OpinionPerspective

Asiwaju 100 Days in Office And Keyamo’s Touch

By
4 Mins read
0
Share

Beyond the unprecedented expectations most Nigerians had on President Bola Ahmed Tinubu’s cabinet members, the aviation sector in no time came as a noticeable shooting star to behold. The marvel on every lips became short of their thoughts, leaving them in awe of what was yet to come

By Williams Ochonu

Beyond the unprecedented expectations most Nigerians had on President Bola Ahmed Tinubu’s cabinet members, the aviation sector in no time came as a noticeable shooting star to behold. The marvel on every lips became short of their thoughts, leaving them in awe of what was yet to come.

The ascension of Asiwaju Bola Ahmed Tinubu to the seat of Presidency in Nigeria has truly created an atmosphere of renewed hope, most especially, in the aviation sector. Just in his 100 days in office, the appointment of Festus Keyamo (SAN) as the Minister of Aviation and Aerospace Development has proven to be a masterstroke. This has made it obvious that the choice of cabinet members leaned toward savvy and competent people.

The progress in the aviation sector was made possible by the minister through the introduction of new reforms and policies. The wise would understand that a choice of Keyamo didn’t come as a surprise because Asiwaju is a pathfinder who is well known to have a penchant for success and a distaste for mediocrity.

For the record, Keyamo is a reputable lawyer, human rights activist, and an outstanding politician. He began his legal career in 1993 at Gani Fawehinmi’s Chambers in Lagos State, southwestern Nigeria. He later established his law firm, Festus Keyamo Chambers. Keyamo has represented many prominent Nigerians in high-profile cases, including the leader of the Niger-Delta Peoples’ Volunteer Force, Mujahid Dokubo-Asari, and the leader of the Movement For The Actualization of the Sovereign State of Biafra (MASSOB), Ralph Uwazuruike.

Keyamo entered politics in 2015 when he was appointed the Director of Media and Publicity for the All Progressives Congress (APC) Presidential Campaign Council. He played a key role in the election of President Muhammadu Buhari. In 2019, Keyamo was appointed the Minister of State for Labour and Employment. In August 2023, he was appointed the Minister of Aviation and Aerospace Development by President Bola Ahmed Tinubu.

With such a track record and pedigree, Asiwaju knew that Keyamo was a viable instrument in his presidential political career. Also aware that over time, Keyamo has proven to be a good dose of aspirin in reviving any dying organization, and a booster when needed for any successful project, girdled with an acumen for conquest that is uncontestable, and a notable drive for greatness, Keyamo’s nomination for the ministerial list was a revelation into the Asiwaju grand plan.

He is a man who has little patience with people who are insensitive to the suffering of ordinary, and vulnerable people in society because he grew up in a tough background, and knows what it means to be vulnerable, let alone toiling with hundreds of lives aboard on every flight all around the nation.

As detractors continued in their merchant of character assassination, Keyamo understood that indecision is the graveyard of good intentions, therefore, he quietly settled into the job and announced himself with some groundbreaking reforms, policies, and innovations.

Being a firm critic who stands up for what he believes, Keyamo isn’t bent by political gimmicks that are not in the interest of Nigerians. The minister is someone who never shies away from a challenge when faced with one. However, over the years, he has earned a reputation for his integrity, honesty, and passion for humanity.

It is worthy of note that Keyamo has brought several ingenious ideas and initiatives to the aviation sector since he was appointed minister. He has also been a strong advocate for the development of the aerospace industry in Nigeria which has further birthed more harems of positive initiatives as follows:

Being a man of plan and action, with Asiwaju’s support, Keyamo has pledged to establish a new national carrier for Nigeria. He has said that the national carrier will be a world-class airline that will compete with the best in the world.

Keyamo has launched several initiatives to rehabilitate and upgrade airports across Nigeria. He has said that he is committed to making Nigerian airports in class and in comparison with world-class facilities, thereby making Nigeria more visible in the international space.

Keyamo has been a strong advocate for the promotion of domestic aviation in Nigeria. Compassionately considering the cost of flight and standard of living, he has said that he wants to make it easier and more affordable for Nigerians to travel by air within the country.

Keyamo has also been a strong advocate for the development of the aerospace industry in Nigeria. He has said that he wants to make Nigeria a hub for aerospace manufacturing and maintenance.

Keyamo’s actions were as though he knew there was a task ahead, and it clearly shows that the minister came fully prepared for the job despite his late appointment. Keyamo came with the Hallmark to sanitize, revamp, and revive the aviation sector to meet international best practices.

In just a few days in office, Keyamo has made significant progress in the aviation sector, creating a spicy delicacy in the 100 days of President Tinubu’s tenure in office. The launched number of initiatives like the establishment of a new national carrier, the rehabilitation of airports, the promotion of domestic aviation, and the development of the aerospace industry, are testament to the preparedness for his ministerial position.

Keyamo’s initiatives have been well-received by industry stakeholders and the general public. He has been praised for his energy, enthusiasm, and commitment to transforming the aviation sector.

As a serving Minister, Keyamo has restored transparency, accountability, and integrity to the aviation business while winning the trust of stakeholders and international partners through his skilled negotiation.

Keyamo’s Midas touch is evident in the success of his various initiatives in the aviation sector. He has a knack for identifying and implementing solutions to complex problems.

Asiwaju wasn’t wrong when he told Keyamo, “Let’s Fix Nigeria”. He saw him as the best man for the job based on a dispassionate assessment of his previous public office records and superlative antecedents. His green alert for transparency and safety is invaluable, putting him on a pedestal to serve in his current position.

It Is important to rally behind Keyamo, helping to support and promote his initiatives to the general public. With the support of all stakeholders, it’s obvious that he will make Nigeria a leading aviation and aerospace nation.

Ochonu is a public affairs analyst and wrote this piece from Abuja.

   

0
Share

About author
Time Nigeria is a modern and general interest Magazine with its Headquarters in Abuja. The Magazine has a remarkable difference in editorial philosophy and goals, it adheres strictly to the ethics of Journalism by using the finest ethos of the profession to promote peace among citizens; identifying and harnessing the nation’s vast resources; celebrating achievements of government agencies, individuals, groups and corporate organizations and above all, repositioning Nigeria for the needed growth and development. Time Nigeria gives emphasis to places and issues that have not been given adequate attention by others. The Magazine is national in outlook and is currently being read and patronized both in print and on our vibrant and active online platform (www.timenigeria.com).
Articles
Related posts
Cover StoryDevelopmentOpinion

Pedestrian Bridges: Rising Symbols of Renewed Hope in Abuja

By
2 Mins read
  By Ogefila Bayo Adewale Every morning, parents watch their children leave for school along Abuja highways, their hearts race each time…
Abuja FileDevelopmentEconomyEnergyFinanceInside LagosOpinionPerspective

The Missing Middle of Infrastructure Finance: Why Capital Still Fails to Become Infrastructure

By
6 Mins read
  By Chidi Nwafor  In October 2023, a Gulf sovereign wealth fund quietly closed a $2 billion allocation to global infrastructure, earmarked in part for emerging-market energy and transport assets. The announcement drew the usual applause: another sign, commentators said, that institutional capital was finally waking up to the infrastructure opportunity in the Global South. Eighteen months later, less than a tenth of that allocation had actually left the fund’s balance sheet. Not because the mandate had changed. Not because the fund had lost appetite. According to two people familiar with the portfolio, the constraint was simpler and more uncomfortable: there were not enough investable projects to put the money into. This is not a story about a reluctant investor. It is a story about capital that wants to move, cannot find enough places willing and able to receive it in a form it can underwrite, and quietly waits instead. Multiply that fund by the hundreds of pension schemes, sovereign wealth vehicles, commercial banks and infrastructure funds now carrying dedicated allocations for emerging-market infrastructure, and a pattern emerges that rarely makes it into a headline: the world is not short of capital for infrastructure. It has capital in historic abundance, sitting adjacent to a historic infrastructure gap, unable to cross the distance between the two. The Comfortable Explanation  The explanation on offer at every major infrastructure summit is a familiar one. Global infrastructure investment needs run into the tens of trillions of dollars over the coming decade; committed capital falls well short; therefore, the problem is one of insufficient funding, and the solution is more of it: more pledges, more blended-finance facilities, more climate funds, more multilateral capital increases. It is a comfortable explanation because it assigns responsibility clearly to governments who under-fund, institutions who under-commit, and it offers a clean remedy: raise more. It is also, on close inspection, not what the evidence shows. Pension funds globally hold trillions in assets under management with explicit infrastructure allocations that remain structurally underweight, not because trustees have rejected the asset class but because deal flow meeting their risk and governance thresholds has not materialised at the pace their mandates assume. Sovereign wealth funds report the same pattern. Commercial banks with dedicated project finance desks describe pipelines that look full at the term-sheet stage and thin dramatically by financial close. Development finance institutions, whose entire purpose is to absorb risk that commercial capital will not, routinely report that their binding constraint is not capital adequacy but the volume of bankable transactions their teams can originate and structure in a given year. None of this fits the scarcity narrative. All of it fits a different one. Availability Is Not Deployability  Capital availability and capital deployability are not the same condition, and the conflation of the two is doing real damage to how the world thinks about the infrastructure gap. Availability asks whether money exists somewhere with a mandate that could, in principle, be pointed at infrastructure. Deployability asks something much narrower and much harder: whether a specific project, at a specific moment, has been engineered, structured, documented and de-risked to the point where an investment committee can approve it without exception. The first condition is met, overwhelmingly, across nearly every category of capital that matters to infrastructure. The second is met by only a small fraction of the projects competing for it. The result is a market that looks, from the outside, like a financing gap, and functions, from the inside, like a conversion problem: an abundance of capital on one side, an abundance of infrastructure need on the other, and an underbuilt set of mechanisms in between capable of turning one into the other at any meaningful scale. Where the Conversion Breaks  The break does not happen at the ends of the process. It happens in the middle, in the unglamorous sequence of work that turns a plausible concept into an instrument a fiduciary can sign. A promising transmission project needs a feasibility study rigorous enough to survive institutional scrutiny rather than optimistic enough to attract early interest. It needs offtake arrangements that hold up under real counterparty and currency risk, not the counterparty risk assumed in a base case. It needs environmental and social documentation calibrated to the standards of the institutions being asked to fund it, not the standards of the jurisdiction hosting it. It needs a legal and commercial structure that allocates risk in ways a commercial lender, not only a development financier, will accept. It needs a sponsor capable of executing what has been proposed, not merely capable of proposing it. Each of these is ordinary project finance discipline. None of it is exotic, and in mature infrastructure markets it happens as a matter of course, absorbed into systems built over decades: specialist advisers, standard-form contracts, established procurement norms, deep pools of transaction expertise. What is missing in the markets where the infrastructure gap is largest is not the standard itself but the machinery that meets it. Projects arrive at investment committees with ambition intact and preparation incomplete, and that gap is treated, again and again, as an individual project’s failure rather than what it actually is: a structural absence in the systems responsible for producing investable transactions at scale. The Missing Middle  This is the Missing Middle of Infrastructure Finance: the institutional architecture that sits between capital that wants to move and infrastructure that needs building, and whose incompleteness explains far more of the global infrastructure gap than any shortfall in committed funds. It consists of project preparation facilities able to fund feasibility and structuring work before commercial viability has been proven. Transaction advisers capable of building deals that satisfy development mandates and commercial return thresholds at once, rather than treating the two as separate constituencies to be managed sequentially. Risk-sharing and guarantee instruments that convert political, regulatory and currency risk into something a commercial balance sheet can underwrite. Aggregation platforms that bundle smaller, individually sub-scale projects into portfolios large enough to justify institutional transaction costs. Standardised documentation that reduces the bespoke legal cost of every new deal. And coordination across ministries, regulators and financiers robust enough that a technically sound project does not die in bureaucratic sequencing after the money has already been found. None of these are new ideas in isolation. What is missing is their assembly into a coherent system, deliberately funded and institutionally accountable, rather than scattered across donor-funded pilots that end when the grant does. The African Dimension  Africa makes this dynamic unusually visible, and consequently offers an unusually clear opportunity to correct it. The continent’s infrastructure financing need, by any measure, is vast. Less understood is that the shortfall is disproportionately one of preparation rather than capital. Nigerian gas-to-power, off-grid solar and mini-grid developers have each demonstrated that individual projects can clear the bankability bar; what has not emerged is systemic pipeline scale, a steady stream of comparably prepared projects large enough to absorb the capital already circling the sector. The pattern repeats, with local variation, from grid infrastructure in East Africa to transport corridors in West Africa. Interested capital is rarely the scarce input. Investment-ready projects are. The Global Comparison  Mature markets solved this problem gradually and mostly invisibly, through decades of institution-building that predates the current infrastructure conversation: specialist project finance units inside banks, standardised PPP frameworks, established regulatory playbooks, deep benches of transaction lawyers and engineers who move between deals rather than between one-off assignments. Emerging and frontier markets are not being asked to meet a lower standard. They are being asked to meet the same standard without having built the same machinery, and then being told, when deals fail to close, that the problem is insufficient funding….
Abuja FileCover StoryOpinionPerspectivePolitics

Tinubu’s Reforms Deserve Continuity, Second Term Crucial — Onuigbo

By
4 Mins read
The President of Globe Legislators International, Rt. Hon. Sir Sam Onuigbo, has called on members and stakeholders of the All Progressives Congress…
Stay on the loop!

Subscribe to our latest news.

Leave a Reply

WP2Social Auto Publish Powered By : XYZScripts.com