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
BOAT OPERATORS ARE THE FIRST RESPONDERS ON THE LAGOON
.…..Carter bridge rescue exposes gap
By Oghenewoke Osaweren | Waterways News
Lagos, Nigeria. For the second time in just over a year, informal boat operators, not any designated emergency service, were the ones who pulled a woman alive from the Lagos Lagoon after she jumped from Carter Bridge, raising fresh questions about who is actually responsible for water rescue on one of Africa’s busiest urban waterways.
The unidentified woman jumped from the Idumota end of the bridge on the afternoon of Tuesday, August 4. Eyewitnesses said local boat operators working within the area reacted within moments, pulling her from the water before she could be swept further into the lagoon’s currents. Video circulating on social media shows her seated inside a wooden canoe, visibly disoriented, as bystanders on the bridge above shouted down, some pleading with the operators not to hand her over to the police, others audibly distressed and asking what could have driven her to the water’s edge.
A PATTERN AT THE SAME BRIDGE
This is not an isolated site incident. In July 2025, a separate woman was intercepted at the same Carter Bridge location, that time by police Rapid Response Squad officers on routine patrol, before she entered the water. Tuesday’s case had no such patrol presence. The outcome depended entirely on boat operators who happened to be working nearby.
Carter Bridge, opened in 1901, is one of only three crossings linking Lagos Island to the mainland, alongside Eko and Third Mainland bridges, and sits directly over lagoon waters used daily by commercial boat traffic, artisanal fishermen and ferry operators. That density of water traffic is precisely why informal operators keep ending up as the default emergency responders, they are simply the ones already on the water when someone goes in.
NO FORMAL WATER RESCUE MANDATE
Neither the Lagos State Waterways Authority (LASWA) nor the National Inland Waterways Authority (NIWA) operates a dedicated, publicised rapid-response rescue protocol for bridge-jump incidents on Lagos waterways, despite the lagoon’s role as a primary transport corridor for hundreds of thousands of commuters. Search-and-rescue capacity for road-based emergencies sits with the police and, in some cases, the Lagos State Emergency Management Agency (LASEMA) but water incidents routinely fall to whichever boat happens to be nearest, with no formal reporting chain back to state authorities on outcomes, casualty data or referral to mental health support afterward.
That gap matters beyond this single case. Nigeria records among the highest estimated suicide rates in West Africa according to World Health Organization modelling, yet has no national suicide prevention strategy comparable to those adopted elsewhere on the continent, and Lagos, a lagoon city where bridges double as the tallest accessible points over open water, has no publicly documented protocol connecting bridge surveillance, water rescue and post-rescue mental health referral into a single chain of response.
WHAT HAPPENED AFTER THE RESCUE
As of the time of filing, the woman’s identity, condition and the circumstances that led to the incident remain undisclosed. It is not yet known whether she was handed to police, taken to a hospital, or released, despite the pleas heard on video against police involvement, a detail that itself reflects a wider public wariness in Lagos toward treating suicide attempts as a criminal matter rather than a medical one. The Lagos State government had not issued a statement at the time of this report.
This story concerns a suicide attempt. If you or someone you know is struggling, please reach out to a trusted person, a doctor, or a crisis line for support.
Fire Breaks Out at Bono Tank Farm in Olodi-Apapa, Cause Yet Unknown
By Oghenewoke Osaweren | Waterways News
Firefighters were on Friday battling a blaze at Bono Tank Farm in the Coconut area of Olodi-Apapa, Lagos, one of several petroleum storage facilities lining the busy Apapa-Oworonshoki Expressway corridor.
The Lagos State Fire and Rescue Service confirmed the incident, with its spokesperson, Shakiru Amodu, stating that crews had been deployed to the scene to contain the fire and prevent it from spreading to adjoining tank farms and energy installations in the densely industrialised zone.
As at press time, the cause of the fire remained unconfirmed, and there was no official word on casualties or the scale of damage to the facility. Authorities said updates on the investigation and the outcome of firefighting efforts would follow as operations continued.
Nigeria Watch: The blaze once again puts a spotlight on the fire safety architecture around Apapa’s tank farm cluster, an area with concentrations of petroleum storage in the country. Recurring incidents of this kind raise familiar questions for regulators, terminal operators, and depot owners alike: are inspection regimes, firefighting readiness, and emergency evacuation protocols keeping pace with the volume and proximity of fuel storage in the corridor?
With Nigeria’s downstream sector expanding rapidly on the back of Dangote Refinery output and rising import substitution, incidents like this one underline why depot safety compliance deserves the same regulatory urgency being applied to port and vessel safety elsewhere in the sector.
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
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