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TWENTY YEARS IN MEMORY: MARIA UKAMAKA IFEOMA OJUKWU

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Maria Ukamaka Ifeoma Ojukwu (née Aghaji)
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Ochechinyelu • Eziakpaka

3 December 1938 – 8 October 2006

Twenty years have passed, yet the memory remains remarkably fresh.

Twenty years after her passing, Maria Ukamaka Ifeoma Ojukwu (née Aghaji) remains deeply etched in the hearts of those who knew, loved and depended on her.

She was a woman of faith, courage, discipline, enterprise and uncommon family devotion. She was a mother, wife, sister, grandmother, homemaker and businesswoman whose life was shaped by duty and service to her family and community.

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She died on Sunday, October 8, 2006, and was laid to rest in the family compound at Umudim, Nnewi.

Today, two decades later, her family remembers not merely the woman they lost, but the remarkable life she lived.

The daughter of teachers

Maria was born on December 3, 1938, the first of nine children of James and Matilda Aghaji—six girls and three boys.

Her siblings were Rose, Veronica, Emmanuel, Josephine, Bernadette, Martin, Aloysius and Chinweokwu.

Her parents were teachers and devout Catholics who raised their children in a home where dignity, integrity, morality, discipline and self-respect were regarded as non-negotiable values.

Because her father was a teacher who was frequently transferred, Maria attended schools in different places as the family moved from one posting to another. On occasions, her father was actually her teacher.

She grew up exceptionally close to her parents and was particularly attached to her mother, with whom she shared a relationship that was described as being almost that of younger sister and elder sister.

From an early age, she developed the characteristic that would define much of her life: she was an action woman.

She was deeply attached to her siblings and was prepared to sacrifice for them. That love was reciprocated by her brothers and sisters throughout her life.

She later received nursing training at Our Lady of Lourdes Hospital, Ihiala, and subsequently undertook administrative and secretarial courses abroad.

In the early and mid-1960s, she worked at the African Continental Bank in Lagos, but as her family grew, her principal occupation became that of wife and mother, supplemented by several small business ventures.

A marriage into the Ojukwu family

In 1957, at a young age, Maria married Dr Joseph Okwuabudike Ojukwu, a medical doctor and eldest son of Sir Louis Philip Odumegwu Ojukwu and Ogbenyeanu Janet Malize, daughter of Chief Edward, the Warrant Chief of Ukpor.

The marriage took place at St Michael’s Catholic Church, Umudim, Nnewi, with Bishop John Cross Anyogu officiating.

For the young Maria, the marriage represented a transition from the modest, disciplined world of a teachers’ family into one of Nigeria’s prominent and wealthy families.

It was not always an easy transition.

Yet she met the challenges of her new environment with determination.

She became fiercely protective of her husband and children and was never afraid to stand her ground.

Her children remember a mother who was determined that family relationships should be maintained, even where differences existed.

During visits to the East in the 1960s, she would insist that the young family visit her husband’s relatives—including those who were not particularly favourably disposed towards them.

Her father-in-law, Sir Odumegwu Ojukwu, developed a particularly strong affection for her.

He admired what he described as her initiative, loyalty and character, and considered her free of the traits he despised—avarice, dishonesty, jealousy, ingratitude and waywardness.

He supported her, encouraged her and even acquired shares in her name.

When she gained admission to further her studies while the family was abroad, Sir Odumegwu wrote to her, counselling that with three children under the age of five, the benefits of further studies or employment could be outweighed by the consequences of being away from the children.

His death in 1966 was a devastating blow to the family.

Motherhood as a calling

Maria was first and foremost a mother.

She and Joseph were blessed with children, and she devoted herself to their upbringing with remarkable energy.

She was the family’s disciplinarian.

Dr Joseph, occupied largely with his medical practice and patients, often played the role of the final court of appeal.

When he believed Maria had made her point, he would intervene with the familiar:

“Maria, ozugozie.”

Maria, it is enough.

But discipline never diminished affection.

Her children understood that punishment was usually connected to responsibility and consequences.

She supervised their schoolwork, arranged lessons and constantly checked their progress.

She encouraged them to work hard and repeatedly reminded them never to disgrace themselves or the family.

The children were also raised to be practical and responsible.

They washed and ironed their clothes and those of their parents, washed dishes and performed household chores whether or not there was domestic help.

Before they were allowed to drive, they were expected to learn how to wash a car, change a tyre and check the oil, engine and battery.

The boys spent time with mechanics and became familiar with Coal Camp and the business of sourcing spare parts.

For Maria, raising children was not simply about providing food and education. It was about preparing them for life.

The woman who could cook a feast in thirty minutes

Those who knew Maria remember her as an exceptional cook.

She could prepare a meal with remarkable speed and without drama.

She would sometimes joke:

“Good soup, na money make am.”

Yet the family remembers that the quality of her cooking often exceeded what the modest expenditure would suggest.

The children’s upbringing around food was equally disciplined.

They were expected to finish what was served to them, whether they liked it or not.

On days when meat was available, two small pieces were regarded as the normal allocation.

Anyone demanding more might hear the teasing question:

“Igolu ogo bee agu?”

Are you in-laws with the tiger or lion family?

Before the Nigerian Civil War, the family’s menu could include snails, crab, lobster, duck, lamb, pork, nchi, okporoko, fresh fish and ukwa, while garri, pounded yam and later semolina served as staples.

Turkey and goat were largely reserved for Christmas and Easter.

At other times, it could simply be beans and sardine.

The lesson was as important as the food: appreciate what you have.

War, hardship and courage

The Civil War tested Maria in ways few people could imagine.

The family moved from Lagos to the East in late 1966, stayed briefly in Onitsha and moved to Enugu in early 1967.

When Enugu fell to Federal forces later that year, the family moved to Nnewi and subsequently to Umuahia.

Maria was only 29, pregnant and caring for four children.

Yet she drove a small two-door Vauxhall Viva with her children to Umuahia.

In 1968, during the height of the war, her son Nnanna was born at Queen Elizabeth Hospital, Umuahia.

The war also brought profound personal losses to her own family.

Her 20-year-old younger brother, Emmanuel, went to the war front and never returned.

Another brother, Aloysius, who was only 15, lost an eye at the front.

Martin, the remaining middle brother, was fortunate to return.

For Maria, the war was not simply a historical event. It was hunger, fear, death, separation and uncertainty experienced at close quarters.

And yet, even amid scarcity, she remained generous.

She shared scarce salt and relief materials with people who needed them and visited and donated to refugee camps, including the camp at Akokwa, as well as the prison at Ekwulobia.

She gave even when she had little.

A bond with Njideka Ojukwu

During the war, Maria developed a particularly close relationship with Njideka Ojukwu, the wife of her husband’s brother, Chukwuemeka Odumegwu Ojukwu.

The two women were married to brothers from the same prominent family and found themselves living through extraordinary circumstances.

While one brother was deeply involved in the war effort and affairs of State and the other was occupied with medicine and the constant stream of wounded patients, the two women provided each other with companionship and emotional support.

They attended some functions together and helped each other navigate the psychological burden of the war.

On one occasion in Umuahia, Njideka came to pick Maria up to attend the funeral of the Biafran Air Force Chief, Colonel Chude-Sokei, whose death had been particularly painful.

The family also remembers that contrary to some assumptions, Maria, her husband and children visited the State House only three times throughout the war—once in Enugu and twice in Umuahia.

One of the children’s most vivid memories was the day their uncle, the Biafran Commander-in-Chief, visited their father at Umudike, Umuahia.

He arrived alone, driving a convertible sports Mercedes-Benz, dressed casually in slacks and a short-sleeved shirt.

There was no obvious motorcade.

It was only after the children welcomed him with their excited:

“Uncle Emeka has come! Uncle, welcome!”

that they noticed that the farm behind the building was filled with security and military personnel.

It was one of those childhood memories that remained vivid decades later.

Rebuilding after the war

The end of the war in 1970 brought another chapter.

The family lived in a one-and-a-half-bedroom flat in GRA, Enugu.

Her husband, employed at the Specialist Hospital, did not believe in private medical practice.

Maria, however, believed in enterprise.

She needed to supplement the family income.

She therefore acquired a second-hand Morris Minor and put it into taxi service.

It was not an easy business.

Drivers sometimes kept part of the daily proceeds for themselves, while maintenance and mechanical problems consumed time and money.

She eventually sold the Morris Minor and bought a second-hand Volkswagen Danfo.

Later came a Toyota Corolla taxi and two Peugeot 504 station wagons for long-distance transport.

At one point, a 12-year-old son was occasionally sent to work as a conductor on the Danfo so that he could see for himself what the day’s actual returns were.

Maria also secured distributorships for Nigercem cement and Golden Guinea Beer.

These ventures helped sustain the family during a difficult post-war period.

Her entrepreneurial spirit was unmistakable.

She was not content simply to complain about financial difficulties. She looked for ways to solve them.

A woman of faith

Underlying Maria’s life was an unwavering Catholic faith.

Morning Mass and Benediction were part of her routine.

She was proud of her association with the St Anthony’s Society, popularly known as Anto Padua.

She was also an active foundation member of Mater Medic and Mediatrix and belonged to several Umudim and Nnewi women’s associations.

Her faith was not merely ceremonial.

It was reflected in the way she raised her children, treated people and responded to hardship.

Her titles, Ochechinyelu and Eziakpaka, reflected the respect she earned within her community.

The “action woman”

Maria’s family remembers her as a woman who acted.

She was not easily intimidated.

On one occasion, she was dispossessed of the family Mercedes-Benz 200 by armed hoodlums near the expressway in Enugu.

Rather than simply surrendering the vehicle, she immediately flagged down a taxi, paid the driver and instructed him to pursue the fleeing criminals.

Rattled by the pursuit, the hoodlums eventually abandoned the Mercedes by the roadside and fled into the bush.

It was an incident that perfectly captured the character of Maria Ojukwu:

fearless, decisive and resourceful.

Grandmotherhood brought another joy

If motherhood occupied a central place in her life, grandmotherhood brought her another dimension of happiness.

She absolutely adored her grandchildren.

The woman who had spent decades disciplining her own children became a deeply affectionate grandmother.

Her family grew to include grandchildren, great-grandchildren and an extended network of relatives, friends and well-wishers.

The values she had received from James and Matilda Aghaji were passed to another generation.

Twenty years later

Maria Ukamaka Ifeoma Ojukwu died on October 8, 2006.

She was 67.

Twenty years have passed.

The world has changed.

The children she raised have grown into accomplished adults. Her grandchildren have grown. Great-grandchildren have arrived.

But certain things have not changed.

The lessons remain.

The memories remain.

The laughter remains.

The discipline remains.

The stories remain.

And above all, the love remains.

Her children remember a mother who could be firm but loving; disciplined but generous; deeply traditional yet enterprising; fiercely protective yet devoted to family reconciliation.

They remember a woman who could cook a feast in thirty minutes, run a taxi business, sell cement and beer, supervise schoolwork, attend Mass, raise children, care for relatives and still find time to help someone who had less than she did.

They remember the woman who insisted that her children visit their relatives.

They remember the mother who would say, in effect, do not disgrace yourself or your family.

They remember her courage during the Civil War.

They remember her generosity when food and relief materials were scarce.

They remember her love for her husband.

They remember her devotion to her grandchildren.

And they remember the woman who lived by action rather than words.

A legacy that refuses to die

A person’s life is ultimately measured not only by the years spent on earth but by what remains after those years have passed.

Maria’s legacy lives in her children:

Barrister Margaret-Mary Ogonna Nwagbo;
Dr Patrick Ike Ojukwu;
Dr John Chukwudi Ojukwu;
Dr Mary-Ann Ukonwa Ijeomah;
Engr. Nnanna Louis Philip Ojukwu; and
Miriam-Mary Chizoba Ojukwu.

It lives in her grandchildren and great-grandchildren.

It lives in her sisters, brother, nieces, nephews, cousins, in-laws, friends and the many people whose lives she touched.

It lives in the values she taught.

It lives in the family she built.

And it lives in the stories that continue to be told about her.

Twenty years after her departure, Maria Ukamaka Ifeoma Ojukwu remains loved, remembered and irreplaceable.

Her family does not remember her merely because she died.

They remember her because she lived—and lived meaningfully.

Forever missed.

Forever loved.

Forever irreplaceable.

Maria Ukamaka Ifeoma Ojukwu (née Aghaji)
“Ochechinyelu” • “Eziakpaka”
3 December 1938 – 8 October 2006

May her gentle soul continue to rest in perfect peace. Amen.

Editorial

Nigeria’s Roads: Where a Driver’s Licence May Not Mean a Driver Can Drive

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An auto crash in Nigeria
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By Tony Edike

There are journeys Nigerians make every day without giving much thought to the danger involved.

We enter a car, fasten—or sometimes do not fasten—our seat belts, tell the driver where we are going and assume that we will arrive safely.

But increasingly, driving on Nigerian roads feels like an exercise in uncertainty.

The reckless overtaking.

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The speeding.

The sudden lane changes.

The driver overtaking on a blind bend.

The motorist beating a red light.

The commercial bus forcing its way into traffic.

The driver using a mobile phone while driving.

The young man who bought a car yesterday and is driving it today as though years of experience came with the vehicle.

The question that should concern every Nigerian is simple:

How many people on our roads have actually demonstrated that they are competent to drive?

That question becomes even more important when we consider that the Federal Road Safety Corps recorded 10,446 road traffic crashes and 5,289 deaths in Nigeria in 2025.

FRSC officials rescuing accident victims

Compared with 2024, the total number of crashes increased by 9.2 per cent, from 9,570 to 10,446. The number of people injured also increased by 7.2 per cent, from 31,154 to 33,400. Fatal crashes rose from 2,532 to 2,608, even though the overall number of deaths fell slightly from 5,421 to 5,289. (Nan News)

These are not merely statistics.

Behind every number is a person.

A father.

A mother.

A child.

A breadwinner.

A student.

A passenger.

A pedestrian.

A motorcyclist.

Somebody who left home expecting to return.

When a licence becomes a piece of plastic

Nigeria’s official driver-licensing system does require training.

The FRSC’s current driver’s licence portal states that a first-time applicant must be at least 18 years old and must have completed driving school. The application process also involves a driving test through the relevant Vehicle Inspection Office process. (Nigeria Driver’s Licence)

The FRSC’s Driving School Standardization Programme is even more specific.

A certified driving school is expected to have roadworthy dual-control training vehicles, licensed instructors, a classroom, Highway Code materials, traffic-law materials, first-aid facilities, a fire extinguisher and a driving range, among other requirements.

FRSC’s operating procedure states that certified schools are expected to train students for at least 26 sessions of a minimum of one hour each, with training sessions recorded on the FRSC system. (FRSC)

So the problem is not that Nigeria has no rules.

The problem is whether the rules are being followed rigorously enough.

A law that exists on paper but is poorly implemented cannot adequately protect the public.

A driving-school certificate should mean that somebody actually learned to drive.

A driving test should mean that somebody actually demonstrated competence.

And a driver’s licence should mean something more than the possession of a plastic card.

The young man who bought a car today

There is a growing phenomenon that deserves serious attention.

A young Nigerian saves money or makes money through unconventional means, obtains a car—or receives one from his parents—and suddenly becomes a driver.

Sometimes the person has never received formal driving instruction.

Sometimes a friend gives a few lessons.

Sometimes the person learns by watching someone else drive.

Then, almost immediately, the vehicle enters one of Nigeria’s busiest roads including the highways.

That is dangerous.

A car is not a bicycle.

It is a machine capable of weighing more than a tonne and travelling at speeds at which a mistake can become fatal within seconds.

The ability to start an engine, move a vehicle forward and turn a steering wheel does not constitute driving competence.

Driving requires judgment.

It requires hazard perception.

It requires understanding right of way.

It requires knowing when not to overtake.

It requires knowing how to react when another driver makes a mistake.

It requires understanding braking distances.

It requires lane discipline.

It requires the ability to remain calm when confronted with unexpected situations.

And, perhaps most importantly, it requires experience.

The embarrassment of the learner’s sign

There is another attitude we must confront.

Some new drivers are reluctant to identify themselves as learners.

They consider displaying a learner’s sign on their vehicles embarrassing.

There is an unfortunate social perception that says:

“If I have bought a car, why should people know that I am still learning?”

But learning is not shameful.

In fact, identifying a learner should be seen as an act of responsibility.

Other motorists need to know that the person behind the wheel may still be developing confidence and road experience.

Britain takes this principle seriously.

Learners in Great Britain must display L plates at the front and rear of the vehicle, and failure to display the required plate can attract penalty points. (GOV.UK)

Nigeria should consider a similarly serious approach to learner identification.

A standard training school for Truck Drivers

If a person is still learning, let the road know.

There is nothing shameful about saying:

“I am learning. Please give me room.”

Britain does not treat driving as automatic

There is an important lesson Nigeria can draw from the British system.

In Great Britain, becoming a driver involves several stages.

A learner obtains a provisional licence and learns under the prescribed conditions.

The driver must then pass a theory test before taking the practical driving test. The theory examination includes knowledge and hazard-perception components. (GOV.UK)

The practical test then determines whether the applicant can actually drive safely.

This distinction is important.

Knowing the Highway Code is one thing.

Applying it while controlling a moving vehicle in real traffic is another.

Nigeria should strengthen that distinction.

A person should not merely be able to answer questions about road signs.

The person should demonstrate that he or she can safely operate a vehicle around pedestrians, motorcycles, buses, trucks, traffic lights, intersections and other motorists.

America has another lesson: don’t rush beginners

The United States offers another interesting model.

The National Highway Traffic Safety Administration describes Graduated Driver Licensing, or GDL, as a three-stage system:

Learner’s permit → Intermediate licence → Full licence.

During the learner stage, driving is supervised.

During the intermediate stage, the new driver is allowed greater independence but may face restrictions on high-risk situations such as night driving and carrying young passengers.

Only later does the driver receive an unrestricted licence. (NHTSA)

The reasoning is straightforward.

A new driver needs experience.

But experience should be acquired progressively.

The NHTSA says the strongest GDL programmes are associated with substantial reductions in crashes among young drivers. It cites research associating the most restrictive programmes with a 38 per cent reduction in fatal crashes and a 40 per cent reduction in injury crashes among 16-year-old drivers. (NHTSA)

Nigeria may not need to reproduce the American system exactly.

But the principle is highly relevant:

Do not give inexperienced drivers unrestricted exposure to every dangerous driving situation immediately.

Nigeria needs a “graduated driver” system

Nigeria should seriously consider introducing a stronger graduated licensing arrangement for new and young drivers.

For example:

Stage One: Learner

The applicant would:

● obtain a learner permit;

● pass a theory examination;

● complete mandatory practical training;

● display a learner identification sign;

● drive only under prescribed supervision;

● complete a minimum number of verified training hours.

Stage Two: Provisional Driver

After passing the practical test, the driver would receive a provisional licence.

During this period, there could be restrictions appropriate to novice drivers, particularly around high-risk behaviours.

Stage Three: Full Licence

After completing the required period without serious traffic violations, the driver would graduate to a full licence.

Such a system would introduce an important principle:

A driving licence should be earned progressively, not simply obtained.

But who is teaching the drivers?

This is another question that deserves national attention.

Who owns some of Nigeria’s driving schools?

Who teaches there?

What qualifications do the instructors possess?

How often are the schools inspected?

Are training hours genuinely completed?

Are students actually taught road safety or merely given certificates?

These questions matter because FRSC itself recognises the need for standardisation.

Its Driving School Standardization Programme says schools are assessed on their facilities and trainers and that certification can be suspended or withdrawn when minimum standards are compromised. (DSSP)

A Nigerian driving school operator

That means enforcement should be visible.

Nigeria should maintain and regularly publish an updated national register of approved driving schools and licensed instructors.

A prospective student should be able to enter a website, type the name of a driving school and immediately know:

● whether the school is accredited;

● when its accreditation expires;

● whether its instructors are certified;

● how many vehicles it has;

● whether the vehicles are roadworthy;

● whether the school has been sanctioned.

Transparency would help drive bad operators out of the industry.

The examiner must be independent

There is another reform worth serious consideration.

The person who teaches a candidate should not be the person whose word alone determines that the candidate is ready for an unrestricted licence.

Nigeria needs a strong, independent and standardised practical examination.

The test should assess actual competence, including:

● vehicle control;

● reversing;

● parking;

● lane discipline;

● turning;

● signalling;

● mirror use;

● speed management;

● safe overtaking;

● traffic-light compliance;

● pedestrian awareness;

● hazard perception;

● emergency braking;

● interaction with motorcycles and commercial vehicles.

And the examination should be digitally recorded.

Why?

Because once the examination is recorded, an applicant can challenge an unfair result and authorities can investigate suspicious patterns.

If one examiner passes virtually everyone, that should trigger an audit.

If another examiner fails almost everyone, that should also trigger an audit.

Technology can make the licensing system more transparent.

The problem is not only drivers

We must also resist the temptation to blame every road crash entirely on motorists.

Road safety is a system.

The driver matters.

The vehicle matters.

The road matters.

Traffic enforcement matters.

Emergency medical services matter.

Urban planning matters.

Road signs and markings matter.

Public transport regulation matters.

A competent driver can still encounter a mechanically defective truck.

A careful motorist can still meet a dangerously designed intersection.

A pedestrian can still be exposed to a road without adequate crossing facilities.

And a crash victim’s chances of survival can depend on how quickly emergency medical assistance arrives.

Consequently, Nigeria needs a comprehensive road-safety strategy rather than periodic enforcement campaigns.

Speed is not a small matter

One of the most dangerous behaviours on Nigerian roads is excessive speed.

At high speed, the driver has less time to react and the vehicle requires a greater distance to stop.

The consequences of a collision are also more severe.

Nigeria should therefore expand intelligent speed enforcement.

Speed cameras and red-light cameras can complement human enforcement.

But technology must be transparent.

There must be proper calibration.

There must be reliable evidence.

There must be procedures for challenging erroneous penalties.

And enforcement should be designed primarily around saving lives, not generating revenue.

We need to know where crashes are happening

Nigeria also needs better public crash data.

The 2025 FRSC figures tell us the national picture, but policymakers need much more.

Every serious crash should produce a standardised record showing, where available:

● location;

● time;

● road condition;

● vehicle type;

● driver age;

● licence status;

● training status;

● estimated speed;

● weather;

● road design;

● injuries;

● fatalities;

● vehicle condition;

● suspected impairment;

● emergency response time.

FRSC already operates a Road Safety Observatory and has identified high-risk locations from its crash database.

The country should build on that work.

If a particular junction produces repeated fatal crashes, authorities should not simply erect another sign and move on.

They should ask:

What exactly is wrong with this location?

Is it the road design?

The speed?

Poor visibility?

Pedestrian movement?

Lack of traffic control?

Illegal parking?

Poor lighting?

The answer should determine the intervention.

Road safety should begin in school

We also need to change the culture before young Nigerians become motorists.

Screenshot

Road safety education should become a serious part of secondary-school education.

Young people should understand:

● road signs;

● pedestrian safety;

● seat belts;

● speed;

● distracted driving;

● alcohol and drugs;

● motorcycle safety;

● emergency response;

● responsible vehicle ownership.

By the time a Nigerian buys a first car, road safety should not be a new concept.

And commercial drivers need special attention

The risks associated with commercial buses, tankers and heavy trucks require particular attention.

These vehicles carry more passengers or impose greater physical force in a collision.

Commercial drivers should therefore face rigorous professional requirements, periodic medical assessments, skills testing and stronger sanctions for serious violations.

Companies operating large fleets should also be held accountable for driver working conditions.

Pls

A driver who is pressured to drive excessively long hours without adequate rest can become a danger to himself and other road users.

Road safety therefore extends into transport-company management.

The licence should mean something

Perhaps the most important reform Nigeria can make is cultural.

We must restore the meaning of a driver’s licence.

A licence should be evidence that the holder has demonstrated:

knowledge + practical competence + road awareness + responsibility.

It should not simply be evidence that an application was processed.

Nigeria already has the foundation.

The FRSC’s licensing portal requires first-time applicants to complete driving school. The official framework provides for testing, and FRSC operates a standardisation system for driving schools. (Nigeria Driver’s Licence)

The challenge is to make those requirements real, consistent, transparent and difficult to circumvent.

The way out

Nigeria does not need another slogan telling motorists:

“Drive safely.”

We have heard that for years.

What Nigeria needs is a system that makes competent driving a requirement rather than an aspiration.

A person buying a first car should be encouraged—not embarrassed—to learn properly.

A learner should display the appropriate identification.

A driving school should be genuinely accredited.

An instructor should be properly qualified.

A practical test should be meaningful.

An examiner should be independent.

A vehicle should be roadworthy.

A dangerous driver should face predictable consequences.

A repeat offender should face escalating sanctions.

A dangerous road should be redesigned.

And every serious crash should teach the authorities something that can prevent the next one.

The statistics demand action.

Nigeria recorded 10,446 road crashes in 2025, with 5,289 people killed and 33,400 injured, according to FRSC figures reported by the News Agency of Nigeria. (Nan News)

But behind those numbers is something more profound.

Every road user is somebody’s child.

Somebody’s parent.

Somebody’s spouse.

Somebody’s friend.

Somebody’s employee.

Somebody’s future.

The ultimate question, therefore, is not whether Nigeria can reduce the number of road crashes.

It is whether Nigeria is prepared to change the way it thinks about driving.

Because a driver’s licence should never be merely a document that says:

“This person is legally allowed to drive.”

It should also give the public reasonable confidence that:

“This person has demonstrated that he or she knows how to drive.”

Until that confidence exists, every Nigerian who enters a vehicle is entitled to ask a difficult question:

Who exactly tested the person behind the wheel—and did that test really prove that the person can drive?

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Features

Mbah Lists Projects Driving Enugu’s Revenue Growth, Says Less Than 13% Comes From Taxation

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Enugu Governor, Dr. Peter Mbah
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By Tony Edike

Governor Peter Ndubuisi Mbah of Enugu State has highlighted a number of ongoing projects and economic initiatives which, according to him, are contributing to the state’s rapidly expanding revenue base.

Mbah spoke when editors of print, broadcast and online media organisations visited Enugu as part of activities marking the Annual Conference of the Nigeria Guild of Editors (NGE).

The governor used the opportunity to explain the transformation taking place across the state, particularly the efforts of his administration to expand the economy and develop new sources of internally generated revenue.

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He said Enugu was currently among the fastest-growing states in revenue generation, noting that taxation accounted for less than 13 per cent of the state’s revenue.

Mbah said the figure demonstrated that the administration’s strategy was not simply centred on increasing taxes but on growing the economy, creating new economic activities and developing assets capable of generating sustainable revenue for the state.

During their visit, the editors were taken on a tour of some of the major projects being executed by the administration.

Among the projects inspected were the proposed New Enugu City, which is planned to occupy about 10,000 hectares; newly constructed secondary schools; the Enugu Ranch; Pine Forest; a tourism centre; and the Enugu International Hospital, among other projects.

The project tour was similar to the one organised for editors during the Guild’s conference in Enugu last year, giving members of the media an opportunity to assess the progress of some of the projects they had previously seen.

The scale and pace of development reportedly generated considerable interest among members of the Guild, with some of the editors expressing admiration for the transformation taking place across the state.

Former Governor of Ogun State and veteran journalist, Chief Segun Osoba, as well as the President of the Nigeria Guild of Editors, Eze Anaba, were among those who commended the Enugu State Government for its development initiatives.

At the end of the tour, the editors engaged Governor Mbah in an interactive session, during which they sought explanations on the sustainability of the projects, the transformation of the state’s economy and the measures being taken to ensure continuity beyond the tenure of the present administration.

Responding to questions on the future of the projects, Mbah explained the administration’s broader economic vision and the rationale behind the investments being made across different sectors.

He said the objective was to create an economy capable of generating sustainable wealth and opportunities rather than relying predominantly on traditional sources of government revenue.

The governor also fielded questions on the long-term sustainability of the projects and the capacity of the state to maintain the pace of development.

The interaction provided the editors with an opportunity to further examine the policies and programmes underpinning the administration’s development agenda, particularly its emphasis on infrastructure, education, healthcare, tourism, agriculture and urban development.

Mbah’s engagement with the editors came against the backdrop of growing attention to the pace of infrastructure development in Enugu and the administration’s stated ambition to reposition the state as a major economic and investment destination in the South-East.

Excerpts:

Let me once again restate how grateful we are as government and people of Enugu to have the honour of hosting you for the second year in a row. We truly understand the value, and we do not take it for granted. I’m also grateful that two days ago I invited you to explore Enugu, to go out and see for yourselves what we’ve done in Enugu. Thank you that you were able to take up that invite.

I’m interested to know what you saw. What surprised you? What disappointed you? What doesn’t add up? And the questions that you may have raised. You know, I just wanted to get feedback. But again, for us, what you saw, the security, the transports, the investments, tourism, and all that, they are all interconnected. They are mutually reinforcing. They’re all designed to achieve a common objective.

When we took office, we laid out a blueprint. One was to grow the economy of the state exponentially, but also to eradicate poverty and to create a state where people can live, work, invest and build futures. What I said to them when I was campaigning was that I was tired of seeing young people leave Enugu after their education to go elsewhere to look for work.

The idea was for us to create something here that will keep people here so they can create wealth here, find employment, live here, have a satisfying life here without necessarily going out. We don’t want our boys only to come back to Enugu when they want to attend funerals or weddings. Those projects in themselves are not the end point.

They’re actually the means for us to achieve that, and if you notice, if we talk about them, you see how they are designed to achieve, for example, the investment in the tourism is to help us attract 3 million people into Enugu. So, we’re currently doing six massive tourism sites. I understand you saw one.

New Enugu International Hospital

You went to the pine forest where we’re doing the zip line. We’re also doing the cable car at Okpatu, 5.6 kilometer cable car. We’re also recasting the Nsude pyramid. It has a history of over 2,000 years. We have the ledger, iron smelting site. That, again, with a history of over 4,000 years.

So, we’re preserving these things, trying to make sure that they become an icon that will bring people here. There are a whole lot of things. Even in the transport sector, we got ourselves into aviation because we want to create connectivity to the state, and we want people to have access to this place with ease.

It’s all designed towards growing the economy exponentially, but also eradicating poverty. That would tell the story about our intervention in the social sector, intervention in education, in healthcare. It’s almost, as I always say, insane.

Doing over 7,000 classrooms within two and a half years. But when you hear 7,000 classrooms, it’s not even about the classroom. That doesn’t tell you the story about the 464,000 furniture items that we also had to procure to go with the 7,000 classrooms.

The solar system, the data and all that. They are not for political acclaim. Our hope is that whoever comes after would have to build on what they see because these things are, for example, our intervention in education is not about the structure. If you go to any of the smart green schools, you see that the future tells a difference. It underscores the fact that our children are entering into a different world.

Not the one we lived 40 years ago where we went to school with chalk and blackboard. We recognise that in designing the smart school to capture the evolving 21st century skills.

This is what these kids must be exposed to. So, once these kids begin to learn what we now call experiential learning, you cannot take them back to the rot system of learning where you teach them to memorise and write. We’re hoping that once we’ve raised the bar, that whoever comes thereafter would just build on it because the citizens would demand for that because they would have been used to that. In any case, we’re now doing the heavy lift.

The capital expenditure we’re carrying now. We’re hoping that whoever comes subsequently will be focusing more on the operating cost. Which we know is sustainable in terms of what we have done.

In terms of growing the revenue of the state. You may already know that in terms of revenue generation, we are the fastest in the country in terms of the speed of growth. We ended last year with N406 billion from N25 billion we started in 2023.

We are only behind Lagos and Rivers in terms of IGR. We tell people that a lot of that doesn’t come from tax because there is this narrative that has been framed – that we’re overtaxing our people. It’s just a three part of it. Less than 13 per cent of our IGR comes from taxation.
Over 87 per cent we get from the businesses we’re building. We’ve activated all our moribund companies, and they are all running.

The United Palm Products. The Sunrise Flower Mill. The Niger Gas. The Presidential Hotel. The International Conference Centre. The terminals. These are major revenue generators. And they have created employment. We are making money from them. And that was our commitment to pluck the leakages and activate, revive all the Moribund industry. And that’s where the revenue is coming from, not from taxation.

The approach, as you said, security is difficult for you to insulate yourself from your neighbours. But what we’ve also done in terms of making sure that our borders are well-policed is that we also have a line of sight of those coming into our states from the different gateways. Whether you’re coming through the formal or informal gateway, we can see you, we know you and we know when you’re leaving.

The visiting Editors

But there’s also this conversation around peer review, which is something that is going on now. And we’ve had a number of my colleagues who have come to, of course, see what we’re doing here. And the whole idea is for us to, at some point, also have an integrated system.

Where we can have a common command and control centre for the entire South-East. Not just for intelligence, but also for operations because what tends to happen is if you have tension in a certain location, once you neutralise that, you see those people migrating to other areas.

We’re mindful and it’s a work in progress. It’s something that we do hope to achieve. In terms of the South-East integrated development, we’re lucky that federal government, the president, approved and signed into law the South-East Development Commission.

And that’s somehow now driving these South-East common projects. For example, the SEDC is working on the pressure gas pipe to all the major cities in the South-East. They’ve taken ownership of that. It was something we were working in isolation. But since the coming into force and the operationalisation of the South-East Development Commission, that project is back to life.

In fact, the integrated South-East railway line is also back. They are currently trying to find funds for that project.  I think that we must commend the president for signing the SEDC into law and operationalising and also funding the SEDC because they are now taking up these projects of common interest in the South-East.

Again, on our part in Enugu, we’re also doing our bit in making sure that the airport, which we believe should be a major gateway for the entire South-East, the international wing, as you may already know, has been concessioned. And we are trying to make sure that the investor gets it operationalised. We are working on that.

In terms of our partnership with federal government, we are actually partnering with federal government in several ways, particularly with the road infrastructure. The road you drove through today, I think when you are going through the Enugu-Abakaliki Road, the flyover on that road is being done by federal government. But the dualisation is being done by the states.

So the state is doing the 22-kilometre stretch, we’re dualising it, and then federal government is stepping in. And then you can see that they have also done the Enugu-Onitsha Expressway. That was almost a road that was impossible to get done, but we now can drive easily to Onitsha with ease and quite a whole number of interventions.

So we have quite a good synergy with the federal government, and we also use this opportunity to commend the President for his interest in the South-East, and quite a lot of intervention has taken place since he assumed office. The Enugu-Port Harcourt Expressway now, the whole one carriage of that entire stretch is completely done.

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Tegbe’s 24-Hour Energy Zones and the Shift From Megawatts to Money, By Sufuyan Ojeifo

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Minister of Power, Joseph Tegbe
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There is a point at which a country’s electricity problem ceases to be merely an electricity problem. It becomes a problem of economic geography.

Where can factories operate with confidence? Where can businesses plan beyond the next appearance of a generator? Where can hospitals, schools, technology companies, markets and households begin to organise their lives around the reasonable expectation that electricity will be there?

This is the thinking behind the latest initiative from the Minister of Power, Joseph Tegbe, to develop what the Federal Government calls Energy Zones – defined corridors where homes, businesses and industries could receive stable, 24-hour electricity.

The proposed zones cover the Lagos axis, the Abuja-Kaduna-Kano corridor and the Enugu-Port Harcourt corridor. Tegbe’s latest move is a meeting with selected electricity distribution companies to begin working through what it would take to make the idea real.

At first glance, it sounds like another promise of uninterrupted electricity in a country that has heard too many such promises. However, there is something more consequential in the architecture of the proposal.

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Tegbe is asking Nigerians to look at the power problem differently.

Tegbe

For years, the national conversation has been dominated by generation. How many megawatts are being produced? How much can the transmission grid carry? How many generating plants are working? These are important questions. But electricity does not become useful simply because it has been generated.

It must travel. It must be received. It must be distributed. And ultimately, somebody must be able to use it. That last part has often been treated as the end of the conversation when, in reality, it is where the economic value of electricity begins.

Tegbe has put the point plainly. The constraint is not limited to generation and transmission; it also includes how much electricity can be taken up and delivered at the distribution end. The proposed Energy Zones are intended to address precisely that gap while improving commercial demand and the revenue performance of the distribution companies.

There is an important idea here.

Nigeria does not necessarily have to wait for every weakness in the electricity value chain to be solved simultaneously before beginning to create pockets of reliability. A country of more than 200 million people, with enormous differences in industrial activity, population density and commercial demand, may have to proceed through carefully selected economic corridors while the wider system is repaired.

This is not an argument for abandoning the national grid. It is an argument for making the grid more economically purposeful.

The three corridors selected by the Ministry are revealing. Lagos and its adjoining industrial axis represent perhaps the country’s most concentrated commercial and industrial demand. The Abuja-Kaduna-Kano corridor connects the political capital with major commercial and industrial centres in the North. Enugu-Port Harcourt links important commercial, manufacturing and energy-producing communities in the South-East and South-South.

These are not simply lines on a power map. They are lines on Nigeria’s economic map. That distinction matters.

For too long, Nigerians have experienced electricity largely as a household inconvenience. The light goes off. The generator comes on. A business buys diesel. A manufacturer factors self-generation into production costs. A hospital makes contingency arrangements. A young entrepreneur learns, often painfully, that the real price of electricity is not what appears on the bill but what it costs to keep the business alive when the supply fails.

A reliable electricity corridor changes that equation.

If a factory knows that a particular industrial cluster has dependable power, investment decisions begin to change. If a commercial district can plan around predictable electricity, operating costs become easier to manage. If businesses can depend on supply for most of the day, generators can move from being the first line of defence to being what they were always supposed to be: backup.

This is where Tegbe’s technocratic instincts may prove significant.

His background is not that of a career power-sector operator. His professional experience has largely been in consulting, fiscal and economic reform, institutional transformation and advisory work. That background has been visible in his early approach to the ministry – diagnosis, audits, financial questions, infrastructure bottlenecks, and attempts to identify where one part of the system is preventing another from functioning properly.

His Energy Zones proposal fits that pattern. It treats the electricity market less as a single machine waiting for one dramatic repair and more as a system of interconnected constraints that can be isolated, diagnosed and addressed.

Tegbe had already identified the three corridors as priorities for grid stabilisation, with technical audits intended to establish the condition of critical infrastructure. The latest engagement with DisCos suggests that the idea is now moving beyond technical diagnosis towards the more difficult question of how distribution will work within those corridors.

That is where the hard work begins.

A 24-hour power zone cannot be created by a press statement. It requires generation that is available when needed, transmission capacity that can carry it, distribution infrastructure capable of receiving it, transformers and feeders that can withstand the load, metering that properly captures consumption, customers willing and able to pay, and a commercial structure in which the various participants have an incentive to keep the system working.

It also requires protection. Vandalism and energy theft do not respect administrative boundaries. Neither do faulty equipment, unpaid bills or poor collection practices. Tegbe himself has acknowledged that the sector’s problems reinforce one another. Weak collections affect the market. Market weakness affects maintenance and gas payments. Unreliable supply in turn depresses collections.

This is why the Energy Zone experiment, if it is to succeed, must be judged by more than the number of hours electricity is available.

The real test will be whether reliability begins to produce economic consequences. Does industrial output increase? Do businesses spend less on self-generation? Does investment respond? Do DisCos collect more because customers are receiving a service they can trust? Does the government recover enough value from improved commercial activity to justify further infrastructure investment?

Those are the questions that should eventually accompany the glossy language of 24-hour power.

And there is another question that Tegbe and the Federal Government will have to confront: what happens outside the zones?

Nigeria cannot become a collection of electrically privileged corridors surrounded by communities waiting indefinitely for their turn. The logic of concentrating investment in high-demand areas can be defended economically, especially if the resulting commercial activity strengthens the wider electricity market. But the strategy will ultimately have to demonstrate how successful zones become stepping stones towards broader reliability.

That is the difference between an experiment and a system.

There is also a danger in admiring the architecture of reform from the comfort of an office. It has to be said here that the statement issued by the minister’s media aide was long on ambition and conspicuously short on the details that matter. No timeline. No capacity targets. No specific investment figures. It is the kind of announcement that has, historically, been the precursor to nothing at all.

So Nigerians should watch the idea with interest, but also with the healthy scepticism that comes from decades of promises about electricity.

The minister deserves a measure of credit for at least diagnosing an important part of the illness. For once, the conversation has shifted from the head to the feet – from generation to distribution, from megawatts to money.

At the same time, the Nigerian people have been given blueprints before. They have learned to admire the drawings while the building crumbles.

The Energy Zones remain a proposal. The government has not yet announced the detailed capacity requirements, implementation timetable or precise infrastructure investments that would make 24-hour supply possible.

That is not necessarily a fatal flaw. It may simply mean the idea is still being worked out. But it does mean that the language of 24-hour power should be treated as an aspiration until it is matched by the machinery of implementation.

Yet the proposal deserves attention because it reflects a potentially important shift in the way the power problem is being conceived.

Nigeria may not fix its electricity crisis in one heroic sweep. It may have to build reliability corridor by corridor, demand centre by demand centre, and economic cluster by economic cluster.

There is nothing inherently glamorous about such work. It is engineering, finance, regulation, distribution and relentless attention to the weak link in the chain. But perhaps that is precisely the point.

The country has spent decades waiting for the great national electricity breakthrough. Tegbe’s emerging approach suggests something less dramatic and potentially more practical: make a few economically critical parts of the system work properly, learn from them, strengthen the model, and expand it.

The success of that approach will ultimately be measured not in speeches or megawatts, but in what Nigerians can do with the electricity when it arrives.

Does the factory run a second shift? Does the business hire more workers? Does the hospital keep its equipment running through the night? Does the young entrepreneur stop budgeting for diesel and start budgeting for growth?

That is where the real power story begins. And that is the standard against which Tegbe’s Energy Zones should ultimately be judged: not by whether 24-hour power sounds impressive in a press release, but by whether the lights stay on long enough for Nigerians to build something with them.

● Sufuyan Ojeifo is the Publisher/Editor-in-Chief of THE CONCLAVE online newspaper.

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