NCS Blames Construction Company for Tin Can Port Blockade

The Controller, Tin Can Island Port Command of the Nigeria
Customs Service (NCS), Comptroller Musa Baba Abdulahi, has alleged
that the failure of Hitech Construction Company, the contractor
handling the repair of the Apapa-Oshodi Expressway, to open up
alternative roads for use of port haulage trucks and other
motorists is responsible for the current blockade of the Tin Can
Island Port.

Movement of trucks in and out of the Tin Can Island Port, which
is Nigeria’s second busiest seaport, has become almost impossible
as a result of unending gridlock occasioned by deplorable access
roads and extortion by security operatives managing traffic in the
area.

Hitech Construction Company has also been blamed for its refusal
to comply with the directive of the Federal Government to open up
the major highway leading to the Tin Can Island Port.

The directive was issued by the Permanent Secretary, Federal
Ministry of Transportation, Dr. Magdalene Ajani, during a meeting
with stakeholders on how to resolve the perennial gridlock on the
port access road.

While speaking in Lagos, Abdulahi decried the lingering traffic
congestion along the Tin Can Island Port access road, calling on
Hitech Construction Company to, “define alternative access into and
out of the port” to ease movement of trucks and evacuation of
cargo.

He said: “Anytime there is road construction or rehabilitation
like this, there must be provision for alternative routes. That is
the standard. What is typically happening here is that there are no
alternative routes.

“The man going out and the one coming in use the same route. So
they have not really defined which route to take to the port and
the one to take out of the port. That has to be defined.

“You will see someone coming to Tin Can Port and another going
out and you see both of them head on. The worst is finding these
trucks loaded with 30 to 60 tonnes on the bridge. Bridges are not
supposed to take static weight. The Liverpool Bridge used to be for
exit but now it is for both exit and entry into the port.

“The contractors should define the access route which means
somebody going out is not supposed to be found on the lane into the
port but nobody seems to be responsible to make sure that is done.
We have tried to engage the stakeholders by bringing in the Police,
Nigerian Ports Authority (NPA) but by the time you start,
implementation becomes another issue.”

The Customs boss said the poor road infrastructure along the Tin
Can Island port was the major challenge faced by the command in the
course of the year as it impacted negatively on trade facilitation,
revenue generation as well as officers’ level of productivity with
most of them having to trek to the office on many occasions.

He noted that while Customs clearance is achieved within 12 to
24 hours, evacuating the cargo from the port becomes a challenge
because of the poor access road and intractable gridlock.

“The situation has been terrible. On many occasions, most of our
officers have had to trek in and out because of the traffic
situation. On two occasions, I abandoned my car and just had to go
on my foot. The essence of cargo clearance is trade facilitation so
that the cargoes can move into their warehouses and factories.
Unfortunately, you achieve the clearance in good time but you don’t
get them delivered to the premises.

“Our trade facilitation cycle will be complete if cargoes arrive
at the factories or warehouses successfully but where you clear it
here and yet they can’t get to their destination they create
congestion in the port and the purpose of trade facilitation is
defeated completely.

“It also affected our revenue generation because people will
probably have to sell their goods to get money to pay the duties
for new imports. Cargo that ordinarily has import cycle of not more
than three months will take an average importer six months with
less than three turnaround in a year.

“The issue of access and infrastructure as well as logistics is
the most challenging for us because sometimes, even when they
manage to repair the road, the truckers will still bring truck that
is more than 30 years old and when they put it on the road as soon
as it ascends Liverpool bridge, it breaks down and it is parked
there on the bridge.”

Abdulahi, however, said that despite the odds including the
COVID-19 pandemic, the command as at December 21, 2020 had
generated N371 billion revenue.

“We started the year with a lot of expectations but suddenly in
March, COVID-19 pandemic started but despite all that, we have so
far generated N371 billion as at Monday and we were expected to
collect about N350 billion. Even if we made our revenues for the
period but if the cycle has been more, the revenue would have been
higher. If the roads are in place, then it means we would have
achieved far above our target,” he added.

The Controller, Tin Can Island Port Command of the Nigeria
Customs Service (NCS), Comptroller Musa Baba Abdulahi, has alleged
that the failure of Hitech Construction Company, the contractor
handling the repair of the Apapa-Oshodi Expressway, to open up
alternative roads for use of port haulage trucks and other
motorists is responsible for the current blockade of the Tin Can
Island Port.

Movement of trucks in and out of the Tin Can Island Port, which
is Nigeria’s second busiest seaport, has become almost impossible
as a result of unending gridlock occasioned by deplorable access
roads and extortion by security operatives managing traffic in the
area.

Hitech Construction Company has also been blamed for its refusal
to comply with the directive of the Federal Government to open up
the major highway leading to the Tin Can Island Port.

The directive was issued by the Permanent Secretary, Federal
Ministry of Transportation, Dr. Magdalene Ajani, during a meeting
with stakeholders on how to resolve the perennial gridlock on the
port access road.

While speaking in Lagos, Abdulahi decried the lingering traffic
congestion along the Tin Can Island Port access road, calling on
Hitech Construction Company to, “define alternative access into and
out of the port” to ease movement of trucks and evacuation of
cargo.

He said: “Anytime there is road construction or rehabilitation
like this, there must be provision for alternative routes. That is
the standard. What is typically happening here is that there are no
alternative routes.

“The man going out and the one coming in use the same route. So
they have not really defined which route to take to the port and
the one to take out of the port. That has to be defined.

“You will see someone coming to Tin Can Port and another going
out and you see both of them head on. The worst is finding these
trucks loaded with 30 to 60 tonnes on the bridge. Bridges are not
supposed to take static weight. The Liverpool Bridge used to be for
exit but now it is for both exit and entry into the port.

“The contractors should define the access route which means
somebody going out is not supposed to be found on the lane into the
port but nobody seems to be responsible to make sure that is done.
We have tried to engage the stakeholders by bringing in the Police,
Nigerian Ports Authority (NPA) but by the time you start,
implementation becomes another issue.”

The Customs boss said the poor road infrastructure along the Tin
Can Island port was the major challenge faced by the command in the
course of the year as it impacted negatively on trade facilitation,
revenue generation as well as officers’ level of productivity with
most of them having to trek to the office on many occasions.

He noted that while Customs clearance is achieved within 12 to
24 hours, evacuating the cargo from the port becomes a challenge
because of the poor access road and intractable gridlock.

“The situation has been terrible. On many occasions, most of our
officers have had to trek in and out because of the traffic
situation. On two occasions, I abandoned my car and just had to go
on my foot. The essence of cargo clearance is trade facilitation so
that the cargoes can move into their warehouses and factories.
Unfortunately, you achieve the clearance in good time but you don’t
get them delivered to the premises.

“Our trade facilitation cycle will be complete if cargoes arrive
at the factories or warehouses successfully but where you clear it
here and yet they can’t get to their destination they create
congestion in the port and the purpose of trade facilitation is
defeated completely.

“It also affected our revenue generation because people will
probably have to sell their goods to get money to pay the duties
for new imports. Cargo that ordinarily has import cycle of not more
than three months will take an average importer six months with
less than three turnaround in a year.

“The issue of access and infrastructure as well as logistics is
the most challenging for us because sometimes, even when they
manage to repair the road, the truckers will still bring truck that
is more than 30 years old and when they put it on the road as soon
as it ascends Liverpool bridge, it breaks down and it is parked
there on the bridge.”

Abdulahi, however, said that despite the odds including the
COVID-19 pandemic, the command as at December 21, 2020 had
generated N371 billion revenue.

“We started the year with a lot of expectations but suddenly in
March, COVID-19 pandemic started but despite all that, we have so
far generated N371 billion as at Monday and we were expected to
collect about N350 billion. Even if we made our revenues for the
period but if the cycle has been more, the revenue would have been
higher. If the roads are in place, then it means we would have
achieved far above our target,” he added.