Editorial
AU’s Timeline And Sudan’s Future
The African Union (AU), not too long ago, gave the Sudanese Transitional Military Council (TMC) a three-month timeline to implement democratic reforms for a quick transition to civil rule. Ever since then, not much has changed in the political crisis rocking the Central African country.
From all indications, the political logjam may not be over soon as the country’s military high command, and protesters under the aegis of Sudanese Professionals Association are yet to reach a common ground.
Irked by the political imbroglio in Sudan, African leaders met in Cairo, the Egyptian capital recently, to chart a way forward to resolve the impasse with a view to restoring democratic process in the beleaguered Central African country which, since the ouster of former President Omar al-Bashir late last year, had been characterised by political turmoil.
In December 18, 2018, protests erupted in the East of Sudan, spreading like wild fire to all parts of the country, including the capital, Khartoum, up until April 6, 2019 when the military authorities overthrew al-Bashir, establishing a transition council which is yet to reel out clear-cut political timetable for restoration of democracy.
No doubt, Sudanese citizens, obviously, are at the receiving end as the draconian and authoritarian regime of the deposed al-Bashir, still hangs over their necks like the sword of Damocles as the military does not have the capacity to revamp the country’s ruined economy particularly, under the erstwhile leader.
We recall the sanctions imposed on Sudan by the United States of America, devaluation of its currency and other anti-people policies of al-Bashir’s 30-year regime which indeed, made life unbearable for the citizens, and which invariably impoverished the people.
The Tide thinks that the Sudanese people need a new lease of life which the military cannot offer. The transition council must, therefore, work within the AU’s timeline and refrain from the current intrigues characterising the polity.
We say this because the country may risk a counter coup, if the military rulers and the opposition do not reach an agreement as evidenced in the past few weeks or months.
The leading opposition figure, Sadiq al-Mahdi had already expressed this fear penultimate week as, according to him, “if the current stalemate is not broken, a counter coup may not be ruled out”.
It is against this backdrop that The Tide commends African leaders for intervening in the Sudanese crisis. AU must ensure that its directive is implemented to the letter without further delay. We also implore the international community, particularly the United Nations (UN) to give further impetus to strengthen AU’s resolve for a quick transition to civil rule in Sudan.
The TMC must, therefore, work with the opposition and the Professionals Association to chart a new viable way and means for a democratically elected government.
The Sudanese experience remains a big lesson to other sit-tight African leaders who refuse to leave office even when it is obvious that their game is up.
We need to remind Paul Biya of Cameroon, Yoweri Museveni of Uganda and Teodoro Obiang Nguema of Equatorial Guinea, that it is better to go when the ovation is loudest than to remain in office and cling unto power, until revolutionary forces push them out. All modern democracies are dynamic and subject to change, and those who refuse to make peaceful change possible make violent change inevitable.
The TMC must do the needful now and offer to Sudanese people the peaceful transition they rightly deserve. That is the right path to follow. All hands must be on deck to move Sudan to the next level.
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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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