Lessons from Japan to avert ferry disaster

Pupils from various primary schools in Kenya enjoy a ferry ride on Likoni channel. There are rumours that several designs for the Likoni bridge have been prepared. PHOTO | LABAN WALLOGA | NATION MEDIA GROUP 

In Summary

• There was no need for politics or fear of technology, or worse still, procrastinating over the implementation. The benefits of a bridge were crystal-clear.
• The Akashi Kaikyo Bridge can withstand earthquakes of up to 8.5 magnitude on the Richter Scale, harsh sea currents, and strong stormy winds as it spans a distance of 12,831 feet across the Akashi Strait.
• The Japanese tackled the challenge head-on without fear, corruption, or retrogressive political rhetoric. Let us learn from their commitment.

By ESMOND SHAHONYA
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In 1955, two ferries sank in the Akashi Strait in Japan, killing 168 people.

This tragedy was similar to what happened to MV Mtongwe in April 1994.

The Akashi case sent the Japanese authorities to the drawing board in an effort to prevent the recurrence of such a tragedy.

The Japanese government arrived at the option of building a suspension bridge.   

Considering the challenges in implementation, nothing seemed easy.

First, the Akashi waterway experiences severe storms and earth tremors.

Secondly, it serves as an international waterway, just like the Likoni Channel, with hundreds of ships using it every day.

Hence, the design of the bridge required a clear perspective and reality check.

The Japanese went ahead to build the mega structure.

There was no need for politics or fear of technology, or worse still, procrastinating over the implementation. The benefits of a bridge were crystal-clear.

MINIMAL DANGER
The Japanese approach was clearly difference from ours.

The Kenya Ferry Services (KFS) is hell-bent on retaining its cash cow by avoiding technological advances and in the process insensitively courting disaster and endangering the lives of thousands of people. 

The Japanese built the Akashi Kaikyo Bridge between 1988 and 1998 with the help of thousands of engineers, civil works manpower, and contractors at a staggering cost of 500 billion Japanese yen (Sh422 billion at current exchange rates).

The result of this commitment was relief from a risky ferry facility.

There is now minimal danger on the smooth ride on the world’s longest suspension bridge.

The Akashi Kaikyo Bridge can withstand earthquakes of up to 8.5 magnitude on the Richter Scale, harsh sea currents, and strong stormy winds as it spans a distance of 12,831 feet across the Akashi Strait.

The suspension bridge has a clearance of about 67 metres and this accommodates any type or size of ship passing underneath it.

The Likoni scenario necessitates a proactive approach and clear focus on the deliverables.

According to media reports, plans are under way to conceptualise and build a bridge across the Likoni Channel.

LEARNING FROM OTHERS

Preliminary feasibility studies have been done. There are even rumours that several designs for the Likoni bridge have been prepared.

All these information is laced with political rhetoric.

There is an urgent need for a timeline and financial commitment for this project if the authorities are serious about avoiding another Mtongwe disaster.

Are the beneficiaries of KFS ready to kill their cash cow for the sake of this long-term solution?

The traffic (both human and vehicular) crossing the channel is increasing every year.

The short-sighted view of the KFS management to increase the number of ferries will eventually come into conflict with the port operations as the Likoni Channel is a shipping gateway.

The current “do-nothing” stance that relies on obsolete, inefficient, overloaded, and dangerous ferries can only court a bigger disaster than the MV Mtongwe one that killed 270 people.

The Japanese tackled the challenge head-on without fear, corruption, or retrogressive political rhetoric. Let us learn from their commitment.