The Nation Newspaper

Tag: Cargo

  • ‘Cargo consolidation could spark jobs boom’

    ‘Cargo consolidation could spark jobs boom’

    A structured cargo consolidation ecosystem could generate tens of thousands of direct jobs across the country’s maritime and aviation value chains, the Sea Empowerment and Research Centre (SEREC) has said.

    The centre added that indirect employment in trucking, cold-chain logistics, ICT, insurance and finance could be two to three times higher than direct jobs created by the ecosystem.

    SEREC said roles ranging from freight planners, load controllers and cargo analysts to warehouse operators and customs compliance officers would form the backbone of new logistics employment clusters around ports and airports, positioning cargo consolidation as both a trade and jobs strategy for Nigeria under the African Continental Free Trade Area (AfCFTA).

    The group highlighted this in a position paper, signed by its Head of Research, Eugene Nweke, and obtained by The Nation.

    The document, addressed to the Ministers of Marine & Blue Economy and Aviation & Aerospace Development, as well as in a public policy white paper previously submitted to the Presidency, urged the swift adoption of cargo-first logistics reforms.

    The call comes amid strong AfCFTA trade momentum. Nigeria’s share of intra-African trade rose by over 127 per cent, from $8.1 billion in 2023 to $18.43 billion in 2024, accounting for about 8.3 per cent of total intra-African trade. At the continental level, intra-African trade expanded by 12.4 per cent to about $220.3 billion.

    Nigeria’s exports to African markets also grew by 14 per cent in the first half of 2025 to approximately N4.82 trillion ($3.3 billion), reinforcing what SEREC described as “real and accelerating” AfCFTA momentum.

    However, the centre warned that Nigeria remains logistically under-prepared to convert this growth into sustainable competitiveness.

    Read Also: Cargo accounts settlement system gets new chair

     “Trade agreements do not move cargo, logistics systems do,” SEREC said, pointing to structural weaknesses in road haulage, port evacuation, inland connectivity and, most critically, cargo aggregation and consolidation, which according to the group, continue to inflate costs for Nigerian shippers.

    According to SEREC, cargo consolidation—the aggregation of smaller shipments into cost-efficient freight units, must move from an ad-hoc operational tool to a national trade strategy, especially in an economy where AfCFTA trade is dominated by SMEs, agricultural produce and light manufacturing.

    Despite Nigeria’s logistics and freight forwarding market being valued at about $6.47 billion in 2025, and its air freight market at $8.18 billion, the absence of structured consolidation systems, the maritime think-tank argued, has left exporters facing higher per-unit freight costs, irregular sailings, indirect routing through non-African hubs and weaker delivery-time competitiveness.

     “In effect, Nigeria produces cargo but exports the logistics value chain,” the group noted, citing offshore consolidation of Nigerian cargo and foreign dominance of high-value express and consolidated freight.

    SEREC acknowledged strong growth in the maritime sector, with Nigeria’s seaports recording a 45 per cent increase in throughput from 71.2 million metric tonnes in 2023 to about 103.3 million metric tonnes in 2024, while container handling rose by nearly 9.7 per cent.

    However, it said the volume growth has not translated into proportional efficiency gains due to evacuation bottlenecks and weak hinterland connectivity, stressing that designated cargo consolidation hubs, particularly for short-sea African shipping, are essential to transforming port volumes into AfCFTA competitiveness.

    While maritime transport accounts for over 97 per cent of the country’s export movements, SEREC said air transport remains severely underutilised, carrying only about 0.38 per cent of exports by value, roughly $45 million.

    Yet, Nigeria’s air freight market is projected to grow to about $11.82 billion by 2031, revealing what SEREC described as a missed opportunity driven not by lack of demand, but by the absence of structured air cargo consolidation and dedicated cargo infrastructure.

    In its white paper, SEREC called for deliberate incentives to encourage indigenous airlines to migrate, wholly or partially, into dedicated airfreight operations, arguing that cargo offers more stable and predictable revenues than passenger services.

     “AfCFTA-driven intra-African trade will significantly expand cargo volumes, and dedicated freighters support night operations, regional hubs and airline sustainability,” SEREC said.

    The paper further proposed dedicated national air cargo airports, sea–air and air–sea corridors, bonded multimodal routes, and a National Multimodal Logistics Council to harmonise aviation, maritime, trade and customs policies.

    It said beyond trade competitiveness, cargo consolidation offers a powerful economic multiplier, with each consolidation hub functioning as a logistics employment cluster that stimulates sustained commercial activity around ports and airports.

    Concluding, the centre described cargo consolidation as “not merely a logistics practice but a national economic instrument,” warning that without it, Nigeria risks remaining a passive AfCFTA participant despite rising trade figures.

     “Nigeria cannot trade competitively in Africa without consolidating competitively at home,” the group stated, urging swift policy action to lock in jobs, retain logistics value and position the country as a continental trade and logistics anchor.

  • Cargo accounts settlement system gets new chair

    Cargo accounts settlement system gets new chair

    The Group Managing Director, Finchglow Holdings , Mr Bankole Bernard has been selected as the  new Chairman, Cargo Accounts Settlement Systems (CASS) Nigeria Local Consultative Council (LCC).

    Finchglow Holdings, the parent company of six travel and aviation-focused businesses, will be  responsible for ensuring transparency and strengthening the financial settlement framework between airlines, logistics partners, and cargo operators.

    His selection for the key industry role according to  a confirmation by the  Directorate of CASS, is not only a milestone for the country , but a significant step in the broader move to contribute to the growth of aviation and the cargo  ecosystem in Nigeria.

    As Chairman, he will work closely with airlines, regulators, cargo operators, and financial settlement partners to advance reforms, enhance collaboration, and ensure that CASS Nigeria continues to support a seamless, secure, and accountable operating environment.

    According to a statement by the company, Bernand’s selection into the Council’s leadership will assist to offer direction as the air travel , cargo and allied industry  navigates rising demand for efficiency, data integrity, and system-wide collaboration, which has become even more pivotal.

    Bernard’s appointment , the statement added comes at a defining moment for CASS Nigeria, requiring a steady, experienced hand capable of unifying stakeholders, guiding reforms, and advancing a more resilient and future-ready cargo settlement environment.

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    Prior to this new appointment, Bernard  has served as Chairman of the Agency Programme Joint Council (APJC), where he worked with global and regional partners to drive improvements that enhanced the effectiveness of agency–airline relationships.

    His leadership, the statement added helped shape policy conversations, promote transparency, and champion initiatives that reinforced confidence in the industry’s commercial processes.

    It stated:” With extensive experience across aviation, travel management, and industry governance, Bernard is positioned to drive meaningful dialogue, promote innovation, and advance initiatives that will strengthen the settlement system and elevate Nigeria’s cargo and aviation ecosystem.

    “His transition to the LCC is widely viewed across the sector as a continuation of the progress achieved under his leadership in previous roles, bringing the same strategic clarity, stakeholder-focused approach, and commitment to reinforcing Nigeria’s aviation framework.

    “As CASS Nigeria begins its next chapter, stakeholders across the aviation community express confidence that this appointment will support meaningful advances and long-term stability within the nation’s cargo settlement ecosystem.”

  • Group moves to stop cargo tracking implementation

    Group moves to stop cargo tracking implementation

    The National Council of Managing Directors of Licensed Customs Agents (NCMDLCA) has petitioned the Federal Government, warning that the International Cargo Tracking Note (ICTN), as proposed by the Nigerian Shippers’ Council (NSC), contradicts trade facilitation principles and could lead to increased costs and inefficiencies in cargo clearance.

    The council strongly opposed the implementation of the ICTN, arguing that it lacks legal backing and will further complicate the country’s already burdensome port operations.

    In a petition signed by its National President, Lucky Amiwero, NCMDLCA emphasised that ICTN does not align with Article 6 of the Trade Facilitation Agreement (TFA), which restricts unnecessary fees and charges on imports and exports.

    The statement reads: “We hereby bring to the attention of the Federal Government the push for the implementation of the International Cargo Tracking Note (ICTN), which was first introduced by the Nigerian Ports Authority (NPA) in 2010 and later by the Nigerian Shippers’ Council (NSC) in 2015/2016.

    “The scheme was previously suspended due to concerns over cost and its negative impact on cargo clearance. However, there is a renewed attempt by the NSC to enforce the implementation of a system that was previously deemed unworkable.”

    The ICTN is a global cargo tracking system designed to enhance security, monitor trade, and curb fraudulent practices. However, its implementation in Nigeria has faced stiff resistance from key industry players due to concerns over added bureaucracy and costs.

    Recognising the controversy surrounding ICTN, the federal government had constituted a Technical Committee in January 2016 to review its feasibility. The committee comprised representatives from the NSC, the Manufacturers Association of Nigeria (MAN), the Shipping Association of Nigeria (SAN), and the NCMDLCA.

    Their primary objectives were to assess the financial impact of ICTN on the cost of doing business at Nigerian ports, determine where the cost burden would fall, ensure it does not worsen trade expenses, examine the justification for all associated charges and procedures, as well as review the implementation process to avoid redundant documentation and delays.

    The committee, chaired by NCMDLCA’s Amiwero, ultimately suspended the ICTN implementation, citing concerns over cost escalation, duplication of processes, and its negative impact on trade.

    Beyond cost implications, the clearing agents argue that ICTN lacks a legal foundation and conflicts with the Customs Act, which exclusively mandates the Service to oversee cargo tracking and clearance.

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    “The Nigeria Customs Service Act, under Section 28, explicitly confers the authority to develop, maintain, and employ an electronic system for cargo tracking and trade facilitation to Customs,” Amiwero stated in the petition.

    Section 28 of the NCS Act assigns the Service full control over electronic trade documentation and risk management, while Section 35 empowers Customs to conduct pre-arrival assessments, verify cargo documentation, and ensure compliance before goods arrive in Nigeria.

    “As provided in Sections 28 and 35 of the Nigeria Customs Act, electronic systems and pre-arrival processes are the exclusive preserve of the Nigeria Customs Service, which serves as the lead agency for all government trade-related functions,” the petition added.

    The NCMDLCA further argued that ICTN, if implemented by the NSC, would amount to a breach of Nigeria’s trade laws, adding an unnecessary layer of regulation that contradicts Customs’ statutory mandate.

    Port users and logistics operators have long complained about delays in cargo clearance due to excessive bureaucracy at Nigeria’s ports. The NCMDLCA warns that ICTN would only worsen this situation by introducing another level of documentation and inspection.

    “The implementation of ICTN will create additional procedures that will delay cargo clearance, further straining an already inefficient system,”Amiwero said.

    “Importers and exporters are struggling with high demurrage charges and prolonged clearance times, this new system will only add to their burden.”

    The NCMDLCA’s opposition aligns with broader concerns among manufacturers and freight forwarders, who argue that trade costs in Nigeria are already among the highest in the region. Adding ICTN to the clearance process, they say, would reduce the country’s competitiveness in West African trade and potentially drive business to ports in neighboring countries like Ghana and Togo.

    The council insists that any cargo tracking initiative must align with existing trade laws and Customs regulations to avoid unnecessary duplication and inefficiencies.

    “The legislation governing trade and customs processes does not support the deployment of ICTN by any agency other than Customs. Any attempt to implement it outside this framework is in direct violation of Nigerian law and will negatively impact the ease of doing business,” the group maintained.

  • Fed Govt begins Cargo Tracking Note implementation Q2

    Fed Govt begins Cargo Tracking Note implementation Q2

    The Federal Government will begin the implementation of the International Cargo Tracking Note (ICTN) across the nation’s ports by the second quarter (Q2) of this year, it was learnt.

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    The Executive Secretary/CEO of the Nigerian Shippers Council (NSC), Mr Pius Ukeyima Akutah revealed this in Ibadan, yesterday.

    Akutah spoke during the Five Year Strategic Management Retreat held with the theme: The Future-Transition from Nigerian Shippers Council to Nigeria Port Economic Regulatory Agency (NPERA) in Ibadan, Oyo State.

  • ‘Absence of functional rail system affecting cargo evacuation’

    ‘Absence of functional rail system affecting cargo evacuation’

    The nation’s shipping ecosystem is in a dilemma of some sorts no thanks to the dearth of infrastructure in the sector.

    Making this disclosure last Thursday was the Executive Secretary/Chief Executive Officer of the Nigerian Shippers’ Council (NSC) Barrister Pius Akutah.

    He spoke in Lagos, at a one-day stakeholders summit tagged “Limitations to Rail Transportation of Cargo in Nigeria” organised by the Council in collaboration with the Nigerian Railway Corporation (NRC).

    “The lack of a functional rail system for evacuation of cargo from the seaports to various distribution centres to the hinterland has become a problem in the shipping industry and ease of doing business in Nigeria. This has resulted in congestion at the seaports, delay in off-loading of vessels and turnaround time, payment of demurrage, increased number of trucks and tankers on the road, traffic gridlock and high cost of doing business.

    “It is therefore hoped that at the end of this programme, challenges impinging the transportation of cargoes to the hinterland (IDPs) would be identified and solutions proffered,” he said.

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    The two critical agencies thereafter signed a Memorandum of Understanding (MoU) to ensure effective movement of cargoes by rail, from the nation’s Ports to the Inland Dry Ports scattered around the country.

    Akutah also disclosed that the Council’s initiative through closed Inter Agency collaboration, particularly with the NRC is with a view to ensuring: Enhanced intermodal connections and connectivity, fast-track delivery of cargoes to and from Inland Dry Ports (IDPs) in Nigeria, cheaper and cost-effective means of transportation of goods to the hinterland and specifically, the IDPs located at the hinterlands; facilitation of the development of critical transport infrastructure in the hinterland of Nigeria, etc.

    On his part, the Managing Director of the NRC, Engr Fidet Okhiria described the MoU as significant, even as he warned that seaport terminal operators must provide a conducive environment for Nigerians, importers, and exporters to ensure that goods move cheaply.

    In her address, Mrs. Ify Okolue, Director (Inland Transport Services Department), NSC expressed optimism that the event will come up with far reaching resolutions that will impact positively on the development and promotion of seamless movement of cargoes from the Seaports to the Inland Dry Ports (IDPs) in Nigeria.

  • Cargo handlers get four years for drug dealing

    A Federal High Court in Lagos yesterday sentenced two Nigerian Aviation Handling Company Plc (NAHCO) cargo handlers,

    Omoyemi Opeyemi Emmanuel and Akinyemi Sadudeen Idowu, to two-year imprisonment each for drug dealing.

    Justice Ayo Emmanuel convicted Emmanuel and Idowu after accepting their plea of “guilty” to a one count charge of unlawful dealing in 25.220 kilogrammes of Ephedrine, a banned substance.

    The jail terms will begin from April 17 when the men were arrested.

    The convicts were arraigned by the National Drug Law Enforcement Agency (NDLEA) alongside Adetutu Afeez Alade, who pleaded not guilty.

    According to NDLEA counsel Mr. Abu Ibrahim, the convicts and Alade were arrested on April 17 while in possession of the banned drug.

    He said the offence contravened Table 1, Schedule 2 of the NDLEA Act, 2004, and was punishable under Section 11 (c) of the Act.

    The charge reads: “That you Omoyemi Opeyemi Emmanuel, Adetutu Afeez Alade, Akinyemi Sadudeen Idowu, male, adults on or about the 17th day of April 2018 dealt in 25.220 kilogrammes of Ephedrine, a prohibited substance listed in Table 1, Second Schedule of the National Drug Law Enforcement Agency Act, Cap N30, Laws of the Federation of Nigeria 2004 and you thereby committed an offence contrary to and punishable under Section 11(c) of the National Drug Law Enforcement Agency Act.”

  • Court orders forfeiture of vessel, cargo seized from convicts

    THE Federal High Court in Lagos yesterday ordered the forfeiture of 600,000 litres of diesel (Automotive Gas Oil) and a vessel, which were recovered from 12 convicts, to the Federal Government.

    Justice Mohammed Idris made the order after he sentenced the convicts to six years imprisonment for dealing in the petroleum product without a licence.

    The Economic and Financial Crimes Commission (EFCC) in October 2015 arraigned them on four counts of conspiracy, dealing in diesel without lawful authority and forgery.

    They are Christopher Okorie, John Mbah, Tammy Bami, Osi Prince, Chukwuji Festus, Kabiru Adeyemo, Ayannubi Moses, Sopuruchukwu Chukwudi, Obinna Ebu, Abdullahi Oyelade, Charles Ubey and Achia Vincent.

    They were accused of forging a Department of Petroleum Resources (DPR) permit.

    EFCC charged them along with their vessel, MV PSV DEBY, and two companies – Phonic Marine Services Limited and Banquet Chambers Nigeria Limited.

    Justice Idris convicted them on all the counts. On the first and second counts, he sentenced each of the convicts to five years imprisonment.

    On counts three and four, the judge sentenced them to six years’ imprisonment, all of which he said would run concurrently.

    Prosecuting counsel Ekene Iheanacho said the convicts committed the offence between December 2014 and September 2015 in Lagos.

    EFCC said the 12 accused, with intent to defraud, “forged a document, to wit: Permit to Operate as an Oil Industry Service Company; Specialised Category; Permit No. DPR/OGISP/14/848714/N4146, and purported the permit to have been issued by the Department of Petroleum Resources in order to favour Phonic Marine Services.”

    The offence contravened sections 1(2)(c), 1(17)(b) and 3(6) of the Miscellaneous Offences Act Cap M17 Laws of the Federation of Nigeria, 2004.

    Six witnesses, including DPR, Navy and EFCC officials testified for the prosecution.

    Justice Idris held that the prosecution proved its case beyond reasonable doubt.

    He ordered the vessel, MV PSV DEBY, and the cargo on board to be forfeited to the Federal Government.

  • SON develops e-clearance cargo system

    SON develops e-clearance cargo system

    The Standards Organisation of Nigeria (SON) has developed an e-clearance system, in a bid to ensure that its quality control and standardisation measures do not delay regulated goods coming into the country.

    It has equally aligned its process into the Customs Integrated Information System (NICIS) for effective monitoring of all imports and identification of non-complying consignment for effective follow-up.

    Its Director-General, Mr Osita Aboloma, who gave the update in Abuja yesterday, said the agency is committed to  Federal Government’s resolve to remove bottlenecks on the pathway of entrepreneurs, especially against the background of ease of doing business, which has become an important mantra of the administration.

    He said the integration with the NICIS was to ensure effective monitoring of all imports and identification of non-complying consignments for effective follow-up.

    According to him, with the recent initiatives, compliant importers, with valid Standards Organisation of Nigeria Conformity Assessment Programme (SONCAP) certificates, would be able to process their cargo clearance without hindrance, thereby speeding up the process of transactions as well as quickening the good production cycles.

    Aboloma said the SON would continue to deploy processes which would not only checkmate the influx of substandard products into the country, but would also positively impact on the economy of the country.

    These he said were the whole essence of standardisation, adding that currently, SON was prioritising Small and Medium Enterprises (SMEs) by helping them improve their standardisation processes.

    He said the role of SMEs in job creation, value addition, and real economic growth could not be underestimated, adding that it informed the decision of the agency to create a friendly window for operators in the sector.

  • Cargo surveyors okay NPA’s process

    Cargo surveyors have expressed confidence that the cargo surveying bidding process at the Nigerian Ports Authority (NPA) complies with international best practices and extant Nigerian laws and would further enhance transparency and competence at the nation’s ports.

    A leading professional surveyor at the Lagos port and chairman of Seabed International Limited, Sheikh Yakubu Abdallah said the NPA Cargo Surveyors Association has full confidence in the management of NPA led by Hajiya Hadiza Bala Usman and the ongoing cargo survey contract bidding process.  He was reacting to allegations of bias leveled by unnamed persons in a newspaper publication.

    Abdallah said the allegations of bias were being made by aggrieved parties who bided for cargo survey contract at the NPA but were jittery that they may not meet the competitiveness and requirements for such duty.

  • Trouble with 48-hour cargo clearance

    Trouble with 48-hour cargo clearance

    Importers and agents are facing difficulties clearing goods at the ports. In this interview with Maritime Correspondent OLUWAKEMI DAUDA, Association of Nigerian Licensed Customs Agents (ANLCA) President Olayiwola Shittu blames it all on security agencies.

    With the economic recession, what is the situation at the ports?

    The recession is affecting everybody. Importation has reduced and what is happening in the port now is what I will call the perfection of the ‘blame game’.  That is what is going on in the ports. The leadership of the security agencies is always playing the ostrich. They see no evil, hear no evil and know no evil. That is why I said what is happening now is the blame game.

    Can you please expatiate on that?

    When an agent is intimidated and frustrated to the level of parting with something in order to get out of the systemic web, and the headship turns round and says the agent is not ‘compliant’ and that the officer would not have been corrupted if not because of the corrupter, which is the agent, you can only imagine the experience.

    I believe that to whom much is given, much is expected. The Federal Government posted these people to the ports for the purpose of revenue generation and prevention of revenue leakages. That is why today in the Nigeria Customs Service (NCS), there is  the enforcement arm and the revenue arm.

    But, they are all the same now. They are all both preventing revenue leakages as well  as ‘generating’ revenue now. Sadly, however, most of the people in the port are more interested in generating the revenue into their pockets, than generating the revenue for the government. Things have gone so bad. It is now worse to the extent that the Nigerian police have taken over the functions of the NCS.

    In what ways?

    When the Customs releases cargoes, the police still turn round, to take the containers to their places, and in one way or the other, ‘uncustoms’ items are found inside. I also think that it is the responsibility of the security agencies and by this, I mean the Customs, police, all of them in the ports, including those who are at present clamouring to be here, and that includes the NESRA, so as to protect the nation’s environment from the dumping of e-waste; the Quarantine, which wants to be in the ports to prevent the smuggling of woods out of Nigeria; as well as the pallets with which you package your imported cargo was not treated abroad before being used to bring in your goods.  Everybody has ‘valid’ varying excuses for wanting to be in the ports, yet the infractions continue.

    How do we stop the infractions?

    The truth is that nobody is genuinely thinking of stopping those infractions over there. It is in their best interest that the infractions are not prevented. Sometimes, it may even seem as if those infractions are deliberately encouraged to happen. But the lies they are selling to the government and the public is that it’s the agent that is corrupting. That was why I started by describing the situation on ground as the blame game.

    But why would an agent want to bribe a Customs officer?

    Maybe not because there is no amount of declaration you do in the port that would satisfy the expectation of the average officer. When the Customs came up with the Pre-Arrival Assessment Report (PAAR), it was supposed to be the final document. Now, if I buy an item from abroad, and my declaration is that it is $5, on the submission of that document, the bank is supposed to do its verification from their side and confirm the cost of the item. However, by the time they receive it in PAAR office, they are also supposed to do their own due diligence and if they confirm it is $5; they should issue a PAAR as a good facilitator of trade. The importer should, thereafter, simply pay his duty and carry his cargo and go. But that is not the situation because some people would now start querying the file, beginning with the value. And once you are stopped, there and you are able to succumb to the subtle extortion, the news would go down the line that there is chop on this cargo. And thereafter, the new value could become $7, a debit note (DN) would be raised and before you know it, the agent is already being made to look like a mediocre and frustrated.

    Does that make every Customs unit fall to extortion?

    The Valuation Officer may not be happy, but he knows he cannot afford to stand his ground and be accused of working against the overall goal of boosting revenue; and so he jacks it up to $7. Now, after doing that, on your way with your cargo, the Customs Intelligence Unit (CIU) would now intercept it, saying: ‘you must have done something with the value, because this is supposed to be $9’. Now, while these are all going on, you are not moving anywhere. You are stuck. Your demurrages are mounting. And at the end of the day, even if you were the one begging the importer, he would by now be upset with you as an agent. A frustrated importer would bring more money and ask you to pay; so you pay. Yet, for even daring to stand your ground against the officers, you have, without knowing it, committed an abomination. You have frustrated some gentlemen  and you must pay for it. So, when you get to the gate your penalty is to be tasked again to come for the  re-examination of what they have earlier examined at the terminal. Never mind the fact that the representatives of the gate were all fully there at the terminal when the goods were earlier thoroughly examined.

    Are you insinuating that the new process is frustrating?

    Yes. That is exactly what the average agent faces at the port.

    When Col. Hameed Ali (rtd) first came in as the Comptroller-General of Customs, there was hope that he would sanitise the ports. What is the situation now?

    You are wrong. Some of us were skeptical from the onset, because Ali was never within the system. It would take an average of three years for a non-Customs officer of a particular rank, to understand the rudiments of what is going on in the ports. So, what do you expect from Ali, a retired soldier and at his age, to start learning what classification is all about because it is not by book? It is by practical experience. What Ali was supposed to be is a symbol representing what we know the President for. It is not that there is no corruption in America or Britain or elsewhere for that matter. Even in China and Japan and South Korea where they kill people for stealing, people still steal. But the maxim is: don’t be caught. But why must my people suffer because they are not ready to compromise? You want to be patriotic, you want to pay your correct duty and if you make noise too much, they will come after you.

    What do you think Customs brokers elsewhere are doing better than their Nigeria counterparts?

    Several things. It is only in Nigeria that the Customs doesn’t treat Customs Brokers as very important. For instance, the entire African Customs Brokers representatives at the World Customs Organisation (WCO), except Nigeria, were all sponsored by the Customs Service of their various countries. We, from Nigeria, travelled to the summit with our money. Participants from Angola, Liberia, Mozambique, Jamaica were all sponsored because they appreciate them there as revenue generators. The proliferations of associations you see now were engineered by Customs officers because they did not want a united, strong, single agents’ body. And that’s why we have come with different names so that if one group says this, the other group will counter it. At the WCO in China, we were told that Nigeria has become the Regional Head of Customs Brokers in West Africa. And this is not unconnected with our modest contributions to the cause of Customs growth and recognition. But at home, we may not be genuinely recognised, let alone appreciated. Some people even see us as mere freight forwarders.

    Is there any difference between freight forwarders and Customs brokers?

    Yes. The difference between a Customs Broker and a freight forwarder is very great. The demarcation is not made here in Nigeria, because everybody wants to gain access to the port- so that they can make money. FIATA is the headship of freight forwarders all over the world. They are a member of the PSG ( Policy and Strategic Group) of the WCO. But who is the Chairperson of the PSG? The DHL. And what does their chairperson focus on? That shows the relevance of the Customs Brokers.

    The Federal Operations Unit of the Customs is known to always intercept cargoes on the highway on allegations that the importers didn’t pay the correct duty. What is your reaction to this sir?

    Those are the challenges we expect the Comptroller-General to help us surmount. We strongly believe he can still do it. And such a gesture can dramatically uplift the cargo facilitation job in Nigeria. It would end the growing wave of accusations that agents and Customs officers are sharing money. If the importer already knows how much he is supposed to pay; won’t he just pay it, collect his goods and walk away? But why is it that such very simple thing cannot be done? Or do we need to first report to the WCO through our own international federation of the Customs brokers that the Nigeria Customs is creating such and such man-made challenges for us? Must we first appeal to WCO to help us beg the NCS to assist us do the job better? For us, we feel we should not be exposing our ineptitude; we feel we should not expose ourselves. That is why we seek dialogue.

    Have you met with customs chief over the issue?

    As I am speaking with you, I am bold to say that three letters have been written by our association to the Comptroller-General (Col. Ali), soliciting for dialogue between the Customs agents and the CGC.  Only one was replied.  All what they are telling us is that the man is busy and I have not seen any interview he granted any major newspaper since he was appointed.