Collapsed Moro Bridge: Counting the cost of govt neglect

The Moro bridge is significant on many fronts. It is the major bridge linking traders involved in businesses worth millions of naira between Oyo and Kwara states. However, since its collapse months ago, Tunde Ogunesan reports the gruelling challenges of residents and traders in the effort to eke a living at all costs. 

 

Okolowo Moro is one of the many villages in Asa Local Government Area of Kwara State. The Local Government borders Oyo State, specifically, Olorunsogo Local Government. The two local government areas, among several others in Oyo State, mostly on the northern part of Oyo state provide  hubs for many businesses, worth hundreds of millions of naira.

From Kayama to Kishi, Gberia, Museingada, Tese, Gbageesin, Igbeti, to Dogo; from Dogo, which is the major stopover for the transit business en route Ilorin, Kwara State, through Bakase, Ohan, Polofo, Ode, Onkeke, Alapa, Lamba, Iyana Alakuko, Sosoki and Madala, the traders traverse the two states day and night in pursuit of their daily bread.

According to a transporter, who served as tour guide for our correspondent, daily transactions are valued at no less than N5million.

The major produce includes yam flour, rice, groundnut oil, black soap, shea butter, local herbs, charcoal, fruits, and other agricultural products.

Form Moro Bridge, through which many rooftops are visible, it is a ten-minute drive to Ilorin. From Dogo town, which is the turning point from Igbeti and Ilorin from Orire local government, it is almost 90 minutes to get to Moro bridge with a vehicle.

From Dogo, commercial transportation fares cost between N250 and N350. In few cases, mostly during nights, heavy articulated vehicles also ply the road.

The route, a federal road, which terminates at Moro/Ilorin end, by simple calculation cannot be less than 200 kilometres from Kayama end. Kayama is very close to Kwara State going by Kishi end, but according to Fashola, “the road is bad, rough, untarred and takes transporters over three hours to manoeuvre before they reach their final destination.”

He added that the condition makes both the transporters and traders opt for a more motorable Igbeti/Ilorin axis. He noted that though the route also comes with its own challenges, the route has over the years become the major business link between the two states.

However, in October 2016, one of the six or more bridges on that route, Moro bridge collapsed partially, thereby halting crossover to Ilorin main settlements.

The Moro bridge, just like Ohan bridge on the route evidently reveals colonial artistry in its construction design. The two sides of the bridges were made of strong iron fixings as well as the sole slates. Both the side tracks and the sole portion had strong iron rods used as basement with strong metal plates welded on the surface sections to allow passage through the bridge.

But on that fateful Sunday afternoon, the X-design placed beneath the surface to hold the platform gave way. This development, with large opening on the surface prevented vehicular movement across the bridge.

Further investigation revealed that the bridge, though, on a federal road, lacked government attention.

Ironically, though nobody could give exact date the road was constructed, the asphalt used for the road were not extended on the two Colonial made bridges. By that, the flat surface on the bridge was still made of replaceable plates of metal.

The first of the iron bridge is on the Ohan river. Recently, according to Fashola, members of the National Union of Road Transport Workers (NURTW) Ilorin branch replaced some damaged plates on the surface, spending over N200,000 on it.

While the repair work lasted till around June, the transporters made an alternative road through the river.

This did not, however, come without some difficulties. When it rained, motorists took high risk to fill the portion with small rocks and woods to allow easier passage.

In addition, passage Fashola added that these two bridges had continually given the transporters unlimited headache.

“These bridges have been continuously begging for help. It seems our leaders rarely consider us when preparing budgets all these while. I am sure this bridge cannot cost as much as to what they cannot afford.

“We, members of the union, in our own little way, have been repairing these bridges all along. We spent hundreds of thousand of naira to make repairs. The last one we did on the Ohan bridge cost more than N200,000 around June. Nobody is saying anything about it. We only see our leaders here once in four years during political campaigns.

“This is the route that puts food on our tables.  We call on government to come to our aid. This route means a lot; it’s a major business axis, thousands of lives earn their main income from this end.

“When the Bakase bridge had problem, the government provided permanent solution and since then, we had no reasons for concern again. These two bridges, Ohan and Moro, need permanent solution.”

Another respondent, Olo, said government at some point generated hackney permit as revenue from transactions on the axis and wondered why it hadn’t done something about the situation.

“We have been shouting on the state of the bridge but no help came. You can see our condition now; it is worrisome. Despite the fact that we run our businesses on our initiative, somehow, we think government should not leave us stranded.”

However, contrary to expectations, risk business has sprung up at the site of the bridge.

First, some men are helping passengers who do not want to step into the water to cross the bridge. It seems a dangerous undertaking as few people either walk on the over-80 meter rail of the bridge while others use the lower section to cross the bridge.

And if a passenger has in his possession some luggage, there is a price to pay to move it across.

The vehicle carrying the goods reverse close to the affected zone where the goods will be offloaded to the “temporary loading point” where the negotiation takes place before “shipment”. Soon after that, the owner of the good gets ready to make payment.

To avoid shortchanges, the team have their members at both ends of the bridge to control activities taking place at the both ends of the bridge.

To transport a bag of charcoal across the bridge costs N50 each. And any other good in the mould of a 50 kilogramme weight also attracts N50 each while a 50kg liquid content in kegs also attracts N50 each. In case of other items such as motorcycles, roofing sheets and some other luggage, that is at the discretion of the helpers who work as a team.

Residents of Moro have also created an alternative access through the Moro river.

The left side of the river which, according to Fashola, which was not very deep was filled with small rocks, sand and wood to relatively make a passage through the river. The passage does not however stop trespassers from dipping their legs into the water beyond their ankles.

Most commuters do not even need a guide to pass through, as the speed of water movement is enough to push one over, especially, somebody who is not used to passing through water.

Apart from this, just like on the river, there are boys available who assist to move goods and items like motorcycles across on small charges.

Natural motor parks have emerged at the both sides of the river as well. Cars ply Moro/Ilorin, Kwara state route while at the other end, is the route of Moro/Alapa/Dogo/Igbeti/Kishi etc axis.

As well, mini marketers are left out. Food and drink vendors as well as local drinks sellers have established mini kiosks, though, semi-mobile around the area.

One of them, when asked how soon she expects the bridge to be reconstructed, said “very soon”.

But when probed further on the sincerity of her call on the government to reconstruct the bridge as against affecting her business, she laughed and said “well, we’re making some money here. But I am sure the reconstruction won’t be fast.”

Before leaving the scene, the general question of the transporters was “would the Federal and Kwara state government ever come to their aid to reconstruct this bridge?”

They seem to have lost hope in the ability or timely intervention of their government to provide social infrastructure. Some even expressed it that it wold be a miracle if anything was done on the bridge in less than a year.

Though, they preferred to speak under condition of anonymity, their doubts are based on the point that since there is no major amenity that will drive “the people” in power to the zone, less attention is expected within shortest period.

“Yes, we learnt that they discussed it at the floor of Kwara State House Assembly, but I doubt it if it is not just for political gain. I am quite sure that when election is around the corner, promises upon promises will be made to better our lives, so should we now continue to live like this till 2019 when a new election will be held?

“That’s my reason for saying that I do not expect much from the government. And surprisingly, we have nobody to cry to except the same government,” the respondent stated.