Maritime Security and Safety
HYPPADEC Donates Life Jackets, ₦1.6m to Bereaved Daudu Community After River Benue Tragedy
HYPPADEC Donates Life Jackets, ₦1.6m to Bereaved Daudu Community After River Benue Tragedy
By Okeoghene Onoriobe | Waterways News
The National Hydroelectric Power Producing Areas Development Commission (N-HYPPADEC) has visited the Daudu Dawadawa community in Mbalagh Council Ward of Makurdi Local Government Area, Benue State, presenting life jackets and a cash donation of ₦1.6 million to survivors and families of the eleven persons who perished when a boat capsized on the River Benue on the evening of Saturday, June 13, 2026.
The tragedy occurred as over 40 passengers — predominantly women and children — were returning by wooden boat from a burial ceremony in Wadata, a suburb of Makurdi, to the island settlement of Daudu Dawadawa, located about 25 kilometres from Makurdi city centre behind the Nigerian Army School of Military Engineering (NASME). A violent windstorm swept through Makurdi that evening, generating fierce waves that overturned the vessel midway across the river.
Among those confirmed dead were a pregnant woman and six children. Divers were subsequently deployed to search for bodies still unaccounted for following the initial recovery of four corpses.
The OPWS Maritime Component Commander, Lt Cmdr Christopher Zakari, noted that the June 13 boat mishap, could have been prevented or its toll significantly reduced through adherence to established safety measures. He directed all passengers and mariners to wear life jackets at all times on board and urged operators to ensure that at least one life buoy was carried on every vessel, while also cautioning against overloading beyond approved capacities.
DG of N-HYPPADEC, Alh. Abubakar Yelwa, presenting the life jackets to the Head of Hausa Community, Sheik Sanni Imam
The Benue State Commissioner for Marine and Blue Economy, Denis Ter Iyaghigba, similarly visited the community. Represented by the ministry’s Permanent Secretary, Charles Terfa Ikyaave, the Commissioner conveyed that the Alia administration remains committed to strengthening safety standards in the marine and blue economy sector. The visit was described as part of the state government’s immediate response to condole with bereaved families and reinforce the urgency of adherence to water transport safety regulations.
In one Daudu household, six family members were lost in a single night. In another, a mother who had a child strapped to her back returned home without the infant. The community, ordinarily a quiet farming and fishing settlement, has since been engulfed in collective mourning.
NIGERIA WATCH: When Condolences Are Not Enough
The Structural Failure Behind Benue’s Recurring River Deaths
The images coming out of Daudu are harrowing. Families destroyed. Children buried before their parents. A pregnant woman who never made it back from a neighbour’s funeral. These are not statistics — they are the human cost of a waterways governance failure that Nigeria has refused to take seriously.
It is, by now, a familiar ritual. A boat capsizes. Lives are lost. Government officials arrive with cash donations and relief materials. Statements are issued. Committees are set up. And then — until the next tragedy — nothing changes.
It is worth noting that six months before the Daudu disaster, the Benue State government had pledged to enforce rigorous safety measures to address frequent boat mishaps across the state’s waterways. That pledge, clearly, was not enforced. The boat that capsized on June 13 was reportedly carrying in excess of 40 passengers. No life jackets were in use. It was near-nightfall. Every single box of known risk factors was ticked — and still, the boat went out.
N-HYPPADEC’s donation is not unwelcome. The commission has a track record of rapid community response to waterway tragedies, and the ₦1.6 million and life jacket consignment will provide tangible relief. But the commission’s intervention also illustrates the limits of a post-disaster model of waterways governance. Life jackets donated after a capsize cannot save the lives already lost. What is needed is enforcement before the tragedy — rigorous, consistent, non-negotiable compliance inspection at every jetty landing, particularly as Nigeria enters the high-risk months of the rainy season.
The National Inland Waterways Authority (NIWA) has a statutory mandate over inland waterways safety. The Nigerian Navy and its Operation DELTA SAFE maritime formations have jurisdiction on the waterways. The Benue State government has a Ministry that supervises water transport at the state level. Yet, on the evening of June 13, a wooden boat loaded with more than 40 mourners — without life jackets, against a rising river, in deteriorating weather — departed a jetty apparently without anyone stopping it.
That is the question Nigerian maritime stakeholders must force into the open: not who will donate next time, but who was responsible for preventing this — and whether they will be held to account.
Until enforcement replaces condolence as the primary instrument of inland waterways policy in Nigeria, Daudu will not be the last community to grieve at the river’s edge.
Waterways News | www.waterwaysnews.ng
Maritime Security and Safety
Shipping Lines Hail Security Gains as US Lifts 12-Year Condition of Entry on Nigerian Vessels
Shipping Lines Hail Security Gains as US Lifts 12-Year Condition of Entry on Nigerian Vessels
By Ighoyota Onaibre | Waterways News
International shipping lines operating in Nigeria have welcomed the United States Coast Guard’s (USCG) decision to remove the 12-year Condition of Entry (CoE) restriction on vessels arriving in the US from Nigerian ports, describing it as evidence of the country’s improved maritime security standing.
The CoE, in force since 2014, subjected vessels that had called at Nigerian ports within their previous five port calls to additional security checks and enhanced scrutiny before US entry. Its removal ends over a decade of extra costs, delays and paperwork for operators trading between Nigeria and the US.
Maersk’s Terminal Planning Lead for West Africa, Srijesh Subramanian, said the move would benefit both importers and exporters given the volume of Nigerian trade with the US, and would likely embolden shipping companies to expand their services. He read the decision as a signal that Nigeria now looks like a safer environment than previously perceived.
Ocean Network Express’s Nigeria Director, Stefan Pedersen, credited the outcome to NIMASA’s sustained work, though he noted ONE has no direct US sailings and so is not directly affected. He expects the removal of restrictions to still ease trade generally for lines that do run direct US services.
Pacific International Lines’ Managing Director, Ugo Opiah, framed the lifting as an image win: qualifying for US standards marks a country as a high-integrity player, and Nigeria’s decade-plus wait to clear the bar signals real improvement in maritime security compliance.
Mediterranean Shipping Company’s Vessel and Terminal Coordinator, Adesina Omoparuwa, said the restriction had forced MSC into trans-shipment routings rather than direct Nigeria–US calls, the same workaround the line uses for China, and that direct service should now become possible, opening opportunities for US-based businesses to trade directly through Nigerian ports.
Nigeria Watch
The CoE’s removal is the payoff of a process that has run since at least 2019, when the USCG first proposed a phased, bi-annual assessment track with NIMASA to bring Nigerian ports into full ISPS Code compliance. The agency conducted four full assessments of Nigeria’s port facilities and national maritime security framework between March 2024 and April 2026 before signing off.
Marine and Blue Economy Minister Dr Adegboyega Oyetola has called the lift a major milestone, crediting sustained collaboration between the Ministry, NIMASA, port and terminal operators and shipping lines. Washington has echoed that framing: in a letter dated August 26, 2026, US Assistant Secretary of State for African Affairs Frank Garcia congratulated Oyetola on the reform, tying it to Nigeria’s anti-terrorism and port-security compliance record.
For Nigeria’s port competitiveness push, running alongside the NPERA Act’s commencement and the deep seaport approvals at Badagry, Olokola, Ibom and Bakassi, the CoE exit removes one of the more persistent reputational drags on the sector: an active US security flag that shipping lines, insurers and freight forwarders had priced into Nigeria-bound trade for over a decade. Whether the savings in inspection time, insurance and freight cost are passed down to Nigerian shippers, or absorbed by the lines quoted here, is the next thing worth watching.
Two More Tankers Struck in Strait of Hormuz as Attack Count Hits Five in a Week
By Okeoghene Onoriobe | Waterways News
Two more tankers have been hit while transiting the Strait of Hormuz, leaving two seafarers with minor injuries and pushing the number of reported attacks or security incidents against commercial vessels in the waterway to at least five since 16 September.
The UK Maritime Trade Operations (UKMTO) centre said an inbound tanker was struck by an unidentified projectile on Monday. Two crew members sustained minor injuries, but the vessel stayed under its own power and continued to its next port, with no environmental impact reported.
Hours later, UKMTO issued a second alert after an outbound LPG tanker reported being struck by debris from unknown projectiles. All crew were reported safe and the vessel also continued its voyage. Authorities are investigating both incidents, and UKMTO has not attributed either attack to a specific actor.
The two strikes build on a Joint Maritime Information Center (JMIC) advisory covering three earlier attacks between 16 and 18 September, one of which saw a tanker’s hull breached by a projectile, sparking a fire. JMIC continues to rate the threat level in the strait as “severe,” citing a high likelihood of deliberate hostile action and pointing to a pattern of harassment by Iran’s Islamic Revolutionary Guard Corps — drone overflights, surveillance of merchant vessels and VHF hailing, alongside the direct attacks.
Traffic through the chokepoint remains sharply depressed. Only 17 commodity vessels were visibly transiting over the weekend, down from 37 the week before and against a pre-war daily average of roughly 125. That figure excludes vessels sailing with their AIS transponders switched off, and JMIC notes a persistent gap between visible and actual traffic.
Nigeria Watch
For Nigerian maritime stakeholders, the Hormuz crisis is no longer a distant Gulf story. It is a cost line. Every fresh escalation feeds directly into the war-risk insurance premiums and freight rates that Nigerian importers, refiners and shipping agents ultimately absorb, since global tanker and container capacity pulled off the Hormuz route tightens supply elsewhere and pushes rates up across long-haul trades, including those serving West African ports.
The renewed attacks also sharpen the stakes around Nigeria’s push for a stronger voice at the IMO Council table and its broader blue-economy diplomacy under Minister Adegboyega Oyetola. A sustained Gulf disruption is exactly the kind of systemic shock that tests whether Nigeria’s seat translates into influence over how global shipping risk, insurance and rerouting decisions are made, rather than Nigeria simply absorbing the downstream cost.
Locally, the episode is a reminder of the layered nature of “maritime security” as a policy word: the Deep Blue Project and Gulf of Guinea security architecture address piracy and armed robbery close to home, but Nigeria’s ports and shippers remain exposed to security failures thousands of kilometres away in the Gulf.
Waterways News will continue tracking how the Hormuz situation feeds into freight cost pressure at Nigerian ports and NIMASA’s public messaging on the issue.
Navy Renews Call for Special Maritime Courts, But Nigeria’s Justice Gap Persists
By Raymond Gold
The Nigerian Navy has again pressed for the creation of dedicated courts to try maritime offences, arguing that Nigeria’s regular judicial process is too slow to match the pace at which security agencies are arresting suspects at sea.
The renewed push came last week in Lagos at the 4th Ehingbeti Blue Economy Hub, on a panel built around strengthening the regulatory and justice frameworks needed to secure Nigeria’s blue economy. The session drew senior officers from the Navy and Marine Police, alongside a retired flag officer and other maritime stakeholders.
Rear Admiral A. A. Mustapha, Flag Officer Commanding the Western Naval Command, represented on the panel by his Chief Staff Officer, Rear Admiral N. C. Ekwom, said Nigeria is working toward an integrated maritime security strategy that would fold the country’s various security agencies into one common operating picture. He pointed to the Navy’s Falcon Eye system and the Regional Maritime Awareness Capability System as the technological backbone of that effort, noting that artificial intelligence is increasingly being layered onto surveillance operations.
Mustapha’s team acknowledged a persistent integration problem: the Navy’s Maritime Command and Control Centre reserves roughly 15 seats for personnel from partner agencies, but most command centres nationwide still operate in isolation. He linked the gap to a wider unfamiliarity with the sector across government, describing it as “maritime blindness”, a failure, in his words, to recognise the maritime domain’s importance to national development.
It was retired Rear Admiral Olanrewaju Beckley, however, who delivered the panel’s sharpest message: that slow prosecutions, not weak detection, may be the Navy’s biggest handicap. Beckley ran through the familiar list of threats I including illegal fishing, illegal bunkering, kidnapping for ransom, illegal refineries, terrorism and smuggling, and said the Navy’s “detect, arrest and prosecute” model breaks down at the final stage. Suspects and their vessels can sit in detention for extended periods awaiting trial, he said, a delay that risks suspects walking free and undermines the deterrent effect of every arrest made at sea.
His prescription was the same one Nigerian naval officers have floated repeatedly over the past decade: dedicated maritime courts that could fast-track case determination and cut down on prolonged detention without trial. Beckley also called for heavier government investment in surveillance assets such as vessels, drones and manned aerial platforms, arguing that the size of Nigeria’s maritime estate demands a security budget to match.
Assistant Inspector-General of Police Okunade Ronke Nurat, represented by CSP Olalekan Faniyi, described the working relationship between the Marine Police and the Navy as cordial, with joint patrols proceeding without friction, though she conceded there was room for deeper collaboration. Other panellists urged that any security-first approach to the blue economy be matched with investment in the coastal and riverine communities that live alongside Nigeria’s waterways.
The session’s recommendations, taken together, called for tighter integration among maritime security agencies, wider surveillance deployment, closer Navy–Marine Police cooperation, more security-asset funding, specialised judicial mechanisms for maritime crimes, and stronger economic support for coastal communities.
Nigeria Watch
Beckley’s plea will sound familiar to anyone who has followed this file. The Navy has asked for special maritime courts under at least three different Chiefs of Naval Staff over the past decade — through a Senate committee proposal in 2016, a direct appeal from the naval leadership in 2021, and now this latest call in 2026 — with no legislation to show for it. NIMASA’s leadership has separately lobbied the judiciary through its annual Admiralty Law Seminar for Judges, seeking faster case turnaround for the same reason Beckley cited: arrests that don’t stick because prosecutions crawl.
What has changed since 2020 is the legal toolkit, not the court structure. The Suppression of Piracy and Other Maritime Offences (SPOMO) Act gave prosecutors their first dedicated piracy statute and produced Nigeria’s first SPOMO conviction at the Federal High Court in Port Harcourt. But SPOMO cases still route through the same generalist Federal High Court dockets — carrying admiralty, commercial and constitutional matters alongside maritime crime — that Beckley says are the bottleneck. A special court, as envisaged, would need enabling legislation the National Assembly has never passed, whatever the number of naval appeals for it.
For operators represented by cooperatives like WABOTAN and ATBOWATON, the stakes in this debate cut both ways. Faster maritime prosecutions would, in principle, mean faster resolution for the vessels and crews the Navy detains, a genuine grievance among small-scale operators who say their boats and livelihoods can be tied up in custody for months over infractions far short of piracy or oil theft.
But any push to tighten enforcement and expand naval surveillance across the inland and coastal waterways will also be watched closely by the same informal operators, who have long argued that security crackdowns too often catch legitimate local transporters in the same net cast for pirates and illegal bunkerers. Whether the next iteration of this proposal survives the National Assembly, or joins its predecessors as a recommendation without a bill, will say much about how seriously Abuja is treating the justice half of its blue economy ambitions.
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