Yankuba Bio Debunks Port Irregularity Claims

By Abdul Rahman Bah

The Sierra Leone Ports and Harbours Authority (SLPHA) has defended its operational structure and procedures, insisting that improving efficiency at the country’s main port is a shared responsibility involving the Port Authority, concessionaires, shipping lines, customs, clearing agents, transport operators and other stakeholders.

The Authority made the clarification on Wednesday, September 23, 2026, during a stakeholder and media engagement held at the SLPHA in Freetown under the theme, “Working Together to Enhance Port Operations: Port Efficiency is a Shared Responsibility.”

Director General of SLPHA, Yankuba Askia Bio, used the engagement to provide a detailed explanation of the Authority’s mandate, the history of port operations, the role of private concessionaires, cargo clearance procedures, recent congestion challenges, the introduction of 24-hour operations and ongoing efforts to modernise the port.

Bio said the public discussion surrounding the port has, in some instances, failed to distinguish between the responsibilities of the Port Authority and those of private terminal operators and other agencies operating within the port environment.

He traced the history of the institution to the establishment of the Sierra Leone Ports and Harbours Authority through an Act of Parliament in 1964. According to him, from 1964 until around 2010, the Port Authority operated largely as a traditional service port, meaning that the institution was directly involved in a broad range of port activities, including cargo handling and other operational functions.

However, he explained that this model changed following the decision by the Government to concession major port operations to private companies.

Bio said the concession arrangements fundamentally changed the role of SLPHA, transforming the Authority from an institution directly undertaking many cargo-handling functions into a landlord and regulator responsible for providing infrastructure, creating an enabling environment and overseeing compliance.

He explained that the major concessionaires have their own specialised equipment and operational responsibilities. These include ship-to-shore cranes, rubber-tyred gantry cranes, forklifts, front loaders, flatbeds and other machinery required for terminal operations.

According to the DG, African Global Logistics (AGL), formerly Bolloré/related concession operations, has responsibility for containerised cargo under its concession arrangements, while other concessionaires operate within designated areas and cargo categories.

He said another major operator, NSBT, is involved primarily in bulk and break-bulk cargo and does not handle containerised imports in the same manner as the container terminal operator.

Bio stressed that the concessionaires are multinational companies operating under formal agreements with the Government of Sierra Leone, and are expected to comply with the laws and regulations governing port operations.

He therefore cautioned against the perception that every activity taking place inside the port is directly controlled or executed by SLPHA.

“The role of the Port Authority is clearly defined,” he said, explaining that SLPHA provides infrastructure, regulates port activities, coordinates stakeholders, ensures safety and security compliance and creates the enabling environment within which terminal operators and other port stakeholders conduct their businesses.

He maintained that the Authority cannot simply take a client’s cargo, process it independently and remove it from the port without the established procedures being followed.

Bio also outlined the roles of shipping lines, customs, clearing agents, scanning authorities, transport operators, labour service providers and other institutions involved in the cargo clearance chain.

Shipping lines, he explained, are primarily responsible for transporting cargo from the port of loading to the port of discharge. Customs, meanwhile, has its own statutory responsibilities concerning declaration, assessment and clearance of goods, while certified customs agents or clearing agents are responsible for undertaking the necessary clearance processes on behalf of importers.

The DG said the interconnected nature of port operations means that no single institution can independently complete the entire process.

He pointed to the Cargo Tracking Note (CTN), scanning, customs declarations, banking payments, customs release procedures, terminal processes and transportation as components of the wider cargo clearance system.

Bio said one of the key requirements before a container can leave the terminal is a formal customs release or authorised instruction from the relevant agencies.

He explained that when containers arrive at the port, the terminal operator handles and stacks them. When the clearing agent is ready to process the cargo, the agent engages the shipping line for the relevant documentation and proceeds through the customs clearance process.

After the required declaration and payments are completed, customs provides the necessary release information or list used by the terminal for cargo delivery.

The DG therefore rejected suggestions that containers can simply be loaded onto trucks and taken out of the port without the required documentation and clearance procedures.

He said the port maintains records at different stages of the process, including terminal operation records, customs documentation, scanning and inspection records, cargo tracking information, security records and CCTV footage.

Bio also addressed allegations circulating on social media and elsewhere suggesting that containers were allegedly removed from the port at night through irregular arrangements involving security personnel and port officials.

He strongly denied any involvement in such practices and described the allegations against him as false.

He said claims that he had been directing workers to shut down port operations at night and facilitate the removal of containers were inconsistent with the established procedures and the operational structure of the port.

Bio also challenged claims that he had been serving as SLPHA’s General Manager from 2022.

He clarified that he assumed the position of Director General after his appointment was approved by Parliament in 2023, and said the chronology of his tenure should therefore be considered when assessing claims attributed to him.

The DG maintained that during his tenure he had never instructed a terminal operator or any other stakeholder to release a container without following the prescribed clearance procedures.

He further said official communications between SLPHA and concessionaires are conducted through established channels, including letters, emails and formal meetings, with records maintained where necessary.

Bio said the port should not be treated as a place where individuals can bypass procedures simply because they have access or influence.

He argued that international port operations are based on clearly defined systems, responsibilities and documentation and that Sierra Leone must continue moving towards stronger compliance and accountability.

Another major issue addressed during the engagement was congestion.

Bio acknowledged that the significant increase in cargo volumes has placed additional pressure on the port and its stakeholders.

He said Sierra Leone has experienced a substantial increase in container traffic, with volumes reportedly rising by about 328 percent over a period of time.

According to him, the port previously handled approximately 8,600 containers over several months, while the current volume is significantly higher, with similar levels now being handled within much shorter periods.

The increase, he explained, has partly been influenced by congestion affecting several regional ports, resulting in some cargo being diverted or spilling over into Sierra Leone.

He cited congestion challenges affecting ports in Guinea, Ghana, Nigeria, Côte d’Ivoire, Senegal and Togo, saying regional developments can have direct consequences for Sierra Leone because of the interconnected nature of maritime trade.

Bio said the situation required stakeholders to work collectively rather than assigning responsibility for congestion to one institution.

He disclosed that SLPHA and other stakeholders had undertaken several interventions, including increased engagement, coordination meetings, memoranda of understanding and efforts to improve the movement of containers into and out of the terminal.

He said Sierra Leone had recently been removed from some regional listings of congested ports, which he presented as evidence that interventions by the various stakeholders were beginning to produce results.

However, he acknowledged that challenges remain, particularly where containers are delayed during clearance and documentation processes.

The DG said congestion cannot be addressed solely by increasing physical space at the port. It also requires faster processing, stronger coordination, improved information sharing and more efficient movement of cargo.

A major development highlighted at the meeting was the introduction of 24-hour port operations.

Bio explained that the move was introduced in 2026 following the significant increase in cargo volumes and the need to reduce congestion.

He said the stakeholders agreed through an MoU to move away from limited operating hours and introduce round-the-clock operations in order to increase the capacity of the port to process cargo.

He maintained that the introduction of 24-hour operations should not be interpreted as evidence that the port had previously been operating illegally at night.

Rather, he said the arrangement was a deliberate response to increased cargo volumes and congestion pressures.

The Director General also spoke about ongoing modernisation and expansion initiatives at the port.

He highlighted the development of Berth Number Seven and efforts to expand port infrastructure to accommodate growing cargo volumes.

He said the Authority was pursuing further infrastructure development as part of its long-term strategy to strengthen Sierra Leone’s position within the regional maritime sector.

He also referred to planned improvements in access control, security, administrative facilities and other port infrastructure.

Among the planned reforms is the implementation of a single-window system, which stakeholders indicated is expected to become operational by March 2027.

The system is expected to improve information sharing and simplify aspects of the cargo clearance process by bringing relevant processes and agencies into a more coordinated digital environment.

Bio also highlighted the importance of stronger access control and security arrangements within the port.

He said security remains central to port efficiency, because cargo movement must be controlled and properly documented from the point of arrival through clearance and final exit.

The DG further appealed to the media to play a constructive role in reporting on port activities.

He said journalists have a responsibility to investigate allegations, but also urged them to seek responses from institutions and individuals named in reports before publication.

Bio said he had engaged several international media organisations and other journalists when questions were raised about port operations, arguing that fact-based reporting helps prevent misinformation from damaging the reputation of Sierra Leone’s maritime sector.

He maintained that the port is an interconnected system in which the actions of one stakeholder can affect others.

“Everything is connected,” he said, stressing that port efficiency cannot be achieved by SLPHA alone.

According to him, the responsibility extends to concessionaires, customs, shipping lines, clearing agents, transport operators, labour service providers, security agencies and importers.

He called for a collective approach to resolving operational challenges and improving the country’s maritime trade environment.

Bio also emphasised that SLPHA’s responsibility as landlord and regulator does not mean the Authority directly performs every operational function within the port.

He said the concession model requires each operator to perform its designated responsibilities while SLPHA provides the regulatory and infrastructural framework.

The engagement ultimately focused on the need to strengthen cooperation and improve public understanding of how the port functions.

While the DG rejected allegations of irregular container movements and interference in terminal operations, the meeting also placed renewed attention on the need for greater transparency, documentation and communication among the institutions responsible for cargo clearance.

For Sierra Leone’s port sector, the growing volume of cargo presents both an opportunity and a challenge. Increased can strengthen the country’s position as a regional maritime gateway, but it also places pressure on infrastructure, clearance systems and stakeholder coordination.

The SLPHA says its current priority is therefore to ensure that the country’s port infrastructure, regulatory systems and operational procedures keep pace with the growth in cargo volumes.

Bio concluded by reiterating that improving port efficiency is not the responsibility of SLPHA alone, but a shared responsibility requiring all stakeholders to perform their respective roles within the established legal and operational framework.