Editorial
NLC: Still Clueless At 40
The Nigeria Labour Congress (NLC), penultimate week, marked its 40th Anniversary with its leaders and other associates taking turns to bemoan the plight of the Nigerian worker in the face of ever increasing challenges. This is against the assurance by the Labour and Productivity Minister, Dr Chris Ngige, who, during the anniversary, promised that the Federal Government would implement the New National Minimum Wage in the third quarter of this year.
The NLC, by its formation in February 1978, is saddled mainly with the responsibility of agitating for the welfare of Nigerian workers; but how far this apparently onerous task has been achieved by successive leaderships remains a moot point among members and friends of Africa’s largest labour conglomerate.
While it may be admitted that the NLC has, within these four decades, achieved some milestones on its chequered path, The Tide is, however, appalled by the fact that revenues accruing to government and the labour unions have continued to grow even as the average Nigerian worker is persistently plagued by a plethora of challenges, including the inability to procure some basic necessities of life such as food, shelter, clothing, medication, potable water, transportation and electricity.
The so-called minimum wage over which there is always so much media hype, if and when approved, had often been implemented in the breach by governments at all tiers, even as inflation and multiple deductions were on standby to further exact their tolls on whatever was eventually payrolled for the worker.
We recall that while trying to rise in defence of the Nigerian working class, the NLC had sometimes stood in the way of ruthless state authorities, particularly under military regimes. One of such confrontations was responsible for the nine months ban on the Congress in 1988 under General Ibrahim Babangida. The same fate also befell the NLC between 1994 and 1998 under General Sani Abacha.
The democratic reforms introduced in the 1999 Constitution, some of which annulled most of the military’s draconian decrees, ought to have served to embolden the then resurgent NLC, but its leaders at that time did not appear to have recovered from their immediate past experiences. It was, indeed, at this point that the new civilian administration became more relentless in its attempt to balkanize the once formidable labour movement in Nigeria.
While we rejoice with the NLC at 40, we also expect it to take a deep reflection on the welfare of workers in the country, especially as it affects gratuity, pensions, death benefits, casualisation, and non-unionisation of workers by some employers, among other demands.
Labour leaders in Nigeria must wake up from their slumber and strive to hold government accountable as was the case in the days of Pa Michael Imoudu, Hassan Sunmonu, Paschal Bafyau and of recent, Adams Oshiomhole. In fact, they should also take a cue from some of their counterparts in other countries who had gone ahead to contest for the highest political offices in their countries.
In South Africa, for instance, the erstwhile President, Jacob Zuma, and the incumbent, Cyril Ramaphosa, were said to have ridden on the wings of the Congress of South African Trade Unions (COSATU) to occupy strategic offices in the ruling African National Congress (ANC) before ascending to the Presidency.
Our concern remains that the current NLC leadership is clueless and this is adversely affecting the wellbeing of the Nigerian worker. Today, workers are owed arrears of salaries (up to 13 months in some states) while others have been denied yearly increments and promotions. Even the newly introduced contributory pension scheme is already suffering hiccups in some states as the authorities had since ceased to make any more remittances on behalf of their workers.
Meanwhile, petrol is becoming scarce every day with government speaking from both sides of its mouth, just as oil workers are being laid off daily. And the NLC still claims to be in existence and very much relevant. Haba!
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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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