Will the Nigerian rail service shake off a stench of ruin coming shortly after 1898 birth?
On the eve of its 64th year of independence, Nigeria has the opportunity to reclaim its railways, not as relics of the past, but as pathways to a brighter, more connected future.
As Nigeria stands on the cusp of celebrating 64 years of independence, the iron tracks that once symbolised progress now rust in neglect, a stark reminder of the country’s struggle with its railway system. The Nigerian Railway Corporation (NRC), established in 1898, once heralded the dawn of a new era, connecting people and commerce across the vast nation. However, today, a mere fraction of the 4,940 km of railway offers a glimmer of hope, with most of the infrastructure languishing in disrepair.
The journey of the NRC has been tumultuous, with its inception under British colonial rule laying the groundwork for what was to become a pivotal element in Nigeria’s transportation network. The amalgamation of the Lagos Government Railway and the Baro-Kano Railway in 1912 marked the beginning of a nationwide service, a service that now seems like a distant memory.
Successive administrations, starting with President Olusegun Obasanjo in the fourth republic, have attempted to steer the NRC back on track. Yet, despite these efforts, the results have been minimal, with only Lagos in the southwest making significant strides. The state’s Red Line Rail project currently carrying out test runs, mainly exemplifies the potential for efficient urban transit, a stark contrast to the rest of the country’s stagnating rail facilities.
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The issues plaguing the NRC are manifold. A lack of investment in maintenance and modernisation has left the infrastructure weak and unable to cope with the demands of a burgeoning population. Ticket racketeering, poor service quality, and a failure to adapt to modern technologies have further eroded public trust and utility.
The Otukpo to Makurdi route in the north-central zone, once a bustling artery of trade and travel, now lies overgrown and forgotten.
Similarly, the Kafanchan station in southern Kaduna, which should serve as a hub for the North Central District, stands as a relic of a bygone era.
So, what went wrong? The answer lies in a complex web of mismanagement, corruption, and a lack of continuity in policies. Investments have been made, but without the necessary oversight and accountability, projects have stalled, and funds have dissipated into the ether.
One time, we had Lagos-Jos (3PL), Lagos-Maiduguri (11ML) and Kano-Port Harcourt, and each had no fewer than 16 to 17 wagons with 96 passengers, in addition to the daily mass transit from Kaduna to Kafanchan every day, apart from cattle train from Maiduguri to Port Harcourt, Kaduna to Maiduguri and Port Harcourt to Kaduna thrice a week, NRC official speaking to the Daily Trust once revealed.
The solution, however, is not out of reach. A concerted effort to revitalise the NRC must begin with a clear and transparent plan that prioritises maintenance, modernisation, and a shift towards a more sustainable and customer-focused service. The introduction of e-ticketing platforms and the investigation into ticket racketeering are steps in the right direction, but they must be part of a larger, more comprehensive strategy.
As Nigeria reflects on its past and looks towards its future, the railway system embodies both the challenges faced and the potential for growth. The tracks that once connected the nation can do so again, but it will require a recommitment to the values of accountability, innovation, and service that seem to have been lost along the way.
The NRC’s revival is more than just a matter of national pride; it is a necessity for economic development and the well-being of its citizens.
On the eve of its 64th year of independence, Nigeria has the opportunity to reclaim its railways, not as relics of the past, but as pathways to a brighter, more connected future. Will the country be quick enough to rival electricity-powered standard gauges? The quick ticking of time and vandalised rail tracks suggests a fast response is needed.
They need overhauling, the anonymous NRC officer adds. In the late 1980s we had up to 15,000 staff in the North Central district, but now, we have between 2,000 and 3,000. Some have died while some retired.
