Stakeholders in Nigeria’s maritime sector have thrown their weight behind the ongoing new digital port gate system, describing it as a collective decision aimed at curbing diversion, congestion, and corruption at the ports. This is even as they have also cautioned that loopholes within the system could still be exploited if not carefully addressed.
Recall that the Nigerian Ports Authority (NPA) had announced that a revamped Electronic Call-Up system would be flagged off at Apapa Port Monday last week.
The Apapa Port Manager, Mr. Debo Lawal in an interview in Lagos, noted that the upgrade was carried out to bring the ETO platform in line with global best practices and correct earlier lapses in port operations. According to him, one of the major issues in the old system was the lack of barriers, which often allowed trucks to mix up terminal routes, causing congestion and disorder within the port environment.
However, our correspondent, who visited the various terminals at Apapa Port last week, observed strict compliance with the newly-introduced Digital Port Gate System at the port terminals, in accordance with the electronic call-up. All five terminals at Apapa Port now operate with specific colour codes and serial numbers to prevent unauthorised truck movements.
Security and monitoring officials were seen ensuring that only trucks with valid electronic call-up tickets for designated terminals were allowed access, thereby streamlining entry and eliminating the usual confusion at the gates.
Unlike in the past, when trucks could freely crisscross into terminals not assigned to them—leading to traffic build-up and disorder, the new system has introduced orderliness by restricting access to specific trucks based on their schedules. This development has not only reduced congestion at the port entrances, but has also improved the turnaround time for trucks, signaling a positive shift in port traffic management.
In a press briefing last week, the National President of National Association of Government Approved Freight Forwarders (NAGAFF), Chief Tochukwu Esizu disclosed that over 2.7 million trucks movements, both port-bound and non-port-bound movements have been processed over the last 49 months through the Eto digital traffic management system in the Apapa and Tin Can Island port corridors, leading to a 65 percent reduction in cargo transport costs. He attributed this success to reforms driven by the Nigerian Ports Authority (NPA) and Truck Transit Parks Ltd (TTP).
However, other industry players who spoke to Shipping Position Daily last week noted that while the technology-driven system is laudable, its success will depend largely on strict enforcement, seamless integration, and sustained monitoring. Some stakeholders cautioned that without addressing loopholes such as possible manipulation of the digital process, non-compliance by truckers, and inadequate infrastructure to support the system, the initiative could face challenges similar to previous reforms.
The stakeholders also pointed out several potential weak points in the system. One is the risk of number plate and fleet manipulation, where companies with large truck fleets might register multiple plates or rotate identities to evade single-plate monitoring. Another concern is the possibility of fake or mismatched container details being entered, especially if upstream verification remains weak, which could allow unauthorized access.
They also warned about insider compromise, noting that individuals who previously benefited from lax controls might be tempted to aid in bypassing the system. In addition, operational hiccups during handovers could pose challenges—if trucks are wrongly coded and rejected at terminals, it could lead to delays and create pressure for shortcuts, particularly when drivers and claim agents lack proper training.
Speaking on the development, a Chieftain and member of the Lagos State Truck and Cargo Operators Committee (LASTCOC) Mr. Seyi Adekanbi, said the move is the product of agreement between terminal operators, system providers, maritime transport associations, the Nigerian Ports Authority (NPA), and clearing agents.
Adekanmbi said the new system links terminal scanners, the TTP platform and other control points to provide end-to-end verification, and not just plate checks but container, booking and terminal-specific authentication.
While commending the NPA and other agencies for the political will to push the reform, Adekanmbi insisted that technology alone is insufficient. He called for complementary measures — multi-factor verification, real-time audit trails, staff vetting, publicised sanctions for collusion, and driver education during the phased rollout — to ensure the system’s integrity and prevent the migration of old abuses into new technical workarounds.
On his part, the Secretary General of Association of Maritime Truck Owners (AMATO).Mr. Muhammed Sani Bala explained that the reform addresses the long-standing practice of trucks diverting from their assigned terminals, especially to the APM Terminals (APMT). He noted that in the past, trucks booked for other terminals were often used to gain access to APMT, thereby worsening traffic gridlock on its access roads.
Muhammed explained that the new access control is backed by digital coding and barrier systems that cannot be tampered with. “Once you book APMT, a code is generated and linked to that terminal. If the truck tries to enter ENL with that code, the system won’t recognise it. Just like an MTN recharge card won’t work on an Airtel line,” he added.
Muhammed noted that some trucks previously diverted to ENL or other terminals to take up loading jobs already scheduled for legitimately booked vehicles. This often left the rightful truckers stranded without work.
“With this development, only trucks booked for ENL will be able to access ENL, and the same applies to APMT. It eliminates crisscrossing and ensures that jobs meant for trucks at a specific terminal are not hijacked,” he said.
Muhammed further stressed that the measure is sustainable and critical to maintaining traffic order in and around the port. He recalled complaints from terminal operators who, in the past, suffered low patronage and delays in vessel operations, because trucks booked for them were diverted elsewhere.
