The Nation Newspaper

Category: Maritime

  • Delay of container depots stirs anger

    Delay of container depots stirs anger

    Background Inland Container Depots (ICDs) also called dry ports because they are not situated close to sea or rivers, are equipped to handle and temporarily store containerised cargo as well as empty containers. The United Nations Conference on Trade and Development (UNCTAD) also defined ICD as “a common user facility with public authority status equipped with fixed installation and offering services for landing and temporary storage of export, laden and empty containers Carried Under Customs Control and with Customs and other agencies competent to clear goods for home use, warehousing, and export, temporary storage for onward transit and outright export.”

    In view of the importance of the depots, the Federal Executive Council (FEC) approved the construction of six ICDs in the six geopolitical zones of the country under the build, own, operate and transfer (BOT) agreement in 2006. The project was gazetted in May, 2007.

    The government’s action was informed by the unwarranted but avoidable congestion at the ports, which made shippers to pay huge demurrage on cargoes and miss targeted schedules on clearance of such cargoes.

    With the gazetting of the initiative, the depots were allocated to six concessionaires. Eastgate Inland Container Terminal Limited got that of Southeast zone located at Isiala-Ngwa (Aba) in Abia State. It has a capacity for 50,000 twenty-foot equivalent units (TEUs). Catamaran Logistics Limited is in charge of the Southwest zone located in Ibadan, Oyo State and has a capacity for (TEUs), while Dala Inland Dry Port Limited, which is for Northwest zone is situated in Kano, Kano State and does 20,000 TEUs.

    Others include Duncan Maritime Services Limited for North Central zone in Jos, Plateau State with capacity for 20,000 TEUs; Equatorial Marine Oil and Gas Nigeria Limited for Northeast zone located in Funtua, has capacity for 10,000 TEUs; and MIGFO Nigeria Limited for Northeast zone located in Maiduguri with 10,000 TEUs capacity

    For effective implementation, the government directed that the Nigerian Shippers’ Council (NSC) within whose purview the project falls to sign memorandum of understanding (MoU) with the Nigerian Ports Authority (NPA), Nigerian Customs Services (NCS), Nigerian Railway Corporation (NRC) and security agencies.

     

    The ICDs now

    Seven years after the government approved the construction of the six ICDs, none is operational even though some have reached completion level. It is in view of this that operators in the industry are calling on the government for more intervention to see the six depots running effectively. Some of the operators believe that with the Yuletide drawing close, there would be increased influx of cargoes and consequently increased congestion.

     

    Stakeholders’ view

    President of the National Association of Government Approved Freight Forwarders (NAGAFF), Chief Eugene Nweke, described ICD as an equivalent of a seaport located in the hinterland because it receives containers by rail or other system from the seaport for examination and clearance by Nigeria Customs Services. It has all the loading and off-loading equipment needed to handle container and general cargo. He said the group fully supports the NSC and is ready to work them to ensure success of the project because it will hugely facilitate trade in the country. He said the establishment of the ICDs would drastically reduce the numerous trade obstacles being faced by importers.

    He said: “The current nightmare being suffered in the ports, particularly in Lagos terminals, has made it necessary for the establishment of ICDs”, noting that the problem that would greatly militate against the success of ICDs is the inefficient rail system linking the ports in the hinterland. We appeal to the Federal Government to show more practical commitment to ensuring the ports are linked with rail. This is the only sure way to complete and reward success of the ICDs.

    “ICDs essentially are targeted at facilitating trade by way of decongesting the ports. ICD also decentralise clearing and boost the economies of other zones. It opens up the hinterland. It is a wonderful concept, but the effectiveness of the project, no matter how beautifully and wonderfully packaged, must have inter-modalism, that is, the mode of moving the cargoes from the seaport to the hinterland where the ICDS are must be efficient. For instance, if you are moving cargo from Lagos to Kano or Aba, and the rail system is efficient, delivery of the cargo would be timely. Currently, the roads are not dependable. “

    He said shippers, freight forwarders and other individuals involved in the movement of cargoes out of the ports are desirous of an agency that should be an in-between to serve as a mediator in times trade dispute and the NSC was conferred with the powers not just to mediate but to also protect the interest of Nigerian shippers. Therefore, any initiative the council takes should be in the interest of shippers and those involved in the movement of cargoes from the seaports. He commended the leadership of NSC for embracing partnership with the private sector noting that it is good of the industry.

     

    Benefits of ICDs

    The benefits of Inland Cargo Depots (ICDs) are numerous. The Nation learnt that with the ICDs, the establishment of customs clearance facility close to production and consumption centres would be inevitable. It will also improve container usage and result in reduction of movement of empty containers.

    The Executive Secretary of NSC, Hassan Bello, told The Nation that when the ICDs becomes operational, it would improve the turnaround time of ships thereby reducing demurrage and avoiding pilferage and engender a system of efficiency in cargo delivery.

    It was learnt that ICD will lower freight cost and increase trade flows as well as bring into being optimal use of surface transport. It will also lead to reduction in marine pollution activities around the seaport and pave way to easy and safe access to international shipping facilities in the hinterland giving a boost to inland trading. It will also result in revitalisation of export agriculture leading to multi-product economy, reduce urban-rural drift and increase government’s revenue. It will boost the rehabilitation of the rail transport system and reduce pressure on the roads.

    Bello noted that the ICD project is part of the transformation agenda of the Federal Government to achieve efficiency at the ports, generate thousands of employment and boost the economies of the states where they are located. He said ICDs will bring shipping services to the door step of shippers across the nation, assist in decongesting the seaports thereby making them more user-friendly, help revive and modernise the railway as a primary mode for the long distance haulage of cargo and assist in the reduction of overall cost of transit cargo to landlocked neighbouring countries.

    Bello told The Nation that the management of NSC is determined to make the ICD project succeed and the operation sustainable.

     

  • Delay of container depots stirs anger

    Delay of container depots stirs anger

    Seven years ago, the Federal Government gave the nod for the construction of Inland Container Depots (ICDs) in the six geopolitical zones to address ports congestion and enhance goods clearance. Today, the ICDs have yet to take off, raising questions over the delay. EMEKA UGWUANYI writes.

     

    Background

    Inland Container Depots (ICDs) also called dry ports because they are not situated close to sea or rivers, are equipped to handle and temporarily store containerised cargo as well as empty containers. The United Nations Conference on Trade and Development (UNCTAD) also defined ICD as “a common user facility with public authority status equipped with fixed installation and offering services for landing and temporary storage of export, laden and empty containers Carried Under Customs Control and with Customs and other agencies competent to clear goods for home use, warehousing, and export, temporary storage for onward transit and outright export.”

    In view of the importance of the depots, the Federal Executive Council (FEC) approved the construction of six ICDs in the six geopolitical zones of the country under the build, own, operate and transfer (BOT) agreement in 2006. The project was gazetted in May, 2007.

    The government’s action was informed by the unwarranted but avoidable congestion at the ports, which made shippers to pay huge demurrage on cargoes and miss targeted schedules on clearance of such cargoes.

    With the gazetting of the initiative, the depots were allocated to six concessionaires. Eastgate Inland Container Terminal Limited got that of Southeast zone located at Isiala-Ngwa (Aba) in Abia State. It has a capacity for 50,000 twenty-foot equivalent units (TEUs). Catamaran Logistics Limited is in charge of the Southwest zone located in Ibadan, Oyo State and has a capacity for (TEUs), while Dala Inland Dry Port Limited, which is for Northwest zone is situated in Kano, Kano State and does 20,000 TEUs.

    Others include Duncan Maritime Services Limited for North Central zone in Jos, Plateau State with capacity for 20,000 TEUs; Equatorial Marine Oil and Gas Nigeria Limited for Northeast zone located in Funtua, has capacity for 10,000 TEUs; and MIGFO Nigeria Limited for Northeast zone located in Maiduguri with 10,000 TEUs capacity

    For effective implementation, the government directed that the Nigerian Shippers’ Council (NSC) within whose purview the project falls to sign memorandum of understanding (MoU) with the Nigerian Ports Authority (NPA), Nigerian Customs Services (NCS), Nigerian Railway Corporation (NRC) and security agencies.

     

    The ICDs now

    Seven years after the government approved the construction of the six ICDs, none is operational even though some have reached completion level. It is in view of this that operators in the industry are calling on the government for more intervention to see the six depots running effectively. Some of the operators believe that with the Yuletide drawing close, there would be increased influx of cargoes and consequently increased congestion.

     

    Stakeholders’ view

    President of the National Association of Government Approved Freight Forwarders (NAGAFF), Chief Eugene Nweke, described ICD as an equivalent of a seaport located in the hinterland because it receives containers by rail or other system from the seaport for examination and clearance by Nigeria Customs Services. It has all the loading and off-loading equipment needed to handle container and general cargo. He said the group fully supports the NSC and is ready to work them to ensure success of the project because it will hugely facilitate trade in the country. He said the establishment of the ICDs would drastically reduce the numerous trade obstacles being faced by importers.

    He said: “The current nightmare being suffered in the ports, particularly in Lagos terminals, has made it necessary for the establishment of ICDs”, noting that the problem that would greatly militate against the success of ICDs is the inefficient rail system linking the ports in the hinterland. We appeal to the Federal Government to show more practical commitment to ensuring the ports are linked with rail. This is the only sure way to complete and reward success of the ICDs.

    “ICDs essentially are targeted at facilitating trade by way of decongesting the ports. ICD also decentralise clearing and boost the economies of other zones. It opens up the hinterland. It is a wonderful concept, but the effectiveness of the project, no matter how beautifully and wonderfully packaged, must have inter-modalism, that is, the mode of moving the cargoes from the seaport to the hinterland where the ICDS are must be efficient. For instance, if you are moving cargo from Lagos to Kano or Aba, and the rail system is efficient, delivery of the cargo would be timely. Currently, the roads are not dependable. “

    He said shippers, freight forwarders and other individuals involved in the movement of cargoes out of the ports are desirous of an agency that should be an in-between to serve as a mediator in times trade dispute and the NSC was conferred with the powers not just to mediate but to also protect the interest of Nigerian shippers. Therefore, any initiative the council takes should be in the interest of shippers and those involved in the movement of cargoes from the seaports. He commended the leadership of NSC for embracing partnership with the private sector noting that it is good of the industry.

     

    Benefits of ICDs

    The benefits of Inland Cargo Depots (ICDs) are numerous. The Nation learnt that with the ICDs, the establishment of customs clearance facility close to production and consumption centres would be inevitable. It will also improve container usage and result in reduction of movement of empty containers.

    The Executive Secretary of NSC, Hassan Bello, told The Nation that when the ICDs becomes operational, it would improve the turnaround time of ships thereby reducing demurrage and avoiding pilferage and engender a system of efficiency in cargo delivery.

    It was learnt that ICD will lower freight cost and increase trade flows as well as bring into being optimal use of surface transport. It will also lead to reduction in marine pollution activities around the seaport and pave way to easy and safe access to international shipping facilities in the hinterland giving a boost to inland trading. It will also result in revitalisation of export agriculture leading to multi-product economy, reduce urban-rural drift and increase government’s revenue. It will boost the rehabilitation of the rail transport system and reduce pressure on the roads.

    Bello noted that the ICD project is part of the transformation agenda of the Federal Government to achieve efficiency at the ports, generate thousands of employment and boost the economies of the states where they are located. He said ICDs will bring shipping services to the door step of shippers across the nation, assist in decongesting the seaports thereby making them more user-friendly, help revive and modernise the railway as a primary mode for the long distance haulage of cargo and assist in the reduction of overall cost of transit cargo to landlocked neighbouring countries.

    Bello told The Nation that the management of NSC is determined to make the ICD project succeed and the operation sustainable.

  • Workers kick as firm plans tank farm for ports

    Workers kick as firm plans tank farm for ports

    Nigerian Ports Authority (NPA) workers are kicking over the planned building of a tank farm and pipeline by the Nigerian Independent Petroleum Company (NIPCO) across the NPA dockyard and waterfront in Apapa.

    President of Senior Staff Association of Communications, Transport and Corporations (SSACTAC) Comrade Omeiza Umar told reporters in Lagos that for safety reason the project should not be allowed.

    He said if the project is allowed, it would cost the government a lot in revenue, block entry and exit from the Apapa dockyard, subject facilities to explosion and pose serious threat to lives and properties.

    The Apapa dockyard, he said, had only one entry/exit point, with a pipeline laid by NIPCO. Establishing another pipeline along the quay apron is an invitation to disaster because the only available escape route in case of emergency would have been blocked by the same NIPCO, he said.

    He said: “If NIPCO is allowed to go ahead with its obnoxious intention, the navigational channel of about 1.5km will be blocked and any attempt to check vessels and NPA tug boats shall lead to collision with the pipe and there will be explosion, fire and spillage of product.

    “There exists a pilotage district within Lagos ports. The Joint Venture Company (JVC) handling the pilotage of Lagos district is located at the dockyard where tug boats and dredgers are berthed. The JVC called Continental Shipyard Limited (CSL), repairs ship and vessels of NPA and other third party jobs. This company repairs the tug boats, dredgers and pilot cutters of NPA with priority preference and at half the cost as compared with charges of similar companies such as Nigerdock.”

    Besides, he noted that there also exists a dolphin that anchored the floating dock of NPA awaiting repairs to class. This has cost NPA some fortune. We don’t have another dolphin to anchor the floating dock and we cannot afford to give away the existing one for mere piping of petroleum products to NIPCO jetty because without NIPCO Nigerians will not lack products, he added.

    He also explained that NPA has dredged the waterways and channels of Lagos pilotage district to make them navigable, which cost the government a huge amount of money. This was done for maritime operations and not for NIPCO tank farm and pipeline. Also the port reform that is yielding result would be reversed in the Lagos pilotage district by the unwarranted exercise of NIPCO as congestion at the port will return in an unimaginable level, he added.

    Umar said: “The ports of Nigeria are neither petroleum ports nor tank farm ports; however, there exists jetties for oil terminals. We advise NIPCO to look for virgin area (green field) like Oando did at Takwa Bay and established its tank farms there, for instance, Ogogoro village or Snake Island.

    He said the government should make it a point of duty for investors to invest genuinely not to struggle for existing structures that are of great importance to the economy such as dockyard of Apapa. We members of SSACTAC, will not fold our arms and allow corrupt government officials collude with NIPCO to short-change Nigerians and sabotage government’s efforts at developing the maritime sector.

    Reacting, a NIPCO source told The Nation in confidence that the workers were being mischievous, saying the company was not planning to build any tank-farm or pipeline. The source said what the company intended to do, is to build a jetty where ships bringing products to it would berth to discharge. The source explained that the group was there when the company conducted public hearing on the issue, advertised it in major national newspapers and electronic media and other requisite requirements and didn’t complain.

  • Customs, NAFDAC, SON involved in ports corruption, says maritime chief

    All stakeholders, including importers, agents, Customs and other government agencies, such as National Agency for Food, Drugs Administration and Control (NAFDAC), Standards Organisation of Nigeria (SON) and Nigeria Immigration Services (NIS) are involved in corruption at the ports, according to Managing Director, Shibab Services, a freight forwarding firm, Mr Babatunde Shittu.

    When it comes to corruption, he said, agents were at the receiving end as they are seen to be driving graft at the ports.

    He said: “They (stakeholders) are all partners in business because the agents cannot do it alone. The importers cannot do it alone. Also, the agents cannot do it alone because they have to support or consult the Customs who have the power of final release of the consignment from the ports. Looking well at it, it is a joint effort of every one of them; they are in business together.”

    He noted that agents cannot be said to be dubious because the agent is working for someone. He said: “Agents alone cannot be said to be dubious because the agent is working for someone. Most of the importers are more dubious than the agents because the agents dance to the tune of the importer.

    “Some importers bring in consignments, devalue the invoice and want the agent to work with that invoice. The importer already wants to cheat the government in duty and at the end of the da, the agent is only a tool in the hands of the importer. Nobody will see the importer, they only see the middleman that is running around, that is the agent.

    “For instance, an importer gives an agent a job worth N100,000, but says he can only pay N50,000 knowing well that N50,000 cannot cover the job, but some agents jump at it and collect the money, but after sometime, they will come back for more money. “The importer would be forced to give the agent the money because you do not want your cargo to remain there.”

    Shittu pointed out that some importers who have done the valuation already and only want to use the agents to bribe the Customs and to bribe their way to get their consignments out of the ports adding that the agents and importers should be blamed in this case.

    He called on the relevant government agencies to collaborate with all the sectors in the industry to make ongoing port reforms successful. He also charged leaders of the various associations and agenciess to work with the Council for the Regulation of Freight Forwarding in Nigeria (CRFFN) to change the fortune of agents.

  • A crawling Academy at 34

    A crawling Academy at 34

    The Maritime Academy of Nigeria (MAN) is the sole producer of the requisite manpower for the maritime sector, yet it lacks what it takes to make it compete with similar institutions in the world, writes EMEKA UGWUANYI.

    IT was established 34 years ago, yet the Maritime Academy in Oron, Akwa Ibom State, does not look its age in terms of effective training for its graduates.

    Formerly known as the Nautical College of Nigeria it was designed as an integrated institution for the education and training of shipboard officers and ratings; and shore-based management personnel. The academy graduated its first batch of cadets in 1983.

    In 1988, its status was raised through the promulgation of Decree No. 16 of 1988, with a statutory mandate to train all levels of personnel required for the effective and efficient operation of the maritime industry.

    About 10 years ago, the Federal Government proposed to upgrade it to a degree awarding institution, but that proposal is still on the drawing board, while younger academies such as Maritime Academy of Ghana, started awarding degrees in 2010.

     

    Observations

     

    During a week long capacity training for maritime reporters in Oron, The Nation observed that the institution lacked critical facilities and equipment meant to equip its graduate cadets for competent and effective delivery of services after graduation.

    The institution doesn’t have a training ship and has to depend on other countries’ vessels for sea time training of the cadets at very exorbitant costs. The swimming pool, which in the institution’s parlance is called survival pool, where cadets are trained to be underwater for considerable time, is still under construction 10 years after it was started. The Nigerian Ports Authority (NPA), at a point decided to take over the pool as its personal project in order to fast-track its completion, The Nation learnt, but as at last week it visited the institution, the survival pool was yearning for help. It was also learnt that the disappearance of the academy’s only training ship – the MV Trainer – cannot be explained just as the Nigerian National Shipping Line (NNSL), which was succeeded by the Nigerian Unity Line (NUL).

    Following the application of Federal Character in admission of cadets in the institution, dearth of accommodation and other training facilities have hit the institution despite the fact that only about one quarter of applicants are admitted.

     

    Rector appeals

     

    When maritime reporters visited the Academy’s Rector Mr Joshua Okpo, he appealed to the government for more support to enable mariners to attend sea-time training and acquire certification as done by other International Maritime Organisation (IMO) member nations.

    He thanked President Goodluck Jonathan, the Minister of Transport and the Director-General, Nigerian Maritime Administration and Safety Agency (NIMASA) for standing by the academy all these years, but noted that there is need for trainer ship for the institution, saying that the absence of suitable training vessels domestically cost the institution much. He said classroom studies alone are not enough as cadets need to acquire requisite on-hand experiences to transform them into professionals who can positively contribute towards national growth.

    He said: “We need to ponder on the comparative advantages between training a child properly thus making him of use to the society, or training him half-baked and turning him to a miscreant and societal problem. “We appeal to the Federal Government to please, as a matter of national importance, make out provision for sea-time training.”

    He noted that the academy has a backlog of 5,000 cadets awaiting sea-time training since 2002. The academy recently secured arrangements for ship-time training abroad, but was being hampered by the high cost.

    “We had an engagement to have the ship-training programme in Istanbul, Turkey, in association with the Philippines and Georgia. The intention was to ensure that 250 cadets comprising 100 mariners and 150 deck officers are put on-board the ship for a period of 12 months, at the cost of 100 euro a day or 9.1 million euro for the 250 cadets per year. When converted to naira, it amounts to about N2.1 billion, which is to enable them, have certificates of competence. We have gone, negotiated and inspected the ship but the handicap is how to fund it.

    “The advantage of this arrangement is that apart from being certified by NIMASA, the cadets will also get certification from any of those countries that are collaborating. It is a new initiative and an avenue for Nigeria and other countries desirous of solving the problem of sea-time.”

    He explained that through the multi-faceted partnership being developed, including affiliation with the World Maritime University (WMU), graduates of the academy would receive global acceptance rather than be given second-rate status.

    The Chief Executive Officer of Ports and Ships and President of Maritime Reporters, Mr Bolaji Akinola, responding on behalf of maritime reporters, told the management of the institution that they were doing great jobs, but noted that despite the contributions of the Federal Government and its agencies, the academy remains a sleeping giant that needed a lot of interventions from stakeholders. He called on the Federal Government to investigate the fate of Nigeria’s last training ship, the MV Trainer.

    He said: “The story of the last Nigerian National Shipping Line (NNSL) ship known as MV Abuja is a reflection of the culture of impunity that is destroying Nigeria and its people. The Federal Government will do well to show that it is serious about tackling corruption in the shipping sector by immediately arresting and prosecuting those who contributed to the underdevelopment of the sector and the demise of both NNSL and the Nigeria Unity Line (NUL) through fraudulent practices using the MV Abuja.”

    He said after NNSL was grounded by the military government of General Sanni Abacha in September 1995, NUL was named its successor and granted a national carrier status. “NUL formally commenced operations in July 1996 with Retired Rear Admiral Samuel Atukum named as its Managing Director. In 1979 when Nigeria returned to democratic rule, NNSL had 26 ships with a combined tonnage of 552,000 deadweight. By 1999, only one of those vessels named MV River Mada remained.

    “The ship was later renamed MV Trainer and was converted to a training vessel for Nigerian cadets. In 1996, while the liquidation of NNSL was ongoing, MV Trainer was sold to Mediterranean Shipping Company, a Greek shipping company registered in Cyprus for $785,000. The ship was renamed Axion II by its new owners.

    “In 1998, the then National Maritime Authority (NMA), repurchased the same ship for $4.5 million from Mediterranean Shipping Company and renamed it MV Abuja. Through that transaction, the country had been swindled of $3.75 million, and possibly more if you factor in other associated costs. This was the kind of practice that destroyed NNSL and NUL.

    “To date, no one has been prosecuted in connection with the scandalous transaction until MV Abuja was eventually sold for next to nothing and NUL predictably packed up,” he added.

    He called on employers, including big shipping companies and the oil majors in upstream and downstream sectors, to intervene in uplifting the academy so that it could favourably compete with other academies across the world.

     

     

    He said that although NIMASA is faithfully remitting the statutory five per cent training fund to the Academy and for its various interventions, the school needs more resources to fulfil its aspiration of producing competent manpower for the shipping sector. He said that the Federal Government should accelerate the process of upgrading the Academy to a degree awarding institute and equally make provision for the acquisition of a training vessel for it in the 2014 budget adding that “Sea-time is critical to the training of seafarers and for obtaining the Certificate of Competency.”

  • Maersk Nigeria clocks 25, donates to charity

    Maersk Nigeria Limited (MNL) has clocked 25 years. In commemoration of the anniversary and contributions to the economy, some of its employees visited the Modupe Cole Memorial Child Care Home and Treatment School, Yaba, Lagos where they donated several items to the children.

    Items donated to the mentally and physically challenged children included a giant refrigerator, clothes, shoes, and toiletries, among others.

    About 15 of the MNL staff also visited the State Nursery and Primary School, Arakan Barracks, Apapa, where they taught the students in various subjects for three periods.

    Between 2010 and last year, MNL spent N31 million in renovating the school. It spent N13 million in 2010 on repairs and painting of classroom blocks as well as the provision of 250 sets of furniture for the students. It also spent an additional N2 million on toilet facilities and sinking of a borehole while in 2012, the company spent N16 million on the renovation of two buildings of four classrooms each.Head Teacher of the school, Mrs. Palmer Grace, commended Maersk Nigeria Limited staff for taking time out of their busy schedule to give back to the society by imparting knowledge to the pupils and supporting the school’s development.

    “They renovated four blocks of classroom in the school; they gave us 250 desks and benches; they renovated our toilets and our library. They even gave us borehole. From time to time Maersk has been there for us,” Mrs. Palmer said.

    The General Manager, Human Resource of Maersk Nigeria, Ada Onyeri, who led the delegation to both the Modupe Cole Memorial Child Care Home and Treatment School, Yaba and the State Nursery and Primary School, Apapa said: “We are celebrating twenty five years this year and our trip to State Nursery and Primary school is not the first; our footprints are here. We have done a couple of corporate social responsibility (CSR) activities here but this time around we decided to do something different to give our services. It is not all about goods but also about services, and to impact lives.

    “We were once children, the nursery and primary is where we all started. So if you look at it in celebrating our history, we are going back to foundation and there is no better place to start than with the Nursery and Primary School.”

    The gifts donated to the Modupe Cole Memorial Child Care Home and Treatment School, Yaba, Lagos, were received by the head teacher, Mrs. Florence Kayode, who expressed appreciation.

    Kayode charged other corporate organisations to emulate Maersk Nigeria Limited’s gesture. In September 2010, the Lagos State Government honoured Maersk Nigeria for its contribution to the development of education in the state.

  • APM Terminals offers incentives to customers

    To aid Federal Government’s efforts to decongest the ports, APM Terminals Apapa Limited has granted 50 per cent storage charge waiver to owners of long-standing containers at the terminal.

    The Chief Commercial Officer of the terminals, Mr Neil Fletcher, disclosed this in Lagos. He said the offer became necessary to decongest the port.

    APM Terminals had in 2008 and 2011 waived more than N2.5 billion storage charges for long-standing containers at its facility.

    Fletcher said the measure was in support of the government’s effort to reduce clearance time and congestion at the seaports. He said 724 overtime containers sitting at the terminal will enjoy the 50 per cent storage charge waiver.

    He urged importers and agents to take prompt delivery of their containers to avoid incurring high storage charges.

    “If cargo is released and delivered fast, no storage penalty will apply. But if on the other hand cargo is left in the port for many weeks or months, then high storage penalty will apply because the port is not for storage,” Fletcher said.

    The storage charge waiver on long-standing containers, according to him, “is aimed at making sure that importers and their agents take quick delivery of their boxes so that we can free up space in the terminal.”

    Also, the terminals has begun operations at its new temporary physical examination site, and has introduced free bus shuttle from its gate to the new examination site for clearing agents and Customs operatives.

    Fletcher said work on the old physical examination site would begin soon.

  • Ibaka deep seaport: A project far from reality

    Ibaka deep seaport: A project far from reality

    The construction of the Ibaka Deep Seaport was proposed in 2008. Five years on, the project remains a pipe dream, despite claims by the Nigerian Ports Authority (NPA) and Akwa Ibom State government’s to the contrary, writes EMEKA UGWUANYI.

    •Community demands N10b compensation

    Few months ago, the Managing Director of the Nigerian Ports Authority (NPA), Mr. Omar Suleiman, and the Governor of Akwa Ibom State, Chief Godswill Akpabio, said the Ibaka deep seaport in Mbo Local Government Area of Akwa Ibom State would start receiving ocean liners not later than 2015, but there is nothing on ground to back the claims.

    Akpabio and Suleiman at an event held to mark the handover of the Certificate of Occupancy (C of O) of the over 5,580 square-metre land where the seaport will be sited, said all infrastructure needed to fast -track the early completion of the port would be provided. Akpabio also pledged to dualise the access road to the port amd link it to the East –West Road.

    However, when The Nation visited the site last week, there was nothing ongoing to support the statements and intentions of the NPA and the Akwa Ibom State government. The only road that leads to the seaport from Oron, was a in dilapidated state.

    Following the announcement of commencement of construction, sea pirates have increased their activities in the hitherto serene area occupied by fishermen, making life unbearable for them as they don’t go fishing often for fear of attack.

    Also, the Ibaka community said despite the vast area of land taken from them, no compensation has been paid, neither has an alternative site been provided for their fishing actiities.

    Ibaka Youth Leader Okon Udotong said they are demanding N10 billion from the government as compensation. He noted that a naval base, Forward Operational Base (FOB) that was built there paid then N45 million as compensation.

    He said politicians have turned the project into a political campaign issue to get votes from Ibaka people, adding that it would not be a surprise if theycapitalise on it in the rundown to the 2015 elections.

    Udotong said: “In 2008, the Governor came to announce that there will be a seaport here, but since then, he has not come back. It is only Robinson Uwah, a member of the House of Representatives that came with some people recently and was asking of the land that was given to the government for the seaport. I took them there and he mobilised us to clear the bush.

    “Government always deceive Ibaka people because during the electioneering campaign, they will come to use it to confuse our people to vote for them. During the last election, they said that a deep seaport will be built in Ibaka, because in Ikot Abasi and Ibeno, there are only small channels, which only Mobil ships go into. There is no deep sea there, but here, we have big ships that come in because we have deep sea.

    “Government should also compensate us before they begin to build the seaport, so as to secure our cooperation with them, but as things are, the government is not serious with the project. If the government decides to really take our land to build something that will generate revenue for them, they ought to compensate us, as it was done when the airport was built in Okobo here in Akwa Ibom State. The land owners of the airport were paid compensation. The Navy base that was built here, we were compensated. They gave us N45 million.

    “The land government wants to take for the construction of the seaport is more than 1000 hectares, therefore, they should compensate us with at least N10 billion,” he added.

    Udotong also said the Ibaka community is densely populated because as the seashore is good for fishermen, it is not only Ibaka people that live here.

    “We have people from Ghana, Togo, Sierra-Leone that live here as well as yoruba and Ibo speaking Nigerians.”

    Also Eric Nwachi, a fisherman in Ibaka, corroborated Udotong. He said Ibaka was neglected by the government, asking: if the government is serious in developing the Ibaka deep seaport, why is it that the only road that leads to the place through Oron has not been rehabilitated since the announcement?

    Besides, he said lately piracy there is on the high side and gradually turning the hitherto quiet place into a dreaded area. He said three months ago, the pirates attacked them and took his 40-horse power engine for his boat and the fish his workers caught.

    Akpabio has received the architectural design of the project which was done by the China Civil Engineering Construction Company (CCECC).

  • ‘Why the ports enjoy more patronage’

    ‘Why the ports enjoy more patronage’

    DESPITE the high cost of cargo clearance, Nigeria’s ports are busier than those in neighbouring countries because of the viability of the economy, Senior Special Assistant to the President on Maritime, Olugbenga Leke Oyewole.

    He said this in Lagos while responding to allegations by shippers that the cost of cargo clearance is higher at the ports than what obtains in the ports of adjoining countries, such as Cotonou in Niger Republic, adding that the economy is doing well.

    He said: “We have the largest population in the sub-region, therefore, more things are likeliy to come here. For instance, if a ship takes a car to Cotonou and another one to Nigeria, the one that comes to Nigeria takes $300 more than the one to Cotonou. That shows it is fertile and it is good for them to continue to blackmail this country to ensure that government stops collecting this money.”

    Besides, he said unlike in past when there were security concerns in the Nigerian waters, the government has put the issue of sea piracy under control.

    “When last did you hear about piracy in our waters? Two or three times in about five months as against the regular basis, which it occurs before. President Goodluck Jonathan has tried in that regard, so are we not qualified to be removed from such list of high piracy zone. We also need to move against them to remove our name, he added.

    Oyewole also commented on the inaccessibility of the Cabotage Vessel Financing Fund (CVFF) by operators. He said discussions were ongoing on the matter in Abuja. He said: “There are ongoing efforts to ensure that people get this loan.”

    The Minister of Transport, Senator Idris Umar, also said the Federal Government has approved six firms as beneficiaries of the CVFF, but that nothing has come out of it.

    The minister said: “Realising the importance of the participation of the indigenous operators in the achievement of sustainable development and enhancement of indigenous capacity, the Coastal and Inland Shipping Act (Cabotage Act) was enacted and provides for the establishment of the Cabotage Vessel Financing Fund. This is intended to assist indigenous operators to acquire vessels. For purposes of disbursements, four primary lending institutions namely Diamond Bank, Fidelity Bank, Skye Bank and Sterling Bank have been appointed.

    “Out of the several applications received for the CVFF facility, six applications have been processed and endorsed by these aforementioned Primary Lending Institutions (PLIs) and accordingly recommended by the management of NIMASA (Nigerian Maritime Administration and Safety Agency) to the ministry and are being evaluated for approval.”

    The CVFF is funded by the two per cent of the contract sum performed by any vessel engaged in the coastal trade which is collected the NIMASA.

    The fund is meant to be disbursed to enable purchase of more vessels to boost the nation’s local fleet.

     

  • FIATA okays CRFFN for HND award

    The International Federation of Freight Forwarders Associations (FIATA) has okayed the Council for the Regulation of Freight Forwarding in Nigeria (CRFFN) to award Higher Diploma in Supply Chain Management.

    The CRFFN’s Head, Corporate Affairs, Uromta Chinyere, said the accreditation was done in Singapore.

    In a statement, Uromata said: “Nigeria has recorded another milestone in the history of the freight forwarding industry in the country as the world body of freight forwarders, the International Federation of Freight Forwarders Associations (FIATA), handed over accreditation certificate to Council for the Regulation of Freight Forwarding in Nigeria for the Higher Diploma in Supply Chain Management at a session of the Advisory Board on Vocational Training in Singapore.

    The CRFFN Registrar, Sir Mike Jukwe: “It would be recalled that earlier in the week, the CRFFN Registrar, Sir Mike Jukwe, had successfully defended Nigeria/CRFFN’s submission to FIATA for the accreditation of the Higher Diploma in supply chain Management in the ongoing FIATA World Congress in Singapore.

    “Nigeria has, therefore, become one of the three African countries to record this milestone. Other countries that scaled through the defence were Egypt and South Africa.

    “In the same vein, the Professional Diploma in Freight Forwarding and Supply chain Management had also been accredited by FIATA in October 2012, in a FIATA World Congress in Los Angeles, United States after its successful defence by Jukwe.”

    Uromta also said the National Board for Technical Education (NBTE) has given approval to the Council for the CRFFN to conduct FIATA Diploma programmes.

    These achievements have brought a new dawn to the sector as one of the core mandates of CRFFN, of ensuring professionalism through education and training of the people of the industry is being actualised, he added.