Editorial
TI, Nigeria And Corruption
The recent damning verdict on Nigeria by Transparency International in terms of the current corruption status of the country has, indeed, punctured the much-vaunted war against corruption of the present administration.
That the global anti-corruption watchdog placed Nigeria a distant 148th position out of 180 countries that were neck deep in corruption in 2017 leaves much to be desired.
It is regrettable that corruption, going by TI’s evaluation, is still endemic and rife in Nigeria, the much-acclaimed giant of Africa.
The Tide recalls that in 2014, during former President Goodluck Jonathan’s administration, Nigeria was ranked 136th, thus, dropping 12 points when compared to the present ranking.
From the foregoing, it is crystal clear that Nigeria has not made any appreciable progress in her corruption performance index under the present administration despite the ongoing anti-corruption campaign.
The current TI ranking simply confirms the fears by several Nigerians that the anti-graft crusade of the Muhammadu Buhari administration is lopsided and politically driven, as it is merely targeted at real and perceived political opponents of the government.
This is very unfortunate, to say the least, because it merely proves the point that the Federal Government has not mustered sufficient political will, sincerity, transparency and commitment to tackle the corruption scourge head on.
It is against this backdrop that we advise that the current verdict by Transparency International should be taken for what it is; devoid of political and other primordial considerations. We say so because the corruption scourge is today taking a serious toll on the average Nigerian who daily battles for survival in the face of hyper inflationary trends and unemployment.
It, therefore, behooves the Federal Government, as a matter of policy, to take a bold step to fix the economy now, so that people are not encouraged to resort to corruption or possibly short-change the system for selfish ends, on account of hardship.
Indeed, the TI index should be seen as a wake-up call for the All Progressives Congress-led Federal Government to do the needful by not only targeting political opponents in its anti-graft war but also embarking on self cleansing, in such a manner that all APC chieftains and stalwarts indicted of corruption by various panels of inquiry are made to face justice. This is the only way the anti-corruption campaign of the present administration would yield the envisaged dividends.
Furthermore, there is no gain emphasising the fact that media trials of corruption suspects are also rubbing off negatively on the Federal Government’s anti-graft crusade. This practice, no doubt, has the capacity of stifling and strangulating the anti-graft war itself.
We, therefore, suggest that the Federal Government should empower its anti-graft agencies in such a way that they are armed with incontrovertible evidence to prosecute corruption-related cases at all times.
Better still, if the fight against corruption must succeed, public institutions like the military, police, judiciary, the Nigerian National Petroleum Corporation (NNPC) and the public service, among others, must be strengthened to purge them of corrupt tendencies. Beaming the anti-corruption searchlight on them would go a long way in sanitising and making them more result-oriented.
Like Vice President Yemi Osinbajo recently said, corruption is endemic in the country, and as such, it must be fought to its knees.
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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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