Blue Economy
PARTNERS ON THE WATER: Maritime Workers’ Unions and the Battle to Develop Nigeria’s Inland Waterways Sector
PARTNERS ON THE WATER:Maritime Workers’ Unions and the Battle to Develop Nigeria’s Inland Waterways Sector
By the Nigerian Waterways News Special Investigations Desk, Lagos | February 20, 2026
Nigeria’s inland waterways span more than 10,000 kilometers of rivers, creeks, and channels, connecting 28 of the country’s 36 states. They represent one of the most underutilized transport assets on the African continent. And as the Federal Government, through its newly established Ministry of Marine and Blue Economy, pushes to unlock that potential, the Maritime Workers’ Union of Nigeria (MWUN) — the country’s principal labour organization in the sector — has been working from multiple angles to shape, support, and at times challenge that effort.
This is a report about what that engagement looks like in practice: from wage negotiations and safety advocacy to partnerships with regulators and the challenge of absorbing a workforce that, for the most part, has never held a formal contract.
The Union and Its Sector
The Maritime Workers’ Union of Nigeria was formed in 1996, when the Federal Government merged four separate maritime labour organizations into a single industrial union.
Affiliated to the Nigeria Labour Congress (NLC), MWUN represents sailors, dockworkers, ferry operators, and port support staff across the country’s seaports and inland waterway terminals.
In March 2025, the union held its 6th Quadrennial National Delegates Conference at Festac Town, Lagos, at which Comrade Francis Abi Bunu was elected President-General, unopposed. Bunu succeeded Comrade Adewale Adeyanju, who had led the union for eight years. The election was notably the first time in MWUN’s 29-year history that a president-general had come from the Seafarers Branch of the union.
Bunu’s background is directly relevant to the inland waterways discussion. Before his election, he served as President of the Seamen/NIWA and Water Transportation Branch of MWUN — the branch that deals specifically with river and inland waterway workers. His ascent to the presidency was welcomed by the Barge Operators Association of Nigeria (BOAN), which had recently initiated a formal collaboration with MWUN to improve operations and strengthen engagement with government regulators, including NIWA and NIMASA.
The Scale of the Safety Crisis
Any honest discussion of MWUN’s role in developing Nigeria’s waterways must begin with the body count. Boat accidents on Nigeria’s inland waterways kill hundreds of people every year, and the data — such as it is — tells a grim story.According to the Marine Crafts Builders Association of Nigeria (MCBAN), the average annual death toll from boat accidents in 2021 and 2022 was approximately 330. In 2023, over 300 lives were lost, with Kwara and Anambra states recording the highest casualties, according to a report by The Cable.
The 2024 figures were no better: at least 326 confirmed deaths, an increase of 8.67 percent over 2023, according to The Cable’s count, with Niger and Kwara states leading casualties. Some accounts put the 2024 toll as high as 452, reflecting the difficulty of consistent data collection across remote riverine communities.
Among the most devastating single incidents in recent memory was the October 3, 2024, capsizing of a wooden dugout canoe on the River Niger — carrying an estimated 300 passengers — which resulted in nearly 200 deaths. A second major incident followed on November 29, 2024, on the Dambo-Ebuchi waterways in Kogi State, where a vessel with over 160 passengers capsized, killing approximately 54 and leaving an unknown number unaccounted for.
The root causes have been extensively documented: overloaded and poorly maintained wooden vessels, absent life jackets, unlicensed operators, no mandatory passenger manifests, night sailing on unmarked waterways, and chronic under-enforcement by regulatory agencies.
As the Independent Newspaper reported in October 2025, experts in the sector have consistently noted that NIWA, Marine Police, and State Waterways Authorities often operate in silos, with enforcement that is reactive rather than preventive.
MWUN’s Advocacy on Vessel Safety
MWUN has been publicly vocal on the need to modernise Nigeria’s waterway fleet. When Minister of Marine and Blue Economy Adegboyega Oyetola intensified his campaign in 2025 for state governments to phase out wooden commercial boats in favour of safer fibre-reinforced plastic and aluminium vessels, MWUN President-General Francis Bunu publicly endorsed the position. According to a press release published on the union’s official website, Bunu specifically lauded Oyetola’s stance on phasing out wooden boats as a necessary step toward curbing incessant waterways accidents.
“The safety of our citizens on water is not just a policy responsibility, it is a moral duty.” — Minister Adegboyega Oyetola, presenting the report of the Special Committee on the Prevention of Boat Mishaps, 2025
The Ministry of Marine and Blue Economy established a 16-member Special Committee on the Prevention of Boat Mishaps in February 2025, chaired by NIWA Managing Director Bola Oyebamiji. The committee’s recommendations fed into ongoing efforts to enforce the Inland Waterways Transportation Regulations 2023 — the Water Transportation Code — which was launched in April 2024 by Minister Oyetola at the NIWA headquarters in Lokoja.
NIWA’s enforcement response since 2023 has included increasing its water marshal deployment from 80 officers to 350; introducing mandatory passenger manifests at registered jetties; installing marine navigational buoys; and enforcing a “No Life Jacket, No Boarding” policy.
The Ministry distributed 42,000 life jackets across 12 riverine states in 2025, with each state receiving 3,500 in the first phase. The distribution began in Minna, Niger State. The results, while contested in their precise magnitude, show a measurable downward trend. Industry data shows fatalities dropped from the 2021–2022 average of 330 to 231 in 2024, and further to 92 in the first eight months of 2025 — a period during which NIWA claimed a reduction of up to 72 percent compared to the 2021–2022 baseline. Independent analysts have urged caution about the 72 percent figure, noting it compares eight months of 2025 data against a full-year baseline, and that late-year incidents typically account for a significant share of annual fatalities. A comparison between 2022 and 2024 yields a more defensible figure of approximately 30 percent reduction.
The 2025 Safety Sensitisation Campaign
Beyond endorsing government policy, MWUN has taken its own operational role in safety. In 2025, NIWA ran a waterways sensitization campaign under the theme “Safety and Safety Trip: Zero Tolerance to Boat Mishap, No Life Jacket, No Boarding.” A key highlight of the campaign was the inauguration of waterways marshals at the Zumba waterfront to enforce water transport regulations. MWUN’s network of members and branch structures in riverine communities has been identified as a channel through which safety messaging and compliance campaigns are amplified at the local level.
MWUN has also moved on its own account to bring previously non-unionised seafarers into the formal sector fold. Bunu led the union on a tour of Melsmore Marine Nigeria Limited at Ibeju Lekki in 2025 to sensitize workers there about unionization, flagging that many seafarers were working under hazardous conditions with inadequate health and safety provision. He noted that poor conditions on vessels had claimed the lives of crew members through communicable diseases contracted while at sea.
The Landmark Wage Agreement
On the labour relations front, MWUN achieved one of its most significant breakthroughs in recent years in 2024: the conclusion of a 20-year-old wage dispute in the maritime sector. The Shipping Agencies, Clearing and Forwarding Employers Association (SACFEA) and MWUN signed an agreement establishing a minimum wage of ₦200,000 for shipping industry workers employed by SACFEA members. The deal was brokered by Minister Oyetola and facilitated by the Nigerian Shippers’ Council.
Then-President-General Adewale Adeyanju, who was concluding his tenure as the deal was finalised, noted in his farewell briefing with journalists that Hull-Blyth Nigeria Limited initially declined to join the agreement, but subsequently agreed to pay the ₦200,000 minimum wage. The agreement is to be reviewed every two years.
“MWUN will always be open to any collaboration that will positively impact the industry.” — Comrade Francis Bunu, MWUN President-General, on the BOAN-MWUN partnership (Radarr Africa, May 2025)
MWUN and the Broader Development Agenda
MWUN has consistently framed waterways development as a national emergency, not merely an industry issue. During a National Executive Council meeting at Golden Tulip Hotel, Festac, Lagos, former President-General Adeyanju drew attention to the severe job losses from the 2006 port concession exercise — which he said reduced the NPA workforce from approximately 13,000 workers to just 4,000 — while calling on NIWA and NPA to urgently recruit more junior staff to man jetties and port terminals. NIWA’s then-Managing Director, Dr George Moghalu, confirmed at the same meeting that the authority was making preparations to expand its junior workforce.
The union has also called directly on the Federal Government to develop and fortify waterways as a means of effective transportation and employment generation, and to empower relevant agencies to regulate private boat operators and align their operations with economic development objectives.
MWUN’s position is that safety and development are inseparable: an unsafe waterways sector will never attract the investment or public confidence needed to grow.
On maritime security, Bunu has praised NIMASA’s achievements in combating piracy in the Gulf of Guinea — noting the improvement in safety and stability on Nigerian waters — and pledged that MWUN would mobilise its international affiliates to support Nigeria’s bid for a seat on the International Maritime Organization (IMO) Council. The union views Nigeria’s prominence in global maritime governance as directly linked to the credibility and development of its domestic waterways sector.
The BOAN-MWUN Partnership: A Model for Collaboration
One of the most concrete recent examples of union-industry collaboration is the partnership between MWUN and the Barge Operators Association of Nigeria. BOAN executives visited the newly elected President-General Bunu at MWUN’s offices in Apapa, Lagos, to formalise discussions on joint working, explicitly noting that MWUN’s scale and reach across the country’s maritime industry made it the natural partner for improving barge operations.
BOAN has been working in parallel with NIWA, NIMASA, the Nigerian Navy, the Nigeria Police, and the Lagos State Waterways Authority (LASWA) to improve coordination of waterway traffic. The partnership with MWUN adds a workforce dimension to that multi-agency framework. Observers have noted that if the BOAN-MWUN collaboration produces joint training programmes, improved communication between operators and workers, and better compliance with safety standards, it could serve as a replicable model for other segments of Nigeria’s inland waterways sector.
The Challenges That Remain
For all the genuine activity, the picture is far from resolved. Enforcement on Nigeria’s waterways remains chronically weak, even by the admission of regulatory officials. The National Safety Investigation Bureau (NSIB) has noted that more than two-thirds of all boat fatalities are drowning incidents, and that 90 percent of victims were not wearing life jackets at the time of their deaths — despite the existence of regulations mandating their use.
Nigeria recorded more than 3,130 incidents of boat mishaps in the ten years leading to 2024, according to data from the Marine Crafts Builders Association of Nigeria. The frequency of those incidents — on waterways that connect millions of Nigerians in communities where boats are the only viable means of transport — makes the pace of reform feel inadequate to many who live and work on those routes.The institutional fragmentation is also real. NIWA, state waterways authorities such as LASWA and RIWAMA, Marine Police, NEMA, and local government landing committees each have overlapping mandates and limited coordination. The union operates within that complexity, and its influence — though growing — cannot substitute for the institutional reform and sustained funding that the sector ultimately requires.
MWUN itself faces internal development challenges. The union’s new leadership under Bunu has inherited an organisation whose capacity to reach informal sector workers — the majority of those who operate on Nigeria’s inland waterways — remains limited. Formalisation of the workforce is a long-term project, and the economic precariousness of most informal boat operators makes the transition to structured employment genuinely difficult.
Conclusion: A Union at the Centre of a Necessary Conversation
Nigeria’s inland waterways development is not a single project — it is a decades-long national challenge involving infrastructure, regulation, workforce development, safety, and the economic inclusion of millions of riverine Nigerians.
The Maritime Workers’ Union of Nigeria is not the solution to that challenge. But the evidence of its activity — from the SACFEA minimum wage breakthrough, to Bunu’s public endorsement of the wooden boat phase-out, to MWUN’s partnership with BOAN, to its longstanding demands for NIWA and NPA recruitment — shows that the union is actively engaged with that challenge across multiple fronts.What the sector needs now, and what MWUN has begun to articulate with increasing clarity under its new leadership, is a framework in which the union’s knowledge of the workforce and the waterways is formally integrated into planning and development processes — not just consulted after decisions have been made, but engaged as a co-designer of the sector’s future. Nigeria’s rivers have been waiting long enough.
Lagos Deputy Speaker Throws Weight Behind 8th WISTA Africa Conference
By Samson Onoharigho | Waterways News
The Deputy Speaker of the Lagos State House of Assembly, Rt. Hon. Mojisola Lasbat Meranda, has pledged her support for the 8th WISTA Africa Regional Conference and confirmed she will personally attend the continental maritime event, billed to take place in Lagos later this month.
Meranda gave the commitment when she received a delegation of the Women’s International Shipping and Trading Association (WISTA) Nigeria, led by its President, Dr. Odunayo Ani, during a courtesy visit to her office. The visit formed part of WISTA Nigeria’s pre-conference stakeholder outreach, targeting key institutional and legislative voices ahead of the gathering expected to draw policymakers, maritime regulators, industry operators, development partners, academics and professionals from across Africa.
Ani formally invited the Deputy Speaker and women across Lagos State to participate in the conference, scheduled for June 25 and 26, 2026, at Eko Hotel and Suites, Victoria Island, Lagos. She said the event, themed “From Policy to Implementation: Women Advancing Africa’s Blue Economy through Sustainable Shipping, Trade and Energy Innovation,” would focus on translating high-level policy commitments into concrete, sector-wide action.
The WISTA Nigeria president underscored Lagos’s pivotal role in Africa’s maritime economy, arguing that the visible participation of women leaders from the state would lend significant weight to ongoing advocacy for broader female representation in maritime decision-making, innovation, and economic governance.
A group photograph of WISTA Nigeria delegation with the Lagos Deputy Speaker, during a courtesy visit last week
“The support and participation of women leaders in Lagos State will enrich discussions and help advance the drive for greater female representation and inclusion across Africa’s maritime and blue economy sectors,” Ani said.
She also called on the Lagos State House of Assembly to mobilise women across the state for the conference, describing it as a rare platform for shaping a more inclusive and equitable future for Africa’s blue economy.
Responding warmly, Meranda commended WISTA Nigeria’s consistent contributions to championing women in the maritime industry and reaffirmed her longstanding relationship with the association. She confirmed her attendance and pledged active support for initiatives geared toward widening women’s participation across the blue economy value chain.
Nigeria Watch
The 8th WISTA Africa Regional Conference arrives at a moment of heightened policy activity in Nigeria’s maritime sector — from ongoing cabotage reform conversations and the CVFF disbursement saga to the broader push to position Nigeria as the hub of Africa’s blue economy. That WISTA Nigeria chose Lagos as the host city is no accident: with the Apapa and Tin Can Island ports, the emerging Lekki Deep Seaport complex, and the administrative machinery of NIMASA and the NPA all concentrated in the commercial capital, Lagos remains the operational heartbeat of Nigeria’s shipping industry.
What stands out about this edition is the deliberate legislative buy-in. Securing the endorsement of the Lagos Deputy Speaker is not merely symbolic — it signals an attempt to build bridges between the maritime industry and the lawmaking architecture that ultimately shapes port governance, cabotage enforcement, and blue economy investment policy. For an industry that has long complained of regulatory fragmentation and legislative indifference, that kind of outreach matters.
The conference theme — moving from policy to implementation — also resonates sharply in the Nigerian context. Nigeria has no shortage of blue economy frameworks, maritime masterplans, and gender inclusion commitments on paper. The harder challenge, as industry stakeholders consistently note, is converting those documents into enforceable regulation, funded programmes, and genuine career pathways — particularly for women, who remain significantly underrepresented at the senior levels of Nigerian shipping, port management, and maritime trade.
Port operators, shipowners, freight forwarders and terminal managers attending the June 25–26 conference would do well to engage the implementation-focused sessions closely. The conversations there are likely to feed back into the policy pipeline affecting their operations.
Waterways News | Maritime & Blue Economy Reporting
Nigeria Projects Blue Economy Vision at Our Ocean Conference in Mombasa
By Okeoghene Onoriobe | Waterways News Correspondent
Nigeria has stepped onto the global stage to assert its maritime ambitions, with the Minister of State for Foreign Affairs, Ambassador Sola Enikanolaiye, representing President Bola Tinubu at the Our Ocean Conference currently holding in Mombasa, Kenya.
The three-day summit, running from June 16 to 18, convenes heads of state, ministers, investors, environmental advocates, policymakers and civil society leaders to advance concrete solutions for protecting the world’s oceans while unlocking their economic potential. Since its founding in 2014, the conference has built a reputation as one of the world’s most outcome-driven environmental forums, with a strong record of converting pledges into verifiable action.
This year’s edition places Africa’s blue economy at the centre of deliberations, acknowledging its role in sustaining more than 50 million livelihoods across the continent’s 38 coastal nations. Key discussions are focused on persistent threats to marine ecosystems — illegal, unreported and unregulated (IUU) fishing, plastic pollution, rising ocean temperatures and the urgent need for expanded marine protected areas.
Nigeria is expected to use the platform to articulate its position as West Africa’s foremost maritime nation, drawing attention to ongoing efforts to develop its blue economy framework, reinforce maritime security architecture in the Gulf of Guinea, and improve ocean health across its coastline and exclusive economic zone (EEZ). The delegation is also expected to advance engagement with international partners on mechanisms to scale up sustainable ocean-based industries and deepen regional cooperation frameworks.
The conference programme extends beyond diplomatic exchanges to include investment forums, a BlueTech exhibition, youth leadership tracks and specialised policy clinics designed to drive innovation in climate adaptation and sustainable ocean governance. Organisers expect the gathering to catalyse fresh inflows of public and private capital into marine conservation and sustainable fisheries management.
Nigeria Watch
Nigeria’s participation in the Our Ocean Conference comes at a moment when the country’s blue economy agenda is still more aspiration than architecture. While the Tinubu administration has spoken broadly of harnessing Nigeria’s vast ocean resources — from fisheries and aquaculture to offshore energy and maritime tourism — the policy frameworks and funding mechanisms needed to convert that vision into commercial reality remain largely underdeveloped.
For Nigeria’s port operators, terminal managers and shipping stakeholders, the Mombasa summit carries practical significance beyond the diplomatic optics. International ocean governance commitments increasingly intersect with commercial maritime operations: stricter IUU fishing enforcement, expanded marine protected zones and emerging blue carbon markets all have direct implications for how shipping lanes, offshore logistics corridors and coastal port infrastructure are managed.
Equally notable is the investment dimension. The Our Ocean Conference has historically generated significant financing pledges for ocean-related projects. Nigeria’s ability to attract a share of that capital — particularly for port decarbonisation, offshore wind development and blue infrastructure along the Lagos-Calabar coastal corridor — will depend on whether Abuja can present bankable project pipelines backed by credible regulatory frameworks, rather than broad thematic declarations.
NIMASA’s ongoing efforts to modernise Nigeria’s maritime regulatory environment and the NPA’s port expansion programme are relevant foundations, but without coordinated blue economy legislation and dedicated funding mechanisms, Nigeria risks being a spectator at forums that are reshaping the global maritime investment landscape.
The question Mombasa should sharpen for Nigerian policymakers is straightforward: will the country leave with commitments, or with capital?
Waterways News — Covering Nigeria’s Maritime and Blue Economy Sector
How Liberia Turn Its Flag into a Maritime Goldmine — But the Profits Keep Sailing Away
The world’s largest ship registry sits in a West African nation with a $670 per capita income. The ships are everywhere. The money, largely, is not.
By Oghenewoke Osaweren | Waterways News
In the high-pressure world of global shipping, few decisions carry as much financial weight as where a vessel is registered. And right now, more shipowners are making that decision in favour of Liberia than any other country on earth.
As of June 2026, the Liberia-flagged fleet stood at 307.3 million gross tonnage — making the Liberian International Ship and Corporate Registry (LISCR) the first registry in history to cross the 300 million GT threshold. It is the third consecutive year Liberia has held the title of the world’s largest shipping registry, widening its lead over its nearest rival by nearly 45 million gross tons.
The numbers are staggering. The Liberian Ship Registry now accounts for 17 percent of the global fleet, with 6,092 vessels flying its flag, and it represents 28 percent of global newbuilding gross tonnage — meaning more than one in four new ships entering the global fleet now does so under the Liberian colours.
But what pulls the world’s shipowners to a flag planted in one of West Africa’s most impoverished nations? And, critically, what is Liberia itself getting out of the arrangement?
THE MAGNET: WHAT SHIPOWNERS ARE REALLY BUYING
Established in 1948, the Liberian Registry has built its reputation on maritime safety, environmental standards, and administrative efficiency. Yet the hard commercial draw has always been simpler than that: cost reduction on a massive scale.
Shipowners choose Liberia’s open registry for lower taxes and reduced registration fees that can significantly slash operational costs, alongside the freedom to hire multinational crews at competitive wages — bypassing the higher labour costs imposed by national registries in Europe, Asia, or the Americas.
There are no crew nationality restrictions on Liberian vessels, and taxes are assessed at conservative rates based on net tonnage. For owners managing fleets of dozens of vessels, the cumulative savings run into tens of millions of dollars annually.
The registry is administered from Vienna, Virginia, with offices in New York, Hamburg, Hong Kong, London, Piraeus, Tokyo, Zurich, Singapore, and Monrovia, providing clients with 24-hour service. The bureaucratic friction that delays other registries simply does not exist here — a Liberian ship-owning corporation can typically be formed on the same working day instructions are received.
THE CHINA CARD
Beyond the traditional cost advantages, a newer and increasingly consequential incentive has emerged. Under a renewed maritime agreement with the People’s Republic of China, Liberian-flag vessels now enjoy preferential tonnage dues rates at Chinese ports, alongside expedited customs procedures and simplified port formalities — advantages that competing flags such as the Marshall Islands do not enjoy.
In a global shipping economy where China handles a dominant share of cargo, this diplomatic edge is no small commercial consideration.
LIBERIA’S GAIN — ON PAPER
Proponents of the arrangement argue that Liberia benefits meaningfully from the registry’s prestige and revenue. The Liberia Maritime Authority has described holding the world’s largest registry title as both an honour and a responsibility, with Commissioner Neto Zarzar Lighe Sr. pledging commitment to innovation and best practices expected of a Category ‘A’ member of the International Maritime Organisation’s Council.
The registry is reported to generate approximately 25 percent of Liberia’s national income — a figure that, if accurate, would represent a remarkable dependency on a single offshore arrangement. Liberian-flagged vessels also carry more than one-third of the oil imported into the United States, giving Liberia an invisible but powerful role in American energy supply chains.
THE UNCOMFORTABLE ARITHMETIC
But the glowing statistics mask a deeply troubling reality.
According to the Liberia Revenue Authority’s own records, the country received just US$12 million in maritime revenue in the 2019-2020 tax year from LISCR — amounting to only 2.75 percent of its total domestic revenue. More recent estimates place Liberia’s annual take from the registry at approximately $20 million.
Against a backdrop where Liberia’s total GDP stood at $4.75 billion in 2024, with a per capita income of just $670, the question becomes stark: who is really benefiting from the world’s most powerful shipping flag?
When over 130 countries representing 90 percent of global GDP came together in 2021 to agree a historic minimum corporate tax rate of 15 percent for multinationals, shipping alone was excluded — an arrangement that continues to shield the registry’s clients from the kind of global tax reform that would otherwise erode their savings.
The structural explanation is revealing. LISCR is a purpose-made limited liability company registered in Delaware and based in Virginia, with US nationals as exclusive investors under Liberian law — meaning the entity that manages the world’s largest shipping registry is legally and operationally American, not Liberian.
Even the United States Ambassador to Liberia has publicly acknowledged the gap, stating that “the revenue, jobs, and expertise generated by LISCR have the potential to benefit Liberia’s economy in nearly every sector” — while urging that maritime revenues be transparently incorporated into the national budget. The diplomatic phrasing barely conceals the implicit admission: the potential is there, but the delivery has fallen short.
A FLAG THAT FLIES EVERYWHERE, PROFITS THAT LAND NOWHERE NEAR MONROVIA
Liberian investigative voices have grown increasingly vocal, with local media questioning whether registry revenues are ending up in the pockets of a privileged few, including top officials and their political lawyers, rather than flowing into public coffers.
The ITF has long argued that the FOC system lets foreign shipowners use the Liberian flag to benefit from lax regulations and lower operating expenses, resulting in labour exploitation with little meaningful economic benefit returning to Liberia itself.
The paradox is stark enough to have earned a name in academic and policy circles. The downward drag that tax havens brought to government revenues worldwide was once commonly referred to as the “Liberian Problem.”
THE BIGGER PICTURE FOR AFRICA
For maritime-watchers across West Africa — and in Nigeria, where the inland waterways sector continues to seek investment and regulatory frameworks that actually serve national interests — the Liberian registry story carries a cautionary resonance.
A nation can sit at the centre of global maritime commerce, command the allegiance of 6,000 vessels flying its flag across every ocean, carry a third of America’s oil imports, and still struggle to translate that extraordinary leverage into domestic development. The ships sail. The registry grows. The flag waves on every sea.
The revenue, largely, waves goodbye with them.
waterwaysnews.ng covers rivers, coasts, creeks, and the full sweep of Nigeria’s blue economy.
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