Editorial
NDDC: Righting The Wrongs
The Managing Director of Niger Delta Development Commission, NDDC, Dr Christian Oboh, recently scored the Commission very low on projects execution in an unusual self appraisal. In fact, the MD admitted that only few out of about 5,000 projects initiated by the Commission since its inception have been completed.
We recall that the NDDC was set up by the Federal Government as an interventionist agency to address some of the developmental needs of the Niger Delta region, which has for long suffered neglect, despite being the goose that lays the golden egg for the country.
Twelve years after, the region is yet to effectively feel the impact of the commission. Most of the developmental needs that necessitated the emergence of the commission still yearn for attention.
Regrettably, most of the projects embarked on by the commission seem to fall short of what the communities in the region really need. And in more cases than not, the projects were either poorly executed, uncompleted or out-rightly abandoned.
According to Dr Oboh, “much of the NDDC masterplan has derailed, a lot of the projects are not in line with the masterplan because of pressure”. Hence, the new management plans to set up a project monitoring and execution panel to review the subsisting projects and confirm their sustainability. Also, the MD stated that the commission was pursuing 57 mega projects including referral hospitals.
While we commend the self appraisal of the NDDC management and the desire to work within the masterplan to meet the needs of the people, we believe that it is time to move away from the pitfalls of the past.
Having turned a new page, it is the time and opportunity to redirect the focus of the commission and ensure that its modus operandi and indeed, activities are directed towards addressing the real needs of communities in the region.
It is sad that many years after, and despite the roles and contributions of the Niger Delta communities to the general well being of the country, they are still way behind, in terms of infrastructure and accessibility. Thus, the NDDC must as a matter of urgency create access to the Niger Delta communities as a first step towards improving their lot.
Capacity building, especially, manpower development and intellectual upliftment of the people are other areas to concentrate on. But if the needed network of roads and rail roads, bridges and canals are built the people can also help themselves, instead of being spoon-fed by government.
The referral hospitals being envisaged can wait, while efforts are concentrated on life changing projects. Like many other government projects across the country, the hospitals would become a waste as they may be inaccessible by both patients and medical personnel on account of being located on some isolated communities or being away from some isolated communities.
This is even more so because of the great job being done by Rivers State and some other Niger Delta states in the area of healthcare programmes. The projection should move from treating sick people to empowering people to work and stay healthy. People can be helped only when they can be reached.
There is also the need to review the process of awarding and administering contracts. Contracts must not be used to pursue political, ethnic or selfish interests. NDDC must have effective instruments to supervise projects, ensure quality delivery and sanction erring contractors in order to avoid the maladies that plagued it.
The commission should not be interested in quick-fixes and projects that address minor needs. The major projects should be tackled and if the commission is able to do nothing but construct bridges that link the people, extend roads to widen their network and provide the basis for business, the NDDC of our dream would have started.
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Making Rivers’ Seaports Work
When Rivers State Governor, Sir Siminalayi Fubara, received the Board and Management of the Nigerian Ports Authority (NPA), led by its Chairman, Senator Adeyeye Adedayo Clement, his message was unmistakable: Rivers’ seaports remain underutilised, and Nigeria is poorer for it. The governor’s lament was a sad reminder of how neglect and centralisation continue to choke the nation’s economic arteries.
The governor, in his remarks at Government House, Port Harcourt, expressed concern that the twin seaports — the NPA in Port Harcourt and the Onne Seaport — have not been operating at their full potential. He underscored that seaports are vital engines of national development, pointing out that no prosperous nation thrives without efficient ports and airports. His position aligns with global realities that maritime trade remains the backbone of industrial expansion and international commerce.
Indeed, the case of Rivers State is peculiar. It hosts two major ports strategically located along the Bonny River axis, yet cargo throughput has remained dismally low compared to Lagos. According to NPA’s 2023 statistics, Lagos ports (Apapa and Tin Can Island) handled over 75 per cent of Nigeria’s container traffic, while Onne managed less than 10 per cent. Such a lopsided distribution is neither efficient nor sustainable.
Governor Fubara rightly observed that the full capacity operation of Onne Port would be transformative. The area’s vast land mass and industrial potential make it ideal for ancillary businesses — warehousing, logistics, ship repair, and manufacturing. A revitalised Onne would attract investors, create jobs, and stimulate economic growth, not only in Rivers State but across the Niger Delta.
The multiplier effect cannot be overstated. The port’s expansion would boost clearing and forwarding services, strengthen local transport networks, and revitalise the moribund manufacturing sector. It would also expand opportunities for youth employment — a pressing concern in a state where unemployment reportedly hovers around 32 per cent, according to the National Bureau of Statistics (NBS).
Yet, the challenge lies not in capacity but in policy. For years, Nigeria’s maritime economy has been suffocated by excessive centralisation. Successive governments have prioritised Lagos at the expense of other viable ports, creating a traffic nightmare and logistical bottlenecks that cost importers and exporters billions annually. The governor’s call, therefore, is a plea for fairness and pragmatism.
Making Lagos the exclusive maritime gateway is counter productive. Congestion at Tin Can Island and Apapa has become legendary — ships often wait weeks to berth, while truck queues stretch for kilometres. The result is avoidable demurrage, product delays, and business frustration. A more decentralised port system would spread economic opportunities and reduce the burden on Lagos’ overstretched infrastructure.
Importers continue to face severe difficulties clearing goods in Lagos, with bureaucratic delays and poor road networks compounding their woes. The World Bank’s Doing Business Report estimates that Nigerian ports experience average clearance times of 20 days — compared to just 5 days in neighbouring Ghana. Such inefficiency undermines competitiveness and discourages foreign investment.
Worse still, goods transported from Lagos to other regions are often lost to accidents or criminal attacks along the nation’s perilous highways. Reports from the Federal Road Safety Corps indicate that over 5,000 road crashes involving heavy-duty trucks occurred in 2023, many en route from Lagos. By contrast, activating seaports in Rivers, Warri, and Calabar would shorten cargo routes and save lives.
The economic rationale is clear: making all seaports operational will create jobs, enhance trade efficiency, and boost national revenue. It will also help diversify economic activity away from the overburdened South West, spreading prosperity more evenly across the federation.
Decentralisation is both an economic strategy and an act of national renewal. When Onne, Warri, and Calabar ports operate optimally, hinterland states benefit through increased trade and infrastructure development. The federal purse, too, gains through taxes, duties, and improved productivity.
Tin Can Island, already bursting at the seams, exemplifies the perils of over-centralisation. Ships face berthing delays, containers stack up, and port users lose valuable hours navigating chaos. The result is higher operational costs and lower competitiveness. Allowing states like Rivers to fully harness their maritime assets would reverse this trend.
Compelling all importers to use Lagos ports is an anachronistic policy that stifles innovation and local enterprise. Nigeria cannot achieve its industrial ambitions by chaining its logistics system to one congested city. The path to prosperity lies in empowering every state to develop and utilise its natural advantages — and for Rivers, that means functional seaports.
Fubara’s call should not go unheeded. The Federal Government must embrace decentralisation as a strategic necessity for national growth. Making Rivers’ seaports work is not just about reviving dormant infrastructure; it is about unlocking the full maritime potential of a nation yearning for balance, productivity, and shared prosperity.
