Maritime Security and Safety
Stakeholders Cry Out as Stowaways Adopt New Tactics, Navy Nabs Eight in Four Months
Stakeholders Cry Out as Stowaways Adopt New Tactics, Navy Nabs Eight in Four Months
Industry operators warn of rising financial and reputational costs as experts call for external vessel checks, SPOMO Act review
By Ighoyota Onaibre | Waterways News Reporter, Lagos
Maritime stakeholders have sounded a fresh alarm over the growing sophistication of stowaway operations in Nigerian waters, as the Nigerian Navy confirmed the interception of at least eight stowaways in separate operations between January and April 2026 — a trend that is drawing concern from shipping companies, legal experts, and port security authorities alike.
The arrests, disclosed through a series of naval press statements and media briefings, point to an escalating security challenge at Lagos anchorage and along Nigeria’s coastal corridors — one that operators say is increasingly difficult to contain using conventional onboard security protocols.
Eight Arrests, Three Incidents
Naval authorities — particularly the Commander of Nigerian Navy Ship (NNS) Beecroft, Commodore Aiwuyor Adams-Aliu — confirmed three distinct interceptions in the period under review.
In March 2026, naval operatives on routine patrol intercepted two stowaways concealed aboard a vessel off the Lagos coast. The suspects were handed over to relevant authorities for investigation.
In early April, three Ghanaian nationals were arrested after illegally boarding a Europe-bound vessel in Lagos — an incident that naval authorities said underscored the continued use of Nigerian ports as departure points for irregular migration to Europe.
Days later, in mid-April, three more stowaways were apprehended aboard the merchant vessel MSC Stella near the Lagos Fairway Buoy, again while attempting to travel unlawfully to Europe before being detected during security checks.
Commodore Adams-Aliu, addressing journalists at one of the briefings, reaffirmed the Navy’s commitment to securing Nigeria’s territorial waters and warned that stowaway attempts pose grave safety risks and constitute violations of international maritime regulations. Naval sources indicate the total number of interceptions in 2026 may exceed the eight independently verified cases.
Shipping Companies Bear the Brunt
The Shipping Association of Nigeria (SAN) Chairman, Mrs Boma Alabi, has raised concerns over the mounting operational and financial toll on shipping companies. Speaking at a recent stakeholders’ meeting in Lagos, Alabi noted that shipping agents continue to grapple with stowaways boarding vessels undetected, causing delays in vessel departures as investigations and disembarkation procedures are carried out.
She highlighted the compounding financial liabilities involved — including fines, diversion costs, additional crew management responsibilities, and reputational damage to Nigeria as a port of origin — and called for stronger, better-coordinated port security measures, improved inter-agency collaboration, and a clear responsibility framework that shields shipping companies from bearing liability for what are fundamentally security failures.
“Shipping companies are often held responsible for situations that are largely security-related and beyond their operational control,” Alabi stated.
The Rudder Problem: A Shift in Stowaway Tactics
Perhaps the most telling insight into the shifting nature of the stowaway threat came from a former President of the Nigerian Merchant Navy Officers and Water Transport Senior Staff Association (NMNOWTSSA), Engr. Matthew Alalade, who told Waterways News that the days of stowaways hiding inside vessels are largely over — and that the industry has not fully adapted to what has replaced it.
“You hardly find stowaways inside the vessel anymore because onboard security is tight. What we are seeing now is people coming through small boats and hanging on the rudder,” Alalade explained.
He advised that shipping companies and agents must now adopt proactive external inspection measures — including deploying speedboats to check vessel undersides before departure, particularly when ships are riding high on light loads, which makes rudder compartments more accessible.
Alalade also sought to clarify the legal framework governing stowaways discovered at sea, stressing that international maritime practice strictly prohibits any harm to stowaways.
“There is no right to throw anyone overboard. The standard procedure is to report to the next port and hand the person over to authorities,” he said.
He also raised concerns about the Suppression of Piracy and Other Maritime Offences (SPOMO) Act, suggesting that portions of the legislation may no longer be fit for purpose in addressing current stowaway tactics and calling for a legislative review to reflect present-day realities.
Legal Framework: No Room for Extrajudicial Action
Maritime lawyer and immediate past Chairman of the Institute of Chartered Ship Brokers (ICS), Dr Chris Ebare, reinforced the legal position on stowaway handling, emphasising that throwing stowaways overboard is a serious criminal offence under both Nigerian law and international maritime conventions.
“To the best of my knowledge, there is no law that permits a captain to throw a stowaway into the sea. Such actions would amount to a serious offence,” Ebare stated. “It is not a case of jungle justice. Maritime laws and international conventions are clear on how such situations should be handled.”
Ebare maintained that the SPOMO Act provides clear penalties for maritime offences, and that all stowaways must be handed over to the relevant authorities for lawful prosecution — not subjected to extrajudicial treatment. He added that while enforcement of maritime laws in Nigeria is ongoing, greater consistency and wider awareness remain essential to deter violations.
Nigeria Watch
The eight stowaway arrests recorded in Nigeria’s waters in just four months of 2026 are more than a security statistic — they represent a serious governance gap at the port-vessel interface that risks eroding Nigeria’s standing as a reliable maritime hub.
The emerging shift to rudder-compartment concealment signals that conventional onboard security measures, however tight, are no longer sufficient. Port security agencies — including the Nigerian Ports Authority (NPA), NIMASA, and naval patrols — must now contend with threats that originate outside the vessel perimeter, in open water, before boarding ever occurs. This calls for a rethinking of pre-departure inspection protocols and a wider deployment of patrol assets at anchorage points and fairway approaches.
For NIMASA, which bears statutory responsibility for maritime safety and security under its enabling legislation, the rising stowaway trend also raises questions about the adequacy of Port State Control and vessel clearance procedures. The agency’s collaboration with NNS Beecroft and other naval formations will need to intensify if Nigeria is to close the loopholes currently being exploited.
The SAN’s call for a clear liability framework deserves urgent regulatory attention. Shipping lines — many of whom are foreign-flagged operators whose continued calls at Lagos are commercially discretionary — should not be penalised for systemic port security failures. A fairer responsibility matrix, backed by stronger agency coordination, is the foundation on which Nigeria’s port competitiveness ultimately rests.
NSIB Moves to Unravel Benue River Boat Tragedy
By Okeoghene Onoriobe | Waterways News
The Nigerian Safety Investigation Bureau (NSIB) has activated its investigative machinery following a boat accident on the River Benue that left 11 passengers dead, with the bureau’s Director-General personally leading a field team to the scene of the tragedy.
NSIB Director-General, Captain Alex Badeh Jr., led investigators to Wadata, a riverside community along the River Benue, for an on-site assessment that included first-hand engagement with eyewitnesses, boat operators, members of the local Boat Operators Association, and community leaders. The team evaluated prevailing safety conditions along the waterway corridor and gathered operational intelligence that will feed into the bureau’s final report and recommendations.
Announcing the investigation in a statement, the bureau’s Director of Public Affairs and Family Assistance, Funke Adebayo-Arowojobe, said the NSIB was determined to establish the full circumstances of the accident and identify any safety deficiencies that may have contributed to the loss of life.
Benue State Governor, Hyacinth Alia, received the NSIB team and commended the bureau for its prompt response. He called for closer and sustained collaboration between the agency and state authorities to lift safety standards on the River Benue, urging the NSIB to maintain an active presence in the state to support public awareness campaigns and risk-reduction efforts on the waterway.
Badeh, responding, pledged the bureau’s continued commitment to partnership with state governments, local communities, operators and regulators.
“The NSIB welcomes every opportunity to collaborate with state governments, local communities, operators and regulators in advancing transport safety. We remain committed to exploring practical avenues for institutionalising safer navigation on the River Benue and across Nigeria’s inland waterways,” he stated.
The DG also extended condolences to the families of the victims, stressing that the disaster was a stark reminder of the urgent need for greater compliance with safety regulations on Nigeria’s inland waterways.
Nigeria Watch
The Benue River tragedy, coming in the midst of a pattern of recurring boat accidents across Nigeria’s inland waterway network, raises renewed questions about the adequacy of regulatory enforcement beyond the more closely monitored coastal and Lagos routes.
The River Benue is one of Nigeria’s most commercially active inland waterways, serving communities in Benue, Kogi, Anambra and Rivers states — yet it remains among the least resourced in terms of safety infrastructure, navigational aids and operator oversight. The involvement of the NSIB at the investigative level is significant, but stakeholders in the sector will be watching to see whether its findings translate into enforceable recommendations directed at the National Inland Waterways Authority (NIWA), which holds primary regulatory jurisdiction over navigable rivers of this classification.
Governor Alia’s call for a sustained NSIB presence in Benue also speaks to a broader gap: the federal safety architecture tends to mobilise reactively after tragedies rather than maintaining the kind of proactive, routine inspection and operator certification regime that might prevent them. With NIWA’s mandate currently the subject of ongoing litigation following the Supreme Court ruling that shook up jurisdictional boundaries, clarity of regulatory authority on rivers like the Benue has never been more consequential.
The NSIB’s report, when it emerges, should be made public and its recommendations time-bound. Anything less would be a disservice to the 11 lives lost at Wadata.
UK Commandos Board Russian Shadow Fleet Tanker in Historic English Channel Seizure
First British-led operation targets oil revenues bankrolling Moscow’s Ukraine war
By Okeoghene Onoriobe | Waterways News
Royal Marine Commandos have boarded and seized a sanctioned Russian shadow fleet tanker in the English Channel in what is being described as a landmark escalation by the United Kingdom in the global effort to choke off the oil revenues sustaining Russia’s military campaign in Ukraine.The vessel, identified as the Smyrtos and sailing under a Cameroon flag, was intercepted in the early hours of Sunday in a joint operation involving Chinook helicopters, surveillance aircraft, a Royal Navy frigate, and a Royal Navy minehunter — a deployment that underscored the seriousness with which London is now approaching sanctions enforcement on the high seas.Officers from the National Crime Agency (NCA) accompanied the commandos onto the vessel, scrutinising cargo records and shipping documents as part of ongoing investigations. Footage released by the British government showed commandos fast-roping onto the tanker’s deck in the pre-dawn darkness.
It is the first time Britain has taken the lead in directly interdicting a vessel linked to Russia’s shadow fleet — a murky network of ageing, obscurely-owned tankers that Moscow has deployed to move its crude oil beyond the reach of Western sanctions.
British Prime Minister Keir Starmer said the operation sent an unambiguous message to those propping up the Kremlin’s war chest. “This successful operation delivers yet another blow to Russia and reminds those fuelling Putin’s war in Ukraine that we will not let them hide,” he posted on X.
The Smyrtos will remain detained off England’s south coast pending further investigation. Paris co-operated closely with London in the operation, the UK government confirmed.
Ukrainian President Volodymyr Zelensky welcomed the seizure and called on European governments to go even further, urging legislative action that would permit not just the detention of tankers but the outright confiscation of their cargoes. “This will certainly help bring peace closer,” he wrote.
Britain has been steadily tightening its grip on shadow fleet activity. Since launching its crackdown, London has sanctioned close to 600 vessels associated with the network. In March, Prime Minister Starmer authorised the British military to board and detain Russian-linked ships suspected of sanctions evasion — authority that was used operationally for the first time on Sunday.
What it means for global shipping
The operation carries significant implications for maritime commerce worldwide, including for Nigerian shipping operators, freight forwarders, and vessel owners with international exposure. Flag states — including African nations whose flags have been exploited by shadow fleet operators seeking cover — may face increased scrutiny from European maritime authorities.
Nigeria, as a prominent flag-of-convenience registrant and a major oil-exporting nation, has a stake in how the international community tightens regulations around tanker ownership transparency, beneficial ownership disclosure, and sanctioned-cargo tracking. The Cameroon flag flown by the Smyrtos at the time of its seizure is a reminder that African maritime registries can be drawn into geopolitical disputes well beyond the continent’s shores.
Maritime legal experts say the British action may embolden other nations to adopt more aggressive enforcement postures, potentially reshaping the legal landscape around vessel detention in international and territorial waters.
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Maritime Security and Safety
Strait of Hormuz to Reopen as US, Iran Agree Initial Deal to End Three-Month War — Global Shipping Braces for Major Shift
Strait of Hormuz to Reopen as US, Iran Agree Initial Deal to End Three-Month War — Global Shipping Braces for Major Shift
By Okeoghene Onoriobe | Waterways News
In a development poised to reshape global maritime trade, the United States and the Islamic Republic of Iran have announced an initial agreement to end more than three months of war, with provisions to reopen the Strait of Hormuz — one of the world’s most strategically vital shipping corridors.
US President Donald Trump confirmed the breakthrough on Monday, June 15, 2026, saying the deal with Iran was “now complete” in a post on social media.
According to reports, Trump authorised the toll-free opening of the Strait of Hormuz and the simultaneous removal of the United States Naval blockade on Iran . Pakistan’s Prime Minister Shehbaz Sharif also confirmed the agreement, announcing that “the Peace Deal between the United States of America and the Islamic Republic of Iran has been REACHED”. He added that both sides had declared the immediate and permanent termination of military operations on all fronts, including in Lebanon, and noted that mediators would facilitate further meetings in the coming week to lay groundwork for technical talks ahead of an official signing ceremony (NewsNation) , expected on Friday, June 19, in Switzerland.
Background: A Conflict That Shook Global Trade
The crisis began on 28 February 2026 and has lasted more than three months, drawing in Iran, the United States, Israel and shipping companies worldwide. The fallout included a global fuel crisis, a US-led aerial campaign on Iranian targets, a US naval blockade of Iran, and a US naval escort operation, alongside the formation of a Persian Gulf Strait Authority. The human cost was severe: at least 17 merchant ships were damaged, with 12 seafarers killed or missing, and a port worker killed in Bahrai.
Before the war, the Strait of Hormuz carried roughly 25% of the world’s seaborne oil trade and 20% of global LNG shipments. Its closure sent shockwaves through energy markets, with vessel owners suspending operations rather than risk transiting the corridor.
What This Means for Shipping and Energy Markets
Analysts note the reopening carries major implications for tanker operators, freight rates and crude exporters. The Persian Gulf region remains the world’s largest producer of oil and gas, almost all of which is exported by tankers crossing the Strait of Hormuz — a route effectively closed for over three months, with disruptions rippling through the global economy and pushing commodity prices sharply higher.
Nigeria Watch
For Nigeria, a reopened Strait of Hormuz could ease the pressure on global freight rates and insurance premiums that have weighed on Nigerian crude exports and import costs since the crisis began. NIMASA and Nigerian shipowners reliant on chartered tonnage may see a gradual normalisation of war-risk premiums affecting vessels calling at Nigerian ports.
However, stakeholders are advised to await the formal signing — slated for June 19 in Switzerland — and confirmation of safe-passage protocols before adjusting freight and insurance arrangements, as the agreement remains an initial framework with several issues still under negotiation.
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