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
Security & Safety
Marine Litter Crisis Threatens Nigeria’s Blue Economy Ambitions as Waterways Choke on Plastic Waste
Marine Litter Crisis Threatens Nigeria’s Blue Economy Ambitions as Waterways Choke on Plastic Waste
From Ikoyi waterfront to the Bonny-Port Harcourt corridor, plastic debris, abandoned fishing nets and industrial refuse are clogging Nigeria’s inland and coastal waterways — damaging vessels, imperilling livelihoods and undermining the nation’s maritime growth agenda.
By Okeoghene Onoriobe | Lagos Correspondent
Nigeria’s ambition to unlock the full economic potential of its blue economy is facing a stubborn and worsening adversary — marine litter. Across the country’s 853-kilometre coastline, and deep into its network of rivers, creeks, lagoons and inland waterways, plastic waste, styrofoam, discarded fishing gear and household refuse are accumulating at a rate that threatens to undermine the shipping, fisheries, tourism and inland transport sectors simultaneously.
The alarm has grown sharper in the days surrounding World Ocean Day, observed globally on June 8, which this year placed particular emphasis on the marine litter crisis and its direct threat to sustainable blue economy development — a framework central to the mandate of Nigeria’s Federal Ministry of Marine and Blue Economy.
Nigeria Among the World’s Top Plastic Waste Generators
The scale of the problem is stark. According to World Bank data, Nigeria generates an estimated 2.5 million tonnes of plastic waste annually, with only a fraction entering any form of recycling process. The overwhelming majority ends up in open dumpsites, drainage channels and, ultimately, waterways — driven by inadequate waste collection infrastructure, rapid urbanisation and poor environmental compliance culture.
The global picture is no less alarming. The United Nations warns that 14 million tonnes of plastic enter the world’s oceans every year — a figure projected to nearly double to 27 million tonnes by 2040 if current trajectories are not reversed. The economic cost, according to the UN, stands at approximately $13 billion annually, with over 817 marine species threatened. The United Nations Environment Programme (UNEP) has further estimated that plastic accounts for at least 85 per cent of all marine waste.
For Nigeria’s maritime sector specifically, the Regional Coordinator for Africa at Prevention of Marine Litter in the Gulf of Guinea (PROTEGO), Clem Ugorji, has put the country’s direct financial losses from poor waste management and marine litter at $1 billion per year — a figure that demands the attention of port operators, shipping companies, waterways transport concessionaires and maritime regulators alike.
Operational Hazards for Vessels and Waterway Operators
The consequences extend well beyond environmental degradation. For Nigeria’s inland waterways transport (IWT) sector — already strained by underinvestment, ageing fleets and safety concerns — marine litter represents a direct operational and safety hazard.
The Lagos Area Manager of the National Inland Waterways Authority (NIWA), Sarat Braimah, has raised the alarm in clear terms. Floating debris, she warned, is routinely sucked into vessel water intakes, wrapping around propeller shafts and clogging engine cooling systems. The result is sudden engine failure mid-journey — leaving passenger ferries, water taxis and speedboats dangerously exposed to capsizing or collision with larger commercial vessels navigating shared waterways.
Braimah noted that once plastics, cans and nylon bags enter water bodies rather than shore-based waste receptacles, the damage is immediate: marine life is choked, water quality degrades, and toxins enter the aquatic food chain that coastal communities depend on for sustenance and income.
The situation deteriorates markedly during the annual rainy season, when residents dump refuse into drainage channels already clogged with accumulated waste, and floodwaters carry massive volumes of debris directly into creeks, lagoons and offshore waters — compounding a maritime environmental emergency that recurs year after year.
Fisheries, Coastal Communities and the Hidden Human Cost
Beyond vessel operations, the impact on Nigeria’s artisanal fishing communities is severe. Fishermen across coastal and riverine states report persistently damaged gear, declining catches and increasingly contaminated fishing grounds. Scientists have raised growing concerns about microplastics — particles formed as larger plastic items break down — which now enter marine food chains and, through seafood consumption, ultimately reach the human population. UNEP has warned that plastic pollution now constitutes a direct threat to food security and public health at a global scale.
Coastal communities in Rivers, Bayelsa, Delta, Lagos and other littoral states, many of which depend almost exclusively on fishing and waterway-based trade, bear the sharpest end of this crisis — absorbing health risks, economic losses and environmental degradation simultaneously.
Private Sector Steps Up: NSML’s Clean Waterways Initiative
In the absence of a fully integrated national marine litter strategy, it is increasingly the private maritime sector that has moved to fill the gap. One notable actor is NLNG Shipping and Marine Services Limited (NSML), which has expanded its Clean Waterways Initiative (CWI) — a corporate social responsibility programme targeting the waterway corridor between the NLNG Jetty in Port Harcourt and the operating terminal on Bonny Island in Rivers State.
Operating through a “Triple A” framework of Awareness, Advocacy and Action, NSML engages riverine communities on the health and economic dangers of plastic pollution, partners with local governments to improve waste disposal and recycling infrastructure, and conducts quarterly large-scale clean-up exercises to physically remove debris from affected water bodies. The company has recently expanded these activities to include the Bonny Island waterfronts on a regular basis.
NSML Chief Executive Abdulkadir Ahmed described the initiative as a direct response to the growing volume of plastic waste and debris entering rivers, creeks and coastal waters — and stressed that lasting progress requires both regulatory backing and individual behavioural change.
“Advocacy is about engaging government agencies and regulatory bodies so that we can have the necessary backing to take action,” Ahmed said. “We are beginning to see some positive impact from these efforts, and we are not alone in this fight because plastic pollution is a global issue.”
Ahmed was forthright that clean-up exercises, though essential, are insufficient on their own. What is needed, he argued, is consistent individual action and a fundamental reduction in dependence on single-use plastics — combined with the enforcement frameworks and industry accountability that only government can provide.
IMO Sets 2030 Zero-Discharge Target
At the global regulatory level, the International Maritime Organisation (IMO) has sharpened its response. Secretary-General Arsenio Dominguez, in his World Oceans Day statement, announced the adoption of the IMO’s 2026 Strategy and Action Plan aimed at eliminating plastic waste discharges from shipping, with a headline target of zero plastic discharge to sea from ships by 2030.
Dominguez acknowledged that progress is being recorded on pollution control, biodiversity protection and climate action within the global shipping industry, but stressed that considerably more coordinated international effort is required. He called specifically for stronger regulatory frameworks to curb plastic pollution, address underwater radiated noise, and manage the spread of transboundary marine species — and urged a fundamental rethinking of humanity’s relationship with the ocean.
Nigeria Watch: What This Means for the Maritime Sector
For Nigeria’s maritime and blue economy stakeholders, the convergence of World Ocean Day, the IMO’s 2030 commitment and NSML’s expanded private-sector initiative carries a pointed message: the window to get ahead of the marine litter crisis is narrowing.
Nigeria still lacks the fully integrated national marine litter strategy that the scale of its waterways challenge demands — one that combines waste management reform, robust recycling infrastructure, regulatory enforcement, public education and industry-wide accountability. The Federal Ministry of Marine and Blue Economy, NIMASA, NIWA, LASWA and the Nigerian Ports Authority each have roles to play, but coordination between them on environmental governance remains limited.
The stakes for the maritime sector are concrete. Navigational hazards from floating debris inflate vessel maintenance costs, increase accident risk on passenger ferry routes, and degrade the operating environment for port authorities, shipping companies and terminal concessionaires. Every kilometre of waterway choked with litter is a direct tax on trade competitiveness and investor confidence in Nigeria’s blue economy promise.
With the IMO’s 2030 zero-discharge target now formally on the table, Nigeria’s maritime operators — and the regulators that oversee them — face a tightening timeline to demonstrate that the country’s waterways can meet international environmental governance standards. The infrastructure investment, policy coherence and enforcement will required to do so is not trivial. But the cost of inaction, measured in vessel damage, lost catches, degraded coastlines and stunted blue economy growth, will ultimately prove far higher.
Waterways News | waterwaysnews.ng
Blog
Sacred Waters Defiled: Child Allegedly Thrown into Ovia River on Native Doctor’s Orders as Edo Community Searches
Sacred Waters Defiled: Child Allegedly Thrown into Ovia River on Native Doctor’s Orders as Edo Community Searches
A five-year-old’s fate hangs on the currents of a revered waterway as Nigeria confronts the deadly intersection of superstition, desperation, and the failure of community safeguards
By Oghenewoke Osaweren | Waterways News
The Ovia River flows through Ovia North-East Local Government Area of Edo State as it has for centuries — a waterway revered in local tradition as a source of life, abundance, and protection. On a day this past week, it allegedly became the site of one of the most disturbing incidents yet reported along its banks: a mother is said to have cast her five-year-old child into its currents, not in a moment of psychological collapse, but in deliberate compliance with the instructions of a so-called seer.
Search parties were immediately mobilised. As of the time of filing this report, residents of the affected community continue to comb the river’s banks and shallows, the sounds of urgent voices carrying across the water in a search that should never have been necessary.
The woman, whose identity has not been officially confirmed by authorities at press time, allegedly told community members who confronted her that she acted on the direct order of a local spiritualist — a “seer” — who reportedly prescribed throwing her child into the river as part of a spiritual ritual. What the woman was promised in return, and what desperation drove her to compliance, remains under investigation. She has since been apprehended by residents and is expected to be handed to the police.
The Edo State Police Command had not issued a formal statement as of press time. Waterways News is actively seeking confirmation from the command’s spokesperson, ASP Eno Ikoedem.
A Waterway With a Name — And a History
The Ovia River is not simply a geographic feature. In Edo cultural and spiritual tradition, Ovia is honoured as a deity of peace and providence — a force held, in oral tradition, to have emerged during times of communal crisis to restore harmony and protect the people from harm. Shrines were raised in Ovia’s name. Songs were composed in her honour. Communities settled along this waterway precisely because of what its waters were believed to offer: safety, sustenance, and continuity.
That a child was allegedly cast into those same waters — not in any ancient ceremonial context, but on the profit-driven instruction of an individual exploiting a vulnerable woman’s faith — is a desecration that cuts across both the human and the spiritual dimensions of this story. The river that communities built their lives around has allegedly been turned against one of its most defenceless members.
This incident adds to a grim record accumulating along the Ovia River corridor. Just weeks prior, the Edo State Police Command recovered the bodies of two women abducted from Iyowa Community within the same Ovia North-East LGA — their remains found in a forest grave after a member of the kidnapping syndicate led operatives to the site. A community that has barely processed one wave of grief now faces another.
The Scale of the Crisis
If confirmed, this incident will not be an anomaly in the national record. It will be the latest entry in a documented and growing pattern.
Data from the National Bureau of Statistics, cited by the National Agency for the Prohibition of Trafficking in Persons (NAPTIP), recorded over 150 ritual killings across Nigeria in the first half of 2025 alone, with women and children as the primary victims. The National Institute for Legislative and Democratic Studies documented over 168 ritual-related deaths in 2022, and nearly 100 in 2024.
NAPTIP leadership has publicly characterised the phenomenon as symptomatic of deeper structural failures. These are not random acts, the agency has stated — they are the product of poverty, inequality, weakened community values, and widespread belief in the efficacy of ritual harm as a route to personal advancement or protection. Weak law enforcement and slow judicial processes have compounded the problem by emboldening perpetrators.
The “seer” in the Ovia case — whoever they are — remains at large.
NIGERIA WATCH | When Waterways Bear Witness to Governance Failure
Let’s situate this story within the wider framework of Nigeria’s inland waterway governance, community protection obligations, and the state’s relationship with its river communities.
Rivers occupy a paradoxical position in Nigerian public life. As physical infrastructure, they are chronically underinvested — the National Inland Waterways Authority (NIWA) has for years contended with inadequate funding, unregulated jetties, and persistent safety gaps along major inland routes. As cultural and community anchors, they are simultaneously some of the most socially significant spaces in the country, carrying the weight of tradition, livelihood, and collective identity.
Yet neither dimension — the infrastructural nor the cultural — is adequately protected by the Nigerian state.
The alleged incident on the Ovia River exposes a governance gap that runs deeper than policing. Inland river communities across Nigeria exist in a condition of compound vulnerability: physically isolated from emergency services, socially embedded in belief systems that formal institutions rarely engage with seriously, and economically marginalised in ways that make desperate choices more likely. The woman at the centre of this story did not arrive at this moment in isolation. She arrived there through a series of compounding failures — of social support systems, of community mental health infrastructure, of any credible state presence capable of disrupting the charlatans who operate freely in spaces where formal authority is absent.
The “seer” economy — the network of native doctors, spiritualists, and ritual practitioners who prey upon vulnerable individuals in communities across southern Nigeria — thrives precisely in the governance vacuum that the Nigerian state has not filled. It fills the space where functional healthcare, social welfare, legal recourse, and psychological support should exist. Where the state is absent, the charlatan moves in.
NIWA’s mandate, and the broader Federal Ministry of Marine and Blue Economy’s remit, technically encompasses the development and protection of Nigeria’s inland waterway communities — not only their economic function, but the communities that depend on them. In practice, that mandate has rarely extended to meaningful community protection frameworks. There are no early warning systems for at-risk households along inland waterway corridors. There are no integrated social intervention programmes tied to waterway community development plans. The rivers are managed, where they are managed at all, as transport corridors — not as living community spaces requiring holistic governance.
Three immediate actions are now required. First: full deployment of search and rescue capacity on the Ovia River, with federal and state coordination if local resources are insufficient. NIWA maintains operational presence along major inland waterways and its assets should be made available to support this effort.
Second: the arrest and prosecution of the seer who allegedly issued the instruction that placed a child’s life in danger. Nigerian law on conspiracy and incitement is applicable, and the individual who gave the order bears criminal responsibility equal to — if not greater than — that of the person who carried it out.
Third: a policy conversation, long overdue, on the integration of social protection frameworks into Nigeria’s inland waterway community governance architecture. The Ovia River corridor, like dozens of others across the Niger Delta and south-south region, cannot be treated as a transport asset while the communities along its banks remain invisible to the welfare state.
A child was allegedly thrown into a Nigerian river on the word of a man who walked away. The river did not ask for this. The community did not deserve this. And the state, which governs neither the waterway nor the community adequately, cannot continue to treat each such incident as an isolated outrage and then move on. Nigeria’s inland waterways connect communities. They also, in moments like this, reveal exactly how unprotected those communities are.
Waterways News will continue to follow this story as official police statements and further community reports become available. Key facts — including the identity of the woman, the identity of the seer, and the status of the child — remain unconfirmed pending official police response. This report presents what is known while framing the verified wider context of superstition-driven harm in Nigerian inland waterway communities.
NIWA Cracks Down on Life Jacket Violations, Vows Strict Enforcement in Warri
By Okeoghene Onoriobe | Waterways News Correspondent
The National Inland Waterways Authority (NIWA) has thrown its full weight behind the enforcement of its ‘No Life Jacket, No Sailing’ directive, warning that the policy will be applied without exception across Nigeria’s inland waterways.
The renewed commitment was announced during a one-day sensitisation and enlightenment programme hosted by NIWA’s Warri Area Office at NPA Waterside, Warri South Local Government Area of Delta State, as part of the Authority’s 2026 waterway safety awareness calendar.
NIWA Area Manager, Rufus Oladimeji, who addressed boat operators, waterway users and key stakeholders at the event, said the campaign was designed to deepen safety consciousness and reinforce the Authority’s zero-tolerance stance on non-compliance.
“We are here today at NPA Waterside, Warri, with one clear message that will guide all our operations going forward: No Life Jacket, No Sailing,” Oladimeji told participants, stressing that the directive was non-negotiable under NIWA’s mandate to guarantee the safe movement of passengers and goods on inland waterways.
He urged all boat operators and their passengers to treat the wearing of life jackets as routine practice before any trip — not a voluntary gesture, but a fundamental safety obligation.
The Chairman of the NPA Boat Owners Association, Paul Wilikie, offered assurances on behalf of operators, pledging that association members would align with NIWA’s safety directives. He said boat owners recognised the importance of safety compliance not only in protecting lives but also in sustaining the long-term viability of water transportation in the region.
The sensitisation exercise brought together a broad cross-section of stakeholders, including representatives of the Nigeria Police Force, the National Drug Law Enforcement Agency (NDLEA), traditional rulers, community leaders, water transport unions and boat operators — reflecting the multi-agency approach NIWA is deploying to drive behavioural change on the waterways.
A particularly notable feature of the day’s event was the distribution of life jackets to boat operators on the spot — a practical step aimed at eliminating the excuse of unavailability and encouraging immediate compliance.
The Warri exercise is part of NIWA’s wider 2026 safety campaign, which seeks to reduce the frequency of preventable water transport accidents through stakeholder engagement, targeted public education and firmer enforcement of safety standards across the country’s inland waterway network.
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