver computers were given
a discount if they bought booklets of 50 tickets, which were valid for
six months. The booklet cost four shillings as compared with 45 2d for
an equivalent number of single ticket. However as computer
performed the latter, the price of booklet was reduced to 35 2d, giving
a discount of 16 percent. There are clear indications that the ferry
service was well patronized. By August, 1928 the available, the
“Kathleen” the “Andrey and the Manatree”, which was redesigned
and passed into service in 1926, proved incapable of coping with the
demand during the rush hours. By November 1929, an average of
100,000 passengers per month patronized the Lagos-Apapa ferry
service Ijet the service remained unremunerative owing to the cost of
providing the service and to some sharp practices on the part of
computers. With regard to the latter, some bought the booklet at the
discount price of 35 6d and then resold the ticket, making profit of
eight pence per booklet. Moreover, unscrupulous clerks at the
turnsfiles were alledgeto be “taking cash and substituting tickets and
also making profit”. This was used as a justification by the Director of
xxix
Marineto request the equalization of fares so that all computers paid
the same rate, whether in cash or by the presentation of a ticket. But
the request had turned down because it would had to give up a
privilege they had been used to for some time moreover, it would be
hand on employees living in Lagos and working at Apapa who paid
their own fare. However, the flames were again raised to 45 2d with
effect from 1st January, 1930 and each department of the government
could pay for booklet of tickets to be issued to their staff. In the final
analysis, the Lagos to Apapa Ferry Service was a financial liability to
the government (see table 1 below). The colonial governor observed in
April, 1933 that it had been “run at a heavy loss to government” and
demanded suggestion towards reducing the loss. Accordingly, the
Nigerian Marine experimented with a number of fuel-saving or cost-
cutting measures, such as running the ferry on the boiler. A critical
issue in the debate was the ongoing great depressions led to
retrenched and loss of patronage by the service. The Apapa dockyard,
for example, retrenched “a great number” of its employees and this
effectively reduced the number of ferry computers in 1932 to a little
above the figure for 1927.
The state of affairs clearly conveyed by these statistics show that
the government ferry service did not break even throughout the
colonial period (see table and). Fare reduction and other operatonal
cost-cutting strategies failed to reverse the trend. With effect from 10 th
Dec, 1934, a workmen fare was introduced for a trail period of three
months. The new fare was one-half penny for each leg of the journey
xxx
during a particular period of the day (between 6:20am and 8:00am and
between 5:15pm and 7:14pm). This scheme involved five trip either
way. It was chained that this discount attracted computers from the
canoes, which changed a fare of one shilling per month for a round trip
compared to 2s 2d per month by the ferry service at one-half penny per
journey. This was interpreted as botching well for the workmen’s fare
scheme.
TABLE 1: STATISTICS OF OPERATIONS OF THE LAGOS-APAPA
FERRY SERVICE, 1926-1932
Year Total Running Cost Total No of Average
including Depreciation Revenue Passenger number
and establishment card daily
changes in (£)
1926 6,625 2,075 499,917 1,655
1927 8,544 2,813 682,681 2,195
1928 10,869 3,934 1,026,794 3,312
1929 11,681 4,811 1,244,697 4,002
1930 12,728 4,247 1,027,426 3,314
1931 11,406 4,131 981,164 3,150
1932 9,904 2,872 695,272 2,221
200m in + original (png, 13k)
Source: NAI, CSO 26 09653 Vel-IV “Lagos-Apapa Ferry Service”
Director of Marine to CSG 27 April 1933.
Yet from March to May 1935, the number of trips covered by this
scheme was reduced to two from Lagos to Apapa and four from
Apapa to Lagos because though the traffic was increasing revenue did
xxxi
not increase proportionally from 13th May, 1935 all fares reverted to
one penny with exception of one tripdaily either way all was to no
avail as their service suffered heavy losses up to 1943 as detailed
Though it survived into the post second world war period, it
failed to pay its way. The lamentation of the Director of Marine in 1943
reflected the gloomy prospects of the services.
When I took over my present job in 1934, I tackled the ferry
question with a view to making it a paying proposition but failed. I
also tried to reduce the debit balance and did not have much success
with this fares were reduced to one-half penny for certain trips, the
number of trips of ferry made was reduced in other to save fuel, but all
efforts failed and finally I had to ask the government to look upon this
ferry service as a public service and accept the loss.
There was no possibility of further increasing fares as this would
simply drive the computers back to the canoes operators who charged
lower fares. The service continue nevertheless for a report of July 1945
stated that the governments two steam ferries carried between them
1900 passengers on each trip on way but that “the demand for such
large capacity is nonexistent”. Green ticket books issued free of cost to
government departments were withdrawn with effect from
septemember 1949 and all existing spock destroyed, this management
of the ferry service was transferred from the marine department to the
Inland Waterways Department (IWD) of the Federal Government with
effect from April in 1957. The IUD was responsible for among others,
the maintenance and improvement of all navigable channels outside of
xxxii
the ports and their respective approaches, control of the Inland Water
Navigations light buoyage, piers, wrecksand government dockyards,
and the operation and maintenance of all government craft and ferries.
In the final analysis, this development did not change the fortunes of
the Lagos-Apapa Ferry service even in the post independence period.
However, the ferry service still manage to operate till today though
fitfully the poor record of the ferry service during the colonial period
merely epitomized the unsuccessful attempts at state entrepreneurship
in the transport sector, as will be seen subsequent examination ferry
services in the post independence era.
2.5 The Era of Inland Waterways Department (IWD)
The poor record of marine department during the colonial period
to break even into profitability in the running of the activities of Lagos
Ferry service led to the transfer of the management of ferry service to
the Inland Waterways Department in 1st April, 1957. The IWD a
division of Federal Ministry of Transport tried to revitalized the ferry
services to take advantage of the enormous potential of water
transport in Lagos. They were run at various times by the Lagos State
government and private operators which operates ferry services
between Mile 2 and Manna, other jetties were the properties of Federal
Inland Waterways and other federal agencies. Other jetties in the
metropolitan area were located at Oyingbo, the federal Secretariat,
Maroko/Lekki, Marina, Apapa and Takwa Bag. An idea of the traffic
in early 1960s is conveyed in the table below
TABLE 2: LAGOS-APAPA FERRY PASSENGER
xxxiii
TRAFFIC 1961 – 1962
For the stevedoring
Ordinary firm of Witt-Biney
April 1961 310, 389 94, 697
May 1961 342, 578 92, 883
June 1961 296, 900 90, 409
July 1961 338, 738 69, 297
August 1961 349, 845 74, 588
September 1961 334, 756 70, 809
October 1961 323, 691 54, 505
November 1961 315, 572 55, 115
December 1961 296, 111 55, 078
January 1962 342, 953 60, 575
February 1962 365, 046 55, 772
March 1962 322, 437 60, 690
Total 3939, 014 834, 418
Source: Ministry of transport of Aviation, 29 June 1962, cited in
Koenigsbergeretal, metropolitan, Lagos, New Youth United Nations
Technical Assistance, 1964, Page 121.
2.6 Ferry Services in Lagos Post Independence

Records shows the ferry service in Lagos State back to the early
1970s when Lagos was the capital city of Nigeria. The federal Inland
Waterway Department (IWD) then operated ferry services to Apapa,
CMG, EbuteEro, among other destinations. Ostensibly to complement
the efforts of the federal Inland Waterways Department (IWD), the
xxxiv
Lagos State Government of Governor LateefJakande of blessed
memory (1979-1983) acquired two 800-passenger ferries which were
called “Baba Kekere” and “ItaFaji” these ferries made sixteen round
trips everyday. The Lagos State Transport Corporation (LSTC) ferry
service between mile 2 and Marina changed Thirty Kobo for an hour’s
trip. The service conveyed over a hundred thousand passengers per
month in the late 1980s. However because of the low fares, the
enterprise could not survive notwithstanding the volume of passenger.
Its predicament was worsened by the incident of April 1984 which
damaged two ferry boats. The ferries however, resumed operation in
October after undergoing repairs for six months. The service conveyed
206,000 passengers in the six month in which it operated in 1984,
125,000 passenger in 1985 an average of 10,000 passengers per month
in 1986.
2.7 Declining Patronage of Ferry Service

The declining patronage of computes to the services of ferry
services in Lagos is physically seen and felt by the Inland Water
Department (IWD) and the Lagos State transport corporation Ferry
Service and could be ascribed to the following:
 Computers warning interest after initial curiosity about a new
and unique venture which the ferry service represented many.
 The psychological trauma of the fire incidents
 The increase in the fare in 1985
 The prevailing economic slump
xxxv
 The improvement in the road traffic flow from Mile 2 to Lagos
2.8 Lagos State Ferry Service Company (LSFSC)

The Lagos State Ferry Service Company (LSFSC) is also known
as Lagos State Ferry Service Corporation (LAGFERRY) is the major
service provider in Lagos State Inland Waterways. Although Lagos
Ferry Services commended operation in 1925 officially, passenger
ferries gradually intensified until 1970s which led to the establishment
of Lagferry in 1983. The former Lagos State Ferry Service Company
(LSFSC) of Late Jakande was wound-down as an agency of the
government due to lack of evidence of legal incorporation. The entity
was responsible for both regulatory and operational aspects of water
transportation. Lagos state Waterways Authority (LASWA) was
established in 2008 and is responsible for monitoring and ensuring
compliance of operators to the former governor Babatunde Fashola
administration policy in addition being a resource hub for all manner
of marine related matters in Lagos State. This provides the appropriate
enabling environment for potential operators to implement their
business strategies and capitalize on the vast number of computers
seeking alternative transport in Lagos. In the same year, 2008, a new
company known as Lagos State Ferry Services was incorporated as a
limited liability company to operate water transportation services
within the inland waterways of Lagos State. LAGFERRY works in
conjunction with Lagos State Water Authority (LASWA), National
Inland Waterways Authority (NIWA) and Nigerian Maritime
xxxvi
Administration and Safety Agency (NIMASA). Besides LAGFERRY,
other private ferry operators who use modern ferry boats to provide
commercial transport service within the Inland Waterways of Lagos
State. LAGFERRY mission is to deliver a safe, efficient and affordable
means of alternate transport on the inland waterways for people and
businesses of Lagos State. The vision is to strive to provide a safe,
most affordable and time efficient journey for our clients. Lagferry
seek to alleviate the current challenges that computers faces daily on
the roads by providing alternative via Inland Waterways of Lagos
Lagoon. LAGFERRY envision becoming the most trusted name not
only in water transport sector but in public transportation.
2.9 Lagos Inland Waterways Routes

Lagos State is located between Longitude 20 421 East and Latitude
60 221 North and 60 521 North, in the South Western Nigeria. It occupies
an area of 3475.1km2 with over 30% of the total land area consisting of
creeks and lagoons. It is entirely within the coastal plain and the land
does not rise over 650m above the sea leveland this subjected most of
the areas to flood and beach erosion. Lagos population is estimated to
be 22 milion and is expected to hint 50 million by the year 2050.
Seventeen out of the twenty local government area in the state fall
within the metropolis while twelve local government areas encompass
riverine communities (Figure 1). Lagos State operates twelve ferry
routes under the supervision of Lagos State Water Authority (LASWA)
managed by Lagos State Ferry Service Corporation (LAGFERRY). The
xxxvii
routes are: Ikorodu-Marina/CMS, Marina-Mile 2,
Ikorodu-Addax/Falomo, Ikorodu-EbuteEro, Marina-IjegunEgba, Mile
2-Marina/CMS, Mekwen-Falomo, Badore-Ijede, Badore-five cowries,
Marina-Oworonsoki, EbuteOjo-Ijegunegba and Bayeku-Langbasa.
Transportation in the state is mostly by road which accounted for
about 90% of traffic flow in the area. Despite the abundance of
waterways in Lagos, waterborne transport is not as popular as road
transport to get around the city. Apart from the few regular ferry
services between Lagos Island and mainland, fibre-covered motorized
boats and canoes also operate passenger services on the lagoon and
some of the creeks
Figure 1 Lagos Inland Water ways Routes
xxxviii
Source: Lagos state inland water ways routes available at
http:ll/wet.laswacom.
2.10 Types of Water Transport

There are basically two major types of water transportation
 Inland Water Transport
 Ocean Water transport
2.10.1 Inland Water Transport: This is a system of transport
through all navigable rivers, lakes and manmade canals. Many large
rivers in different part of the world are used by ships and barges for
transportation. The main rivers where inland water transportation is
important are river Rhine and Dambe in Europe, the Zaire in Africa,
the Nile in Africa, the lower Niger in Nigeria. Others includes St.
Lawrence in Canada and Mississippi in USA etc. Water transport
vehicles used on Inland Waterways includes: Motorboat, speedboat,
ferry, canoe, riverboat etc.
2.10.1.1 Rivers: These are natural waterways which can be used as
a means of transport. They are suitable for small boat as well as big
barrages. River transport played a very important role prior to the
development of modern means of land transport. Their importance has
gradually decline on account of more reliable and cheaper transport
services offered by the railways.
2.10.1.2 Canals: These are artificial waterways made for the
purpose of irrigation or navigation. Canal links up two navigable seas
or oceans or both. For instance the suez canal which links the Red Sea
xxxix
and the Mediterranean sea and the panama canal which links the
Atlantic Ocean with the Pacific Ocean. Canal transport requires a huge
amount of capital investment in construction and maintenance of its
track i.e the artificial waterways. The cost of canal is therefore higher
than of river transport. To add to it, the cost of providing water for the
canal is also a very big problem of canal transport.
2.10.1.3 LAKES: This can be either natural like rivers or artificial
like canals but can be used for transportation using boat, ferry etc.
2.11 Challenges of Inland Water Transport in Lagos

The Lagos State waterway authority is the regulatory authority
in charge of sustainable development of Lagos Inland Waterways. This
authority is vested with the responsibility of ensuring that the water
front is safe and prosperous to all stakeholders most especially the
ferry operators like LAGFERRY.
The most problems and challenges facing inland water transportation
in Lagos Waterways includes:
 Passengers challenge: Most of the passenger who patronize the
inland water transport in Lagos through ferry are so much in a
hurry that don’t adhere to safety instructions.
 Challenges of the enforcement of no night travel as a result of the
lack of required tools to carry out daily night patrol on the
waterways. This is necessitated by the fact that a lot of the riverine
jetties are not owned by the state government as a result it could
xl
be almost impossible to monitor of travel by night or beyond the
stipulated time of 7am to 7pm
 The present of wrecks on the waterways and seasonal water
hyacinths that are terrible cloys for the ferry and boat engine.
 The issue of shallowness that ground boats and ferries because of
the depth is not sufficient and improper marking of the waterway
route to guide the navigation of the operators.
 Security on the Lagos waterways is inadequate, especially on the
routes that are less busy or when the ferries are on chartered
operation.
 The unfriendly or high fare changed by ferry operator including
LAGFERRY is a major challenge facing commuters
 Another major problem is the issue of double taxation expressed
by private operators of boat and ferries on the Lagos Waterways is
expressed by the Association of Tourist Boat Operators and Water
Transport of Nigeria (ATBOWATON).
2.12 Prospects of Inland Water Transport in Lagos

For obvious reasons, Lagos had great potential to develop its
water economy to a highly competitive level. The commercial nature of
the state with its population has contributed immensely to the
saturation of the roadways. Considering this factor and many more
with regards to transportation infrastructure in the state, the Lagos
State government recently set the ball rolling towards creating
alternative water transportation. The state government began
xli
exploring its littoral environment and how best this can be utilized to
generate revenue and improve the livelihood of its citizenry. Towards
popularizing inland water transport in Laos thereby creating a
prospective future of profitability and sustainability in inland water
transport, the under listed approach were adopted by the government
- Awareness on safety was one of the very first steps the state
took, visiting riverine communities and providing life jackets
and insisting on its constant usage anytime they are on board a
boat or ferry and creating awareness on the advantages of water
transportation and impacts to the environment/community for
instance, pollution risks and this is paying off as there has been a
reduction of water pollution to the barest minimum.
- To further improve on the existing system, the state government
has drawn up projections to develop water transportation,
working through the Lagos State Waterways Authority
(LASWA), the government has created policies and established
rules and regulations to guide water transportation in the state.
The regulation has set standards for safety, ownership of private
jetties and other critical areas of water transport
- The state government through LASWA has identified 14 routes
of waterways that were dredged and channelized to avert future
boat mishap in the state
- The Lagos state ferry service company which has been in
existence since 1980 has been revamped for optimal
performance. To this end, LAGFERRY was established to
xlii
provide safe efficient and affordable means if alternate transport
on the inland waterways for the people and businesses in the
state includes safety campaign for boat operators, security of
water users, and putting an end to the payment of multiple
taxations by operators.
- A harmonious working relationship has been created between
National Inland Waterways Authority and the Lagos State
Waterways Authority through an agreement of understanding
towards realization of same goal which
- Patrol boat have been in place to ensure a quick response in case
of emergency as well as patrol boats to cover the inland
waterway of the state to ensure adequate security of lives and
properties.
- The recently organized waterways investment summit organized
by the state waterways authority (LASWA) called for an
increased in Public-Private Partnership (PPP) to grow investment
in water transportation. The needed investment in the provision
of passenger and cargo boat, construction of infrastructure and
management, technical partnership and consultancy, financing
and provision of logisitics.
2.13 Advantages Of Inland Water Transport In Lagos
2.13.1 Low Cost: Rivers are natural highway which does not
require any cost of construction and maintenance. Even the cost of
construction and maintenance of canals is much less or they are used
not only for transport purpose but also for irrigation, etc. Moreover,
xliii
the cost of operation is very low. Thus, it is the cheapest mode of
transport for carrying goods from one place to another within the state.
2.13.2 Large Capacity: It can carry much larger quantities of
heavy and bulky goods such as coal and timber
2.13.3 Flexible Service: Inland water transport provides much
more flexible service than railways and can be adjusted to individual
requirements.
2.13.4 Safety: The risks of accidents and breakdowns, in this form
of transport and minimum as compared to any other form of transport.
2.13.5 Useful During Natural Calamities: During natural
calamities like flood and rains when rail and road transport is
disrupted, relief operations can be operated through water transport
2.13.6 Helpful In Defence: Development in water transportation is
essential for the defense of the country, state or country. It is also
called second line of defense
2.13.7 Job Creation: The Inland water transportation can create a
number of job in the sector ferry operators and by extension in
tourism, fishery, security operations and many more.
xliv
CHAPTER THREE
RESEARCH METHODOLOGY
This chapter will give details of the most suitable and convenient
method of investigation adopted as well as the research instrument,
the simple population including the sample size
3.1 Research Design

The survey method is adopted for the purpose of this project
work, and this is carried out using designed questionnaire geared
towards collecting data to answer research questions and explain the
relationship between the variables. This method is adopted because it
does end up with a greater efficiency and accuracy at a lesser cost.
3.2 Data Collecting Instrument

It is imperative to know that proper care must be taken
concerning the source of data as this reflect on the final result of the
research work. Therefore, in carrying out this project, two kinds of
data collecting instruments are adopted. There are primary and
secondary.
3.2.1 Primary Data:

These are original information for specific purpose at hand. The
bulk of the primary data are responses from respondents with regards
to the structured set of questionnaire. Personal observation from
another type of primary data
xlv
3.2.1.1 Questionnaire
This form the major research instrument adopted in the project
work, and used for retrieving information needed from stakeholders in
respect to the topic. The size of the respondents make it expedient for
me to use questionnaires to retrieve information hence the
questionnaire are simple, straight forward and requires Yes or No
response from the respondents freely without any prejudice or
pressure from any quarter whatsoever.
3.2.1.2 Observation
Some of the explanatory procedure in this project work are based
on my observation as a researcher as I visited LASWA and LAGFERRY
offices and a brief observation of practical operational procedure of
LAGFERRY in movement to passenger in two main jetty under the
control of Lagferry (Ikorodu and marina) my observation as a
passenger from mile 2 jetty to marina afforded me the opportunity to
really observe the procedures and process put in place by LAGFERRY
in inland water transport and unban mobility in Lagos, Nigeria
3.2.1.3 Personal Interview
Personal interview were scheduled with top management staff of
LAGFERRY as the statutory ferry operators in Lagos state, the chief
executive official of Lagos state waterway authority (LASWA) and
officials of association of tourist boat operator and water transport of
Nigeria (ATBOWNATION) but the top executive were not available
and interview were granted by middle management staff across board
xlvi
which make reasonable contribution intern of resources available
contributions intern of resources available for this project work.
Interview was conducted in large number in regards to passengers
boarding ferry between Ikorodu and Ebute Ero as well as mile 2 to
marina and this contributed in no small measure to the available
materials that make up this project work. It is highly regrettable that
top management and strategic managers of LAGFERRY as well as
LASWA and the national inland waterways authority (NIWA) were
not available for my personal interview.
3.2.2 Secondary Data
The secondary data consists of information that already exists
somewhere, having been collected for another purpose (Kotler, 1997).
The secondary data included in this project includes published articles,
magazines, newspapers and materials relating to the topic from the
internet etc.
3.3 Research Population and Sample Size
For the purpose of this project work, the population was defined
as 100 stakeholders in the inland water transport and urban mobility in
Lagos state with a study centred on the Lagos state ferry service
company the stakeholders includes: frequent users of Lagos ferry
service in the corridor of mile 2 to marina and Ikorodu to Ebute Ero
routes, Lagferry staff, Lagos state ministry of transport, Lagos state
waterways authority (LASWA), national inland waterway authority
(NIWA), Association of Tourist Boat Operator and Water Transport of
Nigeria (ATBOWANATIONS) Lagos chapter officials, marine police
xlvii
etc. this sample population decreed adequate and worthy of
generalization because at least fifty (50) of administered questionnaire
was expected to be completed and return for further statistical analysis
and interpretation. One hundred questionnaire are administered out of
which fifty (54) were completed and returned with four (4) net rightly
completed and not good enough for further statistical analysis. This
project sample size stood at fifty (50) questionnaire which are certified
good for further statistical analysis and interpretation.
3.4 Limitation and Constraints
The process and procedures for data collection cannot be without
limitations and constraints considering the fundamental importance of
data to project work. Among the many limitations and constraints
encounter in this process includes:
 The light schedule of top management staff which make them
completely inaccessible for interview and discussion on the topic.
 The government created bottleneck in accessing information
relating to the topic as the case study centre is completely a
government department, agency or ministry
 The unwillingness on other part of some respondents to diverge
correct information for fear of government persecution or
punishment most especially the locals.
 The scantered location of the respondents post a great limitation
as a huge cost of money is required to cover such large
geographical location.
xlviii
 The chaotic traffic situation in Lagos post a great constraints as a
number of intended respondents in the local areas and riverine
village could not be reached.
 The financial cost involve in carrying out this project work was
not readily available to cover, logistics printing and distribution
of questionnaires.
xlix
CHAPTER FOUR
4.0 DATA PRESENTATION, ANALYSIS AND INTERPRETATION
This chapter will examine data presentation, analysis and
interpretation of the study by simple statistical formular of percentage,
charts, polygon and graph of the distribution from the questions.
Simple percentage approach method will be applied for the social
demographic features of the respondents which includes sex, marital
status, age, educational qualification and income.
4.1 DATA PRESENTATION
SECTION A (Social demographic features of respondents)
Table 3: Sex distribution of respondents

Variables No. of Respondents Percentage (%)
Male 32 64
Female 18 36
Total 50 100
Source: Field Survey, 2022
From table 3 above, majority of the respondent’s i.e. 32 (64%) are male,
while the remaining 18(36%) are female which indicates that the Inland
Water Transport and Mobility in Lagos is a male dominating industry
l
Table 4: Age distribution of respondents
20 – 30 20 40
31 – 40 15 30
41 – 50 10 20
51 – above 5 10
Total 50 100
Table 4 above shows that majority of the respondents 20 (40%) are
between the age bracket of 20 and 30 years while 15 (30%) are between
the age of 31 and 40 years while 10 (20%) and 5(10%) are within the age
brackets of 41 to 50 and 51 above respectively. The implication of this
is that most of the respondents are young people.
Table 5: Marriage distribution of the respondents

Single 10 20
Married 35 70
Divorced 4 8
Widow/Widower 1 2
Total 50 100
Table 5 above reveals that majority of the respondents 35(70%) are
married, while 10(20%), 4(8%) and 1(2%) are single, divorced and
widow/widower respectively.
Table 6: Educational qualification of respondents
li
WASC/SSCE 12 24
NCE 3 6
HND/BSC 22 44
MSC 8 16
Others 5 10
Total 50 100
Table 6 above shows that 22(44%) of the respondents are holder of
Higher National Diploma (HND) or Bachelor of Science (BSC), 12(24%)
are holders of West African School Certificate (WASC) or Senior
Secondary School Certificate (SSSCE), 8(16%) are MSC holder, 5(10%)
have other certificate which includes Professional certificate and 3(6%)
are holders of National Certificate of Education (NCE).
Table 7: Income distribution of the respondent
N360,000 – N600,000 15 30
N600,100 – N840,000 20 40
N840,100 – N1,080,000 10 20
N1,080,100 – Above 5 10
Total 50 100
Table 7 above shows clearly that majority of the respondents 20(40%)
are within the income of N600,100 and N840,000 per annum, 15(30%)
are between the annual salary of N360,000 and N600,000, 10(20%) are
lii
on annual salary of between N840,100 and N1,080,000 while the
remaining 5(10%) are earning N1,080,100 and above as annual income.
SECTION B: The responses from the respondents to the questions will
be analyze in this section. The respondent are to free express their will
by choosing Agree (A) or Disagree (D) with the questions as it relate to
Inland Water Transport and Urban Mobility in Lagos State using the
Lagos Ferry Corporation as a case study.
Question 1: Mobility within Lagos State is a major problem facing by
residence of the state
Table 8
Variables No of Respondents Percentage (%) Degree (00)
Agree 40 80 288
Disagree 10 20 72
Total 50 100 360
72
Figure 2
288
liii
From figure 2 above it is seen that majority of the respondent 40 (288 0)
agrees that mobility within Lagos is a major problem in the state of
Lagos, while 10 (720) disagree that mobility within the state of Lagos is
a major problem.
Question 2:Road transport is the most popular means of
transportation within Lagos State and the infrastructures are over
stressed
Table 9
Agree 50 100 360
Disagree 0 0 0
Total 50 100 360
Figure 3
60
50
40
30
20
10
0
A D
Figure 3 reveals that all the respondents 50 agrees that road transport
is the most popular means of transportation in Lagos and the
infrastructures are over stressed.
liv
Question 3: Other means of transportation in Lagos has been totally
neglected
Table 10
Agree 20 40 144
Disagree 30 60 216
Total 50 100 360
Figure 4
70
60
50
40
30
20
10
0
A D
Figure 4 above shows that 20 (40%) of the respondents agrees that

other means of transport in Lagos has been totally neglected while the
majority 30(60%) disagrees that other means of transportation in Lagos
has been totally neglected.
Question 4: The Inland Waterways can be used to ease transport
problems in Lagos State.
Table 11
Agree 35 70 252
lv
Disagree 15 30 108
Total 50 100 360
Figure 5 50
40
30
20
10
0
The figure above (5) shows that 35 respondents agrees that the inland
waterways can be used to ease transport problems in Lagos State,
while the remaining 15 respondents disagrees that Inland Waterways
can be used to ease transport problems in Lagos State.
Question 5: Inland water transportation will have a large patronage if
major problems in the sectors are properly addressed in Lagos.
lvi
Table 12
Agree 32 64 230.4
Disagree 18 36 129.6
Total 50 100 360
129.6
Figure 6
230.4
From figure 6 above, 32 (230.40) respondents agrees that if the

problems of inland water transport in Lagos is properly addressed it
will generate large patronage, while 18(129.60) disagrees that if the
problems of inland water transport in Lagos properly addressed it will
generate large patronage.
Question 6: Most of the local governments in Lagos state are easily
linked to each other faster on waterways than any other means of
mobility.
lvii
Table 13
Variables No of Variables Percentage (%) Degree (00)
Agree 27 54 194.4
Total 50 100 360
Figure 7
28
27
26
25
24
23
22
21
A D
Figure 7 above shows that 27 respondents agrees that most of the local
governments in Lagos can be linked to each other faster on waterways
than any other means of mobility while 23 respondents disagrees that
majority of the Local government in Lagos can be linked to another
faster on waterways than any other means of mobility
Question 7: Inland water transport and urban mobility in Lagos State
requires a huge investment in infrastructures.
Table 14
lviii
Agree 50 100 360
Disagree 0 0 0
Total 50 100 360
Figure 8
120
100
80
60
40
20
0
A D
Figure 8 above clearly shows that all the respondents 50(100%) agrees
that a huge investment if required in infrastructure in inland water
transport and urban mobility in Lagos State.
Question 8: Private investors are needed to invest in transport
infrastructure in Lagos most especially the inland water transport to
ease mobility in the state
Table 15
lix
Agree 36 72 259.2
Total 50 100 360
Figure 9
40
35
30
25
20
15
10
0
A D
From Figure 9 above, it shows that 36 respondents agrees that private
investors are needed to invest in transport infrastructures in Lagos
most especially the inland water transport to ease mobility in the state
while 14 disagrees that private investor are needed to invest in
transport infrastructures in Lagos most especially in the inland water
transport to ease mobility in the state.
Question 9: Lagos State Ferry Service Corporation (LAGFERRY)
cannot single handedly provide the required infrastructure needed to
reposition inland water transport in Lagos State to compete favorably
with road transport
Table 16
lx
Agree 30 60 216
Disagree 20 40 144
Total 50 100 360
Figure 10
144
216
Figure 10 above shows that 30(2160) agrees that LAGFERRY cannot

single handedly provide the required infrastructure needed to
reposition inland water transport in Lagos to compete favourably with
road transport, while 20(1440) disagrees that LAGFERRY cannot single
handedly provide the required infrastructure to reposition inland
water transport in Lagos to compete favourably with road transport.
Question 10: Other stakeholders such as National Inland Waterways
Authority (NIMA), Nigerian Maritime Administration and Safety
Agency (NIMASA) and Association of Tourist boat operator and water
transport of Nigeria (ATBOWNATION) need to work together with
LAGFERRY to achieve success in inland water transport in Lagos State
Table 17
Agree 45 90 324
Disagree 5 10 36
lxi
Total 50 100 360
Figure 11 36
324
Figure 11 shows that 45 (3240) agrees that other stakeholders need to

work together with LAGFERRY to achieve success in inland water
transport in Lagos State, while 5(360) disagrees that other stakeholder,
need to work to together to achieve success in inland water transport
in Lagos.
Question 11: Passengers using the inland waterways are already
paying higher fare as compared to road transport.
Table 18
Agree 40 80 288
Disagree 10 20 72
Total 50 100 360
Figure 12
50
40
30
20
10
0
lxii
Figure 12 shows that 40 respondents agrees that passengers using the
inland waterways in Lagos State are already paying higher fares as
compared to fares on road transport, while 10 disagrees that
passengers using the inland waterways are already paying higher fares
compared to fare on road transportation.
Question 12: LAGFERRY is making positive impact in the area of
education and awareness concerning the use of ferry education and
awareness concerning the use of ferry services in urban mobility in
Lagos State.
Table 19
Agree 42 84 302.4
Disagree 8 16 57.6
Total 50 100 360
Figure 13 90
80
70
60
50
40
30
20 lxiii
10
0
A D
Figure 13 reveals that 42 (84%) agrees that LAGFERRY is making
positive impact in the areas of education and awareness concerning the
use of ferry service in Lagos State, while the remaining 8(16%)
disagrees that LAGFERRY is making positive impact in the areas of
education and awareness concerning the use of ferry service in Lagos
State.
Question 13: Financial institutions can be important stakeholder in
infrastructural provision for inland water transportation in Lagos
State.
Table 20
Variables No of Variables Percentage (%) Degree (00)
Agree 26 52 187.2
Total 50 100 360
lxiv
26.5
Figure 14
26
25.5
25
24.5
24
23.5
23
A D
From figure 14 above, 26 respondents agrees that financial institutions

can be important stakeholder in infrastructural provision for inland
water transportation in Lagos State, while 24 respondents disagrees.
Question 14: Introduction of intermodal transportation will increase
patronage for inland water transport in Lagos State.
Table 21
Agree 38 76 273.6
Disagree 12 24 86.4
Total 50 100 360
Figure 15
86.4
273.6
From figure 15 above, 38(273.60) agrees that the introduction of

intermodal transport will increase patronage for inland water
transport in Lagos State, which 12(86.4 0) disagrees that intermodal
lxv
transport will increase patronage for inland water transport in Lagos
State.
Question 15: Fear of accident discourages Lagosians from patronizing
inland water transportation
Table 22
Agree 40 80 288
Disagree 10 20 72
Total 50 100 360
Figure 16 50
40
30
20
10
0
Figure 16 above shows that 40 respondents agrees that the fear of

accident discourage Lagosians from patronizing inland water
transportation Lagos State while the remaining 10 respondents
disagrees that the fear of accident discourages Lagosians from
patronizing inland water transportation.
Question 16: Inland water transport can compete favourably with road
transport in Lagos urban mobility
Table 23
lxvi
Agree 18 36 129.6
Total 50 100 360
Figure 17
70
60
50
40
30
20
10
0
A D
Figure 17 shows that 18(36%) agrees that inland water transport can
compete favourably with road transport in Lagos Urban mobility,
while the majority 32(64%) disagrees that inland water transport can
compete favourably with road transport in Lagos Urban mobility.
4.2 Test Of Hypothesis

The statistical analysis to be adopted for this project work is the
chi square (x2) method, and two hypothesis will be tested
4.2.1 Hypothesis 1
lxvii
Ho (NULL) The Inland Water Transport can be used to ease
transportation problems in Lagos State.
Hi (ALTERNATIVE) The Inland Water Transport cannot be used
to ease transportation problems in Lagos State.
Responses from respondents to questions 4, 5 and 6will be used to test
this hypothesis.
Responses Q4 Q5 Q6 Total
Agree 35 32 27 94
Disagree 15 18 23 56
Total 50 50 50 150
Expected
Row x Column 50 x 94 4700

Agree  = Grand Total = 150 = 150 =31.33

Disagree  = Grand Total = 150 = 150 =18.67
Degree of freedom V =
V = (nr – 1)(nc – 1)
V = (2 – 1)(3 – 1)
V = (1)(2)
V=2
Level of significant = 0.05
EXPECTED FREQUENCY TABLE
lxviii
O O–Ɛ o−¿ √ n2
√
Ɛ
Ɛ Ɛ n2
o−¿
ε
35 31.33 3.67 13.47 0.43
15 18.67 -3.67 13.47 0.72
32 31.33 0.67 0.45 0.01
18 18.67 -0.67 0.45 0.02
27 31.33 -4.33 18.75 0.60
23 18.67 4.33 18.75 0.01
1.79
Table of Value = 5.991
The Decision criterion if (x2)is less than (<)5.991do not reject the Ho
if (x2)is greater than (>)5.991 reject Ho
Therefore from the frequency table Ɛ(o - Ɛ)n2=1.79 which is less than
9.991,therefore Ho which stated that the Inland Water Transport can be
used to ease transportation problems in Lagos State is hereby accepted,
while the Hi which state that the Inland Water Transport cannot be
used to ease transportation problems in Lagos State is hereby rejected.
4.2.2 Hypothesis 2
Ho (NULL) Lagos State Ferry Service Corporation cannot single
handedly provide the required infrastructures needed to
reposition inland water transport in Lagos State to compete
favourably with road transport
Hi (ALTERNATE) Lagos State Ferry Service Corporation can
single handedly provide the required infrastructures needed to
reposition inland water transport in Lagos State to compete
favourably with road transport.
lxix
Responses from respondents to questions 8, 9, 10, 13 and 16will be
used to test this hypothesis.
Responses Q8 Q9 Q10 Q13 Q16 Total
Agree 36 30 45 26 18 155
Disagree 14 20 5 24 32 95
Total 50 50 50 50 50 250
Expected Frequency
Agree  = Grand Total = 250 = 250 =31

Disagree  = Grand Total = 250 = 250 =19
Degree of freedom V =
V = (nr – 1)(nc – 1)
V = (2 – 1)(5 – 1)
V = (1)(4)
V=5
Level of significant = 0.05
lxx
EXPECTED FREQUENCY TABLE
O O–Ɛ o−¿ √ n2
√
Ɛ
Ɛ Ɛ n2
o−¿
ε
36 31 5 25 0.81
14 19 -5 25 1.32
30 31 -1 1 0.03
20 19 1 1 0.05
45 31 14 196 6.32
5 19 -14 196 10.32
26 31 -5 25 0.81
24 19 5 25 1.32
18 31 -13 169 5.45
32 19 13 169 8.90
35.33
Table of Value = 9.488
Decision criterion if (x2)>9.488 reject Ho
if (x2)<9.488do not reject Ho
From the expected frequency table Ɛ(o - Ɛ)n2=35.33 which is greater
than 9.488,
Therefore the Ho which state that the Lagos State Ferry Service
Corporation cannot single handedly provides the required
infrastructures needed to reposition inland water transport in Lagos
stated is compete favourably with road transport is hereby rejected,
while the Hi which state that Lagos State Ferry Service Corporation
can single handedly provides the required infrastructures needed to
lxxi
reposition inland water transport in Lagos stated is compete
favourably with road transport is hereby accepted.
lxxii
CHAPTER FIVE
SUMMARY, CONCLUSION, AND RECOMMENDATION
5.1 Summary
For obvious reasons, Lagos has great potential to develop its
water economy to a highly competitive level, if this is done, fishers,
tourism, water transportation and the likes would immensely benefit
benefit Lagos state occupy 3,577 square kilometer with water bodies
accounting for 23% of its geographical position. Residence of these
communities courey themselves on ferries and boats to their various
point of trade in the state. The commercial nature of the state has
contributed immensely to the saturation of the road ways, many
people migrate from other state to explore the opportunities and
carryout transactions in various sector of the economy.
This is turn has increased the static population in Lagos to cover
over 20 million people at the moment and is expected to hit the 50
million mark by 2030. As a result of all these, immense pressure has
been placed on the infrastructural amenities, especially the transport
system. Buses, cubas are filled to the brim and during harsh climate
seasons, commuters are trapped in traffic gridlock for ha res.
A few years ago, the state government began exploring its littoral
environment and how best this can be utilized to generate revenue and
improve the livelihood of its citizenship. The use of local materials to
build ferries and boats has discredited them as a possible option for
the average Lagosians for movement within the state because of boat
accidents have occurred in the past. These have been cruel some to
lxxiii
lack of rapid response, location and high tides due to lack of increased
rainfall in centain seasons. This has made water transportation very
unpopular among the residence of the state. Toward popularizing it,
awareness on safety was one of the very first step the state took,
visiting littoral villages and providing life jackets and instating on the
constant usage anytime they are on board a boat or ferry. The
advantage of water transportation extends to its impact on the
immediate environment for instance; pollution risks are reduced to the
barest minimum. Expectedly, the regular use of ferries and boats are
not strange to residents in areas like Badagry, Tarqua Bar, Amu,
Amudu Odofin, Ayobo, Ikorodu, festac, mile 2, Ijedo, Egbin and Lagos
Island just to mention a few exploring and developing water
transportation in Lagos state is, no doubt, a beneficial venture for one,
it has tremendous economic possibilities, especially intern of job
creation and reduction on time spent on the road.
5.2 Conclusion
Major cities in the world both in the developed, developing and
underdeveloped countries are faced with transportation problems in
covering the large population on daily basis, to deal with this services
problem and its adverse effects on the economy of such cities and by
extensive on the economy of the countries concerned, cities around the
world capitalized on the mode of transportation where they have
comparative advantage as well as deliberately investing heavily in
other mode of transportation to ease mobility within its territories and
lxxiv
its attendant problems. Lagos state Nigeria being the economic never
centre of Nigeria with a population of over 20 million is no exception,
but the only exception is that the mode of transportation with greater
comparative advantage has been neglected for too long causing a
serious pressure on other mode of transportation in the state most
especially road as well as creating stress and punitive experiences for
the residence in the area of mobility within the state. Unban mobility
using the inland waterways may be encouraged in Lagos state through
the public private participation system where an enabling business
environments are created by the government for private sectors to
invest and be sure of high return on investment as well as using a long
time tax holiday as attractive to private sector investors in the sector.
5.3 Recommendation
The fact that each mode of transport has comparative advantage
over others in terms of cost, efficiency and effectiveness over specific
distances, underscores the need for each transport made to be well
developed in order to play its expected roles. For the transport to aid
and positively impact on urban mobility in Lagos, the following
recommendation are suggested.
 The water hyacinth which always form a great threat on the
waterways by forming mat on the waterways in August till
February requires an integrated control method which is
biological and mechanical removal. Mechanical removal of the
bulk of material followed by a multiple herbicide treatment of
lxxv
remaking plant can be used to control severe water hyacinth
infestations, while minimizing water quality impacts.
 Provision of security and safety measures like use of standard
life jacket should be provided by the government.
 The operator’s lack of formal waterways transportation
education has affected their operations. Therefore, water
transport (LAGRERRY) should ensure the transportation by
going for workshop, training and reduce rate of accident and
improve customer or users management of the waterways.
 Government should also ensure the dredging of the shallow
river course to aid navigation on the waterways,
 The Lagos state water authority in conjunction with other
agencies in the state that manages and control the activities of
private boat operator through their union, association of tourist
Boat operators and water transport of Nigeria (ATBOWATON)
to ensure total compliance with safety rules and regulations
guiding the use of waterways.
 A consorted collective efforts among stakeholders cutting across
federal, state, local government and private investor must be
vigorously pursue to develop this mode of transportation in
order to maximum its potentials.
lxxvi
lxxvii
BIBLIOGRAHY
Adejare Q.A. Nwilo, P.C and Opaluwa, Y.D (2011): ‘A study of Ferry Service
Route Network in Lagos Lagoon – Nigeria’ Journal of Geography
and Regional Planning 4(6), 326 – 337.
Britannica – History of Ship: www.britannica.com/technology/
Business Day (20/12/2021). Lagos Seek PPP to Grow Investment in Water
Transport by Amaka
Genesis of Urban Transport in Lagos Page 81-130
http://books.openedition.org/ifra/1837/ang=en
Ighodalo, CA (2009) Transport Infrastructure and Economic growth in
Nigeria. Revised paper submitted for presentation at the First
International Conference on Transport InfrastructureCICTI, 2008,
Beijing, China.
Lagos State Government (Lagos and the Prospect of Water Transportation)
http://lagosstate.gov.ng/blog/2018/09/19
LASPOTECH Journal of Scientific, Engineering and Technology Research.
Volume 1, issue 1, pp. 1-22, January.
LASWA, (2014) Lagos Inland Waterway Routes Available at
http://web.laswa-ng.com
LASWA, (2015) Lagos offers 3,500 Safety Jackets to Boat Operators
http://web.laswa-ng.com/news
LASWA, (2015) Oil firm donates 2,400 Jackets to LASG: http://web.laswa-
ng.com/news
LASWA, (2015) Will prosecute boat operators who fail to provide
passengers with Life Jacket M.D http://web.laswa-ng.com/news
LASWA. (2015) Projects http://web.laswa-ng.com/projects
lxxviii
Ogunbanjo, A.B (2011), Millennium Development Goal Sustainability
Challenges: A Case Study of Abule-Egba Landfill, International
Research and Capacity Building Conference, Ghana.
Omotosho, O (2007). Transport Infrastructure and recreation resource
development and Millennium Development Goals (MDGS)
Conference Urban Regional Planning Department, Yaba College of
Technology.
Oni, S.I (2009) Nigeria's Transport Infrastructural Development. An integral
part of the National Economic Empowerment And Development
Strategy (NEEDS). Department of Geography, University Of Lagos,
Akoka Lagos.
Vanguard (April 4 2020) challenges of Inland Water Transport In Lagos By
Fred Iwenjorawww.vanguardngr.com
Waterways as Viable Transport Channels www.jcrc.gov.ng/2018-driven-
ppps-says-udoma/
QUESTIONNAIRE
lxxix
Institute of Transport and Mgt. Technology
Klm 43, Lagos Badagry Expressway,
Agbo Malu B.stop, MTN
Badagry – Lagos .
Dear respondents,
REQUEST TO COMPLETE QUESTIONNAIRES
I am a National Innovative Diploma (NID) student of shipping management

department of the above named institution. I am currently carrying out a
research on the project topic AN ASSESSMENT OF INLAND WATER
TRANSPORT AND URBAN MOBILITY IN LAGOS STATE, NIGERIA
[A CASE STUDY OF LAGOS STATE FERRY SERVICES CORPORATION-
LAGFERRY]
Therefore your frank answer to this questions will be highly appreciated so
they will help a great deal. Be assured that all information given will be
specifically used for academic purpose and will be treated with ultimate
confidence.
Thanks for your co-operation
Yours faithfully,
Goodluck Isaiah Njokwu
lxxx
Instruction
Please kindly complete the information required in the questions
below and tick (√) appropriately in the box that best suit your option.
SECTION A (SOCIAL DEMOGRAPHIC – FEATURES OF

RESPONDENT)
1. Sex: Male [ ] Female [ ]
2. Marital status: Single [ ] married [ ] divorced [ ]
widow & widower [ ]
3. Age: 20-30[ ] 31 – 40 [ ] 41 – 50 [ ] 51 and above [
]
4. Educational Qualification: WASC/SSCE[ ] ND[ ] NCE [
] HND/BSC[ ] MSC[ ] Others[ ]
5. Religion: Christianity [ ] Islam [ ] others [ ]
6. Income : N360,000 – N600,00 [ ] N600,100-840,000 [ ]
841,000 – 1,080,000 [ ] 1,080,100 above [ ]
SECTION B:
Instruction: please indicate whether you Agree [ A ] or Disagree [ D ]
with the questions by ticking (√) the appropriate box which entails the
options of your choice.
1. Mobility within the Lagos state is a major problem facing by
residence of the state Agree [ ] Disagree [ ]
2. Road transport is the most popular means of transportation
within Lagos state and the infrastructures are overstressed
Agree [ ] Disagree [ ]
lxxxi
3. Other means of transportation in Lagos has been totally
neglected Agree [ ] Disagree [ ]
4. The inland waterway can be used to ease transport problem in
Lagos state. Agree [ ] Disagree [ ]
5. Inland water transportation will have a large patronage if major
problems in the sector are properly addressed in Lagos. Agree [
] Disagree [ ]
6. Most of the local government in Lagos state are easily linked to
each other faster on waterways than any other means of
mobility. Agree [ ] Disagree [ ]
7. Inland water transport and unban mobility in Lagos state
requires a huge investment in infrastructures. Agree [ ]
Disagree [ ]
8. Private investor are needed to invest in transport infrastructure
in Lagos state most especially the inland water transport to ease
mobility in the state. Agree [ ] Disagree [ ]
9. Lagos state ferry service corporation LAGFERRY) cannot single
handedly provide the required infrastructure needed to
reposition inland water transport in Lagos state to compete
favourably with road transport. Agree [ ] Disagree [ ]
10. Other stakeholders such as national inland waterways authority
(NIWA), Nigerian maritime administration and safety Agency
(NIMASA) and Association of Tourist Boat Operator and water
transport of Nigeria (ATBAWANATION) need to work together
lxxxii
with (LAGRERRY) to achieve success in inland water transport
in Lagos state. Agree [ ] Disagree [ ]
11. Passengers using inland waterways are already paying higher
fares as compared to road transport. Agree [ ] Disagree [ ]
12. LAGRERRY is making positive impact in the areas of education
and awareness concerning the use of ferry service in unban
mobility in Lagos state. Agree [ ] Disagree [ ]
13. Financial institution can be important stakeholder in
infrastructural provision for inland water transportation in Lagos
state. Agree [ ] Disagree [ ]
14. Introduction of intermodal transportation will increase
patronage for inland water transport in Lagos state. Agree [ ]
Disagree [ ]
15. Fear of accident discourage Lagossians from patronizing inland
water transportation. Agree [ ] Disagree [ ]
16. Inland water transport can compete favourably with road
transport in Lagos urban mobility. Agree [ ] Disagree [ ]
lxxxiii
lxxxiv

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AN ASSESSMENT OF INLAND WATER TRANSPORT AND

URBAN MOBILITY IN LAGOS STATE, NIGERIA

GOODLUCK ISAIAH NJOKWU

DEPARTMENT OF SHIPPING MANAGEMENT OF INSTITUTE

AN ASSESSMENT OF INLAND WATER TRANSPORT AND

GOODLUCK ISAIAH NJOKWU

BEING A PROJECT SUBMITTED TO THE DEPARTMENT OF

IN PARTIAL FULFILLMENT OF REQUIREMENT FOR THE

This is to certify that the research project titled “AN ASSESSMENT

CHAPTER ONE: INTRODUCTION

CHAPTER TWO : LITERATURE REVIEW

1.2 Purpose of Study

1.4 Statement of Problem

1.6 Scope of Study

1.7 Research Methodology

1.8 Research Hypothesis

2.1.1 Concept of Inland Water Transport in Lagos

2.1.2 Concept of Urban Mobility

2.2 Literature Review

2.3 The Genesis of Urban Transport In Lagos

2.6 Ferry Services in Lagos Post Independence

2.7 Declining Patronage of Ferry Service

2.8 Lagos State Ferry Service Company (LSFSC)

2.9 Lagos Inland Waterways Routes

Figure 1 Lagos Inland Water ways Routes

2.10 Types of Water Transport

2.11 Challenges of Inland Water Transport in Lagos

2.12 Prospects of Inland Water Transport in Lagos

3.1 Research Design

3.2 Data Collecting Instrument

3.2.1 Primary Data:

Table 3: Sex distribution of respondents

Table 5: Marriage distribution of the respondents

Figure 4 above shows that 20 (40%) of the respondents agrees that

From figure 6 above, 32 (230.40) respondents agrees that if the

Figure 10 above shows that 30(2160) agrees that LAGFERRY cannot

Figure 11 shows that 45 (3240) agrees that other stakeholders need to

From figure 14 above, 26 respondents agrees that financial institutions

From figure 15 above, 38(273.60) agrees that the introduction of

Figure 16 above shows that 40 respondents agrees that the fear of

4.2 Test Of Hypothesis

Row x Column 50 x 94 4700

Row x Column 50 x 56 2800

Row x Column 50 x 95 4750

REQUEST TO COMPLETE QUESTIONNAIRES

I am a National Innovative Diploma (NID) student of shipping management

SECTION A (SOCIAL DEMOGRAPHIC – FEATURES OF

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