Editorial
Army And Boko Haram
On the heels of the recent terror attacks in the Nigerian Federal Capital City, Abuja, in which scores were killed and many others injured, military authorities assured Nigerians that they were on top of the game. And dismissing the attacks as mere distraction and signs of the last days of insurgency, the Army assured that they would unravel the immediate and remote causes of the callous act.
But what was most reassuring was the hint that the Nigerian Army not only had vital clues establishing where and who hatched the attacks, but that they also had intelligence about financiers of the Boko Haram sect.
No doubt, Nigerian troops have recorded tremendous successes in the war against terrorism in parts of the North East. Infact, apart from dislodging the insurgents from their safe havens, the troops have captured or killed hundreds within a short while.
This is in spite of the fact that the terrorists have refused to give-up and seem determined to test the will of the Nigerian state and her allies in the joint-war against terrorism in the Chad basin. That resistance can be traced to many factors key among which is sustained funding of the terror group.
In wars of this kind, cutting the supply route of the enemy is key to victory, without which the insurgents would continue to identify and attack soft targets. Recent bomb attacks in Maiduguri, Yola, Plateau and most recently Kuje and Nyanya, both in Abuja are indeed signs of a desperate terrorist action.
If denied source of funding, supply of ammunition and the leverage to recruit new hands, the Boko Haram Insurgency would certainly abate. That is why many are asking why the military is yet to unmask sponsors of Boko Haram and stop the supply chain to the terror group.
In the last days of the former administration of President Goodluck Jonathan, names of several notable Nigerians were bandied as suspected financiers of Boko Haram. Infact, assurances were made by both military and administration’s top brass that the suspects would soon be prosecuted. That was where that matter ended.
Now, the Army have not only rekindled that hope, they have assured that they have vital clues to unmasking the masterminds of the Abuja bombings and by extension, their financiers.
This has dragged on for a little too long. At a time when, there is a renewed zeal to fight corruption, bring to book treasury looters and recover public funds from such people, no matter how highly placed, the question must be raised about what is holding the umasking of sponsors of the dreaded terror group-Boko Haram.
Sadly, there are now disturbing signals that another most dreaded international terror network ISIS may have joined the fray and teamed-up with Boko Haram to torment the Nigerian state. The terrorists would not have been so emboldened if their sponsors had been identified earlier, incapacitated and supply lines blocked.
It must not be made to appear, that the sponsors are too influential to be touched by the long arm of the law. Every effort must be made to assure Nigerians that the anti-corruption war is not respecter of anyone, that the war against insurgency must be won, that all culprits must be brought to book and finally that the Nigerian economy would soon be revamped.
These were the three major planks upon which President Muhammadu Buhari rested his electioneering campaigns and for which Nigerians freely obliged their mandate. Infact, security is, of all, the most urgent because no reasonable achievement can be made on other sectors, in an atmosphere of insecurity.
In tackling insurgency, therefore, the military and indeed government must attack the roots, meaning the sponsors, if we are to achieve any meaningful and sustainable victory even beyond the fall of Boko Haram, by December, this year.
This is why The Tide is elated by the news that the military has finally arrested a suspected Boko Haram financier, Mohammed Maina, in Bama, Borno State and recovered from him N1m cash. The arrest should serve as a vital lead towards unmasking others of his ilk, and help hasten the end of insurgency in the land.
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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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