A SURVEY ON THE ORGANISATION OF ROAD TRANSPORT IN NIGERIA,
AND OF TRADE LINKS WITH TRLC COUNTRIES.
A. GENERAL FRAMEWORK FOR TRANSPORT ACTIVITIES
1.0 BRIEF GEOGRAPHIC PRESENTATION
1.1 LOCATION
Nigeria is located between latitudes 3o E and 15oE and longitudes 4oN and 14o N. The
country occupies an area of approximately 923,768 sq km of which 13,000 sq km is
water. It is bounded in the South by the Atlantic Ocean with 853 km of coastline, in
the West by BENIN with a land boundary of 773 km, in the North by NIGER with a
land boundary of 1,493 km, in the North East by CHAD with a land boundary of 87
km, and in the East by CAMEROON with a land boundary of 1,690 km. Abuja the
capital, is located very close to its centre.
1.2 POPULATION
Nigeria’s population based on demographic projection is approximately 120,000,000
comprising of three major tribes, the Hausa/Fulani in the North, Igbo in the East and
Yoruba in the West. Generally the Southern part is more densely populated than the
Northern parts. About 80% of the population live in the rural areas, the rest live in
urban centres. The major urban centres are Lagos and Ibadan in the West, Kaduna and
Kano in the North, and Enugu and Port Harcourt in the East. Abuja combined with its
satellite towns is fast becoming another major urban centre.
1.3 RELIEF
The relief generally comprises of lowlands in the south which merge into hills,
plateaux and mountains in the central parts and mostly plains in the north. Notable
highlands include Jos Plateau, Mambilla Plateau and Adamawa Highlands with
highest elevation of about 2,450m. The lowlands are generally below 200m above sea
level. They comprise mainly of the coastal lowlands along the Atlantic Coast, and the
River Niger Delta.
1.4 RIVERS
The principal rivers are the Niger and the Benue. Others include Sokoto and Kaduna
flowing into the Niger in the North, Ogun, Osun in the South West and the Cross and
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Imo which flow into the Atlantic Ocean. The Hadejia and Yobe rivers in the North
flow into the Chad Basin.
1.5 CLIMATE
The climate varies from equatorial in the south, tropical in the centre, to arid in the
north but comprising of distinct Dry and Wet seasons. The dry season covers the
period from November to March with average temperatures above 30oC. Rainfall is
very low and winds not too frequent. The wet season covers April to October with
temperatures hovering around 25oC amidst prolonged rainfall which is over 90% of
the annual rainfall. The southern part is generally wetter with annual rainfall ranging
from 200cm to 250cm within 5 to 7 months. In the North the annual rainfall ranges
between 75cm and 125cm for a period of 3months.
1.6 VEGETATION
Nigeria’s vegetation consists of tropical Rain Forest which covers the southern parts
from the coastline to the Western and Eastern uplands, Savannah which extends from
the central to the northern area of the country, and the desert found in the
northernmost areas.
2.0 PRESENTATION OF TRANSPORT MODES
Transport modes in Nigeria comprises of the following:
(i) Roads
(ii) Railway
(iii) Seaports
(iv) Inland Waterways
(v) Airways
(vi) Pipelines
2.1 ROADS
Nigerian road network has an estimated length of approximately 200,000 km, of
which about 60,000km including close to 1,200km of dual carriageways is paved.
Many of the roads reported as paved may be in poor condition due to lack of
maintenance and years of heavy freight traffic a result of the failure of the railroad
system. Close to 135,000km is unpaved. The entire network is classified for
administrative purposes into three classes, namely
(i) Federal roads 32,100km
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(ii) State roads 30,500km
(iii) Local Government roads 136,000km
Federal roads are managed by the Federal Ministry of Works and Housing, the State
Government manages the State roads while the remaining roads are under the
jurisdiction of the Local Government. State and Local Government roads are mainly
feeder roads. They serve the rural communities and are used mainly to evacuate
agricultural products from rural to urban areas.
2.1.1 Introduction To Federal Roads
Nigeria has over the years made tremendous strides in road development which began
with the bituminous road linking Lagos, Abeokuta and Ibadan in the first half of the
20th century. By 1945, the network had increased to a total of 13,240km classified into
Trunk A and Trunk B roads. Aided by resources from oil sales, the national network
improved substantially between 1970 and 1980. In 1974, over 16,000km of Trunk B
roads (now referred to as State roads) as well as some other strategic roads were taken
over by the Federal Government bringing the Federal network to about 27,200km.
Today, the national road network covers close to 195,000km out of which 32,100km
are Federal roads managed by the Federal Highways Department of the Federal
Ministry of Works and Housing. State, Local governments as well as other bodies are
responsible for the rest of the network.
2.1.2 Federal Roads
The Federal Road network comprises of the major highways which are oriented from
south to north and west to east, as well as those linking states and their capitals,
densely populated towns, and industrial areas.
The south-north highways which connect the major seaports in the south to the
hinterland and northern extremes, include
(i) Lagos-Jebba-Sokoto
(ii) Warri-Lokoja-Kaduna-Kano
(iii) Port Harcourt-Makurdi-Jos-Bauchi-Kari
(iv) Calabar-Katsina Ala-Maiduguri
while the east-west highways comprise
(i) Lagos-Benin-Enugu-Ikom
(ii) Warri-Patani-Port Harcourt-Calabar
(iii) Ibadan-Ajaokuta-Katsina Ala
(iv) Jibiya-Kano-Maiduguri
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(See Picture 01)
2.1.3 Improvement of Major Highways
Prior to 1974, most of the highways were constructed as 2-lane single carriageways.
Due to heavy traffic carrying high volume of goods, these carriageways have reached
their capacity, hence the necessity to increase their capacity. This usually involve
dualization by constructing additional carriageway. Some of the major highways
which have been dualized or are in the process of being dualized include
(i) Lagos-Ibadan (part of TSR)
(ii) Lagos-Otta-Abeokuta
(iii) Ibadan-Ilorin (part of TSR)
(iv) Kaduna-Kano (part of TSR)
(v) Port Harcourt-Enugu
(vi) Abuja-Kaduna
(vii) Warri-Benin
on the north-south axis and
(i) Lagos-Badagry-Seme Podji(Republic of Benin)
(ii) Sagamu-Benin
(iii) Benin-Asaba
(iv) Onitsha-Enugu
(v) Onitsha-Owerri
(vi) Ibadan-Ife-Ilesa
(vii) Okene-Ajaokuta
(viii) Abuja-Keffi
on the east-west axis.
2.1.4 Pavement Types
For Federal Highways, the pavement usually consist of:
(i) Laterite sub-base course
(ii) Laterite or crushed stone base course
(iii) Asphaltic concrete surfacing with surface dressed shoulders
while pavement for State and Local Government roads follow closely on the Federal
Highway standard. Gravel and surface dressed roads are still common to both Federal,
and State and Local Government but with greater occurrence on the latter. The roads
usually have service lives of 15 to 25 years with reasonable maintenance and most are
constructed to carry ADT in excess of 300.
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2.2 RAILWAY
Early in the 20th century, the railway was constructed by the British Colonial
Government mainly for administration and resource exploitation. It enhanced the
evacuation of goods from the hinterland to the southern port on the Atlantic as well as
the importation of finished products from England. Over the years, there was no
addition to the network after the Maiduguri extension of 1960s. It is currently being
extended by a narrow gauge line between Onne and the Enugu-Port Harcourt line and
a 320km long standard gauge line between Ajaokuta and Warri basically for the
emerging nation’s steel industry. The railway is most appropriate for hauling bulk
goods over long distances. Due to the narrow gauge coupled with limitations of the
stations, locomotives and rolling stock which have virtually become extinct, transport
activity has shifted from the railway to the roads. Hence, the significance to the
transport sector of rail transportation system has reduced tremendously.
2.2.1 Railway Network
The Nigerian Railway Corporation is responsible for the Railway network totaling
approximately 3,500km. The network comprises of the following main axes,
(i) Western Axis (Narrow Gauge)
(ii) Eastern Axis (Narrow Gauge)
(iii) Central Axis (Narrow Gauge)
(iv) Link Line (Standard Gauge)
2.2.1.1 Western Axis
The axis connects Lagos port to Ibadan, Minna, Kaduna, Zaria, Kano and Nguru with
branch lines
(i) at Zaria to Gusau and Kaura Namoda
(ii) at Minna to Baro on the Niger River.
2.2.1.2 Eastern Axis
The axis connects Port Harcourt to Enugu, Makurdi-Lafia, Kafanchan, Bauchi, Gombe
and Maiduguri with branch line after Kafanchan to Jos.
2.2.1.3 Link Line
The Western and Eastern axes are linked by a line from Kaduna to Kafanchan
2.2.1.4 Central Axis
The axis connets the Port of Warri to Agbor, Ajaokuta and Baro.
2.2.2 Existing Condition
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With the exception of the central axis, the existing railway is of narrow gauge
1,067mm with the following constraints:
(i) excessive curves
(ii) severe gradients
(iii) poor cant and alignment of track structure
(iv) distressed bridges
(v) below specification ballast formation
Normally, the maximum achievable speed is 65km/h, but combined with these
constraints the maximum speed is reduced to about 25km/h. In addition to these
limitations the stations, locomotives and rolling stock are poorly maintained.
2.2.3 Level of Service
The constraints and neglect have resulted in severe reduction in level of service and
loss in share of passenger and freight traffic. Since the turn of the century, there has
been more focus on the resuscitation of the network if only as a relief for the road
sector.
2.3 INLAND WATERWAYS
Nigeria has over 3,000km of navigable waterways, centred on the Niger-Benue river
system. However it is not a network because no economic or population centres are
connected with each other via the inland waterways. Inland navigation is wide spread
along coastal strip between Lagos-Warri-Port Harcourt. In the hinterland navigation is
only possible for only 5-6 months in a year.
2.4 SEAPORTS
The Nigerian Ports Authority (NPA) under the responsibility of the Federal Ministry
of Transport is responsible for Nigerian ports. The seaports handle all the country’s
imports and non-oil export. All the seaports are connected to federal highways, but
only Lagos and Port Harcourt are connected to the Nigerian Railway. The volume of
traffic on the Railway however is very small.
2.4.1 Organization Of Seaports
The Seaports are organized in three zones as follows:
(i) Western Zone
Lagos Port Complex comprising Apapa Port and Tin Can Island Port
(ii) Central Zone
Warri and Sapele
(iii) Eastern Zone
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Port Harcourt, Onne Port Federal Ocean Terminal (FOT), Onne Port Federal
Lighter Terminal (FLT), and Calabar Port.
2.4.2 Access and Quay Parameters of NPA Ports
Key Parameters
Port Access Allowable Access Design Present Quay
Channel Vessel Channel Depth at Possible
Length Length(M) Draught(M) Quay(MCD) Draught(M)
(KM)
Apapa Port 6 ≥ 185 -10.0 -9,7to-13.5 -9.7 4,270
Complex
Tin can Island Port 10 ≥185 -10.0 -11.5 -10.0 2,650
Complex
Port Hacourt Port 79 ≥185 -7.6 -7,8to-10,0 -7.6 1,290
Federal Ocean 47 ≥185 -10.0 -13.5 -10.0 -500
Terminal, Onne
Federal Lighter 49 150 -10.0 -5,9 5.9 1,250
Terminal Onne
Calabar Port 84 150 -7.0 -8.0 7.0 860
Warri Port 86 200 -6.0 -11.5 6.0 1,510
Sapele Port 125 170 -6.0 -10.5 6.0 1,150
2.4.3 Storage Facility
Port Covered Storage Open Storage Area Optional Area
Area (sqm) (sqm) (sqm)
Apapa Port Complex 121,700 392,000 -
Tin can Island Port Complex 61,200 249,000 -
Port Harcourt Port 38,800 27,000 -
Federal Ocean Terminal, Onne 7,100 250,000 Not available
Federal Lighter Terminal, Onne 18,000 94,500 212,000
Calabar Port 32,000 35,000 -
Warri Port 43,000 43,000 110,000
2.5 AIRWAYS
There are approximately 78 airfields in Nigeria. However there are only 19 airports
which are staffed and operated by the Federal Airport Authority of Nigeria (FAAN).
Details are as follows:
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2.5.1 International, Inter Continental and Domestic Destinations
Nnmadi Azikiwe Airport at Abuja, Murtala Muhammed Airport at Lagos, Mallam
Aminu Kano Airport at Kano, and Port Harcourt Airport at Port-Harcourt.
2.5.2 Domestic Desitnations
Calabar, Yola, Ibadan, Akure, Ilorin, Benin, Sokoto, Maiduguri, Katsina, Jos, Minna,
Kaduna, Owerri, Enugu, and Makurdi airports.
The percentage of air traffic is very small and is comprised mainly of government
officials and business executives. All the airports are connected to federal highways
but none is connected directly to railways or waterways.
2.6 PIPELINES
Crude oil destined for domestic consumption is transported via crude oil pipeline to
the refineries in Port Harcourt, Warri and Kaduna. Thereafter, the refined products are
transported by road to the distribution depots located all over the country.
3.0 APPRAISAL OF THE ROLE OF ROAD TRANSPORT IN THE ECONOMY
The dependence of surface transport on road network is virtually total. Close to 95%
of total national transport is handled by the road network. Road traffic consists mainly
of passenger and freight traffic.
3.1 Passenger Traffic
This consists of short distance and long distance traffic
(i) Short distance:
Commuters from house to work and social visits within the community. This traffic is
predominantly by road transport even in the riverine areas.
(ii) Long distance:
Traffic consists of traders and business men from one urban centre to the other. The
journeys are predominantly by road; the role of other modes such as air transport,
railway, inland water way is marginal.
3.2 Freight Traffic
3.2.1 Usually involves movement of commodities from areas of supply to areas of demand.
The commodities generally include
(i) root crops and cereals:
movement from areas of production to areas of consumption is entirely by road
transport.;
(ii) cereals and cash crops:
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movement from areas of production to the ports for export is about 80% road
transport.
(iii) livestock:
movement from areas of production to areas of consumption is 100% by road
transport.
3.2.2 Movement of imported goods from the ports to consumers in the hinterland. Due to
poor connectivity, inefficiency of rail network and high cost of air transport, over 90%
of the traffic is by road transport.
3.2.3 Movement of industrial goods. The industrial areas are: Lagos, Oshogbo, Akure, Port
Harcourt, Onitsha, Enugu, Kaduna and Kano. Movement of freight from production to
consumption areas is as follows:
Iron & Steel: transport of raw materials is by railway while transport of finished
goods is by road.
Building materials: movement from production to consumption centres is through
the road network.
Soft drink & beverages: Movement is by road network.
Generally, the production areas are poorly served by rail or air therefore road transport
is the only means of movement of freight from production to consumption areas.
4.0 PRESENTATION OF ROAD TRANSPORT CONSTRAINTS AND
LIMITATIONS
Road transport in Nigeria is subject to many constraints and limitations including the
following:
(i) Financial Constraint:
Government is responsible for funding construction and maintenance of roads. As a
developing country with several sectors competing with the road sector, inadequate
budgetary provision is a serious constraint. Apart from toll gate levies, other road user
charges are yet to be derived specifically for the benefit of the road sector.
(ii) Topography:
Nigeria has undulating terrain with many rivers. The river crossings present
constraints which are more pronounced in the southern swamps of the riverine areas
especially in the Niger Delta. The few highlands also present constraint which made it
necessary for roads to have steep gradients between 15%-20%.
(iii) Premature Pavement Failure:
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This is a serious constraint on the efficiency of road network. Such failures are as a
result of excessive axle loading, erosion, landslides, washouts etc. In many cases and
too often entire stretches of the roads disappear during and after storm thus rendering
them impassable.
(iv) Inadequate Institutional Capacity:
80% of the Nigerian road network are State and Local Government roads. These two
arms of government do not have adequate technologists and other personnel required
to plan, design, construct, maintain or operate the roads. Thus many state and local
government roads remain bush tracks.
(v) Construction Plants And Equipment:
Nigeria relies on imported plants and equipment for construction and maintenance of
roads; these are not readily available in many parts of the country, especially in rural
areas where they are most needed.
(vi) Inadequate Research:
There are few functional Road Research Laboratories in the country. There is also
dearth of up to date Design Manual to guide engineers. Consequently the road industry
is yet to be optimal.
(vii) Inadequate Alternatives:
Due to inefficiency and poor coverage of the railway system, agricultural products,
industrial goods, import and export, building materials and livestock which should
normally be transported by rail are being transported on roads. The resulting pavement
failure is a very serious constraint on the road network. Furthermore, motor vehicles
cannot compete with the railway as regards the volume of passenger and freight traffic
it can carry. This emphasizes the need to pursue an alternative to road transport.
(viii) Transport operating cost:
Cost of fuel, lubricants, spare parts and repairs is high when compared with the low
income status of the average Nigerian. This is a serious constraint on the development,
expansion and efficiency of road transport.
(ix) Low Vehicle Ownership:
Due to low income and standard of living the vehicle ownership in Nigeria is very
low. The total number of vehicles in Nigeria is about 1million units. For its population
this is very inadequate. This is a severe limitation on road transport in the country.
(x) Mass Transit:
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Lack of mass transit system has introduced undue stress and wear on buses and
minibuses in the road sector. Due to high demand from the population, these modes of
transport carry passengers and goods close to twice their capacity. As such the lifespan
of these vehicles which are second hand imports when introduced into the transport
system is further reduced.
(xi) Security Limitations:
Efficiency of road transport especially towards the borders is constrained by highway
robbers. Security check points placed to stem the tide sometime constitute bottleneck
which can drastically increase travel time.
5.0 PRESENT DAY DEVELOPMENT POLICY OF ROAD INFRASTRUCTURE
5.1 Increasing the Capacity of Existing Highways
Due to the growth of traffic volume especially heavy goods vehicles, several existing
highways have reached their capacity and can no longer sustain further increase. In
order to cope with the expansion in traffic a number of single carriageways are being
dualized. This involves the construction of additional carriageway to upgrade the road
into 2-lane dual carriage way.
5.2 Construction of Ring Roads and By Passes
Densely populated urban centres and industrial areas are being relieved of traffic
congestion and bottle neck by construction of ring roads and by-passes. Some have
been completed while others are either on-going or proposed. They include:
(i) Kaduna Western By-Pass
(ii) Kaduna Eastern By-Pass
(iii) Gusau By-Pass
(iv) Ife By-Pass (Ibadan-Ilesa Dual Carriageway)
(v) Lagos Ring Road
(vi) Proposed Lagos Outer Ring Road
(vii) Kano Ring Road (East)
(viii) Proposed Kano Western Ring Road
5.3 Establishment of Road Maintenance Agency
The Agency which was recently formed will mainly undertake routine, periodic,
special and emergency maintenance of federal roads. The agency will be self financing
and hoped to be funded in the future from road user charges. Along with it,
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maintenance and rehabilitation of strategic State and Local Government Roads by
Federal Government still continues.
5.4 Improved Traffic Management
Provision of traffic signals, designated bus lanes road signs and road marking to ease
traffic congestion and bottlenecks in urban areas is being given priority subject to
available funds.
5.5 Private Sector Participation
Involvement of private sector in the provision of road infrastructure through the policy
of Build Operate and Transfer (BOT)
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B OUTLINE OF THE MAIN CHARACTERISTICS OF THE
TRANSPORT SECTOR, AND OF ROAD TRANSPORT
1.0 LIST AND ROLE OF TRANSPORT MANAGING INSTITUTIONS
1.1 Federal Ministry of Works and Housing (FMW&H)
The Ministry through the Federal Highways Department manages the entire Federal
Roads network with regards to planning, design, construction, maintenance and
operation in the following format:
(i) Scheduling of highways in the National Development Plan.
(ii) Formulates and regulates standards and specifications for engineering design
of roads and bridges. It publishes the Highway Design Manual, Maintenance Manual
and General Specifications for highway engineering practice.
(iii) Awards and administers contracts for highway construction and maintenance.
It publishes the Standard Conditions of Contracts and registers contractors for
highway projects.
(iv) Manages the Toll Gates and administers weighbridges to control highway
loading.
(v) Through the National Council on Works, the Ministry coordinates highway
engineering activities in the States.
1.2 Federal Ministry of Transport (FMT)
The Ministry is responsible for development of establishment of National Policy for
the Transport Sector.
1.3 Nigeria Railway Corporation (NRC)
This is a statutory body under the Federal Ministry of Transport. It manages and
operates the Nigerian Railway Network.
1.4 Nigerian Ports Authority (NPA)
A statutory body under Federal Ministry of Transport. The Authority is responsible for
administration of Nigerian sea ports.
1.5 Nigerian Inland Waterways Authority (NIWA)
A statutory body under Federal Ministry of Transport. It is responsible for inland
waterways and inland navigation, supervision of the establishment of infrastructure
facilities and navigational activities.
1.6 Federal Airports Authority of Nigeria (FAAN)
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A statutory body under Federal Ministry of Aviation. It manages and operates all the
major airports in the country.
1.7 Nigerian Airspace Management Agency (NAMA)
A statutory body under the Federal Ministry of Aviation. It controls the movement of
aircraft in the Nigerian airspace and manages airport ground lighting.
1.8 Federal Road Safety Corps (FRSC)
It has responsibility for ensuring safety on Nigerian roads. It is under the Nigeria
Police.
1.9 Nigerian National Petroleum Corporation (NNPC)
It has responsible for transportation of crude oil and refined products through pipe
lines.
1.10 Nigeria Road Federation (NRF)
It coordinates activities of road transportation practitioners
1.11 Nigerian Building and Road Research Laboratory (NBRRL)
Under the responsibility of the Ministry of Science and Technology. It undertakes
research into road transportation matters.(refer structures etc).
1.12 Federal Road Maintenance Agency
It manages all aspects of road maintenance on federal highways.
1.13 Nigerian Institute of Transport Technology
It trains personnel for air space control, also trains aircraft pilots
2.0 HUMAN RESOURCES DEVOTED TO TRANSPORT MANAGEMENT
2.1 Roads
(i) The entire Federal Road Network is managed by the Federal Ministry of
Works and Housing, the State and Local Governments manage their own road
networks. The human resources employed consist of engineers, technologists,
surveyors, technicians, toll collectors, accountants, economist, financial personnel,
managers and administrators.
(ii) The greater part of road transport industry is fully handled by the private
operators. Entry into the sector is free and is up to the operator to select its optimum
route of operation. Government control comes in the way of vehicle inspection and
payment of operational fees.
2.2 Railways
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The Nigerian Railway Corporation manages and operates the Nigerian Railway
network. The human resources employed consist of engineers, technologists,
managers, administrators, accountants financial personnel, and signal personnel.
2.3 Seaport
The Nigerian Ports Authority manages and operates the Nigerian seaports. Human
resources are similar to those for Roads and Railways. In addition they employ
oceanographers, marine engineers.
2.4 Inland Waterways
The Nigerian Inland Waterway Authority managers and operates the inland
waterways authority employs barge operators, dredgers engineers, hydrologists and
hydrographers.
2.5 Airport Management
Engineers, technologists, managers, administrators, accountants, finance personnel
2.6 Airspace Management
Human resources consist of airspace controllers, managers, meteorologists, financial
personnel.
2.7 Training of Personnel
Human Resources: Lecturers, instructors and administrators in the training
institutions.
3.0 OVERALL TRENDS OF TRANSPORT DEVELOPMENT
3.1 Road Transport infrastructure:
(i) Road rehabilitation: Rehabilitation of existing road network which is in a
deplorable condition.
(ii) Upgrading: Reconstruction and upgrading of State and Local Government
road from substandard and gravel surface to standard highways with asphaltic concrete
surfacing.
(iii) Construction of new roads: Construction of road network in international
border regions; roads will also be constructed across the borders to improve cross
border transportation.
(iv) Construction of ring roads and bypasses to ease traffic congestion andeliminate
bottle necks in urban and densely populated areas
(v) Improving the capacity of existing highways:
(a) Dualization to improve existing single carriageway to Dual 2-lane
carriageway
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(b) Improving existing Dual 2-lane to dual 3-lane
(c) All highways from Lagos into the hinterland should be Dual 3-lane
carriageway
(d) All highways from Port Harcourt, Warri and Calabar should be Dual 2-
lane carriageway.
(vi) Construction of Weighbridges to control axle loading on highway.
This would have the effect of minimizing premature failures of road
pavement.
(vii) Provision of all highways with roadway markings and road signs.
3.2 Road Transport Operation
(i) Increasing the number of vehicles by 50% and above in the rural areas.
Emphasis will be on increasing number of heavy goods vehicles.
(ii) Establishment of Road Transport Authority by each State and Local
Government to ensure road transport expands into rural areas.
(iii) Reorganization of existing private sector road transport operation
3.3 Railways
(a) Infrastructure Development
(i) Conversion of the narrow gauge to standard gauge
(ii) Replacing the single track by dual track system
(iii) Increasing the design speed of the dual track system to 160km/hr and
maximum design gradient to 1.25%
(iv) Provision of Metro Rail System in urban centres such as Lagos,
Kaduna, Ibadan, Kano, Port Harcourt, Enugu and Abuja.
(v) Construction of new lines namely:
Minna-Abuja Line
Enugu-Benin City-Akure-Oshogbo-Ibadan
Abuja – Lafia
Kaduna – Kano
(vi) Privatization: Feasibility of Build Operate and Transfer (BOT) will seriously
be examined
(b) Operation
(i) Increasing the number of rolling stock
(ii) Compulsory shifting of cargo from road to railway. Transportation of livestock
from North to South will be shifted to the railways.
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3.4 Seaport Development
(i) Increasing the total capacity of Nigerian sea port.
(ii) Utilizing the free capacity of existing seaport.
(iii) The Onne FOT will replace Port Harcourt Port
(iv) Shifting volumes of cargo to other seaports such as Sapele and Calabar
(v) Connection of all seaport to rail line.
(vi) Connection of all seaports to dual 2-lane carriageway. Lagos will be connected
by Dual 3-lane carriageway.
(vii) Improvement of security standards (fencing, guarding) to eliminate pilferage.
(viii) Creation of priority seaports in Lagos, Onne, Warri and Calabar, Port
Harcourt.
3.5 Inland Waterway
There are many reasons why inland waterway must be developed.
(i) It is cheaper to transfer cargo by waterway compared with rail and road
network.
(ii) All the areas upstream of Baro on the River Niger and all the areas on River
Benue have potential demands for transport services.
(iii) Agricultural and industrial cargo could be clearly moved on the inland
waterway system.
(iv) Ajaokuta Steel Company has to be supplied with coal and scrap metal
imported into Nigeria through Warri.
In the light of the above, development of inland waterways will follow the following
trend.
(i) Improving the water depth situation on the River Niger and River Benue to
enable them accommodate bigger vessels.
(ii) Bed regulation, dredging and water level modification.
(iii) Water level control.
(iv) Discharge control at the dams on the River Niger.
3.6 Aviation
(i) Nigeria airports will be managed and operated to standards prescribed by
International Civil Aviation Organisation
(ii) Installation of nation wide radar coverage
(iii) Classification of Airports into three categories namely
(a) International/Intercontinental Airports
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These will provide services to international, intercontinental and domestic destination
so as to offer customer a wide range of possibilities with comfortable transfer and
transit time. The airports involved are Lagos, Port Harcourt, Abuja and Kano.
(b) Pan African /Ecowas Airports
These will offer services to destinations in Africa and Ecowas countries as well as
domestic. The airports include Calabar and Yola.
(c) Domestic Airports. These will act as feeders to (a) & (b) above.
3.7 Integrated National Development
Transportation infrastructural will be fully integrated. The main features of the
integration will be as follows:
(i) Connection of Lagos and Port Harcourt to all modes of transport.
(ii) Development of Onne Port.
(iii) Movement of goods to and from hinterlands on transport systems which are
best suited for long distance haul (railways and waterways), short distance haul from
distribution centres (roads) and time critical high tech cargo movement (air).
(iv) Connection of major agricultural distribution centres viz: Jebba, Lafia,
Makurdi, and Akure to priority Road Network and Standard Gauge Railway Network.
(v) Connection of industrial centres to pipeline system.
(vi) Structuring of road and rail networks to place Abuja at the centre of both
networks.
4.0 PRESENTATION OF THE ORGANISATION REGULATIONS AND SAFETY
RULES APPLIED IN ROAD TRANSPORT
The Federal Ministry of Works and Housing has statutory responsibility for road
transport infrastructures in Nigeria, while the Federal Ministry of Transport is
responsible for formulating overall transport policy.
4.1 ORGANISATION IN ROAD TRANSPORT.
4.1.1 Provision of Infrastructures.
The Federal Ministry of Works and Housing is responsible for the planning, design,
construction and maintenance of Federal Highways while the corresponding
establishments in the states and Local Governments have similar responsibility for
state and local Government roads.
4.1.2 Operation of Road Transport.
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(i) Operations of road transport is in private hands, Individuals and private
companies own and operate vehicles plying Federal, State and Local Government
roads carrying passenger and goods. They fix their own fare and freight.
(ii) Lagos is the most important and the busiest centre of operation. Goods
vehicles carry freight from the Port of Lagos and Industrial areas to all parts of the
country. Passenger vehicles also operate from Lagos to all parts of the country.
(iii) Next to Lagos are the regional centers such as Ibadan in the West, Kaduna in
the north, Enugu, Onitsha and Port Harcourt in the East. Passenger and goods vehicles
operate from these centers to all parts of their respective regions.
(iv) The regional centers are followed by state capitals and Local Government
Headquarters.
4.1.3 Operational Cost.
(i) The operating cost of road transport is very high relative to the average
earnings of Nigerians. The vehicles are very expensive, and over eighty percent (80%)
of them are second hand imported with an average age of over twelve years; they are
prone to frequent break downs. Repairs are very costly and not very effective because
the spare parts are also second hand imported.
(ii) Road transport in Nigeria is bedeviled by erratic supply of fuel and other
petroleum products. When fuel scarcity occurs, motorist usually stay for one or two
days on the queue or in the alternative, pay over six times the official price. In the
remote parts the price is even higher.
(iii) The above together with millions of man-hours lost every day on the fuel
queue have made the operating cost of road transport in Nigeria very high.
4.2 REGULATION IN ROAD TRANSPORT.
4.2.1 Regulations:
The operation of road transport is governed by the following statutory regulations in
conjuction with the Highway Code:
(i) Vehicles on the road must have identification numbers, valid vehicle licence,
insurance cover, and roadworthiness certificate and ownership papers.
(ii) All drivers must have valid driving licence.
(iii) There are speed limits on each highway.
(iv) There is maximum axle load of 11tonne permitted on the highways.
(v) On tolled roads drivers must pay the required toll at the toll gates.
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(vi) Drivers and vehicle owners organize themselves in Trade Unions whose
membership is mandatory.
4.2.2 Enforcement:
(i) The Nigeria Police, Federal Road Safety Corps and Vehicle Inspection
Officers enforce the statutory regulations.
(ii) Weighbridges are installed on the road to enforce the regulation on axle load
limit.
(iii) Regulation on Trade Union Membership is enforced by union officials.
5.0 SITUATION OF ROAD TRANSPORT SECTOR
5.1 Existing Situation
The infrastructure consists of the road network and the vehicle fleet.
5.1.1 Road Network
(i) Nigeria’s road network is approximately 200,000km long comprising of
34,000km of federal highways, 50,000km of state roads and 134,000km of Local
Government roads. The network coverage is national, connecting all urban and
industrial centers, rural agricultural producing areas and the neighboring countries.
The network also connects other modes of transport viz railways, river ports, airports
and seaports.
(ii) With regards to the quality of the road network, latest road condition study
gave the following result:
Condition %
Good 27
Fair 38
Poor 35
The poor condition is due to inadequate maintenance and overloaded trucks.
5.1.2 Vehicle Fleet
There is about 1,000,000 vehicles in Nigeria. Most of the vehicles are imported
second-hand with an average age of over 12 years. The vehicles are prone to frequent
break down and the repairs are costly. The majority of vehicle movements is related
to commercial activity. Long-distance inter-state movements are carried out with
truck tractor-trailer combination and buses. Taxies make up a high percentage of
passenger vehicles.
5.2 Importance of Road Transport Sector
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The dependence of surface transport on the Road Network is virtually total.
Approximately 90% - 95% of total transport movements are handled by Road
Network. Road traffic consists of passenger and freight traffic.
5.2.1 Freight Traffic.
(i) Community goods such as agricultural products, live stocks and industrial
products such as cement have potential for transport on railway or inland waterways,
however over 90% of these goods are transported on road network.
(ii) Over 95% of the import and export from the seaports and airports are
transported on road network
5.2.2 Passenger Traffic.
(i) Over 95% of long-distance passenger traffic is on the road network.
(ii) About 99% of short – distance passenger traffic is on the road network.
5.3 Inefficiency Of The Road Transport Sector.
The Road Transport Sector is inefficient and environmentally unfriendly. The aspects
of the inefficiency are as follows:
(i) Journey time is unusually very long.
(ii) The sector is prone to accidents involving loss of thousands of lives and
properties worthy Billion of Naira every month.
(iii) The sector is the worst air pollutant through emission of exhaust smokes and
fumes, and land pollutant through scraps of accidented vehicles on the road side.
(iv) The highways are characterized by overgrown bushes on the medians,
shoulders, verges and side drains.
5.4 Causes Of The Inefficiency.
(i) Erratic supply of fuel and other petroleum products resulting in millions of
man hours being lost on petrol queue every day. Moreover, the products are bought at
four or five times the official price with the price excess being passed to the consumer.
(ii) Most of the vehicles being used are second hand with an average age of over
fifteen years; they are dilapidated and prone to accident.
(iii) Repair and maintenance are costly, hence they are poorly maintained and are
major source of accidents as well as environmental pollusion by their exhaust gases.
(iv) Traffic congestions and bottle necks in urban areas.
(v) Inadequate maintenance and outright neglect of the road infrastructure.
(vi) Misuse of the road by excessive axle load.
5.5 The Way Forward.
21
In the light of the foregoing the way forward for the road sector and the national
economy lies in tackling the above listed difficulties.
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C SPECIFIC ROLE OF TSR IN THE GENERAL FRAMEWORK OF
ROAD TRANSPORT
1.0 PRESENTATION OF ITS GEOGRAPHIC POSITION IN THE REGIONAL
CONTEXT
The Trans Saharan Highway is a network of highways comprising of a main axis and
four spurs, all connecting the six countries which the Sahara Desert spans.
1.1 The Main Axis
The main axis connects Lagos on the West African Atlantic Coast to Algiers on the
Mediterranean coast in North Africa. The highway passes through the following urban
and industrial major centers:
(i) Ibadan, Ilorin, Kaduna, Kano and Kongolam in Nigeria.
(ii) Zinder, Agades, Arlit in the Niger Republic.
(iii) In Guezzam, Tamanrasset and Ghardaia in Algeria.
1.2 The Spurs
The spurs which connect the capitals and urban centers of the Republics of Mali,
Niger and Chad include:
(i) Kano – Jibiya – Niamey Highway
(ii) Zinder – N’Djamena Highway
(iii) Tamanrasset – Gao – Bamako Highway
(iv) Gharddaia – Quergia – Gafsa – Tunis Highway
1.3 Connection With Other International Highways
By its geographic position, the Trans Saharan Highway Network is of crucial
importance to road transport in the regions of West Africa (Mali, Niger Republic and
Nigeria), Central Africa (Chad Republic) and North Africa (Algeria, Tunisia). By its
connection to other International Highways, the Trans Saharan Highway is of crucial
importance to the road transport network of the entire African continent.
1.3.1 Connections to Lagos – Algiers (Main) axis.
(i) Trans – West African Coastal Highway: Dakar – Abidjan – Accra – Lagos.
(ii) Trans – African Highway: (Lagos – Kampala – Mombasa).
(iii) Rabat – Algiers, Tunis – Tripoli – Cairo Highway.
1.3.2 Connections To The Spurs.
(i) Tripoli – N’Djamena – Windhoek Highway (North to South).
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(ii) Dakar – Bamako – Niamey – Kano – N’Djamena Highway.
(iii) N’Djamena – Djibouti Highway.
The connections listed above show the crucial importance of the Trans Saharan
Highway to the social and economic development of the African continent.
2.0 PRESENTATION OF THE PHYSICAL SITUATION
2.1 MAIN AXIS.
(i) Lagos – Ibadan: 140Km
Type: Dual 2 – Lane carriageway
Surface: Asphaltic concrete Binder course and wearing course
Condition: Fair to good.
(ii) Ibadan – Ilorin: 160Km
Type: Single carriageway 7.3m wide with 2.75m shoulder.
Surface: Asphaltic concrete Binder course and wearing course
Condition: Poor to Fair.
Activity: Dualization by construction of additional carriageway; this will
upgrade section to Dual 2-Lane carriageway.
(iii) Ilorin – Jebba; 100Km
Type: Single carriageway 7.3m wide with 2.75m shoulder.
Surface: Asphaltic concrete Binder course and wearing course
Condition: Fair.
Activity: None.
(iv) Jebba – Mokwa: 80Km.
Type: Single carriageway 7.3m wide with 2.75m shoulder.
Surface: Asphaltic concrete Binder course and wearing course
Condition: Very poor. The carriageway is in a deplorable condition, having
suffered extensive failure. The alignment is sub- standard.
Activity: Reconstruction is proposed; this involves realignment.
Consultant is about to be commissioned to undertake the
engineering design.
(v) Mokwa – Kaduna: 305Km
Type: Single carriageway 7.3m wide with 2.75m shoulder.
Surface: Asphaltic concrete Binder course and wearing course
Condition: Fair to good.
Activity: None.
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(vi) Kaduna – Kano: 230Km
Type: Dual 2 – Lane carriageway
Surface: Asphaltic concrete Binder course and wearing course
Condition: Fair to poor.
Activity: Maintenance involving repair of failed sections of the
carriageway.
(vii) Kano –Kongolam: 160Km
Type: Single carriageway 7.3m wide with 2.75m shoulder
Surface: Asphaltic concrete Binder course and wearing course
Condition: Fair to good.
2.2 THE SPUR
(i) Kano – Katsina – Jibiya – Niamey: 300Km
Type: Sample Carriageway 7.3m wide with 2.75m shoulder
Surface: AC Binder Course and Wearing Course
Condition: Fair
Activity: None
3. PROSPECTIVE STUDY OF HOW TRAFFIC IS LIKELY TO EVOLVE.
3.1 Main Axis
(i) The main axis of the Trans – Saharan Highway is the most important highway
in Nigeria. The highway connects various parts of the country to the port of Lagos
complex, which is the principal seaport of Nigeria. The highway is heavily trafficked.
The average daily traffic (ADT) in the southern segments (Lagos – Ilorin) is between
10,000 – 15,000 vehicles. The traffic contain about 30% Heavy Goods Vehicles
(HGV).
(ii) Ilorin – Kaduna section has traffic volume of 5,000 – 10,000 ADT with about
30% HGV content.
(iii) Kaduna – Kano section ranks second to Lagos – Ilorin as regards traffic
volume. ADT is between 7,500 – 12,500 vehicles with 30% HGV content.
(iv) Kano – Kongolam section has ADT volume of approximately 5,000 vehicles
with 20% HGV
3.2 The Spur
Kano – Kastina – Jibiya – Niamey has moderate volume of traffic with ADT of 2,500
– 5,000 vehicle and 20% HGV content.
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Note: ADT figures are based on the last traffic count of 1997. They will be
updated later.
3.3 Growth Of Traffic
3.3.1 Generated Traffic
Completion of the Lagos – Algiers (main) axis will result in substantial increase in
trade between Nigeria and Algeria. Algeria is a major producer of cement and other
construction materials while Nigeria is a major importer. When the highway is
completed the pattern of trade will change; Nigeria will be importing cement and other
building materials from Algeria while exporting Cocoa, Coffee, palm produce to
Algeria, Tunisia and other North African Non TSR countries. The trading and
commercial activities will generate a very high volume of traffic on the Trans –
Saharan Highway.
3.3.2 Diverted Traffic
(i) The Trans –Saharan Highway intersects the Trans – African Highway (Lagos –
Mombasa) and the Trans – African - Coastal (Dakar – Accra – Lagos) Highway.
Therefore when the Lagos – Algiers (main) axis is completed substantial volume of
trade between Ghana,Togo,Benin Republic,Cameroun Republic and north Africa will
be diverted to the highway thus resulting in large volume of diverted traffic bound to
Algiers and Europe from Ghana, Togo, Benin and the Cameroon.
(ii) External trade from Niger and Chad diverted to the port of Lagos. This will
result in substantial increase in traffic volume on the southern segment of the highway.
3.3.3 Passenger Traffic
Completion of the TSR will increase the number of tourists and traders from Europe
and North Africa bound for West African Countries of Niger, Chad,Mali, Boukinmna
Fasso,Ghana, Cameroon, Benin Republic and Togo. This will result in substantial
increase in volume of traffic on the highway.
4.0 LIMITATIONS THWARTING A FASTER RATE OF ACHIEVING THE
OBJECTIVE OF THE TSR
4.1 INTRODUCTION
There are three modes of transport options available to link the Trans Saharan
countries. These are Road Transport, Air Transport, and Rail Transport. Of the three,
the most attractive considering affordability is the Road Transport, hence the
conception of the Trans Saharan Highway Network.
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4.2 THE OBJECTIVE OF TSR
The Trans Saharan Highway network was conceived as a means of facilitating social,
economic, commercial and political interaction among the governments and peoples of
the member nations, with a view to accelerating the improvement of their economies
and standard of living. This, in a nutshell, is also the objective of NEPAD.
4.3 REQUIREMENT FOR ACHIEVING THE OBJECTIVE
The following are necessary for the achievement of the objective:
(i) The roads must be designed and constructed to the standard that will enable
them carry the increased volume of traffic, which will result from the improvement in
the economies and standards of living.
(ii) The roads must be continuously maintained.
(iii) Operating the roads should not be uneconomical to the road users and the
governments.
(iv) Safety of lives and properties on the road must be guaranteed.
4.4 THE LIMITATIONS
There are limitations, which can thwart a faster rate of achieving the objective.
These include:
(i) Physical And Natural Constraint
The Trans – Saharan Highway network has a total length of approximately 9,000Km
covering areas of different relief and topography, climate, vegetation, geology and
soils. These are constraints, which cannot be easily overcome considering the limited
resources available to member nations.
(ii) Technical Constraint
Design Standards and Specifications used in French speaking countries are different
from those used in English speaking countries. Adopting different standards for the
design, construction and operation on different segments of the highway can cause
confusion and thwart faster rate of development of the highway.
(iii) Financial Constraints
The cost of design, construction and maintenance of the highway network runs into
millions of US Dollars, which is so high that the economies of some member nations
cannot generate the necessary funds for the achievement of the Trans – Saharan
Highway. A typical example is the section of Lagos – Algiers axis within the Niger
Republic; which cannot be completed due to non-availability of funds.
(iv) Political Constraints
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Enthusiasm for the objective is not the same among member nations. Within each
country the enthusiasm from government to government varies. In some countries, the
government of the day may consider the objective not only unrealistic and non-
feasible but that the TSR is not viable. Such a negative attitude poses a serious threat
to attainment of the TSR.
(v) Security Constraint
Due to political unrest and uncontrolled banditry, some sections of the Trans-Saharan
Highway are unsafe for live and property. Thus people, especially foreigners are
scared of the highway. Unless security of lives and properties can be guaranteed at all
times the Trans – Saharan Highway objective will remain elusive and unattainable.
5. ANALYSIS OF THE TRAFFIC THAT COULD BE GENERATED IF ROAD
CONDITION WAS TO IMPROVE
5.1 INTRODUCTION
Improvement in road condition could generate three categories of traffic. These are;
(i) Internally generated traffic within each member country.
(ii) Traffic generated among member countries.
(iii) Externally generated traffic from outside Trans Saharan region.
5.2 INTERNALLY GENERATED TRAFFIC
(i) Improvement of the road condition will lead to expansion of urban centers and
establishment of small and large-scale industries along the highways. The supply of
raw materials to the industries, delivery of finished products to consumers and other
commercial activities will generate long and short distance traffic on the highways.
(ii) Improvement in the living standard and the resulting increase in vehicle
ownership will generate traffic on the highways.
5.3 TRAFFIC GENERATED AMONG MEMBER COUNTRIES.
Road transport is the only effective mode of transportation linking Trans Saharan.
Increase in commercial activities among member nations will improve the standard of
living of the people resulting in social interaction which will further generate traffic on
the Trans Saharan highway.
5.4 EXTERNALLY GENERATED TRAFFIC FROM OUTSIDE TRANS
SAHARAN REGION.
Trans Saharan Region has great economic potential. It abounds in mineral and natural
resources and boasts areas of beautiful scenery and archeological importance.
Improved road conditions and accessibility will open up the region to investment,
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business, tourism, archeology and exploration from various parts of the world. The
potential for generating traffic on the highways is therefore limitless.
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D TRADE STATISTICS BETWEEN NIGERIA AND OTHER TRANS
SAHARAN COUNTRIES.
The trade statistics between Nigeria and other trans Saharan countries are as listed in
the following tables.
TABLE 1
TRADE STATISTICS BETWEEN NIGERIA AND ALGERIA
1995 TO 1999
PERIOD IMPORT IN EXPORT IN VOLUME IN BALANCE IN
NAIRA NAIRA NAIRA NAIRA
1995 2,030,099 0 2,030,099 -2,030,099
1996 0 0 0 0
1997 0 0 0 0
1998 15,401 9,719 163,120 -143,682
1999 1,410,875 19,140 1,429,815 -1,391,535
TOTAL 3,594,176 28,859 3,623,034 -3,585,316
SOURCES FOS, CBN, Bilateral Trade Relations Division Federal Ministry of Commerce Abuja
PRODUCTS Imported from Algeria:- Generator
TRADED Exported to Algeria:- Personal Effects
TABLE 2
TRADE STATISTICS BETWEEN NIGERIA AND TUNISIA1995 TO 1999
PERIOD IMPORT IN EXPORT IN VOLUME IN BALANCE IN
NAIRA NAIRA NAIRA NAIRA
1995 26,659,565 1,433,200 28,092,785 -25,226,385
1996 3,830 0 -3,630
1997 1,172 0 -1,172
1998 4,077 10,859 6,582
1999 10,349 3 -10,346
TOTAL 26,678,793 1,443,862 -25,248,095
SOURCES FOS,CBN
PRODUCTS Imported from Tunisia:- HIGH Carbon Steel, Domestic Refrigerators, Domestic Fans,
TRADED Electrical instrument parts.
Exported to Tunisia:- Personal Effects
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TABLE 3
TRADE STATISTICS BETWEEN NIGERIA AND NIGER
1995 TO 1999
PERIOD IMPORT IN EXPORT IN VOLUME IN BALANCE IN
NAIRA NAIRA NAIRA NAIRA
1995 905,918,290 230,314 905,148,604 -905,687,976
1996 25,353 0 25,353 -25,353
1997 942 0 942 -942
1998 138,203 0 138,203 -138,203
1999 81,795 2,823 84,418 -79,172
TOTAL 906,164,583 232,937 906,397,520 -905,931,646
SOURCES FOS, CBN
PRODUCTS Imported from Niger:- Tinned and powdered milk, smoked fish , macaroni, beans,
TRADED tomatoes, tomato puree, sugar, cement, coffee, cocoa beans, tobacco, cigars,
cigarettes, hides and skin, soya beans, natural rubber, cotton linsters, natural gum,
sodium hydroxide, caustic soda, potash, cosmetics, chemical products, leather and
leathers leather products, sacks of textiles, used motor cars, etc.
Exported to Niger :- Shrimps, prawns, palm kernel, fuel, petroleum product, etc.
TABLE 4
TRADE STATISTICS BETWEEN NIGERIA AND MALI
1995 TO 1999
PERIOD IMPORT IN EXPORT IN VOLUME IN BALANCE IN
NAIRA NAIRA NAIRA NAIRA
1995 15,818,779 6,276,704 21,895,483 -9,342,075
1996 0 5,000 5,000 5,000
1997 0 0 0 0
1998 0 0 0 0
1999 10,322 103,731 114,053 93,409
TOTAL 15,629,101 6,385,435 22,014,536 -9,248,666
SOURCES FOS, CBN
PRODUCTS Imported from Mali to: - Raw cotton and products
TRADED Exported Mali - Personal Effects
TABLE 5
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TRADE STATISTICS BETWEEN NIGERIA AND CHAD
1995 TO 1999
PERIOD IMPORT IN EXPORT IN VOLUME IN BALANCE IN
NAIRA NAIRA NAIRA NAIRA
1995 4,619,301 11,461 4,630,762 -4,607,840
1996 779 93,947 94,726 93,168
PRODUCTS Exported to Niger:- Shrimps, prawns, palm kernel, fuel, petroleum products etc.
TRADED
TABLE 6
TRADE STATISTIC BETWEEN NIGERIA AND CHAD
1995 TO 1999
PERIOD IMPORT IN EXPORT IN VOLUME IN BALANCE IN
NAIRA NAIRA NAIRA NAIRA
1995 4,619,301 11,461 4,630,762 -4,607,840
1996 779 93,947 94,726 93,168
1997 0 0 0 0
1998 4,404 9,087 13,491 4,683
1999 17,936 109,377 127,313 91,441
TOTAL 4,642,420 223,872 16,315,953 -4,418,548
SOURCES FOS, CBN, Bilateral Trade Relations Division Federal Ministry of Commerce Abuja
PRODUCTS Imported from Chad fresh and smoked fish , spices, bovine, hides and skins raw
TRADED cotton mines on minerals substances, chemical products, Ieather and leathers
products, footwear etc.
Export to Chad Bread, biscuits, metal and metal products, wheat, kolanut, oil, fuel and
petroleum, motor cars motor parts etc.
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