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Subsidy removal: Beyond Tinubu, Kyari’s personal interests
Subsidy removal: Beyond Tinubu, Kyari’s personal interests
By Mohammed Usman
Sahara Weekly Reports That One of the major highlights of the new administration of President Bola Ahmed Tinubu has been the suspension of the payment of subsidy for premium motor spirit, PMS, commonly called petrol.
Though there have been so many reforms introduced into the system since inauguration on May 29, 2023, the removal of fuel subsidies seemed to have been the most daring move ever made by any administration.
Come to think of it, as critical as fuel subsidy removal is to the turnaround of the economy, successive governments have made brick walls in their attempts to end the subsidy regime.
And, ever since that May 29th, 2023 pronouncement, a lot of dusts has been raised from different quarters, either from uninformed, or from the camp of those who benefited, albeit criminally or otherwise, while the subsidy regime held sway. And a lot of water has passed under the bridge too, including threats of strike.
However, it is pertinent to dig deep into this matter. Was removing the oil subsidy the right step in the right direction, or was it another government’s way to punish the masses?
Some say it is a wicked act by the president, Bola Ahmed Tinubu, aimed at impoverishing the masses further. Others say it is the handiwork of the group chief executive officer, GCEO, of the Nigerian National Petroleum Corporation, Mallam Mele Kolo Kyari. In this regard, the two top government functionaries have been the objects of attacks and accusations both in beer parlour discussions and in the press.
However, to the informed, this remains the most courageous move to place the country of the strongest path to its economic recovery.
The concept of fuel subsidy is not new to our national discourse. In fact, subsidy has been in place in Nigeria since the promulgation of the Price Control Act in 1977. It was put in place to cushion the effects of the global inflation of the 1970s.
In recent years, rather than being a blessing, subsidy payments have placed a huge economic burden on the government. The sectors that were affected negatively were the educational and health and housing sectors.
In justifying the subsidy removal, the government said subsidy removal would free up public funds for more meaningful infrastructure and developmental programs that stimulate industrialization, create jobs, economic growth and social prosperity.
For example: Almost N12 trillion spent on subsidy in the last four years is more than sufficient to develop any of the following projects: 2,400, hospitals of 1000 bed capacity across 774 local government areas; or 500,000 new houses to provide shelter to over 3.5 million Nigerians; or 27GW of electricity generation; or skill up and provide education up to tertiary levels for over 2 million Nigerians.
It also said it would create a market reflective downstream, which invariably stimulates more downstream investments, especially in the domestic refining space, thereby creating more jobs, prosperity, and growth.
The removal, according to the government would eliminate the unhealthy price arbitrage with neighboring countries thereby preventing the diversion and smuggling of gasoline outside the nation’s borders which bleeds our economy as well as reduce corruption surrounding internal product diversion as many marketers procure gasoline at subsidized regulated wholesale prices but still sell at deregulated retail prices.
It stated that the rich benefit more from the subsidy than the poor as they have higher number and capacity of vehicles to buy more gasoline; removal of the subsidy creates an opportunity to redistribute this benefit directly to those who need it more.
Subsidy removal also enables responsible gasoline consumption, which reduces waste as the prices are more market reflective, and the demand for the product will rebalance itself with the new price realities.
It equally allows the full recovery of upstream revenues, which enables reinvestment required to grow our national petroleum production and reserves and overall forex earnings.
The removal also would strengthen the naira as the growth of our foreign exchange earnings combined with reduction in product consumption reduces pressure on forex, thereby strengthening the naira.
It would also reduce product scarcity, opening market reflective prices to bring in more players, and create a more efficient market, thereby reducing fuel scarcity and its adverse effects on the economy.
The removal is also expected to reduce the growing and unsustainable budget deficit and, consequently, the debt burden, creating a more robust economic and sustainable future.
Successive governments had sunk trillions of naira into the subsidy payments. In 2006, the Obasanjo regime earmarked N1.9 trillion for these payments. Do not forget that at the period under review, naira exchanged at N130 to a dollar, making the amount $14.6 billion. This amount was to spike in 2007 when the same government spent N2.3trn, or $17.96bn, with naira exchanging for N128 to a dollar.
The above amount either tripled or quadrupled under the Yaradua/Jonathan administration as well as the Buhari administration. Now that the dollar is hovering around N800 in the exchange rate, one wonders what would be the fate of the economy in the next six months had the subsidy stayed.
Probably, this would have been the basis of the constant warning from international agencies of the dangers of accommodating this burden called subsidy. Prior to the removal of the subsidy, there were damning reports from the International Monetary Fund, IMF, and the World Bank concerning oil subsidy.
In its report titled, “Macro Poverty Outlook for Nigeria: April 2023” the World Bank said macroeconomic stability had weakened amidst declining oil production, costly fuel subsidies and other factors, further pushing millions of Nigeria into poverty, and that might become worse if the subsidy stayed up to June on 2023.
The report further said: “With Nigeria’s population growth continuing to outpace poverty reduction and persistent high inflation ratio, the number of Nigerians living below the national poverty line will rise by 13 million between 2019 and 2025 in the baseline projection.”
The bottom line is that in the last two decades, the fuel subsidy had cost the nation several trillions of naira. Even if it is narrowed down to between 2005 and now, the government spent approximately N21 trillion on subsidy payments alone.
The last regime of President Muhammadu Buhari, having realized the dangers ahead, stopped making provisions for the payment in June 2023 when his government would have expired. It was, therefore, incumbent on the incoming administration to pick up the gauntlet and do the needful.
From the onset of the existence of the subsidy, a certain set of individuals had smiled to the bank with each payment. It turned out that something that was done to assuage the suffering of the masses became an avenue for people with greedy and unscrupulous oil marketing companies to divert money into their pockets by sheer unconscionable criminality,
Speaking in a nationwide broadcast last Monday, President Tinubu reiterated on the benefit of the subsidy removal to Nigerians. He said in a little over two months, his government had over a trillion naira “that would have been squandered on the unproductive fuel subsidy which only benefitted smugglers and fraudsters That money will now be used more directly and more beneficial for you and your families.
“For several years, I have consistently maintained the position that the fuel subsidy had to go. This once beneficial measure outlived its usefulness.
“The subsidy cost us trillions of Naira yearly. Such a vast sum of money would have been better spent on public transportation, healthcare, schools, housing, and even national security. Instead, it was being funnelled into the deep pockets and lavish bank accounts of a select group of individuals.
“To be blunt, Nigeria could never become the society it was intended to be as long as such small, powerful yet unelected groups hold enormous influence over our political economy and the institutions that govern it.
“The whims of the few should never hold dominant sway over the hopes and aspirations of the many. If we are to be a democracy, the people and not the power of money must be sovereign.”
However, notwithstanding the president’s speech, the organized labour ordered workers to resume strike on Wednesday after talks with the government failed to yield positive results.
This is in spite of palliatives proposed by the federal government to ameliorate the perceived suffering the fuel subsidy removal would throw up.
This raises the question as to what the Nigerian labour is up to. Is labour truly yearning for the progress of Nigeria, or is it being sponsored by enemies of Nigeria?
At this critical period of our nation, we urge Nigerians to come together to support the good vision of the president to make the nation great, because from all indications, both the president Bola Ahmed Tinubu and Mallam Mele Kyari, the NNPC GCEO mean well for Nigeria.
Usman, a public commentator, wrote in from FCT, Abuja.
The project ends decades search for investors, boosts Nigeria’s blue economy
By Prince Adeyemi Shonibare
Nigeria’s maritime sector is set for a major transformation following a landmark agreement involving the world’s largest container shipping company, Mediterranean Shipping Company (MSC), which has secured a 45-year concession to build, manage and operate a modern container terminal at Snake Island Port in Lagos.
The project, to be developed in partnership with Nigerdock, marks one of the most significant private sector investments in Nigeria’s port infrastructure in recent decades and is expected to strengthen the country’s role as a major maritime gateway in West and Central Africa.
For Nigeria, the agreement brings to close decades of efforts to attract large-scale investors to develop Snake Island Port, a strategically located maritime asset in Lagos.
Long-standing concession history
Snake Island’s maritime facilities date back several decades. In 1992, the Federal Government granted a 99-year concession for the island’s port and industrial facilities to Nigerdock, a major maritime engineering and logistics company.
Nigerdock was later privatised and is currently operated by the Jagal Group owned by Nigerian industrialist Maher Jarmakani.
Over the years, the Island Container Terminal fell into disrepair, requiring major rehabilitation and modernization to meet modern global shipping standards.
The new partnership with MSC is expected to transform the port into a state-of-the-art container handling facility capable of attracting larger vessels and increasing Nigeria’s cargo throughput capacity.
Buhari administration approved the project.
The investment framework for the Snake Island development was approved in May 2023 by the Federal Executive Council under then President Muhammadu Buhari.
The approval authorised total private investment of approximately $974.1 million for the project under a Public-Private Partnership structure, including the 45-year concession period.
At the same time, the Federal Government also approved two other major maritime infrastructure projects:
• Development of the Ondo Multipurpose Port in Ilaje, Ondo State, with $1.48 billion in private investment and a 50-year concession.
• Expansion and development of the Burutu Sea Port in Delta State, involving $1.2 billion in private investment and a 40-year concession.
These projects form part of Nigeria’s broader effort to develop its blue economy and expand maritime trade capacity.
Construction partners
Engineering and construction of the Snake Island container terminal will be handled by:
• ITB Nigeria Limited
• DEME Group
ITB Nigeria Limited is part of the Chagoury Group and owned by the Chagoury family, while DEME Group is a globally recognised Belgian marine engineering and dredging company with extensive experience in port construction.
MSC profile
Founded in 1970 by Italian shipping entrepreneur Gianluigi Aponte and his wife Rafaela Aponte-Diamant, MSC has grown from a single cargo vessel into the largest container shipping company in the world.
Headquartered in Geneva, Switzerland, the company operates in more than 155 countries and serves over 500 ports worldwide, with a fleet of roughly 900 container ships and over 200,000 employees globally.
The MSC Group also operates major logistics and maritime businesses including inland logistics through Medlog, cruise tourism through MSC Cruises, and port terminal operations across several continents.
According to Forbes, the estimated net worth of MSC founder Gianluigi Aponte is about $43.9 billion as of February 2026, placing him among the world’s richest shipping magnates. The company remains privately owned by the Aponte family, with both founders holding equal ownership stakes.
Management comments
Speaking on the development, MSC Group President Diego Aponte said the company is committed to strengthening its operations in Nigeria and across Africa.
“We are proud to expand our presence in Nigeria through this important infrastructure project. The Snake Island terminal will enhance service delivery and improve port efficiency for our customers and partners in the region,”
Chief Executive Officer of Nigerdock, Maher Jarmakani, described the agreement as a major milestone for the Nigerian maritime sector.
“We are delighted to partner with MSC in developing a world-class container terminal that will enhance Nigeria’s logistics capabilities and support economic growth,” he said.
Economic impact
Industry analysts say the project could significantly strengthen Nigeria’s maritime economy by expanding cargo handling capacity, reducing congestion at Lagos ports and attracting additional international shipping traffic.
The development is also expected to create thousands of direct and indirect jobs across maritime operations, logistics, transport services and port-related commercial activities.
Infrastructure expansion
Beyond the port development, plans are also underway for Nigeria’s first underwater tunnel, linking Ahmadu Bello Way in Victoria Island through Snake Island and connecting the Lagos-Calabar Coastal Highway with the Sokoto-Badagry Superhighway corridor through Badagry.
The tunnel project is expected to significantly improve freight movement and road connectivity between Lagos ports and national transport networks.
Strategic milestone
With the entry of MSC into the Snake Island development, industry observers say Nigeria is taking a significant step toward modernizing its maritime infrastructure and positioning itself as a regional hub for global shipping and trade.
For a project that has waited for decades for major international investors, the Snake Island concession represents a turning point in Nigeria’s port development strategy and a strong signal of global confidence in the country’s maritime future.
By Prince Adeyemi Shonibare
news
From Construction Sites to Community Service: Temitope Akinyemi Emerges as a Model of Leadership and Impact
Energy experts in Nigeria’s downstream petroleum sector have defended the pricing structure of the Dangote Petroleum Refinery, accusing some fuel markers of attempting to blackmail the refinery and mislead the public over the recent increase in petrol prices.
The experts said reports suggesting that the refinery’s latest adjustment is solely responsible for the recent hike in fuel prices were misleading, noting that importers are also bringing in petrol at almost a N1,000 per litre, while the refinery’s coastal price is N948 and the gantry or ex-depot price stands at N995 per litre.
They stressed that public comparisons fail to consider the differences in pricing structures and supply channels.
According to the experts, N948 per litre represents the coastal delivery price, which refers to petroleum products transported by marine vessels or barges from the refinery to depots along the coastline. On the other hand, N995 per litre represents the gantry or ex-depot price, which is the rate paid by marketers who load petrol directly from the refinery into tanker trucks at the loading gantry for onward distribution across the country.
The experts explained that the two figures should not be interpreted as conflicting prices but rather as different logistics arrangements within the petroleum distribution chain.
Speaking with our correspondent on Sunday, energy expert David Okon said the pricing adjustments were inevitable given prevailing market conditions.
According to him, Dangote Petroleum Refinery & Petrochemicals operates in a deregulated market and procures crude at international prices, which have risen sharply due to geopolitical tensions in the Middle East.
“The refinery is already absorbing part of the cost to cushion the impact of the crisis on Nigerians. We can see what is happening in other parts of the world where shortages and scarcity are being reported despite higher prices, yet the Dangote Refinery has continued to guarantee domestic supply,” he said.
Okon explained that when the refinery previously sold petrol at N774 per litre, crude oil was landing at about $68 per barrel. However, with crude now arriving at roughly $95 per barrel, the cost difference of about $27 per barrel translates to nearly N40,000 per barrel when converted to Naira.
“You cannot expect a refinery to continue selling at the old rate under those circumstances,” he added.
“If imported products were truly cheaper, importers would still be selling at the previous prices.”
He warned that without local refining capacity, Nigeria could have faced severe fuel shortages, long queues at filling stations and a resurgence of black market sales.
“Without the Dangote Refinery, many filling stations would likely shut down, queues would return across the country and black market traders would exploit the situation, hawking four litres keg at N20,000 or more. The refinery has effectively prevented that scenario,” he said.
Another analyst, Mohammed Ibrahim, also faulted narratives circulating in some quarters suggesting that the refinery’s pricing adjustment was responsible for worsening economic hardship in the country.
Accusing some importers of attempting to manipulate public perception, he said, “What we are seeing is nothing but deliberate blackmail by some fuel importers who feel threatened by local refining.
“They are twisting the pricing structure to mislead Nigerians and create unnecessary panic in the market.
“By exaggerating the refinery’s gantry price and ignoring the comparable costs of imported fuel, they are trying to make it appear as though Dangote Refinery is the cause of rising prices and economic hardship. This is a calculated attempt to protect their import businesses and undermine local refining, which is meant to reduce our dependence on imported petrol.”
Ibrahim added that such narratives were aimed at portraying the refinery as the reason Nigerians were struggling with higher petrol prices.
He stressed that petrol pricing in Nigeria is largely influenced by global crude oil prices, exchange rate fluctuations, and distribution logistics, noting that these factors affect both locally refined and imported fuel in the country’s deregulated market.
Afolabi Olowookere, Managing Director and Chief Economist at Analysts’ Data Services and Resources (ADSR) Limited, explained that although Nigerians expect refined products from the refinery to be significantly cheaper, prevailing market realities such as global crude oil prices, the cost of crude supply and refining margins make substantial price reductions unlikely in the short term.
“Therefore, improving domestic crude allocation to the refinery would strengthen supply stability and enhance the long term benefits of local refining for the economy,” Olowookere noted.
Recent conflicts in the Middle East and disruptions along key shipping lanes have tightened global oil supply, pushing crude prices past $90 per barrel, a development that directly raises the cost of both imported and locally refined petrol in Nigeria.
The unrest has pushed up fuel costs and transportation in several countries, including Ghana, the United States, the United Kingdom, South Africa, India, Canada, Brazil, Germany, France, and Japan, as rising crude prices increase the cost of refining, distribution, and logistics globally.
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