Editorial
Probe That S’Africa’s Miners’ Massacre
Last Thursday, the remains of 44 South African miners who
died during a labour protest were laid to rest. They were working for the
north-western Marikana Platinum Mine, owned by London-listed company, Lonmin.
Thirty four of the dead were miners gruesomely killed after
police opened fire during a strike over wages a week earlier. Ten other people,
including two police officers, had died since the beginning of the strike on
August 10, 2012.
The miners were striking over demands for higher monthly
wage of 12,500 rand ($1,500, or 1,200 euros), as against the 4,000 Rand they
were receiving. But Lonmin claimed that if bonuses and other perks were
included, the rock drillers earn around 11,000 rand, with a nine per cent
increase set for October.
About 3,000 rock drill operators spearheaded the strike at
Lonmin, which employs a total of 28,000 people. However, on August 16, an
ultimatum issued by the local police for the protestors to disband was ignored,
and the situation escalated to the point where officers opened fire, claiming
that they acted in self-defence.
Coming 18 years after the African National Congress (ANC)
started ruling South Africa, this massacre relives some of the worst memories
of the apartheid era. Even worse was the order for the miners to return to work
only days after their colleagues were killed in cold blood.
The Tide believes that the police shooting of 34 black
strikers at the Marikana Platinum Mine –fuels perceptions that the ANC’s
leadership may be paying more attention to factional infighting than the
growing economic divisions and the discontent of the ordinary South African.
Although South African President, Jacob Zuma, met with
miners last Wednesday, and inaugurated a judicial commission of inquiry into
the police shooting, the police are also investigating the killings, while the
independent police watchdog is looking into the conduct of the officers who
opened fire at the crowd that was armed mainly with spears, clubs and machetes.
While we join millions of peace loving people to condemn the
massacre, we commiserate with the government and people of South Africa,
especially the families of the miners who were only asking for better pay.
Sadly, this shooting has placed a lot of odium on the police
in South Africa, but even worst, is the ghost of Apartheid that it attempted to
resurrect. That the police that is supposed to be the friend of the ordinary
man would become the butcher of the people they are paid to secure.
We are not unmindful of some challenging times when policing
can be dangerous. Even so, the police in more civilised climes would have used
tear gas or water canon or robber bullets to disperse the protesting miners.
Worse still, they could have shot at their legs and not to kill.
That is why we think the probe ordered by President Jacob
Zuma must be pursued to the letter. All and anyone that failed to do the right
or ordered the killing of these miners must be brought to book, if for nothing
else, to deter future occurrence and to stop disgracing the black race in our
dealing with the weaker members of our society.
Moreover, the ANC government must grapple with the long-term
challenge to revive and diversify South Africa’s economy beset with inequality
and unemployment. The violence at Marikana follows riots in townships over poor
public services that ought to have called the government to action before the
incident.
We hope that the authorities in South Africa will use the
opportunity to reform its police and equip them to deal with civil protests and
seemingly dangerous upheavals without causing avoidable deaths and shame to
Africa. The best police in the world is not accredited with its ruthlessness
and senseless use of force.
The issue is now more than the appropriate pricing of labour
at the mines in South Africa, which of course should be better. But the
heartless killing of helpless citizens by the ones paid to protect them must be
condemned and properly investigated and the culprits punished, otherwise the
need for arming the police would become needless.
Editorial
In Support of Ogoni 9 Pardon
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Strike: Heeding ASUU’s Demands
Editorial
Making Rivers’ Seaports Work
When Rivers State Governor, Sir Siminalayi Fubara, received the Board and Management of the Nigerian Ports Authority (NPA), led by its Chairman, Senator Adeyeye Adedayo Clement, his message was unmistakable: Rivers’ seaports remain underutilised, and Nigeria is poorer for it. The governor’s lament was a sad reminder of how neglect and centralisation continue to choke the nation’s economic arteries.
The governor, in his remarks at Government House, Port Harcourt, expressed concern that the twin seaports — the NPA in Port Harcourt and the Onne Seaport — have not been operating at their full potential. He underscored that seaports are vital engines of national development, pointing out that no prosperous nation thrives without efficient ports and airports. His position aligns with global realities that maritime trade remains the backbone of industrial expansion and international commerce.
Indeed, the case of Rivers State is peculiar. It hosts two major ports strategically located along the Bonny River axis, yet cargo throughput has remained dismally low compared to Lagos. According to NPA’s 2023 statistics, Lagos ports (Apapa and Tin Can Island) handled over 75 per cent of Nigeria’s container traffic, while Onne managed less than 10 per cent. Such a lopsided distribution is neither efficient nor sustainable.
Governor Fubara rightly observed that the full capacity operation of Onne Port would be transformative. The area’s vast land mass and industrial potential make it ideal for ancillary businesses — warehousing, logistics, ship repair, and manufacturing. A revitalised Onne would attract investors, create jobs, and stimulate economic growth, not only in Rivers State but across the Niger Delta.
The multiplier effect cannot be overstated. The port’s expansion would boost clearing and forwarding services, strengthen local transport networks, and revitalise the moribund manufacturing sector. It would also expand opportunities for youth employment — a pressing concern in a state where unemployment reportedly hovers around 32 per cent, according to the National Bureau of Statistics (NBS).
Yet, the challenge lies not in capacity but in policy. For years, Nigeria’s maritime economy has been suffocated by excessive centralisation. Successive governments have prioritised Lagos at the expense of other viable ports, creating a traffic nightmare and logistical bottlenecks that cost importers and exporters billions annually. The governor’s call, therefore, is a plea for fairness and pragmatism.
Making Lagos the exclusive maritime gateway is counter productive. Congestion at Tin Can Island and Apapa has become legendary — ships often wait weeks to berth, while truck queues stretch for kilometres. The result is avoidable demurrage, product delays, and business frustration. A more decentralised port system would spread economic opportunities and reduce the burden on Lagos’ overstretched infrastructure.
Importers continue to face severe difficulties clearing goods in Lagos, with bureaucratic delays and poor road networks compounding their woes. The World Bank’s Doing Business Report estimates that Nigerian ports experience average clearance times of 20 days — compared to just 5 days in neighbouring Ghana. Such inefficiency undermines competitiveness and discourages foreign investment.
Worse still, goods transported from Lagos to other regions are often lost to accidents or criminal attacks along the nation’s perilous highways. Reports from the Federal Road Safety Corps indicate that over 5,000 road crashes involving heavy-duty trucks occurred in 2023, many en route from Lagos. By contrast, activating seaports in Rivers, Warri, and Calabar would shorten cargo routes and save lives.
The economic rationale is clear: making all seaports operational will create jobs, enhance trade efficiency, and boost national revenue. It will also help diversify economic activity away from the overburdened South West, spreading prosperity more evenly across the federation.
Decentralisation is both an economic strategy and an act of national renewal. When Onne, Warri, and Calabar ports operate optimally, hinterland states benefit through increased trade and infrastructure development. The federal purse, too, gains through taxes, duties, and improved productivity.
Tin Can Island, already bursting at the seams, exemplifies the perils of over-centralisation. Ships face berthing delays, containers stack up, and port users lose valuable hours navigating chaos. The result is higher operational costs and lower competitiveness. Allowing states like Rivers to fully harness their maritime assets would reverse this trend.
Compelling all importers to use Lagos ports is an anachronistic policy that stifles innovation and local enterprise. Nigeria cannot achieve its industrial ambitions by chaining its logistics system to one congested city. The path to prosperity lies in empowering every state to develop and utilise its natural advantages — and for Rivers, that means functional seaports.
Fubara’s call should not go unheeded. The Federal Government must embrace decentralisation as a strategic necessity for national growth. Making Rivers’ seaports work is not just about reviving dormant infrastructure; it is about unlocking the full maritime potential of a nation yearning for balance, productivity, and shared prosperity.
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