Interview: How govt can create cargo marshalling area in Apapa– Capt. Iheanacho
|Capt. Emmanuel Iheanacho, Chairman Integrated Oil and Gas Ltd.|
creating a cargo marshalling area in Apapa, as a dynamic approach to addressing
the perennial traffic gridlock that locks down business-hours. Capt. Emmanuel
Iheanacho, Chairman of Integrated Oil and Gas Ltd., as well as of Genesis
Shipping Worldwide, suggested this recently in an interview on the sidelines of
a transport summit organised by the Chartered Institute of Transport
Iheanacho said that with the
increasing volume of trade and the limited capacity of facilities like the access
roads within the port city of Apapa, the government could buy off dilapidated buildings
by the waterside of Apapa and knock them down for large space to
build the marshalling area. He added that it was very business unfriendly for
trucks to spend as much as 10 hours trying to make their way into the port from
Ikorodu road, a mere distance of about 34 kilometres. He believes that working
smart would give better results to government’s efforts at solving the problem.
He shared his thoughts on other issues including how indigenous shipowners can
participate in shipping services for the nation’s oil trade.
inadequate in relation to the demand. Capacity of vessels that are calling to
the ports, capacity of the roads where the vessels will pass through. What
changes have you seen in the road structure in Lagos hinterlands in so many
years? You see creek road, has it been expanded or has any other road been
obsolete buildings that are at the waterside. Is it not easy for government to
buy them and knock them down and turn them into marshalling areas for cargo?
Does it not make sense? What we advocate
is dynamism. You have to think about it. Not sitting down there. How long does
it take for a lorry to travel from Ikorodu road into the ports? Some say it is
more than 10 days. It is not acceptable. The government is trying very hard by
deploying the military and a lot of resources to try and clear the road. But,
we think it takes more than the effects of people marshalling the traffic. It
really requires an expansion and a redesign of the port hinterland.
are not mainline ports. Those are estuarial ports. I am talking about deep-sea
ports, as in Lagos (Tin-Can Island and Apapa Ports), Port Harcourt.
since we found oil, 1959, the revenue base has been growing, they have been
continuously exporting oil and they have been spending that resources to buying imported goods. We haven’t seen that it is important to increase the size of
the port that is available. But remember that we can increase the size of the
port for our own use, as well as to serve the requirements of inland countries
like Chad and Niger. So, when you start off and you say, for a country that has
unutilised ports and ports that are idle, then I think you are starting from a
preconceived notion. Clear your mind and look at the size of the port that can
serve the size of Nigeria’s trade. And the demand factor that you look at is
the demand for the underlying trade. What was the volume of trade in 1959, in
1969, the 70s? Then, draw up a line and see. Is it growing? If the trade has
doubled, you would naturally expect to have twice the size of ports that you
had in the beginning.
is Nigerian, those who are advocating to participate in the oil trade, in terms
of providing shipping services for carrying the oil are Nigerians. There is
nothing difficult in calling a meeting where everybody can come and say their
piece. Those Nigerians who think that they have the capacity to provide the
shipping services will say it. If NNPC has any contrary opinion, they will say
it. We should call a round table to discuss this issue. It is important that we
should be adding value to our trade, with the oil trade for instance, if I now advocate
that Nigeria be involved in the liner trade be done. But, it is much more
complex, takes a lot more resources and the risks are higher, because the cost
of running a liner service are fixed. And if you get it wrong, then you are
going to lose a lot.
suggestions in the context of the lecture. I actually even mention a number of
places that I think you can put ports at. I talked about Badagry, Ikot-Abasi,
and then Ibaka. I talked about Tomaro Port, it is an inland port, which is a
private sector initiative. We have got to marshal everything; private sector,
government. And government’s job is to create the enabling environment and to
encourage the private sector investors in what they are doing.
NNPC refloated the NIDAS shipping last year, a lot of expectation was that it
would lead to more indigenous participation.
it yourself that NNPC resuscitated NIDAS shipping. That means NNPC owns
NIDAS. It is contrary to what we are advocating. We are advocating private-sector involvement rather than government-involvement in what private sector
are better to do. If NIDAS shipping arises, then some of the private sector
shipping concerns that have already taken root will fall down. And that is not
what we want. Government should provide
an enabling environment, encouragement and support and allow the private
sector, and free competition to drive the growth of the industry and the
Capt. Iheanacho’s contribution aims for a dynamic approach to matching and managing resources for optimal results to the benefit of all stakeholders operating in the industry as well for the nation’s economy.