THE CASE FOR MORE SEAPORTS

The economy will fare better if other ports are put to good use

Despite the ease of doing business initiative by the federal government, Nigeria ports have been rated as among the worst in sub-Saharan Africa. The maritime authorities have not be able to position the ports among the best on the continent as a result of a series of failed policies. Years of excessive reliance on Apapa and Tin Can ports have led to crippling gridlock, inefficiency, corruption and the collapse of traffic management systems. The problem persists despite the recent introduction of the electronic call-up system to manage the chaotic traffic. In the aftermath, most ships bringing goods to Nigeria prefer to go to other neighbouring ports, particularly Cotonou, Tema and Lome.

But after decades of missed opportunities measured in trillions of naira, the federal government seems to be taking seriously the need to decentralise the country’s seaports and unlock dormant economic potential. The Nigerian Ports Authority (NPA) is poised to build a maritime nation where every shoreline counts by transforming several waterways into corridors of commerce. The ongoing revitalisation of Warri and Koko Ports in Delta State promises to decentralise ports operations, besides creating more wealth for the entire nation.

Over the years, the chronic congestion in Lagos ports has inflated prohibitive logistics costs and dimmed Nigeria’s competitiveness in the maritime sector. Indeed, maritime stakeholders and others have been asking pertinent questions for which the authorities have failed to provide answers. Why is the nation unable to provide the necessary infrastructure and reduce the excessive pressure on the Lagos ports? Why can’t the Calabar port along with Port Harcourt, Warri and Koko ports be developed as a haven for importers in the region? And why can’t they be equipped with good infrastructure and capacity to compete in the growing cargo and maritime business?

A recent report by Dynanmar, a Dutch consultancy firm, revealed that Nigeria loses a staggering N20 billion daily at the ports due to poor infrastructure and inefficiencies. Benin Republic is reaping from Nigeria’s misfortune. Its port in Cotonou has remained a haven for most importers. Huge trade cargoes are also lost to Togo and other neighbouring countries from where they are offloaded and transshipped to Nigeria due to poor shipping connectivity and shallow draft of the port channels. “In the West and Central Africa region, 80 per cent of containers are destined for Nigeria, but less than 20 per cent actually arrive because of the decayed infrastructure, whether at Lagos, Port Harcourt, or other ports,” said maritime and commercial lawyer, Olisa Agbakoba, SAN.

There is a need to upgrade the South-South and Southeastern ports to be competitive in terms of tariff and infrastructure. The Onitsha River Port lies idle despite its potential to transform inland cargo movement. John Obasi, a port operator, underscored the need, especially for the Calabar port, because of its proximity to the northern states. “You can imagine how many trucks that move from Lagos to the North on a daily basis, so imagine when those trucks are diverted to Calabar. It means saving a huge amount of money, and it’s a great relief on Lagos and its roads.” The underutilised seaports in Nigeria have the capacity to significantly increase our national revenue and indeed our GDP. There is sense in promoting increased patronage at the Warri, Onne, Calabar and other ports as part of strategy to decongest the heavily burdened Lagos ports, and indeed make more money for the economy in the process.

The Lekki Deep Seaport in Lagos is a model for port modernisation. It is expectedly making a huge difference, attracting more than $20bn in investment. It is worthy of replication. The country needs more seaports to trade effectively, and indeed to stop the haemorrhage.

Letter1

NOISE POLLUTION IN THE FCT

This is to draw the attention of the FCT authorities on noise pollution and public nuisance by a park and garden, Palm D’or. Residents living around the Apo Bridge interchange, Garki district, are regularly tormented with noise. Palm D’or Parks and Garden have deliberately refused to moderate their sound system, and is using the area which is designated as a transport corridor in the original Abuja Master Plan, Plot 2324.

Noise pollution contravenes both the national regulations on acceptable noise levels and provisions of AEPB Act no 10 of 1997 which forbids making noise in any way that it will disturb the neighbourhood. In 2021, the Abuja Environment and Protection Board intervened, and series of meetings were also held with the FCT Development Control Department over the issue, but the problem has remained unsolved till date.

It is unfortunate that despite the agony of the residents, the AEPB, FCT Development Control Department and the Parks and Recreation Department have continued to shield Palm D’or, as the Park has refused to moderate thier sound system.

We wish to appeal to the FCT Minister to investigate the allegations towards resolving the problem.

Chief Obidi I. Ume, for Residents of 1226, 1227 & 1228, Garki District, Abuja