Editorial
Reviewing Downwards Political Office-holders’ Emoluments
Five months after President Umaru Musa Yar’Adua’s request, the Revenue Mobilisation, Allocation and Fiscal Commission last Thursday, in Abuja, announced the slicing of emoluments of key political office-holders across the country.
Although the downward review did not affect basic salaries of the affected Nigerians, it did touch some benefits which many citizens had considered very unrealistic in view of the level of poverty that permeate the clime and indeed the biting global economic meltdown.
Of specific need for mention is the scraping of the original approved severance package of 300 per cent, for the President, which the fiscal commission argued, should be forfeited since the chief executive and his vice are entitled to pension for life.
Another, is the trimming of the 200 per cent constituency vote for National Assembly members to 150 per cent of their annual pay; the reduction of the official car fleet of the Senate President from eight to six and that of the Speaker, Federal House of Representatives from seven to also six.
Intrinsically, the wage bill of political office-holders alone annually account for a whopping N1.3 trillion, which the country spends not to mention the innumerable goodwill and awesome power their high offices regularly earn them. In fact, salaries of political office-holders were structured in such a way that a ward councillor earns much more than a University Professor, and that debatably explains the ‘do-or’die’ approach by politicians towards partisan politics.
This is why President Yar’Adua’s bold attempt should be seen as most exemplary, not so much for the ‘sacrifices’ the office-holders and himself are expected to make, but mainly for the President’s discretion.
We say so, because subjugation of national interest in preference for selfs’ have for years, remained the bane of successive leaders who, unwilling to make the right strong, repeatedly allowed the strong to remain right.
Strangely, however, Yar’Adua has proved, as the sages often insist, that “power is not a ‘good’ unless he be good that has it”. By allowing his jumbo severance package of 300 percent to be scrapped instead of the familiar practices of approving same for a later date, preferably after his Presidency, as several before him would, Yar’Adua has by this singular act rekindled the hopes of many Nigerians that many other wrongs may be righted.
Without doubt, the downward review of allowances of men in power would not have been possible, had Mr President not shown good example, sincere leadership, persuasion and drive, neither would it have been easy had members of the National Assembly and indeed the ruling Peoples Democratic Party (PDP) leadership failed to show the necessary understanding.
The Tide commends President Yar’Adua, the National Assembly, state governors and all other political office-holders for their high level of understanding and patriotism which resulted in the saving for Nigeria, of a part of the N1.3 trillion that went to them and their families annually.
However, appreciating the huge gulf between salaries and allowances of political office-holders and others, especially civil servants, mass media practitioners, university lecturers and medical personnel in pubic practice, among many others, the next noble step should be to use part of the funds so recovered, to review upwards, the emoluments of those other classes of Nigerians.
Happily, while addressing the National Assembly on the wage reviews, President Yar’Adua alluded to the fact that the measure would not be limited to the public sector but also the corporate citizens who, so wealthy some private chief executives acquire private jets at the risk of the paltry wages their employees get.
Without doubt, bridging the yawning gap between the rich few and many poor will help rebuild a vibrant middle class which is a key driving force for a bright return for any developing country like ours.
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.
