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Remain an elder statesman Datti tells Atiku
In a significant political development within Nigeria’s political landscape, Garba Datti Muhammad, the National Vice Chairman (North West) of the ruling All Progressives Congress (APC), has issued thoughtful advice to two prominent political figures—former Vice President Atiku Abubakar and former Kaduna Governor Nasir Ahmed El-Rufai—regarding their political futures as the nation looks toward the 2027 general elections.
Muhammad, who previously served in the House of Representatives, directed particularly pointed counsel to Atiku Abubakar, suggesting that the former Vice President should reconsider his apparent presidential ambitions. “As we approach the next general elections, you are at it again,” Muhammad noted, referencing what he perceives as Atiku’s strategic maneuvering within and potentially beyond his current party, the People’s Democratic Party (PDP).
The APC leader’s concern stems from indicators that Atiku may be contemplating coalition-building with “aggrieved politicians” to mount a challenge against incumbent President Bola Ahmed Tinubu in the upcoming 2027 elections. Muhammad frames his advice to Atiku in terms of both personal and national interest, noting that by the next presidential election, Atiku would have reached 80 years of age—suggesting that maintaining his current role as an elder statesman might better serve both him and the nation.
To reinforce this perspective, Muhammad invoked the example of former Vice President Muhammad Namadi Sambo, who has maintained a dignified elder statesman position since completing his term in 2015, implying this represents a more appropriate post-service role.
Muhammad’s counsel extends beyond age considerations to question what new policy approaches Atiku might offer, particularly noting that Atiku himself has historically advocated for subsidy removal policies similar to those currently being implemented. The APC official pointedly referenced Atiku’s leadership role in privatization initiatives during the Obasanjo administration, when he chaired the privatization committee while El-Rufai served as Director General of the Bureau for Public Privatization.
In addressing former Governor El-Rufai, Muhammad expressed profound disappointment regarding his departure from the APC, particularly given El-Rufai’s foundational role in establishing the party and his eight-year governance under its banner. Muhammad highlighted an apparent contradiction between El-Rufai’s current actions and his previous statement in 2022 that leaving the APC would mean quitting politics altogether—suggesting El-Rufai should either reconcile with the party or honor his earlier commitment to exit politics completely.
The APC leader further questioned El-Rufai’s transition to critic of the current administration, noting that El-Rufai himself had previously declared disinterest in positions within President Tinubu’s government. “Why should you turn to a critic overnight just because you perceived things were not going your way when you had unfettered access to the leadership of the party and the President?” Muhammad asked.
On broader strategic political considerations, Muhammad cautioned against what he termed potential “political miscalculations,” particularly speculating about party defections. He specifically addressed rumors about PDP governors potentially joining the Social Democratic Party (SDP), arguing that established political structures would likely prevent such movements: “No PDP governor will join the SDP because their party already has a structure on the ground. Who will leave certainty for uncertainty?”
Muhammad also emphasized the importance of regional rotation principles in Nigerian politics, suggesting that as someone who supported shifting the presidency to the South in 2023, El-Rufai should now support allowing the South to complete a full eight-year tenure before advocating for returning the presidency to the North.
The APC official concluded his address by highlighting what he characterized as significant achievements under President Tinubu’s administration, particularly noting unprecedented representation of the North West in national leadership positions. He detailed the region’s current prominence, including holding both the Speaker of the House of Representatives position (from Kaduna State) and the Deputy President of the Senate position (from Kano State)—marking the first time in Nigerian history that two presiding officers of the National Assembly have come from the same geopolitical zone.
Muhammad further cataloged numerous ministerial appointments from the North West region, including leadership of critical ministries such as Defense, Budget and National Planning, and Environment, along with key military appointments like the Chief of Defense Staff and Chief of Air Staff.
In his regional assessment, Muhammad highlighted specific developments in Kaduna State, including the establishment of seven higher education institutions and approval of a metro rail line valued at approximately 250 billion Naira, which he suggested would significantly improve transportation challenges for Kaduna residents.
His statement concluded with a positive assessment of the Tinubu administration’s economic policies, noting strengthening of the Naira currency, decreasing food prices, and what he characterized as a gradually improving economic outlook following subsidy removal policies.
Maritime Security and Safety
Strait of Hormuz Crisis Deepens as IMO Confirms 80 Attacks, 22 Seafarer Deaths — Warns Conflicts Now “Pretext” to Target Merchant Ships
Strait of Hormuz Crisis Deepens as IMO Confirms 80 Attacks, 22 Seafarer Deaths — Warns Conflicts Now “Pretext” to Target Merchant Ships
By Okeoghene Onoriobe | Waterways News
The International Maritime Organisation (IMO) has issued a fresh warning to governments to halt attacks on merchant shipping, as conflicts in the Middle East, the Black Sea and the Red Sea continue to spill into some of the world’s most critical trade corridors.
IMO Secretary-General, Arsenio Dominguez, raised the alarm on Wednesday as the organisation confirmed 80 verified attacks on international shipping in and around the Strait of Hormuz since the Middle East conflict escalated on February 28. At least 22 seafarers have been killed, with many more injured.
“We are reaching a point where these conflicts are being used as a pretext to attack merchant vessels and innocent seafarers,” Dominguez told delegates at the IMO’s Sub-Committee on Carriage of Cargoes and Containers in London. “Do not use these conflicts to attack innocent seafarers.”
The crisis is not confined to the Gulf. In the Black Sea and Sea of Azov, the IMO says dozens of seafarers are believed to have died in attacks on shipping in recent months, though it admits verifying exact casualty figures in that theatre remains difficult. The Red Sea, too, has seen renewed bloodshed — four seafarers were killed on August 11 in the latest Houthi strike on a merchant vessel.
Dominguez was careful to note that no single actor is responsible for the violence. “In the Strait of Hormuz, it is not only one country attacking merchant vessels,” he said. “In the Black Sea and Sea of Azov, it is not only one country attacking merchant vessels.”
The numbers show how quickly the Hormuz crisis has escalated. On August 28 — six months into the conflict — the IMO had verified 70 attacks and 19 deaths. By September 15, that had risen to 80 confirmed incidents and at least 22 deaths. Recent casualties include two seafarers left missing after the September 12 attack on the El Gaia; one seafarer killed when the Hercules Star was struck on September 9; and two crew killed aboard the Sidr on August 31.
The fallout extends beyond casualties. As of late August, the IMO says roughly 400 ships carrying about 6,000 seafarers remain effectively trapped in the Persian Gulf, unable to safely exit the region.
In July, the IMO Council had reaffirmed that transit passage through straits used for international navigation must not be threatened, impeded or suspended, and called for a coordinated return to unhindered navigation through Hormuz.
That call has yet to translate into calmer waters. Dominguez acknowledged that resolving the underlying conflicts sits outside the IMO’s mandate, but urged member states to escalate the shipping consequences to their governments and to relevant UN bodies.
Nigeria Watch
For Nigerian shippers, the Hormuz crisis has long since stopped being a distant headline. The strait handles a significant share of the world’s seaborne crude and gas, and with roughly 400 vessels now bottled up in the Gulf, the knock-on effects of elevated war-risk insurance premiums, longer transit times on re-routed voyages, and tighter global tonnage, continue to feed into freight costs that Nigerian importers and NIMASA-regulated carriers ultimately absorb.
The IMO’s 22-death toll and the seizure of vessels like the El Gaia and Sidr also sharpen the stakes for Nigerian seafarers serving on international fleets transiting the Gulf, at a moment when NIMASA under Dr Dayo Mobereola has been pushing to expand Nigerian crewing on global tonnage. A prolonged Hormuz standoff makes that a harder sell to shipowners weighing crew safety against cost.
With Nigeria holding a seat on the IMO Council, Dominguez’s call for member states to escalate the shipping fallout to “relevant United Nations bodies” is also a cue for Abuja’s maritime diplomacy — an area the Federal Ministry of Marine and Blue Economy under Minister Adegboyega Oyetola has flagged as a priority even as the domestic reform agenda (NPERA’s rollout, the CVFF disbursement saga) competes for attention.
MARITIME TRADE & SHIPPING
Lagos Ports Handle N35.07trn in Q2 2026, Accounting for 84.6% of Nigeria’s Total Trade — NBS
Lagos Ports Handle N35.07trn in Q2 2026, Accounting for 84.6% of Nigeria’s Total Trade — NBS
By Okeoghene Onoriobe | Waterways News
Lagos ports processed an estimated N35.07 trillion worth of Nigeria’s merchandise trade in the second quarter of 2026, representing about 84.6 per cent of the country’s total trade of N41.44 trillion, the latest Foreign Trade in Goods Statistics released by the National Bureau of Statistics (NBS) has shown.
The data indicates that Nigeria’s merchandise trade for the quarter was made up of N27.02 trillion in exports and N14.42 trillion in imports, with the figures reaffirming Lagos’ position as the country’s dominant gateway for international trade. Apapa Port, Lekki Deep Sea Port and Tin Can Island Port jointly accounted for the bulk of the transactions, collectively handling about N34.90 trillion in combined exports and imports during the period.
Apapa Port recorded the highest trade volume among all ports, at N25.53 trillion, comprising N19.07 trillion in exports and N6.46 trillion in imports.
Lekki Deep Sea Port followed with N6.64 trillion (N5.03 trillion in exports and N1.61 trillion in imports), while Tin Can Island Port handled N2.90 trillion, made up of N726.92 billion in exports and N2.17 trillion in imports.
On exports alone, Apapa retained its lead, handling N19.07 trillion, representing 70.57 per cent of total exports recorded during the quarter, while Lekki Deep Sea Port followed with N5.03 trillion, or 18.62 per cent. Together, the two ports accounted for 89.19 per cent of exports recorded among the leading customs ports and posts nationwide.
On the import side, Apapa again led with N6.46 trillion, representing 44.76 per cent of Nigeria’s total imports. Tin Can Island ranked second with N2.17 trillion (15.07 per cent), while Lekki Deep Sea Port recorded N1.61 trillion, or 11.15 per cent of total imports.
Outside Lagos, other ports also posted notable trade volumes. Port Harcourt Area-1 handled about N1.40 trillion in combined exports and imports, comprising N1.17 trillion in exports and N229.77 billion in imports, while the Onne facility recorded approximately N2 trillion in trade — N802.72 billion in exports and N1.20 trillion in imports.
The distribution underscores the continued strategic weight of Nigeria’s seaports, particularly the Lagos corridor, to the national economy and to the movement of goods in and out of the country.
Nigeria Watch
The NBS numbers give quarterly weight to something operators on the ground have said for years: Nigeria’s trade economy runs almost entirely through one stretch of Lagos coastline. That 84.6 per cent concentration is not a new phenomenon, but it is a reminder of how exposed the national economy remains to any disruption such as congestion, security incidents, or regulatory bottlenecks at Apapa, Tin Can, or Lekki.
It also puts fresh context around the slow pace of decongestion efforts and the case for the newer deep seaports — Badagry, Olokola, Ibom, Bakassi, Bonny — that have been approved but remain largely undeveloped. Lekki Deep Sea Port’s rapid climb to second place, just three years after commissioning, shows what capacity diversification can do; but at N6.64 trillion against Apapa’s N25.53 trillion, it has not yet meaningfully dented Apapa’s dominance, let alone the wider Lagos concentration.
For the informal and small-scale operators under WABOTAN and ATBOWATON who move goods and passengers along the inland and coastal waterways feeding these ports, the figures are also a reminder of scale mismatch: trillions in formal port throughput sit alongside a barely capitalised informal waterway transport sector that NIWA and NPA policy rarely accounts for in proportion to its role in last-mile cargo and passenger movement around the Lagos port complex. As the NPERA Act’s implementation continues and port economic regulation takes shape, how and whether that informal layer gets folded into the reform conversation remains one to watch.
Lagos Moves to Tighten Enforcement Along Apapa, Lekki Port Corridors as Gridlock Persists
By Ighoyota Onaibre | Waterways News
The Lagos State Government has announced a re-jigged enforcement strategy for the Apapa and Lekki port corridors, deploying more traffic personnel and introducing round-the-clock shifts for officers of the Lagos State Traffic Management Authority (LASTMA) as the state moves to shore up compliance with its E-Call-Up truck scheduling system.
The disclosure came at a strategy meeting held at the Ministry of Transportation, Alausa, and chaired by the Special Adviser to the Governor on Transportation, Hon. Sola Giwa. Giwa said a review of the traffic situation in both corridors, along with feedback from stakeholders, had exposed gaps in the existing enforcement process, necessitating the overhaul.
According to Giwa, the ministry will post additional traffic management personnel to the Lekki Port corridor to strengthen truckers’ compliance with the E-Call-Up system and keep articulated trucks moving smoothly in and out of the ports, including Apapa. He said the improved strategy had already been scheduled for roll-out and urged LASTMA officers to remain diligent in their duties.
Also speaking at the meeting, the ministry’s Permanent Secretary, Olawale Musa, said LASTMA would introduce a shift system for officers posted to the two corridors to guarantee a round-the-clock presence, with underperforming officers to be redeployed immediately. Musa warned operators of illegal truck parks around the Apapa and Lekki port areas to fall in line with the state’s rules.
The ministry reiterated its call for voluntary compliance with the E-Call-Up system to ease congestion, cautioning that pleas for clemency after enforcement action would no longer be entertained.
Officials present at the meeting included the General Manager of LASTMA, Mr Olalekan Bakare-Oki; the LASTMA Director of Operations; LASTMA controllers; commanders of the Zebras; and other senior officers responsible for the two corridors.
Nigeria Watch
Lagos has been here before. The state first rolled out E-Call-Up on the Lekki-Epe axis in September 2024 to head off a repeat of the gridlock that once paralysed Apapa and Tin Can, only to suspend it in March 2025 and relaunch it that June after months of consultation. That the government is now conceding “gaps” in enforcement barely a year into the reset run is a familiar admission for stakeholders who track these corridors: policy announcements arrive with confidence; the follow-through is what falters.
For the truckers and cooperative operators Waterways News hears from regularly, the more consequential line in this latest announcement may be the warning against “pleas for clemency” once enforcement resumes. That posture will be tested against a parallel and unresolved grievance — the extortion and illegal tolling along the Tincan-Apapa corridor that the same Ministry of Transportation pledged to clamp down on, alongside the police and other agencies, following complaints from the Association of Maritime Truck Owners (AMATO). Truckers accepted assurances then, under the 2018 State Transport Sector Reforms Law banning unauthorised toll collection, and stood down a planned strike.
Whether the new shift system and troop deployment translate into fewer miscreants and touts on the ground — not just more uniforms — will determine whether operators view this as reform or another round of the same cycle.
The stakes extend beyond Lagos traffic management. Apapa and Tin Can remain Nigeria’s primary gateway ports, and Lekki Deep Sea Port’s rapid ramp-up means the state is now trying to police two congestion-prone corridors simultaneously with the same enforcement playbook. Cooperative operators and inland waterway stakeholders that Waterways News covers, including those represented by WABOTAN and ATBOWATON have long argued that road congestion at the ports is precisely the kind of pressure that ought to be pushing more cargo evacuation toward the inland waterways.
Every cycle of “renewed enforcement” on the Apapa-Lekki road corridors is, from that vantage point, also a reminder of how little progress has been made on offering trucking operators a genuine modal alternative.
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