WAF Shipping Focus: Week 30
- Agwe Logistics Solutions
- Jul 25
- 4 min read
The Comptroller General of Customs, Adewale Adeniyi has announced plans by the Service to reintroduce the suspended 4% Free on Board ( FOB) levy on imports. Adeniyi disclosed this at a Town Hall meeting with stakeholders on the B’Odogwu Clearance System in Lagos. Recall that the NCS suspended the implementation of the 4% FOB in February this year following public outcry and concerns from stakeholders who argued that the levy would increase the cost of imports and negatively impact the ease of doing business .However, speaking at the stakeholders meeting, Adeniyi said the NCS will have no choice than to re-introduce the levy in order to fund it’s technology and modernisation program, which he said is huge and crucial to enhance the NCS operational efficiency. He clarified that the reintroduction of the 4% FOB levy will be a ‘win-win situation for everyone’ as it will lead to the complete removal of the existing 1% Comprehensive Import Supervision Scheme (CISS) and the 7% Customs collection charge.
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There is high connection between dry-docking and ship building. In fact, dry-docking is a crucial process in both ship construction and repair, enabling access to a vessel’s submerged parts for maintenance, inspection, and upgrades. It involves placing a ship in a specialized enclosure, either a basin (graving dock) or a structure that lifts the ship out of the water (floating dry dock), and then removing the water to expose the hull for work. Dry docks are essential for building new ships, providing a stable platform for assembling the hull and other components. The ship is constructed in the dry dock, and once complete, it can be launched into the water, either by flooding the dock or by sliding the vessel down a ramp. Dry docks allow for the efficient and safe construction of large vessels, which would be impossible to build directly in the water. Connected to the above is the fact that, dry docking allows for the inspection and repair of a ship’s hull, propellers, rudders, and other underwater components.
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The Nigeria Customs Service (NCS) has issued a stern directive to its valuation officers across all commands, signaling a renewed crackdown on the underpayment of duties on imported vehicles. The move, outlined in an internal memo signed by Deputy Comptroller General C.K. Niagwan on behalf of the Comptroller-General of Customs, aims to ensure strict adherence to Sections 69-74 of the Nigeria Customs Service Act, 2023, which governs the valuation of goods. The new circular, sighted by DAILY TREND, dated 22nd of July 2025, mandates significant changes to the valuation process for imported vehicles, with clear consequences for non-compliance. Following the circular, our correspondent at the port gathered that clearance of vehicles in the category of 846 (Non-standard VIN) have been placed on hold. The Customs High Command through its directive had also stated that all officers in charge of Valuation units of various commands. must seek approval from Customs Headquarters for the valuation of all imported vehicles manufactured from 2024 onwards.
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Banks and importers connected to the homegrown Information and Communication Technology (ICT) platform, otherwise known as B-Odogwu, have commended the newly introduced cargo clearance system, stating that it has accelerated cargo delivery and significantly reduced turnaround time. The stakeholders however listed challenges causing hiccups on the B-Odogwu platform. Speaking at a town hall meeting with stakeholders hosted by the Nigeria Customs Service in Lagos, Mr. Olushina Ogunlesi, Factory Logistics Manager at British American Tobacco, stated that the introduction of the new Customs platform has enabled the company’s operations to run seamlessly. He also noted that the platform is highly user-friendly, adding that Customs has made it a priority to ensure all stakeholders are adequately carried along. Speaking on the challenges, he said: “There is however the issue of network challenges, you hardly get the connectivity when it is needed on time. “However, network connectivity remains a persistent challenge, accessing real-time information from Customs via banks or….
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The Executive Secretary of the Nigerian Shippers’ Council (NSC), Dr. Pius Akutah has declared that the current cargo dwell time and vessel turnaround statistics in Nigerian ports are “unacceptable”, pledging the Council’s readiness to work and reduce them to match regional benchmarks. Speaking at the Council’s Management Special Retreat themed “Achieving Strategic Intents Through Performance Lens,” in Lagos, Akutah, stated that the NSC has moved to a new era and can no longer afford to operate as a process-heavy, paper-driven bureaucracy but an outcome-driven institution focused on measurable results. “Current cargo dwell time and vessel turnaround statistics remain unacceptable. We must work to ensure that cargo clearing timelines in Nigerian ports are reduced to match regional benchmarks. “The days of manual processing must come to an end,” Akutah stated. He directed the Regulatory Services and ICT units of the NSC to collaborate with terminal operators and Customs to develop an integrated dashboard for real-time tracking of vessel and cargo processing metrics. The dash board, he said, will form..
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The United States became a net exporter of crude oil to Nigeria in February and March, as crude demand on the US East Coast slowed due to refinery maintenance and the Dangote refinery drove up Nigeria’s demand for inputs, the US Energy Information Administration (EIA) has said in a note. This follows Nigeria’s inability to meet its domestic crude oil supply obligation to local refiners, especially the Dangote refinery, a development that is threatening both its refining ambitions and economic stability. While the Nigerian Upstream Petroleum Regulatory Commission (NUPRC) has introduced clear guidelines to support the Domestic Crude Supply Obligation (DCSO), including how much oil should go to local refineries, implementation has remained patchy. Producers, particularly international oil companies, have often cited long-term export contracts as reasons for their inability or unwillingness to divert crude for domestic use.
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