Chief Oluremi Ogungbemi (National President, AMATO)
As it stands, there is still a lot of human intervention, with the movement and passage of trucks sometimes left to the discretion of individuals or groups. As long as people are physically directing and determining which trucks should move or not, there will always be room for extortion, circumvention and other corrupt practices. The system needs to be properly automated and operated as intended. If Eto is made to function effectively, with minimal human interference, I believe it can drastically reduce extortion along the port access roads.
Aloga Ogbogo (National Secretary, NARTO)
I have always maintained that unions and associations should not station themselves on the roads to collect money from their members. They should collect legitimate dues at their offices, designated locations or other appropriate places. When money is being collected on the road, it creates unnecessary stoppages and contributes to traffic congestion.
The government also needs to put in place a proper regulatory mechanism for unions and associations in the maritime industry. There should be proper records of who they are, who their members are, where their offices are located and whether they conduct elections as required. Agencies such as the NPA and Nigerian Shippers’ Council should strengthen their oversight of these organisations and properly distinguish genuine associations from those operating mainly for financial gain. Until the government effectively regulates these activities and holds all stakeholders accountable, the problem of extortion will continue.
Collins Dike (Trucker)
The first thing the Executive and Legislative arms of government need to do is to go back to the drawing board and review the Lagos State traffic laws, particularly the amendments introduced in 2018. Some of the provisions are too harsh and have created opportunities for excessive financial penalties and exploitation. For instance, once a truck develops a minor fault on the road, area boys can surround the vehicle and intimidate the driver, threatening to call LASTMA to tow the truck unless money is paid. The high penalties associated with some of these violations have also created room for abuse. These laws need to be reviewed because they are negatively affecting the industry.
The second issue is security. The Police and other security agencies must be more proactive in protecting truckers and enforcing the law. Truckers also have responsibilities. They should stop indiscriminate parking and comply with traffic rules and regulations. Terminal operators should equally ensure that trucks are not unnecessarily delayed, thereby exposing drivers to extortionists along the corridor. They should also avoid arbitrary increases in charges. Ultimately, the government must strengthen enforcement, improve coordination among agencies and ensure that every stakeholder plays its part.
Mr. Adejumo Adebayo (AMATO Member)
The NPA itself has a role to play in addressing extortion along the port access roads. The authority should remove its officials from the roads, just as unnecessary police checkpoints should be eliminated. The number of points where truckers have direct physical interaction with officials should be drastically reduced.
The NPA should concentrate its officials within its designated operational areas, rather than having them on the roads. Reducing these unnecessary human interfaces and checkpoints will significantly reduce opportunities for extortion and make the port access corridors more efficient.
Mr. Kunle Ajayi (Truck Owner)
There should be no need for multiple agencies and their personnel to remain on the roads, because their presence creates opportunities for extortion. We do not have toll gates there, so why truckers should be made to pay money at different points along the corridor?
We do not need multiple police posts and checkpoints along the port access roads. The systems are already programmed to determine which trucks are eligible to enter the port. Once a truck gets to the gate and does not meet the requirements, it can simply be denied access. There is therefore little justification for having people on the roads to manipulate the process. If local governments need to generate revenue, they should establish transparent mechanisms at designated parks or port gates, rather than collecting money from truckers on the roads.
Bala Sani Muhammed (AMATO Secretary)
The Police, LASTMA and the Federal Road Safety Corps need to properly calibrate and deploy their personnel along the port access roads. There are already checkpoints where officials are stationed. The heads of all traffic and security agencies operating along the port corridors need to ensure that their personnel focus on their core responsibilities. Revenue generation should not be mixed with traffic management and security enforcement, because that creates opportunities for extortion, indiscriminate parking and even artificial gridlock. The agencies need to prioritise security, traffic control and orderliness if we are to significantly reduce extortion along the port access roads.
Mr. Richard Uzoeghelu (Truck Owner)
Reducing extortion along the port access roads largely depends on the willingness of the Lagos State Government to take decisive action. Once the governor makes a clear pronouncement against illegal activities on the roads, there must be serious and sustained enforcement. I believe that within a short period, these illegal operators can be removed from the roads if the government is genuinely committed to the exercise.
Once the government demonstrates genuine commitment and issues clear directives, the Police and other security agencies within the jurisdiction should enforce them. Unfortunately, the challenge is that some of the security personnel expected to tackle the problem are allegedly involved in the activities. The government must therefore ensure that enforcement agencies first demonstrate that they have clean hands, before tackling extortion on the corridor.
Mr. Seyi Adekanbi (LASTCOC Chieftain)
There must be stronger coordination among the relevant government agencies and greater accountability among all stakeholders operating along the corridor. Enforcement should not be a one-off exercise; it must be sustained. There must also be proper documentation and monitoring of activities along the port access roads so that individuals cannot continue to exploit loopholes in the system. Entrenched interests must be addressed if the government is to achieve lasting efficiency and transparency along the port corridor.
