Security & Safety
The Drug Trafficking Menace: 1,187kg Cannabis, 25.5kg Cocaine — Can Nigeria’s Ports Be Secured?
In early December 2025, Nigeria’s busiest seaport witnessed two major drug busts within days of each other. First, Nigeria Customs Service and NDLEA uncovered 25.5kg of cocaine aboard a Brazilian-flagged vessel at Apapa Port. Then, officers intercepted 1,187 kilograms of “Canadian Loud” — a premium cannabis strain — expertly concealed in 55 bags hidden inside imported vehicles in a 20-foot container.
By Bode Animashaun
The seizures tell a disturbing story. Not of isolated incidents, but of systematic exploitation of Nigeria’s maritime corridors by international drug trafficking syndicates. And the question hanging over the industry is stark: if enforcement agencies are making record seizures, how much is getting through?
The Scale of the Problem
The Nigerian Customs Service revealed it made 105 seizures of narcotics and other illicit drugs in 2024. But 2025 has seen an intensification of interdictions.
In October 2025, Tin Can Island Port Command intercepted two containers from Canada concealing ₦5.3 billion worth of drugs. The first container, originating from Montreal, held four vehicles with 78 kilograms of Colorado Indica cannabis and 1.2 kilograms of hashish oil. The second contained 1,093 kilograms of Cannabis Indica and eight kilograms of crystal methamphetamine.
Then in November 2025, came what officials described as unprecedented: Customs uncovered 1,000 kilogrammes of cocaine valued at ₦29.4 billion in a 20-foot container at Port and Terminal Multiservices Limited (PTML) in Lagos. The Customs Area Controller described the interception as the largest and first-ever hard drug seizure in the PTML command’s history.
Most recently, in January 2026, Tin Can Island Command handed over 2,366 packs of cannabis indica valued at over ₦4.7 billion to NDLEA.
In 2024, NDLEA seized over 2.6 million kilogrammes of illicit drugs, arrested more than 18,500 offenders, and secured convictions of over 3,250 individuals, including 10 drug barons.
These aren’t amateur operations. The sophistication suggests well-funded international networks with inside knowledge of port procedures.
Why Nigeria’s Ports Are Targeted
Nigeria’s strategic position on the West African coast and its dominance in trade shipments make its ports attractive conduits for the global drug trade, with reports indicating a surge in seizures at Apapa, Tin Can Island, and Onne ports.
Drug smuggling activities are orchestrated by large, well-organised cartels with significant funding and extensive intelligence networks that gather critical information on ship design configurations and routing schedules to aid their illicit operations.
The diversity of drugs intercepted reveals the scale of the problem. Drugs mostly involved were codeine, loud, opioids, colos, methamphetamine, tramadol, tapentadol, and heroin, with both air and seaports in Lagos State and Onne Port in Port Harcourt being the locations where the highest amounts were seized.
The Economic and Human Cost
The impact extends far beyond law enforcement statistics.
In countries where drugs are discovered on vessels, the financial burden on ship owners is immense, with ships and crews often detained for extended periods, leading to lost revenue from vessel delays, legal costs, crew salaries, and associated expenses.
Importers and shipping operators often pass on costs from drug-related delays to Nigerian consumers. Port congestion caused by prolonged investigations means vessels under investigation occupy berthing space, disrupting logistics and straining infrastructure.
But the human cost dwarfs the economic damage. Drug abuse among Nigerian youth has reached crisis levels. An analysis showed that based on street values provided by NDLEA, the monetary value of contraband drugs confiscated will be at least ₦100 billion for 2024, indicating the huge resources being wasted by Nigerians.
The Corruption Challenge
While enforcement agencies have made impressive seizures, systemic weaknesses persist. An academic paper examining Nigeria’s drug crisis cited a 2023 ICIR investigation that found 60% of drug seizures at Lagos ports involved bribes to officials. While this represents investigative reporting rather than official government data, it highlights corruption concerns that enforcement agencies must address.
A legal expert who did not want his name in print attributed the increasing involvement of people in drug trafficking to the slow pace of prosecution by NDLEA. According to NDLEA Chairman Brig. Gen. Mohamed Buba Marwa, for 38 months up to April 2024, the agency arrested 50,901 suspects but secured only 9,034 convictions — just 18% of arrests.
Recent Success Stories
The December 2025 seizures at Apapa demonstrate what inter-agency cooperation can achieve. Comptroller Emmanuel Oshoba of Apapa Port Command commended the robust synergy between NCS and NDLEA, reiterating zero tolerance for smuggling.
Oshoba stressed that while facilitating legitimate trade and maximizing revenue, national security would not be compromised.
Following the November ₦29.4 billion cocaine seizure, NDLEA Chairman Marwa directed that the agency’s leading international partners be involved in the investigation, with officers from US DEA and UK NCA joining the probe to ensure masterminds are brought to book wherever they are located globally.
The Deep Blue Solution
Perhaps the most significant development is NDLEA’s proposed integration into the Deep Blue Project, with Chairman Marwa urging NIMASA Director-General Dr. Dayo Mobereola to integrate the NDLEA Marine Command into the project.
The Deep Blue Project is a joint initiative of the Federal Ministry of Marine and Blue Economy and the Federal Ministry of Defence, domiciled in NIMASA with contributions from the Nigerian Navy, Nigerian Air Force, Nigerian Army, Nigerian Police, and the Department of State Services.
Marwa emphasized that recent seizures of illicit drugs at Lagos ports underscore the need for joint efforts to secure ports, noting that NDLEA has established a Marine Command to focus on this emerging threat.
Dr. Mobereola assured Marwa that NIMASA would explore avenues to integrate NDLEA personnel into the existing maritime security architecture, particularly the Deep Blue Project.
This integration could be transformative. The Deep Blue Project already provides surveillance and interdiction capabilities across Nigeria’s maritime domain. Adding NDLEA’s specialized drug enforcement expertise could significantly enhance detection and prosecution.
What Must Be Done: A Strategic Action Plan
1. Complete NDLEA Integration Into Deep Blue Project
The proposed integration shouldn’t remain in the discussion phase. NDLEA personnel need immediate access to Deep Blue’s surveillance systems, intelligence networks, and interdiction capabilities. Set a Q1 2026 deadline for full operational integration.
2. Deploy Advanced Detection Technology
The PTML terminal operator detected suspicious packages while disinfecting empty containers — the seizure came from vigilance, not technology. Nigerian ports need:
- Container scanning systems using gamma-ray and X-ray technology
- Drug-sniffing K-9 units at all major ports
- Chemical detection equipment for field testing
- Underwater hull inspection protocols
Currently, on average only one in ten containers is physically examined due to volume constraints. Technology can improve targeting without slowing legitimate trade.
3. Strengthen International Cooperation
Experts from UNODC, US Drug Enforcement Administration, INTERPOL, US Coast Guard, and Federal Police in Brazil have highlighted the increasing challenges of curtailing drug cartel activities.
Nigeria must establish real-time intelligence sharing with international partners. The collaboration with US DEA and UK NCA on the ₦29.4 billion cocaine case demonstrates what’s possible.
4. Address the Prosecution Bottleneck
With only 18% of arrests resulting in convictions, the judicial system is failing. Consider establishing a specialized drug trafficking court at major port complexes to:
- Process cases within 30 days
- Reduce port congestion from detained vessels
- Send strong deterrent message
- Prevent case backlogs that encourage corruption
5. Enhance Inter-Agency Coordination
Recent successful seizures involved joint examinations with Customs, NDLEA, DSS, Police Anti-Bomb Squad, and other security agencies. This model should be standard practice, not exceptional.
Marwa pledged NDLEA’s support in sensitizing NIMASA staff and cadets under the National Seafarers Development Program on the dangers of drug abuse. Cross-agency training should extend to all port workers.
6. Implement Risk-Based Profiling
The January 2026 cannabis seizure followed intelligence-led profiling. Develop comprehensive risk assessment systems analyzing:
- Vessel previous ports of call
- Cargo manifest anomalies
- Shipper and consignee histories
- Payment and documentation patterns
7. Mandate Drug Testing for Port Workers
NDLEA Chairman Marwa proposed commencing urine tests on truck drivers operating in Nigerian ports, with those testing positive barred from driving into terminals. This should extend to all port workers in sensitive positions.
8. Address Demand-Side Issues
Enforcement alone won’t solve the problem. Nigeria needs expanded treatment capacity. Only 3,000 rehab beds exist for an estimated 14 million users, with only 15% of planned rehab centers operationalized.
NGOs like YouthRISE Nigeria reduced opioid overdoses by 25% in Benue State through naloxone distribution. These community-based programs need national scaling and adequate funding.
9. Leverage Technology for Transparency
Combat corruption through:
- Biometric tracking of drug seizures from detection through court to destruction
- Randomized examination teams
- AI-based anomaly detection in clearance patterns
- Civilian oversight committees for major seizures
- Protected whistleblower programs
10. Adequate Funding
All of this requires investment. Yet the Ministry of Marine and Blue Economy proposed just ₦10.5 billion for 2026 to oversee ports, shipping, inland waterways, and fisheries. In 2025, the ministry received only 1.7% of its capital budget.
Maritime security infrastructure must be adequately funded if Nigeria is serious about combating drug trafficking.
The Path Forward
Comptroller Oshoba emphasized: “No matter the volume of trade we are processing, we will never sacrifice national security and economy for any form of trade”.
That’s the right standard. The question is whether Nigeria’s institutions can maintain it systematically.
The December 2025 seizures prove that when agencies cooperate and intelligence is shared, criminals can be caught. The fact that US DEA and UK NCA are now involved in investigating the ₦29.4 billion cocaine seizure shows international partners are ready to collaborate.
NIMASA’s commitment to integrate NDLEA into the Deep Blue Project could be the game-changer Nigeria needs. But commitment must translate to action.
The technology exists. The international partners are willing. The legal framework is in place. What’s needed is:
- Urgent completion of NDLEA-Deep Blue integration (Q1 2026 target)
- Adequate funding for detection technology and personnel
- Specialized courts to eliminate prosecution delays
- Political will to confront corruption
- Investment in treatment and prevention
For the ten-month period through October 2024, NDLEA seizures totaled at least ₦100 billion in street value. Every kilogram of cocaine or cannabis flowing through our ports feeds addiction, fuels crime, and funds international criminal networks.
Nigeria’s seaports are increasingly being exploited as transit points for illicit drugs, raising concerns among law enforcement agencies, port authorities, and international stakeholders. But recent seizures show the tide can be turned.
Nigeria can secure its waterways. The December 2025 busts at Apapa, the November ₦29.4 billion cocaine interception, and the January 2026 ₦4.7 billion cannabis seizure demonstrate what’s possible when agencies work together.
Now Nigeria must make that possibility a permanent reality across every waterway, every port, every day.
Bode Animashaun writes on maritime and blue economy issues for waterwaysnew.ng
NIGERIA AND CAMEROON SIGN SEARCH AND RESCUE AGREEMENT — A WIN FOR REGIONAL SAFETY
The deal extends emergency cooperation beyond the skies, with implications for maritime and cross-border rescue operations across the Gulf of Guinea.
Nigeria and Cameroon have formalised a Technical Aeronautical Search and Rescue (SAR) Agreement, marking a significant step in cross-border emergency response cooperation between the two neighbouring nations.
Aviation Minister Festus Keyamo signed the agreement during a working visit to Cameroon, accompanied by the Director-General of the Nigeria Civil Aviation Authority (NCAA), Capt. Chris Najomo. The signing was confirmed in a statement by the minister’s Special Adviser on Media and Communications, Tunde Moshood.
“Search and rescue cooperation is not simply a regulatory requirement under ICAO Annex 12; it is a humanitarian imperative and a moral responsibility” Festus Keyamo, Minister of Aviatioon and Aerospace Space Development
Why It Matters Beyond Aviation
While framed as an aeronautical agreement, the deal carries broader significance for Nigeria’s maritime and coastal emergency response community. Nigeria and Cameroon share not only a land border but also overlapping maritime zones in the Gulf of Guinea — one of the world’s most strategically important and operationally challenging waterways. Strengthened SAR coordination between the two countries sets a precedent and a practical framework that could, in time, extend to joint maritime rescue operations in shared waters.
For Waterways News NG readers — port operators, shipping agents, seafarers, and maritime regulators — the agreement signals a regional shift toward more integrated emergency response, one that the maritime sector has long called for.
What the Agreement Does
The pact establishes clear communication protocols between the Rescue Coordination Centres (RCCs) of both countries, facilitates joint search and rescue operations, and strengthens rapid response mechanisms within their respective Search and Rescue Regions (SRRs). It brings both nations into closer alignment with international safety standards, particularly ICAO Annex 12, which governs SAR obligations for signatory states.
Speaking at the signing ceremony, Minister Keyamo was direct about the stakes involved. “Search and rescue cooperation is not simply a regulatory requirement under ICAO Annex 12; it is a humanitarian imperative and a moral responsibility,” he said.
He added: “In moments of distress, response time saves lives. Borders must never become barriers to humanitarian intervention.”
Framed Within the Tinubu Agenda
The agreement has been positioned by the Federal Government as part of President Bola Tinubu’s Renewed Hope agenda, which prioritises institutional strengthening, regional cooperation, economic revitalisation, and the protection of lives and property.
Keyamo described aviation — and by extension, the broader transport sector — as a strategic driver of economic growth and regional integration, while stressing that such growth must be grounded in safety and effective emergency preparedness.
“Today, Nigeria and Cameroon demonstrate that cooperation — not fragmentation — defines our regional approach to aviation safety,” the minister said, calling the agreement a practical expression of African solidarity and good neighbourliness.
A Building Block for Gulf of Guinea Cooperation
For the maritime community, the deal is worth watching closely. The Gulf of Guinea remains one of the most piracy-affected maritime regions in the world, and coordinated SAR capacity between Nigeria and Cameroon — two of its most significant coastal states — is a building block toward more robust regional maritime security architecture.
Nigeria’s maritime agency, NIMASA, has in recent years worked to strengthen its own SAR and anti-piracy capabilities through initiatives such as the Deep Blue Project. A complementary bilateral framework with Cameroon could reinforce those efforts and improve response times in the event of incidents near shared waters.
The agreement reinforces both countries’ commitment to international safety standards and, for those watching Nigeria’s place in regional maritime affairs, offers a quiet but meaningful signal of diplomatic momentum.
Waterways News NG will continue to track developments in Nigeria-Cameroon maritime and aviation cooperation.
— Waterways News NG | www.waterwaysnews.ng
MAERSK PULLS BACK FROM RED SEA AGAIN — WHAT IT MEANS FOR WEST AFRICAN SHIPPING
The world’s largest container line has reversed course on its Red Sea comeback, raising fresh concerns for Nigerian importers and shippers already navigating tight supply chains.
Danish shipping giant Maersk has announced a temporary withdrawal from the Suez–Red Sea corridor on two of its major services, just weeks after cautiously resuming transits through the troubled waterway.
In a customer advisory dated February 27, the carrier described the move as “temporary adjustments” affecting its ME11 and MECL services — but for cargo interests across West Africa, the implications could be anything but temporary.
Why Maersk Is Turning Back
The company cited what it called “unforeseen constraints” stemming from the wider operating environment in the Red Sea region. After consultations with security partners, Maersk concluded that reliably avoiding delays through the area had become too difficult to guarantee.
As a result, several upcoming voyages on both affected services will be diverted away from the Suez Canal and rerouted around the Cape of Good Hope — adding thousands of nautical miles, additional sailing days, and higher fuel costs to each voyage.
The Services Affected
The MECL service — an independently operated route linking Saudi Arabia and other Middle East ports with the U.S. East Coast — will see its next three eastbound and westbound sailings rerouted via southern Africa through mid-March.
More significantly, the ME11 service connecting India and the Middle East to the Mediterranean will have its next three westbound and four eastbound voyages diverted around the Cape. The ME11 operates under the Gemini Cooperation, the vessel-sharing alliance between Maersk and Germany’s Hapag-Lloyd, giving the decision added weight across the industry.
Maersk said it was giving customers three weeks’ notice to adjust supply chain plans, with updated transport schedules to follow.
A Fragile Return Unravels
The reversal is notable for its timing. Just over two weeks ago, a Maersk vessel completed the first eastbound Suez transit on the reinstated ME11 route — a carefully watched moment that many in the shipping world had hoped signalled a durable return to the corridor.
That optimism now appears premature. Earlier in January, Maersk had cautioned that sailings through the region would depend on stable security conditions and reliable naval protection. Those conditions, it now says, are not holding consistently enough.
Security Challenges Persist
The broader security picture in the Red Sea remains uneasy. Yemen’s Houthi movement has made intermittent threats, though no confirmed attacks on merchant vessels have been recorded since last September. Meanwhile, rising U.S.-Iran tensions and an expanded American naval presence in the Middle East have added layers of unpredictability to the region.
On the protection side, the European Union’s maritime security mission, Operation Aspides — which deploys three warships to escort commercial vessels through the corridor — was recently extended through February 2027. However, limited escort capacity has created scheduling bottlenecks, with French carrier CMA CGM previously flagging long waits for available naval cover as a major operational headache.
What This Means for Nigerian Shippers
For cargo stakeholders in Nigeria and across the Gulf of Guinea, renewed Red Sea disruptions carry direct consequences. Longer Cape of Good Hope routings push up transit times and freight costs — pressures that typically filter through to Nigerian importers and end consumers.
The ME11 service in particular feeds cargo flows between Asia, the Middle East, and Europe, with knock-on effects for connecting services that serve West African ports. Any sustained return to Cape routing by major carriers would likely tighten vessel availability and complicate scheduling on feeder and direct services calling at Nigerian terminals.
Industry watchers say Maersk’s decision could prompt other carriers to slow or reconsider their own Red Sea comeback plans — further prolonging a disruption that has reshaped global shipping patterns since late 2023.
Maersk maintains the rerouting is short-term and continues to describe the Suez corridor as the fastest, most sustainable option for customers. But as confidence in the route proves fragile once again, the Cape of Good Hope remains, for now, the safer bet.
Waterways News NG will continue to monitor developments in the Red Sea and their implications for Nigerian and West African maritime trade.
— Waterways News NG | www.waterwaysnews.ng
CASABLANCA PORT SHUT DOWN AFTER VESSEL LOSES 85 CONTAINERS — SHIP SERVES NIGERIAN ROUTES
Port authorities in Morocco have suspended all vessel movements at the Port of Casablanca following a container overboard incident involving a ship that regularly calls at Nigerian ports.
Morocco’s National Ports Agency ordered the suspension at approximately 11:00 PM local time on Thursday, February 26, after the containership Ionikos lost an estimated 85 containers into the water near the harbour entrance while departing the port in heavy seas.
As of Friday, operations at one of Africa’s busiest container ports remained halted, with numerous boxes still reported floating in the channel, posing serious navigational hazards.
The Ionikos — a 52,427-deadweight-tonne vessel owned by Greek shipping interests and registered under the Liberian flag — is of particular interest to Nigerian shippers and port stakeholders. The ship operates on a service connecting Turkey and the eastern Mediterranean with ports in the Gulf of Guinea, including regular calls at Nigerian terminals and other West African destinations.
According to initial reports, the vessel had completed cargo operations in Casablanca and was bound for Barcelona when it encountered heavy swells on departure. The rough sea conditions caused the ship to roll violently, sending an estimated 85 containers overboard.
The Ionikos, built in 2009, measures 258 metres in length and has a capacity of 4,360 twenty-foot equivalent units (TEU). The vessel is currently anchored approximately six nautical miles offshore as authorities assess the damage and coordinate recovery efforts.
An overnight search and recovery operation was launched involving five vessels from Morocco’s Royal Maritime Gendarmerie and Royal Navy, alongside helicopter aerial support. Officials noted that darkness hampered early efforts to locate and secure the drifting containers. Tugboats have since been stationed near several floating units to prevent further hazards to passing traffic.
Local media in Morocco reported that the lost containers were carrying a range of cargo, including car parts, furniture, and consumer goods. At least one container is reported to have broken open and washed ashore on a nearby beach, where boxes of Nestlé-branded cereal were found scattered.
The incident compounds operational difficulties already affecting the port this winter. Reports indicate that a series of storms and persistent Atlantic swells have disrupted maritime traffic at Casablanca in recent months.
Port authorities said vessel movements would resume only when conditions in the harbour channel are deemed safe for navigation.
The disruption is being monitored closely by Nigerian shipping agents and cargo interests given the vessel’s regular Gulf of Guinea service schedule. Waterways News NG will provide updates as the situation develops.
— Waterways News NG | www.waterwaysnews.ng
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