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THE MILLENNIUM DEVELOPMENT GOALS AND RAIL TRANSPORT 

DEVELOPMENT IN NIGERIA: A CRITICAL REVIEW 

 

Akwara, Azalahu Francis 

Department of Political Science, Federal University Wukari, Taraba State, Nigeria 

aakwara@yahoo.com; aquara23@nokiamali.com 

 

Udaw, Joseph Effiong 

Department of Political Science, Federal University Wukari, Taraba State, Nigeria 

ettete2001@yahoo. Com 

 

Ezirim Gerald E. 

Department of Political Science, University of Nigeria Nsukka. Enugu State, Nigeria 

 
Abstract 

The Millennium Development Goal (MDG) is an embodiment of development issues adopted by member nations of the 

United Nations Organization to accelerate the rate of development in their countries. As adopted in Nigeria, it aims at 

the eradication of extreme poverty and hunger; achievement of universal primary education or eradication of illiteracy; 

promotion of gender equality and empower women; reduction of child mortality; maternal health improvement; 

combating of HIV/AIDS, malaria and other diseases; ensuring environmental sustainability; and the development of 

global partnership for development. These objectives are incorporated into the development agenda of the various 

member states. The achievement of these goals will among other things depend on the availability of necessary and 

sufficient infrastructural development in the countries, especially a developed transport system. This study examines the 

role transportation would play towards the realization of these MDGs in Nigeria. And each of these goals are examined 

in connection with their transportation factor requirements; and the consequences the lack (or inadequacy) of this factor 

can bear on fulfilling the Goals. The paper finds that the transport requirements for the achievement of these goals in 

Nigeria are lacking, especially in the rail transport sector. While appreciable progress is being made to develop the other 

transport sectors viz: air, road and water transport, the rail transport sector suffers neglect. The paper finds that the law 

establishing the railway makes the rail system an exclusive reserve of the Federal Government in Nigeria, and that this 

has prevented private participation in the sector and has led to the underdeveloped nature of rail transport system in the 

country and this inhibits the achievement of the millennium development goals in the country. The paper recommends the 

review of the act to allow for private participation in the sector to reposition the sector to provide the necessary transport 

services necessary for the realization of the millennium development goals in Nigeria. 

 

Keywords: development; transportation; gender-equality; empowerment; poverty eradication. 

 

INTRODUCTION 

The Millennium Development Goal 

(MDG) is an embodiment of 

development issues adopted by member 

nations of the United Nations 

Organization to accelerate the rate of 

development in their countries. As 

adopted in Nigeria, it aims at the 

eradication of extreme poverty and 

hunger; achievement of universal 

primary education or eradication of 

illiteracy; promotion of gender equality 

and empower women; reduction of child 

 

mailto:aakwara@yahoo.com
mailto:aquara23@nokiamali.com


 

 

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mortality; maternal health improvement; 

combating of HIV/AIDS, malaria and 

other diseases; ensuring environmental 

sustainability; and the development of 

global partnership for development. 

These objectives are incorporated into 

the development agenda of the various 

member states and are facilitated 

through human interaction, availability 

of appropriate infrastructural facilities 

and good governance. 

 

In every human society, interaction is 

unavoidable. This is more so when a 

defined geographical space (such as 

Nigeria) is variedly endowed with 

human and material resources in 

significant quantities. Such condition 

necessitates exchange among individual 

and group components of the society, 

thus implying transport-demand. Munby 

(1968) attests that transportation is an 

indispensable need of every human 

society no matter its mode of operation. 

 

It, therefore, becomes imperative that 

state planners and policy-makers must 

lend ample consideration to the means 

and modes of both human and material 

mobility. Transportation is not sought 

after for the purpose of mere movement. 

Relocation of materials and labour 

impact on economic values of items are 

also involved. This fact is underscored 

by Adefolalu (1977), who identified 

transportation as a phase in the 

production process. In his view, 

production process is complete only 

when the goods produced get to the final 

consumer. Odugbemi and Ajiboye 

(1998) recognized the vital role 

transportation plays in achieving 

effective distribution or logistic chain. In 

this connection, commerce and other 

economic activities often largely 

account for transport-demand. By 

extension, it can be established that the 

quantum of economic activities in a 

society significantly impacts on the 

general well-being of its members. 

 

In specific terms, a country such as 

Nigeria can be said to aggregately 

experience development only when 

there is improvement in both individual 

and collective well-being of her 

populace. In this trajectory, we realize 

that transportation is pivot to human 

activities and wealth creation. 

 

Based on the foregoing, this discourse 

dwells on the Millennium Development 

Goals (MDGs), as a global blueprint for 

improving the lot of mankind. It is the 

extent to which this blueprint addresses 

transportation and transport 

development that this paper seeks to 

inquire. Specific focus is on Nigeria. 

The MDG document is appraised in the 

light of deliberate and specific 

statements that target transport 

infrastructural development. 

 

Statement of Problem 
The Nigerian railway system has been in 

existence since 1898 and its existence 

was given a legal backing through an 

Act establishing the Nigerian Railway 

Corporation (NRC) in 1955. The 1955 

Act forbids any organization, individual 

or group to carry out any railway 

activity. In other words, railway 



 

 

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operation in Nigeria is an exclusive 

prerogative of the federal government. 

This legislation, sadly, accounts for the 

near-moribund state the NRC finds itself 

today. While the road and air mode 

sectors were developed in the post-civil 

war infrastructural development agenda, 

the rail sector development was 

neglected. The result of this trend is the 

near-comatose state the rail system finds 

itself in Nigeria. Considering the 

importance of transportation in the 

socio-economic development processes 

of a country as Nigeria, it becomes 

imperative to investigate what are 

Nigeria's millennium development goals 

in the transport sector and how have the 

goals addressed the problems in the 

railway transport system in the country. 

What are the challenges ahead and what 

are the solutions? 

 

Theoretical Orientations and 

Development Models in Public Policy 

Planning and Administration 

The term, 'development', is relative 

when viewed in the context of public 

administration. In the view of Ali 

(2011), what defines development in 

third world countries largely lies in the 

avoidance of social unrest and the 

maintenance of power. When viewed 

against Rostow's (1960) identified 

stages of economic growth model, it 

means that third world countries are at 

the stage of pre-condition for take-off 

into self-sustaining growth. It is in the 

atmosphere of tranquility that other 

developmental and indeed, advance 

stages of growth can be attained. 

Whereby a society is still grappling with 

sustenance of social stability, further 

development and growth activities are 

stalled. According to Rostow's model, 

the required mix of savings and 

investment through national planning 

and capital investment forms the basis 

for achieving developmental growth. 

 

Another model of development is 

premised on false paradigm-theory. 

According to this school of thought, 

underdevelopment is caused by faulty 

and inappropriate advice from 

international 'experts'. In this 

connection, lapses in international 

organization recommended policies can 

be suspect when they do not address the 

specific and obvious needs of some of its 

beneficiaries or members. 

 

Rodney's (1972) concept of 

development is specifically in the 

African perspective. Issues such as 

illiteracy, hunger and poverty were 

identified by Rodney as primary 

debilitating factors of development in 

Africa. According to him, development 

begins when the rhetoric questions that 

address illiteracy, hunger and poverty 

are answered. It should be noted that just 

addressing these development 

foundational issues only brings a society 

to a pre-condition for contemporary 

development. It is the substantial 

aggregate improvement in the well-

being of members of a society that 

defines development. Sustainable 

methods of exploiting nature are, 

therefore, emphasized as a vital feature 

of development in the real sense. Other 

models of development in public 



 

 

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administration are built around 

institutional, incremental and 

comprehensive changes. These are all 

issues that are more appreciated in terms 

of their sustainability value. These are 

the issues to be addressed by the 

millennium development goals in 

various nations of the world. 

 

1. Transport-Need and Transport 

Development in 21st Century Nigeria 

With a landmass of over 900,000 square 

kilometers, Nigeria's topography is 

suitable for all modes of transport. 

Water, rail, road, air and pipeline modes 

that dot parts of the country are, majorly, 

legacies that represent neo-colonial 

exploitation. Ports were developed to 

serve as western and eastern 

inroads/gateways for agro-based raw 

materials in and out of Nigeria to 

Europe, especially. Rail network was 

designed to complement colonial 

transport plan of linking the hinterland 

of the northern parts with the coasts of 

Lagos and Port-Harcourt. 

 

Fifty-two years after independence, 

these transport infrastructures still 

remain primary in Nigeria's transport 

system. While the maritime sector has 

been developed in terms of capacity and 

fair country-wide spread, the rail sector 

continues to be bogged by systemic 

neglect. It is to this rail transport sector 

that discourse now turns. 

 

Although the Nigerian railway system 

has been in existence since 1898, the Act 

establishing the Nigerian Railway 

Corporation (NRC) was instituted in 

1955. The 1955 Act forbids any 

organization, individual or group to 

carry out any railway activity. In other 

words, railway operation in Nigeria is an 

exclusive prerogative of the federal 

government. This legislation, sadly, 

accounts for the near-moribund state the 

NRC finds itself today. While the road 

and air modes sectors were developed in 

the post-civil war infrastructural 

development agenda, the rail sector 

development was neglected. The result 

of this trend is the near-comatose state 

the rail system finds itself in Nigeria. 

However, there are committed moves 

made by the current government of 

President Goodluck Jonathan to review 

the Act. Presently, the bill in that respect 

has received a second reading in the 

national assembly (Nigerian Pilot, 

2012). As a proactive measure, the 

federal government has embarked on a 

25-year strategic vision of repositioning 

and modernizing the existing rail 

system. 

 

Considering the Millennium 

Development Goals (MDGs) as a long-

term developmental agenda, 

transportation is crucial to almost every 

sector this agenda seeks to address. 

Again, the sustainability objective which 

the MDGs roadmap holds can be largely 

achieved through effective and efficient 

transport provision. 

 

MDGS and Nigeria’s Transport 

Development Plan 

At this juncture, it is appropriate to 

appreciate the MDGs in the light of 

transport relevance. Each of the broad-



 

 

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based eight Goals is considered vis-a-vis 

transport relevance in achieving specific 

targets of the goals. Due to volume 

constraint, we refrain from elaborate 

listing of goals' targets. Rather, goals 

and their relevant targets are mentioned 

only for the purpose of enunciation. 

 

The broad-based Goals of the MDG 

roadmap are as follow: 

Goal 1: Eradication of extreme poverty 

and hunger; 

Goal 2: Achievement of universal 

primary education; 

Goal 3: Promotion of gender equality 

and empower women; 

Goal 4: Reduction of child mortality; 

Goal 5: Maternal health improvement; 

Goal 6: Combating of HIV/AIDS, 

malaria and other diseases; 

Goal 7: Ensuring environmental 

sustainability; and Goal 8: Development 

of global partnership for development. 

Source: www.un.org/documents/ga/res/ 

55/a55r002.pdf -A/RES/55/2 (2000) 

 

Each of these goals are examined in 

connection with their transportation 

factor requirements; and the 

consequences the lack (or inadequacy) 

of this factor can bear on fulfilling the 

Goals. 

 

MDG goal 1: Eradication of extreme poverty and 

hunger: 

The eradication of extreme poverty and 

hunger is a two-pronged initiative. 

Hunger and poverty are mutually 

inclusive socio-economic phenomena. 

From a holistic perspective, Goal 1 is 

directed at food security. By inference, 

agro-based and agro-allied activities and 

production are involved. The importance 

of transportation in agricultural 

production is expressed by Ajiboye 

(2011). Transport efficiency and 

effectiveness affect the basic functions 

of production, distribution, marketing 

and consumption. From the foregoing, it 

is clear that both hunger and poverty 

alleviation (and possibly, eradication) 

can be achieved when efficient 

transportation infrastructure are 

provided and made accessible. It must be 

stated here that agricultural transport-

needs vary widely because of 

seasonality and the nature of products. 

Abumere and Oluwasola (2001) are of 

the opinion that losses that could arise 

from lack of appropriate transport 

facility; and product spoilage can be 

curtailed once transportation 

inadequacies are addressed. 

 

Goal 2: Achievement of universal primary 

education; 

Goal 2 is focused on education. More so, 

children form the nucleus of targeted 

beneficiaries. And, as a persuasive 

public policy, incentives for acceptance 

and compliance are imperative. Various 

government gestures such as: free school 

feeding, stipends, free textbooks and 

uniforms (among others) aimed at 

encouraging primary school enrolment 

and attendance can only be 

complemented by transport provision. In 

Nigeria, the Enugu State Government 

has a free-ride-to- school (and return) 

scheme for primary and secondary 

school students, within the 'Coal City'. 

Access to primary school facilities, 

http://www.un.org/documents/ga/res/%2055/a55r002.pdf
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especially in rural communities, is 

marked by long distances to some 

homesteads. The lack (or inadequacy) of 

appropriate transport means for the rural 

school children, who are part of the over 

seventy percent of the 140 million 

citizens can be a great impediment to 

achieving the target of ensuring that 

children (everywhere) will be able to 

complete a full course of primary school. 

 

Provision of adequate means of 

transportation serves as ample 

motivation to students, teachers and 

other school staff. Besides, it provides 

the relaxed platform learners and 

teachers require for pre-classroom and 

post-classroom engagements. It is in this 

enabling teaching and learning 

conditions that the benefits of education 

can be maximally attained for 

development. 

 

Goal 3: Promotion of gender equality and 

empowering women; 

Goal 3 is closely related to Goal 2. The 

marked differences lie in gender 

emphasis. For the purpose of 

elucidation, it is pertinent to enumerate 

some of the progress-monitoring 

indicators of this Goal at this point. 

These indicators are as follows: 

 

• Ratios of girls to boys in primary, 

secondary and tertiary education 

• Ratio of literate females to males of 

15-24 year-olds 

• Share of women in wage 

employment in the non-agricultural 

sector 

• Proportion of seats held by women 

in national parliament 

 

It is expected that the measurable 

parameters of these indicators rise in 

favour of female. Yet, the fact still 

remains that education is key to 

achieving them. In the same vein as Goal 

2, the transportation factor is 

substantially relevant to attaining the 

first two indicators. Other indicators are 

offshoots of the first two. The argument 

can therefore be rested on the premise 

that transportation is vital to the 

foundation for women empowerment. 

 

Goals 4, 5, and 6: Reduction of child mortality; 

maternal health improvement; and combating of 

HIV/AIDS, malaria and other diseases; 

Goals 4, 5 and 6 share a common 

sectoral base. The focus of these three 

goals strongly relate to health. But we 

must not lose trend of this discourse 

which is the relevance of transportation 

in the fulfillment of the MDGs, 

especially these three under 

consideration. Issues of child mortality, 

maternal health, and disease prevention 

require institutional infrastructural 

facilities. These facilities are at 

locations. Therefore, public transport 

means (vehicles) and infrastructure 

(roads) for accessing such places are 

equally as important as the facilities 

themselves. Yet, transportation 

implications of these lifesaving cum life-

improving initiatives are given less 

consideration. It must be stated, here, 

that no matter how well- intended a 

public policy or project might be, 

accessibility of such project to targeted 

individuals is paramount. In many ways, 



 

 

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transportation and health correlate 

paradoxically either in terms of ease of 

access to facility (especially in 

emergency cases), or accident causality. 

For instance, Obi and Odumosu (2011) 

observed that although HIV/AIDS has a 

far-reaching impact on all sectors of the 

Nigerian economy, the transport sector 

employees were identified as being 

particularly vulnerable. It was further 

recognized that Long-Distance Drivers 

(LDDs) play a central role in promoting 

the spread of HIV/AIDS in Nigeria. In a 

related effort, Morenikeji and Adegoke 

(2004) resorted to the training of peer 

educators, among transport workers. 

The objective of using peer educators is 

to achieve a multiplier effect of 

awareness within the transport sector. 

 

Goal 7, perhaps, bears the most 

contemporary transportation-related 

focus. Environmental sustainability 

subsumes issues such as gaseous 

emissions and ozone depletion, energy-

use, maintenance of biological diversity 

among others. Development is said to be 

sustainable only if consuming activities 

of the present has minimal negative 

impact on the future. Increasing 

household vehicle ownership in Nigeria 

poses serious environmental challenge. 

As Walsh (2003) observed, a common 

source of environmental pollution is 

vehicular emission. They are major 

sources of volatile organic compounds 

(VOCs) and nitrogen oxides, the 

precursors to both tropospheric ozone 

and acid rain; carbon monoxide (CO); 

toxic air pollutants such as diesel 

particulate; and chlorofluorocarbons 

(CFCs). Yet, not even the Goal 7 target 

is definite on substantial transportation 

regulation to mitigate the sector's 

contribution to pollution. Rather, the 

MDG document generically admonishes 

countries to integrate the principle of 

sustainable development in their policies 

and programmes; and reverse the loss of 

environmental resources. 

 

Goal 8: Development of global partnership for 

development 

Lastly, Goal 8 which focuses on global 

partnership for development has 

numerous targets. But the point still 

remains that whether in bi-lateral or 

multi-lateral relationship among nations, 

trade is often implied. Although such 

trades usually involve exchange of 

goods and services, physical products 

(in the forms of raw materials and 

finished items) dominate the 

transactions. Here, again, the massive 

deployment of vehicles for 

transportation is almost inevitable. Yet, 

none of this Goal targets denotes 

deliberate policy or action in respect of 

transportation. Rather, the document is 

concerned with fiscal issues such as 

Official Development Assistance 

(ODA), tariffs, debt management, GDP 

among others. Other areas of physical 

concerns include essential drug 

availability, youth job-creation, 

Information and Communication 

Technology (ICT) and the special needs 

of landlocked countries and Small Island 

Developing States (SIDS). 



 

 

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The Importance of Transportation in 

the Achievement of the MDGs 

Transportation, no doubt, is a vital factor 

for human interaction and 

communication. A country such as 

Nigeria, which is variedly endowed with 

resources, will naturally stimulate 

interaction among locations where there 

are surpluses and lack. The Millennium 

Development Goals (MDGs) 

Declaration was signed by 189 

countries, including 147 Heads of State, 

in September 2000 as a global policy 

agenda, targeted toward ensuring an 

overall objective of sustainable mankind 

development. The MDGs have targets 

that are inter-related. These Goals and 

targets represent partnership between 

developed countries and developing 

countries. According to the Declaration, 

such partnership is determined toward 

creating an environment - at national and 

global levels - conducive to 

development; and elimination of 

poverty. Partnership objective of this 

magnitude inevitably involves trade and 

commerce. Thus, transportation 

becomes crucial. It is in the light of 

transportation factor that this paper 

examined the Goals of the Declaration to 

determine the level of consideration 

given to it. 

 

While appraising the MDGs and their 

relevant targets, it is observed that the 

document has selected sectoral focus in 

agriculture, education, social justice, 

health, environment and international 

relations. Health is given a generous 

focus due to the fact that true well-being 

lies in good state of health - credence to 

the cliche: “Health is wealth”. In all of 

what the MDGs seek to address, we 

observed that transportation is pivotal to 

their realization. It is so much so that the 

nonrecognition and non-inclusion of 

transportation infrastructure 

development in the Declaration is 

identified, by this paper, as a flaw in the 

document. 

 

Relevant Goal targets and indicators for 

monitoring their progress imply 

transportation infrastructure 

requirements in order to achieve and 

assess them. Yet, no deliberate 

pronouncement of transportation 

development is in the agenda. Such acts 

of omission, in Killik's (1983) view, 

form the sources of weaknesses in plan 

implementation. Other sources Killik 

identified include deficiencies in plan 

documents; institutional and 

bureaucratic weaknesses (including 

inadequate planning resources); 

exogenous shocks; and political factors. 

No doubt, the lack of emphasis on 

transport infrastructure and service 

development in the Declaration is a 

deficiency in the plan document of 

MDGs. 

 

Conclusion 

With almost three years to the MDGs' 

fulfillment target time (2015), some 

indicators for monitoring the Goals' 

progress continue to largely depend on 

transportation elements. For instance, 

the proportion of population living 

below $1 per day can be reduced if 

adequate rural road infrastructure is 



 

 

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available for agro-product evacuation 

since about 70% of the Nigerian 

population is agrarian. In the same vein, 

scholars such as Egbuna (2001) as well 

as Ajiboye and Afolayan (2009) 

identified dearth of transport 

infrastructure and services as major 

factors militating against food 

production and circulation in developing 

world. 

 

Access to healthcare facilities in order to 

reduce infant and maternal mortality 

rates, as well as accessing skilled health 

personnel, promptly depends on 

effective and efficient transportation 

provision. The same ease of access is 

also required for educational facilities. 

Perhaps, the most prominently 

transportation-related Goal is that of 

environmental sustainability. Reduction 

in ozone-depleting emissions substantially 

requires addressing regulations in respect of 

vehicle emissions. Such regulations are 

imperative in view of the transportation 

effects the global partnership Goal can 

spin-off. The secondary position which 

the MDG document accords 

transportation is, indeed, a major flaw in 

the global effort at facilitating human 

development. 

 

Recommendations 

In view of the foregoing discourse, and 

the ensuing observations, the following 

recommendations are hereby put 

forward: 

1. The MDG targets must emphasize 

adequate transport provision in 

order to reinforce their realization. 

2. The Nigerian railway system must 

be developed, as relative bulk 

carrier, in order to garner the 

benefits of carbon footprint 

reduction and fuel efficiency. 

3. There is urgent need to review the 

1955 Railway Act in order to 

encourage private participation. 

4. Appropriate transport 

infrastructure such as roads and 

vehicles should be provided in all 

modes to facilitate access. 

5. Effective legislation aimed at 

regulating toxic automotive 

emission must be put in place. 

6. There is need for dedicated and 

integrated intermodal transport 

system to accentuate MDG efforts 

of the Nigerian government to 

fulfillment. 
 

These recommendations serve as policy 

remediation, or addendum, aimed at 

addressing the MDG agenda flaw of 

relegating transportation imperativeness. 

As aptly recommended by Huzzayyin 

(2005), sustainable transport development 

within the context of developing 

countries must meet the requirements of 

inexpensiveness, simplicity, durability, 

self-support, accessibility, cleanness and 

social acceptability. In the light of these 

requirements, Odeleye (2011) 

highlighted the need for Nigeria to join 

the league of other developing countries 

such as Egypt and Mexico in the 

utilization of Compressed Natural Gas 

(CNG) in public transportation. 
 

The MDG platform provides a launch-

pad for attaining the continental goal of 

New Partnership for Africa's 



 

 

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Development (NEPAD). At the level of 

the Nigerian statehood, the National 

Economic Empowerment and 

Development Strategy (NEEDS) can be 

factored to deal with the observed lapses 

of the MDG Declaration. After all, the 

MDG programme is a blueprint that 

accommodates initiatives which will 

ultimately lead to the set objective of 

development and poverty reduction. 

 

 

 

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