Project proposal received
Project Proposal was received by ICRC
Nigerian Ports Authority
To Increase the efficiency of port operations, reduce government’s exposure on otherwise commercially viable ventures, reduce the costs of port services to users, boost economic activities, accelerate development, and re-position Nigeria as the hub for international freight and trade in West and Central Africa.
The assets in Kirikiri I & II consist of the following. Terminal berth: quay included in the concession, open cargo storage areas. Kirikiri I is 26 ha directly located behind the quay, paved and in fair condition. Kirikiri II is 16 ha directly located behind the quay, paved and in fair condition. Security and access gates: KLT I is divided into four areas leased to separate operators. Each lessee has its own security wall. KLT II is surrounded by a security wall with an access gate that can be secured. Other buildings include offices and workshops in the area covered by the concession. There is a two sheet piles quay wall with a respective length of about 1,000 m for KLT I and 760 m for KLT II and an initial draught estimated at 4.5 to 5.0 m deep. There are two 15 cm thick concrete slab platforms with a respective size of about 26 ha for KLT I and 16 ha for KLT II. There are fences and gates around both terminals with a connecting road network, platform drainage system, power generation facility, lighting masts, wastewater treatment system, and buildings for NPA staff, police, and customs.
To offer to the full extent efficiently and effectively the following activities and support services: general cargo, dry cargo, liquid bulk, container traffic, industrial activities, fishery activities, and a marine truck terminal.
To attract private sector technical expertise and financial resources in the provision of port terminal operations in Nigeria. The prevailing policy of the federal government with respect to infrastructure development is the utilization of public-private partnerships (PPPs). This focus on PPPs, in addition to the federal government’s adoption of the landlord port model, has resulted in NPA being the port regulator and landlord, with private companies engaged to operate and manage terminal operations. KLT I & II are existing port terminals, which were initially scheduled among other port terminals for concession to private investors. NPA’s ownership of KLT I & II derives from the federal government’s statutory acquisition on its behalf of the respective parcels of land for the purposes of port development. NPA’s title is recorded and evidenced by Government Notice No. 901 in the Official Gazette No. 35, Vol. 63 of July 8, 1976 and Government Notice No. 836 in the Official Gazette No. 33, Vol. 63 of 1976. Based on NPA’s ownership of KLT I & II and power to engage the private sector to perform its statutory functions, NPA may enter into a PPP arrangement with any private sector participant for the development of the terminals. NPA may grant a concession to a private sector operator (concessionaire) wherein the concessionaire will be responsible for the full delivery of services in a specified part of KLT I & II or the whole terminal. Rights granted under the concession may include development of terminal infrastructure; provision of terminal operating equipment; and operation, maintenance, and rehabilitation of the terminals. The obligation to raise the capital required to build, upgrade, or expand the terminals may be placed on the concessionaire. Furthermore, the obligation to construct structures such as the quay walls, which are primarily the responsibility of NPA, may be passed to the concessionaire and the cost set off against a longer concession term or tariffs payable to NPA under the concession. In addition, some or all of the demand and revenue risks of the terminal may be transferred to the concessionaire. Depending on the amount of risks and obligations passed off by NPA to the concessionaire, the concessionaire may require a long-term concession to enable it to recover its investment and earn an appropriate return over the life of the concession.
NPA engaged with Apapa and Tin Can Island container operators as only they can ultimately provide the sufficient level of traffic to make container operations at KLT viable.
Information will be published as soon as it is available.
Environment and social Impact extracted from due diligence report
OUTLINE BUSINESS CASE (OBC) FOR THE CONCESSION OF KIRIKIRI LIGHTER TERMINALS I & II, LAGOS
Project Proposal was received by ICRC
ICRC published 2013 list of pipelines
Transaction advisors selected in November 2013
ICRC issued an OBC Compliance Certificate to Nigerian Ports Authority
Financial bids were opened and a preferred bidder was selected.
Technical proposal for KLT II has been evaluated by an Inter-agency Committee including NPA and Ministry of transport