The practice of appointing close allies and relatives to key government positions, commonly known as the spoils system, has done more than tarnish the reputation of Nigeria’s maritime sector—it has crippled its growth.
Political figures, driven by an unchecked sense of entitlement, scramble to seize top roles in government agencies they see as financial gold mines, propelled by the allure of personal gain and opportunistic contract procurement. This culture of self-interest has stifled the industry, leaving it underdeveloped and rudderless.
When critics lament the stagnation of the maritime industry, they often fail to recognize the direct link between this underdevelopment and the poor leadership of CEOs whose qualifications rest solely on political or familial ties rather than merit. The agencies tasked with steering the sector—NIMASA, NPA, the Nigerian Shippers’ Council (NSC), the National Inland Waterways Authority (NIWA), and the Council for the Regulation of Freight Forwarding in Nigeria (CRFFN)—have seen their leadership fail to deliver the results the industry desperately needs. One often-cited achievement of NIMASA is the much-publicised Deep Blue project. But, as is too often the case, this success is more rhetoric than reality.
While NIMASA touts the reduction of piracy in the Gulf of Guinea as its victory, the real credit belongs to the Nigerian Navy and the Danish Navy, whose consistent presence in the region, especially since 2021, has played a crucial role. With a frigate, helicopter, and maritime task force unit, Denmark’s contribution has been decisive, even leading to the prosecution of Nigerian pirates in Danish courts—an indictment of NIMASA’s inability to handle its security responsibilities effectively. If NIMASA fully grasped its mission, it would be deeply troubled that a foreign nation had to intervene where Nigerian authorities failed. Instead, NIMASA continues to claim credit where it is not due, masking its neglect of shipping development—one of its primary mandates.
NIMASA’s authority is derived from three legislative acts: the NIMASA Act 2007, the Merchant Shipping Act 2007, and the Cabotage Act 2003. Each of these instruments outlines the agency’s duties, with the promotion of shipping and the regulation of seafarers at its core. Yet, current leadership has failed in these areas, particularly in implementing the Cabotage Act, a failure that lies at the heart of the industry’s decline. Many shipowners who once actively traded several vessels have been reduced to owning ships in name only. Their businesses have collapsed under the weight of poor governance, leading to massive financial losses, including foreclosed properties. Moreover, countless Nigerian seafarers are now unemployed, unable to find work in an industry that should be thriving.
This failure extends to the cadets of the Maritime Academy of Nigeria in Oron, whose education remains incomplete without the sea-time experience required for their professional progression. The scarcity of Nigerian-owned ships leaves these cadets stranded, their futures uncertain. The story of Lois Njoku, a graduate of NIMASA’s Nigerian Seafarers Development Program (NSDP), underscores this tragedy. She, like many of her peers, has resorted to petty trading just to survive. The combined impact of ineffective leadership, misplaced priorities, and a lack of understanding of the industry’s core challenges has robbed shipowners of their vessels, deprived seafarers of jobs, denied cadets necessary experience, and stalled the industry’s development.
The Nigerian Ports Authority (NPA) and National Inland Waterways Authority (NIWA) fare no better. The NPA has allowed critical port infrastructure to deteriorate, most notably at the Tin Can Island Port, where sections of the quay apron have collapsed. New port concession agreements gather dust, unrenewed, depriving the ports of much-needed private investment.
Without these agreements, how can operators secure funding for the vital equipment and infrastructure upgrades the ports require? One must question whether the NPA’s leadership has the vision or competence to run a modern port authority. The perpetual dissemination of half-truths about their supposed accomplishments does little to mask the reality of their failures.
NIWA, tasked with developing the inland waterways, has also proven inept. The frequency of fatal boat accidents paints a grim picture of the agency’s performance. Between March and October 2022 alone, over 200 Nigerians lost their lives in boat accidents, while NIWA stood by, ineffective and unresponsive.
As Nigeria approaches a new political chapter, it is imperative that President-Elect Bola Ahmed Tinubu addresses the maritime industry with the seriousness it demands. His record as Governor of Lagos State, where he prioritised meritocratic appointments, offers hope. This principle should be the cornerstone of his administration’s approach to the maritime sector. None of the current agency heads should remain in office past May 29, 2023. Fresh leadership with forward-thinking approaches is urgently required.
A path forward could begin with a high-level brainstorming session, gathering key private-sector stakeholders and select senior government officials—excluding any past or current political appointees. Such a meeting should produce a clear roadmap, complete with key performance indicators (KPIs) for the heads of maritime agencies. These KPIs would serve as benchmarks for the industry’s revival over the next four years.
Appointments to leadership positions at NIMASA, NPA, NSC, NIWA, CRFFN, MAN Oron, and NITT Zaria must be competitive, transparent, and based on defined qualifications and relevant experience. Candidates should undergo rigorous vetting to ensure that only those with the right expertise and mindset are appointed. Moreover, robust systems of monitoring and evaluation should be established to track progress and ensure accountability.
As the Tinubu administration takes the reins, it must recognize that Nigeria’s future prosperity is intimately tied to the sea. In the words of Sir Walter Raleigh, “Whosoever commands the sea commands the trade; whosoever commands the trade of the world commands the riches of the world, and consequently the world itself.” This timeless wisdom must guide a fundamental shift in how the maritime sector is managed, ensuring that it can finally reach its full potential.
