Tag: Maritime

Nigeria stands to save trillions of naira in logistics cost and enhance port competitiveness if the country’s maritime policing becomes more efficient and collaborative.

This was the submission of stakeholders in the maritime sector at the weekend during a one day specialised lecture on maritime policing. It had as its theme: “Facilitating Port Efficiency: The Strategic Role of Maritime Police”.

Delivering his paper, titled “Police as agent of Economic Change Matrix, Port Efficiency and Global Competitiveness”, the Registrar, National Association of Government Approved Freight Forwarders (NAGAFF) Academy, the training arm of the association, Francis Omotosho, said Nigeria cannot achieve the desired efficiency in port operations unless policing is modernised to support automation, multimodal transport systems and faster cargo handling.

 “If regulators and law enforcement continue working in silos, Nigeria will keep losing revenue. But if we coordinate our roles, this economy can save trillions,” he said.

According to him, maritime police officers must understand the strategic role they play in supply-chain governance and economic regulation, adding that their actions directly influence inflation, turnaround time, cargo dwell time and overall ease of doing business.

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“Every delay you cause becomes a cost on the cargo owner. That cost feeds directly into national inflation,” he said.

Omotosho explained that Nigeria’s logistics cost remains one of the highest in the region because of weak coordination among security units, multiple roadblock syndicates and prolonged detention of cargoes.

He insisted that the maritime police must lead the shift toward intelligence-driven, technology-backed policing.

Before outlining reforms, he emphasised the need to understand what a port represents—a structured environment built for cargo evacuation, vessel operations, and economic facilitation. “A port is not just a checkpoint. It is a natural or artificial harbour where infrastructure must support seamless movement of goods,” he said.

He stated that indiscriminate stoppages, extortion, delays and poor collaboration among agencies fundamentally undermine trade facilitation. “Your job is to secure the supply chain, not to constitute barriers,” he reminded the officers.

Omotosho warned that Nigeria has effectively opened a massive economic coastline from the port gate to more than 400 nautical miles offshore, yet the policing architecture has not expanded to cover the growing scale of activity. “More activities will take place there—legal, illegal and everything in between. The maritime police must already be thinking about how to cover this expanded zone,” he said.

He added that new coastal settlements emerging from Lekki to Calabar, supported by fresh road access, will attract traders, logistics operators and smuggling networks. “More crime and more trade are coming. We must modernise our policing tools to match this reality,” Omotosho said.

He further stressed that the police must understand the full structure of Nigeria’s maritime boundaries, including the territorial sea, contiguous zone, continental shelf and Exclusive Economic Zone (EEZ), all of which fall within their enforcement responsibility.

On port charges, Omotosho cautioned against turning port dues into informal taxes, warning that doing so distorts market operations and threatens investor confidence. “Port dues must never acquire the character of taxes. They represent payment for facilities and must reflect service rendered,” he said.

He criticised prolonged detention of cargoes beyond the allowed timeframe and urged the police to adopt global best practices where admiralty courts resolve matters swiftly within port precincts. “If you detain cargo beyond 24 hours without proper procedure, you have already disrupted trade,” he said.

Calling for inter-agency harmony, he reminded officers that NPA handles technical regulation, Customs protects government revenue, NIMASA manages maritime safety and environmental compliance, while the Shippers’ Council regulates service quality. “The police must stay within their lane and avoid overlapping mandates,” he said.

He urged the police to embrace digitised surveillance, intelligence-sharing mechanisms and technology-enabled enforcement, especially under the Deep Blue Project and other innovations that support maritime domain awareness. “You cannot police a 21st-century maritime economy with outdated tools,” he said.

Melsmore Marine Limited has signed a collective bargaining agreement (CBA) with the Maritime Workers’ Union of Nigeria (MWUN) to strengthen industrial harmony and improve workers’ welfare.

The agreement, signed at Melsmore’s headquarters in Victoria Island, Lagos, formalises enhanced working conditions and remuneration for unionised staff of the marine services firm.

Speaking during the ceremony, MWUN’s President, Comrade Francis Bunu Abi, described the development as “a landmark achievement for both the management of Melsmore Marine Limited and the leadership of the Maritime Workers’ Union of Nigeria.”

He said the pact demonstrates Melsmore’s commitment to fair labour practices and workers’ welfare, adding that employee satisfaction remains critical to business success.

 “No good industrial firm will neglect the welfare of its workers and the moral ethics of its status quo,” Bunu said.

Commending the company’s proactive management approach, the veteran maritime labour leader said Melsmore had shown deep understanding of the link between employee welfare and productivity.

 “Workers deserve good welfare, and that’s the only way any industrial company can achieve optimum output. When the workers are happy, the employer’s growth is also assured,” he noted.

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Bunu also acknowledged Melsmore’s recent decision to review workers’ pay in line with the country’s rising cost of living, saying the wage adjustment would “uplift the spirit and output of union workers in its employ.”

He assured the company of the union’s continued partnership in sustaining a peaceful and productive industrial relationship within the maritime sector.

“We thank the management of Melsmore for giving a listening ear to the union, which has resulted in this harmonious development. We believe this mutual understanding will continue to flourish as partners in progress,” he said.

The signing marks another milestone in MWUN’s efforts to secure improved welfare, fair wages, and workplace harmony for maritime employees across Nigeria’s ports and shipping operations.

President General, Maritime Workers’ Union of Nigeria (MWUN), Comrade Francis Bunu, has urged the Federal Government to take a more comprehensive approach to addressing the challenge of unseaworthy barges and tugboats operating on Nigerian waters.

He also praised the Nigerian Maritime Administration and Safety Agency (NIMASA) for its ongoing enforcement of vessel safety reforms.

Speaking during a courtesy visit by executives of the Maritime Correspondents Organisation of Nigeria (MARCON) at the MWUN headquarters in Apapa, over the weekend, Bunu noted that the issue of unseaworthy vessels cuts across all categories of marine craft, not just barges. He stressed that a holistic government intervention was required to address the problem through the relevant maritime agencies.

 “The issue of non-seaworthiness is not limited to barges alone. What about tugboats? No barge can move without a tugboat pushing it. It’s a general challenge that affects all sectors. The Federal Government must take a holistic approach through its agencies to deal with these issues,” he said.

Bunu underscored that ensuring safety and seaworthiness on Nigerian waters was not the responsibility of trade unions alone, but of government agencies mandated to regulate and enforce standards. He called on such agencies to “awake to their responsibilities,” adding that the state of tugboats and barges required urgent attention to prevent further marine accidents.

While highlighting the contrast between larger vessels and smaller craft, Buni commended NIMASA for its proactive enforcement of safety standards, particularly its policy to phase out single-hull vessels.

 “NIMASA is doing excellently. They insisted on phasing out all single-hull vessels, and because of that, operators are now buying new ones. You can’t use an old vessel to get a new contract anymore. That shows that the agency is working,” he stated.

He, however, noted that the lower segment of the industry, involving smaller barges and tugboats, remained the weakest link in maritime safety compliance. According to him, this is where regulatory agencies need to intensify their monitoring and enforcement efforts.

Bunu’s remarks followed discussions on recent accidents involving barges on inland waterways, which have raised concerns about the safety of workers and the state of marine infrastructure. He maintained that addressing the issue requires coordinated action between regulators, operators, and unions.

During the visit, MARCON President, Ismail Aniemu, commended the MWUN leadership for stabilising the union and building partnerships across the industry. He described the union as “the powerhouse of the maritime workforce,” adding that its active presence was critical to labour harmony in the sector.

Aniemu, who led the MARCON delegation, also briefed the MWUN President General on the forthcoming All-Nigeria Maritime Conference scheduled for December 4, 2025, at the Lekki Free Zone. He lauded Buni’s leadership style and the union’s commitment to workers’ welfare.

 “We appreciate your efforts in uniting the union and stabilising the sector. MWUN is the backbone of maritime labour, and your leadership has shown a clear direction since assuming office,” Aniemu said.

Responding, Bunu expressed appreciation to the media for their role in promoting peace and accountability in the maritime sector. He urged journalists to continue engaging constructively with industry stakeholders and to avoid misinformation, which he described as a major challenge confronting the sector.

 “The media plays a vital role in shaping public perception. You can ignite conflict or promote peace depending on how you report. So, I urge you to continue to report with fairness and objectivity,” he advised.

On union activities, the MWUN President General explained that his administration had embarked on extensive tours of dockworker units and outstations nationwide to promote safety awareness and reduce workplace accidents.

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 “When we came into office, there were too many accidents. We had to go around to remind workers that safety is everyone’s business. It’s not just for only your employers but also for you as an employee. We encouraged them to take their jobs more seriously and be more safety conscious about their jobs,” he said.

He also dismissed allegations that his administration was imposing candidates in district elections, describing such claims as misinformation. According to him, all elections within the union are conducted transparently and in accordance with the MWUN constitution.

 “MWUN is one of the most peaceful and transparent unions in Nigeria. We don’t impose candidates. Every election follows due process, and anyone can contest freely,” Buni clarified.

On workers’ welfare, he said the union has made significant progress across its four key sectors — dockworkers, seafarers, NPA staff, and shipping employees — through improved Collective Bargaining Agreements (CBAs) and prompt resolution of disputes. He further disclosed that discussions with the Federal Government regarding payments to aged seafarers have reached an advanced stage.

 “The verification has been done, and the file is now at the Ministry of Finance. We believe this government will not allow our aged seafarers to die without receiving their entitlements. It’s a win-win situation,” he assured.

The visit ended with mutual commitments from both sides to strengthen collaboration between the media and maritime labour institutions in promoting transparency, safety, and welfare in the industry.

Sea Empowerment and Research Center (SEREC) has warned that the country’s maritime sector could mirror the “mistakes” of its oil industry if urgent reforms are not implemented to strengthen governance, industrial capacity, and trade competitiveness.

Head of Research at SEREC, Forwarder Eugene Nweke, stated that while the sector holds immense potential for job creation, industrialisation, and regional dominance, it remains weighed down by structural weaknesses that limit its ability to drive national development.

“Nigeria’s maritime sector holds the promise of jobs, industrialisation, and regional leadership. But unless structural reforms are accelerated, we risk repeating the oil paradox: rising revenues, rising costs, and vanishing welfare,” Nweke cautioned.

According to him, despite commendable milestones such as reduced piracy incidents, expanded seafarer training, and the creation of the Ministry of Marine and Blue Economy, the country’s maritime story remains one of unrealised potential rather than tangible transformation.

He noted that over 80 per cent of the nation’s trade passes through its seaports, yet the sector continues to suffer from systemic bottlenecks that hamper its competitiveness and economic contribution.

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SEREC acknowledged recent gains, including multinational patrols that have curbed piracy in the Gulf of Guinea, the growth of seafarer training pipelines enabling hundreds of Nigerian cadets to complete mandatory sea-time, and modest progress in establishing inland container depots to decongest Lagos ports. It also commended the renewed effort to rebuild a national shipping identity through a re-emerging national container operator and the formal recognition of the Blue Economy as a policy focus.

However, the group identified critical structural weaknesses that continue to undermine the sector’s growth. It warned that Nigeria’s dormant steel industry remains the greatest obstacle to a viable shipbuilding and repair ecosystem, making the nation dependent on imported materials and uncompetitive in global maritime trade.

“Without a functioning steel industry, Nigeria’s shipyards will remain import-dependent, uncompetitive, and unable to support large-scale ship repair or newbuilding,” Nweke said.

The maritime think tank also highlighted challenges including poor multimodal integration, underdeveloped rail and inland waterways, environmental sustainability gaps in port operations, and persistent trade imbalances worsened by heavy import dependence and weak non-oil exports.

It urged policymakers to anchor maritime development on industrialisation, with the revival of steel — even through modular mini-mills — forming the foundation for a credible shipbuilding and repair industry. It also called for practical implementation of the Blue Economy policy, emphasising the need to harness fisheries, aquaculture, ocean energy, and seabed mining under transparent, research-driven frameworks.

Additionally, the centre stressed the importance of multimodal transport integration, urging that “rail, barge, and inland port connectivity must become functional to ease pressure on Lagos ports.”

Revenue agencies, SEREC added, must move beyond “record collections” to demonstrating tangible trade impact — reducing port costs, improving cargo flow, and enhancing Nigeria’s global competitiveness.

Nweke concluded that Nigeria’s maritime potential can only be fully realised through disciplined execution and sustained reform.

“At 65, the time for ceremonial speeches is over. The next decade must be about execution — steel for shipbuilding, disciplined national carrier governance, green ports, regulated seabed mining, empowered seafarers, and multimodal integration,” he said.

According to stakeholders, SEREC’s statement reinforces growing calls for the repositioning of the maritime industry as a driver of job creation, industrialisation, and regional leadership, transforming the country from a maritime nation in name to one in practice.

As the country’s maritime industry continues to battle congestion at its ports—most notably at APM Terminals in Apapa, Lagos, the Sea Empowerment and Research Center (SEREC) has given a set of recommendations to tackle what it describes as a persistent “logjam” between terminal operators and shipping lines.

At its End-of-Month Bulletin for May, SEREC outlined short- and long-term solutions aimed at improving the efficiency of the shipping space, restoring transparency in container deposit administration, and fostering a more responsive operational framework for key industry players.

The bulletin, signed by its Head, Eugene Nweke, is a response to concerns over shipping delays, port inefficiencies, and financial frustrations facing importers, freight forwarders, and cargo handlers.

“The gridlock between terminal operators and shipping lines, if left unaddressed, will continue to undermine economic activity and port productivity,”  Nweke said.

 “We are proposing a sustainable path forward—one that balances operational efficiency with fairness to all players, including shippers and freight forwarders.”

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The Center’s short-term recommendations focus on immediate actions to decongest terminals and improve cargo flow. Chief among them is the “prompt discharge of incoming laden containers”, to prevent build-up at the quayside. The organisation also recommends a “temporary suspension of empty container reception”, particularly from shipping lines that are yet to evacuate their existing stock, to prevent further gridlock.

Additionally, the bulletin calls for “real-time communication” with landside customers, especially truck operators and freight forwarders, to keep them informed about the progress of backlog clearance. SEREC believes that transparent updates will reduce confusion and help stakeholders better coordinate their logistics strategies.

To address the underlying problems fuelling congestion, the Center emphasises the need for collaborative evacuation efforts between terminal operators and shipping lines. These efforts should include: regular and scheduled evacuation of empty containers via shipping vessels; deployment of container tracking technologies to monitor empty container movements in and out of terminals; expansion of storage capacity and acquisition of advanced handling equipment; establishment of stronger cross-sectoral partnerships to optimise container flow; and introduction of a national regulatory framework that prevents arbitrary dumping or abandonment of containers on Nigerian soil.

According to SEREC, these measures would not only prevent the recurrence of congestion but also position Nigerian ports as more reliable and competitive within West Africa.

SEREC is also advocating for the adoption of “real-time container tracking and digital terminal management systems” as part of a broader transition to smart port operations. Such tools, it noted, will enable better visibility, reduce manual delays, and allow data-driven decision-making.

Moreover, the center recommends the “replacement of the current container deposit system” which requires shippers to pay fees for containers with “alternative schemes” like insurance covers or collective security funds. These should be jointly managed by the Nigerian Shippers’ Council (NSC) and the Council for the Regulation of Freight Forwarding in Nigeria (CRFFN) to guarantee oversight and relieve shippers of financial burden.

 “We must begin to think beyond physical interventions and embrace automation, data analytics, and a customer-first approach,” Nweke stated.

SEREC did not stop at operational reforms, it also delved into the long-standing issue of “container deposit refunds”, a source of contention between shippers and shipping lines. The group described the current system where deposits are often held indefinitely or refunded after long delays as exploitative and unsustainable.

To resolve this, SEREC called for a clear regulatory framework backed by enforceable refund timelines and penalties for defaulting shipping lines; development of industry-wide standards for refund processes to ensure fairness and consistency; implementation of automated refund systems that reduce human bottlenecks and processing errors; a mechanism for transparent communication with shippers and freight forwarders on refund status and timelines; and exploration of alternative deposit schemes such as collective funds or insurance models that reduce financial strain on stakeholders.

 “The container deposit regime has become a financial trap for many Nigerian shippers. A proper refund system must be fair, fast, and transparent,” Nweke said.

The Center concluded with a call for collective action by regulators, terminal operators, shipping lines, freight forwarders, and port users to implement these solutions without delay. It expressed optimism that if the right policies and systems are adopted, Nigeria’s shipping sector can significantly improve its global ranking in logistics efficiency and cargo turnaround time.

 “We cannot afford to let inefficiency and opacity continue to cost the economy billions,” Nweke warned.

“It is time to bring all stakeholders to the table and adopt global best practices that will reposition Nigeria as a regional maritime hub.”

Nigeria’s maritime tourism sector may soon experience a significant turnaround following the federal government’s strategic focus on the marine and blue economy. With the global maritime tourism industry valued at over $6.45 trillion, experts believe the nation is well-positioned to tap into this lucrative market if deliberate investments and reforms are pursued.

Despite an extensive coastline and abundant natural endowments, the country currently ranks among the lowest on the global marine tourism index. The sector, stakeholders argue, grapples with challenges including inadequate infrastructure, inconsistent policies, and persistent security concerns.

According to freight forwarder and industry expert, Eugene Nweke, “Nigeria’s maritime tourism industry holds immense potential for economic growth, diversification, and global competitiveness. However, to realise this, we must invest in modern ports, marinas, and recreational facilities, promote public-private partnerships, enhance security, develop coastal communities, and foster multi-sectoral collaboration.”

The recent creation of the Ministry of Marine and Blue Economy by the Bola Tinubu administration has been described as a pivotal step toward addressing these gaps. Nweke noted that the ministry, alongside the anticipated Marine and Blue Economy Development Policy Plan, could provide the much-needed strategic direction.

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He said: “It suffices to state that the policy thrust of the current administration’s ‘Renewed Hope’ agenda, especially the creation of the Marine and Blue Economy ministry, can significantly boost Nigeria’s maritime tourism industry. This rare vision can lead to economic growth, diversified economy, and global competitiveness.”

Key stakeholders have also endorsed the government’s recent focus. A former Director-General of the Nigerian Maritime Administration and Safety Agency (NIMASA), Dr Bashir Jamoh previously emphasiaed the importance of collaboration between the tourism and maritime sectors, describing it as crucial to Nigeria’s economic development. Similarly, President of the Institute for Tourism Professionals of Nigeria, Abiodun Odusanwo, stressed the need for “multi-sectoral collaboration to unlock Nigeria’s maritime tourism potential.”

Nweke argued that these expert endorsements must not be taken lightly, as they represent the core mission and essence of the newly established ministry. He outlined five key strategies for the government and stakeholders to focus on, including infrastructure investment, promotion of public-private partnerships, enhancement of maritime security, development of coastal communities, and fostering of cross-sectoral collaboration.

According to Nweke, the potential benefits are considerable. He noted that a developed maritime tourism industry could generate significant revenue, create thousands of jobs, and contribute meaningfully to Nigeria’s economic diversification efforts; reducing the nation’s overdependence on oil.

“By implementing these strategies, Nigeria can tap into the vast potential of its maritime sector, generate significant revenue, create jobs, and stimulate economic growth,” Nweke emphasised.

“On a strongest point of emphasis, the Ministry of Marine and Blue Economy should deploy every political will necessary towards the final Marine and Blue Economy Development Policy draft ratification, approval, and implementation.”

As Nigeria charts a new course toward maritime tourism development, stakeholders agree that collaboration, commitment, and political will remain critical to transforming the country’s blue economy ambitions into reality.