When Nigerian port stakeholders converged for a passionate discourse on the planned implementation of the International Cargo Tracking Note (ICTN) in Lagos on Thursday, the biggest issues were; its legal framework, multiplicity of charges, lead agency, national security implications, among other prominent themes.
Several historical perspectives and comparisons were delivered by participants at the summit with criticisms bordering on underlying flaws which saw the ICTN platform fail in two previous stints under the administration of Nigerian Ports Authority (NPA) and Nigerian Shippers’ Council (NSC) in the past. For importers, freight forwarders and the trading public, port costs remained the defining factor; while the NSC explained that the anticipated benefits from speed and efficiency of port operations would far outweigh the meager costs.
Nigeria Customs Service (NCS), however, highlighted the unpleasant high seizures of arms, illicit drugs and harmful substances which have become weekly developments across the nation’s seaports and border posts. The NCS pointed out that ICTN holds a key to stemming the unfortunate trend, even as it asked if national security value can be quantified in monetary terms.
The exercise, organised by Maritime Reporters’ Association of Nigeria (MARAN), was graced by the Customs Zonal Coordinator, Zone A Headquarters, ACG Charles Orbih; Director, Consumer Affairs Department, NSC, Mr. Celestine Akujobi; President, National Council of Managing Directors of Licensed Customs Agents (NCMDLCA), Mr. Lucky Amiwero; Head of Research, Sea Empowerment and Research Centre (SEREC), Dr. Eugene Nweke; Managing Director, Widescope Group, Dr. Segun Musa; Director, Trade Facilitation, the Importers Association of Nigeria (IMAN), Dr. Mubarak Mahmoud; Former President, Shippers Association Lagos State (SALS), Rev. Jonathan Nicol; Publisher, MMS Plus newspaper, Mr. Kingsley Anaroke; among others.
The views at the meeting were diverse as disapprovals and approvals were dished out vigorously. It was so chaotic the rapporteurs cried for help after the over 4-hour brainstorming session characterised by theatrical explosions. News Diet brings you some of the key takeaways at the summit by stakeholders in seven perspectives.
Port Efficiency vs Cost
ICTN is tipped to enhance port efficiency, no stakeholder dismissed or trivialized this benefit at the summit. However, Nigeria’s port sector is currently plagued by high costs which sees the nation lose competitiveness due to escalating charges and inefficiencies.
Stakeholders including; NCMDLCA’s Lucky Amiwero, IMAN’s Mubarak Mahmoud, and Widescope Group boss, Segun Musa; at the summit underscored the economic pangs facing Nigerian port users and frowned at ICTN or any initiative that would place additional financial strain on businesses and consumers. However, Shippers’ Council pointed to the appealing gains of port efficiency even as SEREC boss stressed that port users should rather support ICTN, whilst listing and kicking against other frivolous charges currently being levied at the ports.
“On the issue of cost, Shippers’ Council is looking at this because there must be an element of cost. The question now is what is the level of cost. Is it something that will add to the cost of business or something that will be so minimal and can be absorbed. That is the angle we are looking at. There is a misinformation here that ICTN is a revenue generating tool. That is not the essence of ICTN,” the NSC Director, Akujobi said.
“ICTN will facilitate trade and improve ease of doing business in our ports. The system enables pre-arrival processing of cargo information, significantly reducing documentation processing time,” the Customs Zonal Coordinator, Zone A Headquarters, ACG Orbih posited.
National Security
Port stakeholders had earlier centered their assessment and postulations of ICTN on multiple taxation, port efficiency and costs until the Customs Zonal boss, ACG Orbih highlighted the pertinent role of national security amid high influx of arms and illicit drugs seized at the nation’s seaports almost on weekly basis.
News Diet recalls that the National Drug Law Enforcement Agency (NDLEA) in 2024 destroyed 2.6 million kilograms of illicit drugs mostly seized by Customs at ports. Speaking about this menace in January 2025, the NDLEA boss, Brig. Gen. Mohamed Buba Marwa (Rtd), lamented that Nigerian ports remain a significant conduit for drug trafficking. Since the value of national security and well-being of Nigerians can’t be quantified in monetary value, the implementation of ICTN offers a hugely rewarding benefit.
ACG Orbih emphasised this when he said; “ICTN benefits are substantial and far-reaching as the system significantly enhances security and risk management by providing information in advance about cargo, enabling better threat assessment and targeted inspections. This enhanced security framework has proven effective in reducing cargo loss and theft in countries that have implemented the system.”
Legal Framework
Part of the criticisms against the introduction of ICTN was the absence of a legal framework for the platform, this position was highlighted by NCMDLCA’s President, Amiwero and NAGAFF’s chieftain, Segun Musa. A new twist emerged when the Customs Zonal Coordinator affirmed that the new Customs Act 2023, in Section 28, explicitly empowers the Service to develop and maintain electronic systems for cargo tracking. The Customs boss, however, asserted that the Service is willing to partner and collaborate with Shippers’ Council which is the federal government’s designated authority for the platform.
It is also believed that the new Shippers’ Council bill, which awaits Presidential assent, Nigerian Port Economic Regulatory Agency (NPERA) bill, will avail the Council legal framework for ICTN implementation. Nonetheless, several notable accomplishments at Nigerian ports have also been executed without legal frameworks including the concessioning of seaport terminals.
Some analysts argued that NPA’s establishing Act allows the agency to grant concessions, but the lease period captured in the Act must not last more than five years, definitely not the 10 or more years given to terminal operators.
At the summit, the participants maintained that in the interest of the nation on critical issues like ICTN, the initiative should be supported to commence while plans to obtain legal backing are equally expedited. This perspective was stressed by the importers’ representative, Mr. Mahmoud and MMS Publisher, Mr. Anaroke.
FG Policy Inconsistencies
Some of the reasons for ICTN’s failure in previous attempts were linked to inconsistent government policies and political interests fanning the federal government’s unwillingness to honour agreements entered by previous administrations. As the Publisher of MMS Plus newspaper, Mr. Kingsley Anaroke, buttressed this point at the meeting, he revealed that two private-sector partners involved in the ICTN initiatives got their fingers burnt when government decided not to keep its side of the bargain.
There are numerous occasions where this plays out in the nation’s maritime sector. A good example is the Calabar port terminal operators whose concession agreements stipulates that the government dredges and maintains the draft of the channel at a depth of 9 meters, yet this was never attained. At high tides the channel achieves 6.4 meters draft.
Addressing policy inconsistencies and undue political interference are real challenges to investments in the nation. This anomaly must be surmounted for ICTN to thrive, the port stakeholders observed.
Lead Agency Conundrum
Although some participants did make a case for Nigeria Customs Service (NCS) to carryout this role, the federal government has made its choice in designating NSC as the lead agency. There are equally concerns that with the National Single Window which would midwife ICTN and other port related initiatives, collaboration with be a defining factor for ICTN implementation.
The Zonal Customs boss put it succinctly when he reassured that the NCS, under the leadership of Bashir Adewale Adeniyi MFR, thrives on collaboration and the Service would put the interest of the country and national security above interagency rivalry.
A Winning Model
ICTN, under different nomenclature, thrives in several African countries as well as leading global shipping nations. In his presentation, Dr. Nweke of SEREC, said that the organisation’s research revealed that 32 countries in Africa are implementing ICTN, adding that there’s the need for it implementation in Nigeria for proper checks and balance. Perhaps, the ICTN must be seen as a winning model across several continents.
Nweke, like most of the participants, argued that ICTN would enhance compliance and ensure the safety and security of the nation. He wondered why several leading maritime nations would adopt ICTN if it wasn’t pertinent to port operations.
MARAN’s Position
At the end of the heated meeting, individual members of the foremost maritime journalists’ association, MARAN, as well as the group’s leadership were treated to unending phone calls to gauge the editorial position. MARAN, however, represents and serves the industry and the nation.
Mr. Godfrey Bivbere, the President of MARAN, highlighted the importance of ICTN to Nigeria’s maritime sector and the national economy, expressing hope that the discussion and subsequent ones will ultimately benefit Nigeria.
According to him, “Beyond the ability to collect and track cargo information, the ICTN system has the capacity to generate billions of naira in revenue for the Nigerian government, particularly in revenue areas currently being missed at our borders,” he said.
Bivbere believes ICTN has the potential to monitor daily crude oil exports, which is crucial for Nigeria as Africa’s largest oil producer. He hopes this will help curb the long-standing issue of oil theft in the country. He, however, expressed worry and he recalled that the scheme has been put on hold at multiple times.
“At one point, ICTN only operated for less than two years before being suspended. Why? It is because of corruption, bureaucratic bottlenecks, and internal battles for control among key stakeholders. In 2007, a proposal from the Ports Management System Company Limited (TPMS) and its partners was being reviewed for implementation. However, political changes led to further delays. By the time the Federal Executive Council approved the project in 2010, another setback came in 2011 when the scheme was halted by the Presidential Task Force on Port Reforms, citing various concerns.
“The controversies surrounding the ICTN are not without merit. Importers and clearing agents have raised concerns about duplications of charges. They have pointed out that their cargoes are already being tracked by Customs from origin to destination, and therefore, adding a second layer of tracking via the ICTN creates unnecessary costs. These complaints are valid and need to be addressed if we are to move forward with this initiative,” Bivbere said.
Conclusion
This author has fulfilled the call by numerous stakeholders to put pen to paper on the ICTN perspectives that were shared at the MARAN Roundtable Meeting. However, the discussions should continue and kudos to MARAN for organising the summit.
Here is a quote for maritime stakeholders to ponder amid ICTN considerations – “If you’re worried about the cost of getting started; you should see the price of staying exactly where you are.”
