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Abubakar Ali Peters, Nadabo Energy boss, on trial over alleged N1.4bn oil subsidy scam.

 

Owolola Adebola

The ongoing trial of Abubakar Ali Peters and his company, Nadabo Energy Limited, for alleged N1.4billion fraud, before Justice C.A. Balogun of the Lagos State High Court sitting in Ikeja, Lagos continued on Tuesday, November 16, 2021, with the Court admitting in evidence all the documents tendered by the prosecution against the defendants.

Abubakar and his company are being prosecuted by the Economic and Financial Crimes Commission,(EFCC) for allegedly using forged documents to obtain N1,464,961,978.24 from the Federal Government as oil subsidy, after allegedly inflating the quantity of Premium Motor Spirit, (PMS) purportedly imported and supplied by the company.

They pleaded “not guilty” to the charges preferred against them.

The prosecution counsel, S.K. Atteh, had, at the sitting on March 10, 2021, sought to tender correspondences between the EFCC and Petrocam Trading PYT Limited as well as the Corporate Affairs Commission (CAC) in relation to the alleged fraud.

He had sought to tender them through the Executive Chairman of EFCC, Abdulrasheed Bawa, who is the fifth prosecution witness and the lead investigator.

The Defence team, led by E.O. Isiramen, had, however, raised objections to the admissibility of the documents, citing several authorities, including Section 83 of the Evidence Act.

He had argued that the documents sought to be tendered were being brought to the knowledge of the defence, during the pendancy of the trial, several years after the case had already commenced.

“The defence should not be taken by surprise,” he had said.

In his response, Atteh had cited several authorities, arguing that, “the difference here is that the documents were not just created by the time they were included as additional proof of evidence”.

Delivering the ruling today, Justice Balogun dismissed the objections raised by the defence as lacking in merit.

With regard to the correspondence between the EFCC and Petrocam, Justice Balogun held that “The documents sought to be tendered were already in existence before this case was filed.

“Petrocam only gave documents of what already took place to the EFCC; and so, there is no surprise for the defence.”

On the objections raised to the admissibility of the correspondence between the EFCC and the CAC, the Judge reminded the defence of its ruling on February 2, 2021 on a similar argument still being canvassed and said: “The Court is still bound by its ruling in relation to certifying officers and payment for certification and shall abide by its earlier ruling. And so, in the circumstance, the objection is overruled.”

Thereafter, the letters of investigation activities written by the EFCC to Petrocam and the CAC as well as the responses from the two agencies were admitted in evidence against the defendants as exhibits O4, O5 and O51.

Testifying further, Bawa told the Court that the correspondences were thoroughly studied in the course of the investigation.

He also told the court that the correspondences further unearthed several activities embarked upon to defraud the Federal Government in fuel subsidy funds.

He said: “We studied the responses from Petrocam and found out that, contrary to the claim of the defendant that Ashland Energy SA was the supplier, it was Petrocam Trading PYT Limited that supplied about 4,500MT equivalent to about 6.5million litres of PMS as against the claim of about 14,000MT of PMS equivalent to about 19.8million litres purportedly supplied by the defendant.

“The response also confirmed to us that the Letter of Credit  (LC) No. SPG/DLC/11/0013 is actually in favour of Petrocam and not Ashland Energy as claimed by the defendant’s purported documents.

“We also found out that the daughter vessel, MT St Vanessa, received the product  on 2nd December 2011 from a mother vessel, MT Eviridiki, which was contrary to the claim by the defendant that, on the 2nd of December 201, MT Vanessa received the products from MT American Express.”

“The correspondence with the CAC”, he said, “confirmed that Abubakar was among the shareholders and directors of the company and that indeed the company was duly registered.”

In furtherance of the investigation and fallout of the correspondence with Petrocam, Bawa said letters of investigation activities were sent to Enterprise Bank Limited, requesting to be furnished with the copies of instruments used for the utilisation of certain funds in the account of the first defendant.

He further said: “The bank received our original letter, acknowledged the copy and accordingly responded to our letter in writing, attaching copies of the requested documents.

“We equally wrote another investigation letter to Skye Bank Plc for copies of the account opening documents and the statement of account of the first defendant.

“The bank duly acknowledged receipt and also responded in writing, attaching all the requested documents as well as Certificate of Identification.

“We studied the statement of account and found out that the said account is the account that received the subsidy payment of more than N1.4billion on 4th April 2012 in favour of the transaction in the matter before this honourable court.”

According to him, further analysis indicated that “the entire subsidy payment received was utilised by the defendant, including a huge transfer of N850million to Enterprise Bank, which we found out to be for the liquidation of the LC raised in favour of Petrocam for the actual transaction that took place.”

He further testified that “then Spring Bank was approached by the defendant to finance the said importation.

“The bank agreed and raised the Letter of Credit valued at $4.8million In favour of Petrocam.”

According to him, the investigation showed that the defendant reached out to one Mr. Jide Offor Akpan of International Maritime and Shipping Ltd, who helped to charter MT St Vanessa, adding that “It was the same vessel that received 6.5million litres on 2nd December 2011 from Petrocam based on the LC that was raised.

“We found out that Q & Q Control Services Limited was engaged by the defendant to witness the ship-to-ship transfer of 6.5million litres or about 4,500MT of PMS from MT Eviridiki into MT St Vanessa.

“We also found out that St Vanessa only picked products from MT Eviridiki on 2nd December 2011 of 6.5million litres and discharged the same on behalf of the defendant at Masters Energy depot in Port Harcourt.”

According to him, the findings were contrary to the claims in the documents submitted by the defendant to the Petroleum Products Pricing and Regulatory Agency (PPPRA).

Thereafter, Atteh sought to tender the correspondences between the EFCC and Enterprise Bank as well as Skye Bank.

However, though Isiramen did not object to the admissibility of the EFCC letters, he objected to the admissibility of the responses from the two banks.

Following the arguments by the defence and prosecution, citing several authorities, Justice Balogun adjourned till December 7, 2021, for “ruling and continuation of trial”.

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Headlines

Beyond Lagos: The untold realities of Nigeria’s Eastern corridor seaports

Monday Discourse with  Ibrahim Nasiru
When the World Bank and S&P Global recently released the 2025 Container Port Performance Index (CPPI), the headlines understandably erupted in celebration.
For Tin Can Island and Apapa to land in the global Top 20 for performance gains is undoubtedly a historic milestone.
Yet, for seasoned maritime analysts and industry stakeholders, a glaring question remains: what about the rest of Nigeria’s coastlines?
While the satellite data accurately captures a localized turnaround in the Lagos pilotage districts, it simultaneously masks a stark regional imbalance.
The narrative of Nigerian maritime modernization cannot begin and end in Lagos.
 To truly turn the tide, the conversation must expand to the Eastern Corridor encompassing Onne Port, Port Harcourt Port, Calabar Port, and Warri Port.
The fundamental issue is that the World Bank’s CPPI relies strictly on automated vessel AIS data tracking.
It registers a win when ship turnaround times shrink at a berth, but it completely shuts out the structural and geographical deficiencies that prevent large vessels from even sailing into Eastern waters in the first place.
Modern deep sea shipping lines require drafts starting at 15 meters.
While multi-billion naira investments and natural depths allow Lagos and the expanding Lekki Deep Sea Port to receive mega-vessels, Calabar Port remains severely hindered by an un-dredged channel hovering around a shallow 6 to 7 meters.
Port Harcourt suffers from similar shallow constraints. Without aggressive, patriotic capital dredging projects, the devils in the details ensure that these regional Ports remain underutilized, regardless of how much digitization is deployed on paper.
It is easy for policymakers to announce massive financial interventions.
Critics are entirely right to point out that the Federal Government’s massive Port modernization plans must yield measurable metrics on the ground, not just political headlines.
However, recent data shows that commercial viability is waiting to be unlocked.
In overall cargo throughput metrics, Onne Port has consistently proven that the Eastern flank possesses massive economic power when given the operational room to breathe.
The roadmap for greenfield developments like the Ibom deep seaport and others exists, but real execution under the African Continental Free Trade Area (AfCFTA) framework will be the ultimate judge of these investments.
The current operational reality forces an unnatural economic bottleneck.
 Importers in the South-East and South-South regions frequently clear their goods in Lagos, only to transport them across hundreds of kilometers of volatile highways back to Eastern markets.
This layout drives up logistics expenses, completely wiping out the macro efficiencies celebrated in recent National Bureau of Statistics (NBS) trade surplus figures.
The next institutional hurdle for the Managing Director of the NPA, Dr. Abubakar Dantsoho, and the Minister of Marine and Blue Economy, Adegboyega Oyetola, is the implementation of a unified, cooperative Port development strategy.
This requires more than just launching an electronic call-up system; it demands a deliberate re-alignment of tariff structures that actively incentivizes shipping consortia to divert traffic to regional hubs.
Ultimately, a Port system is only as strong as its weakest link. Celebrating the World Bank validation of Apapa and Tin Can is fair, but treating it as a nationwide victory is premature.
Until the institutional bottlenecks, channel depths, and security challenges of the Eastern Corridor seaports are solved with the same urgency applied to Lagos, Nigeria’s maritime sector will continue running on half its cylinders.
True maritime competitiveness is not won by building an elite logistics island in one state, but by unlocking the full economic potentials of the nation’s entire coastline.
Chief Ibrahim Nasiru, a public affairs Analyst, writes from Abuja
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Features

Beyond Lagos ports: Why NPA should position Eastern ports for global recognition

Chief Nasiru Ibrahim

Monday Discourse with Ibrahim Nasiru focuses on why government should look beyond Lagos ports and position Eastern ports for global recognition.

Our feature last week on the World Bank Top 20 ranking for Tin Can and Apapa Ports sparked an intense industry debate.

The biggest question raised: What about the rest of Nigeria’s coastlines?

Dropping tomorrow morning, June 29th, 2026,we go beyond the Lagos headlines to break down the hidden operational realities of Nigeria’s Eastern Ports.

Don’t miss “Beyond Lagos: The Untold Realities of Nigeria’s Eastern Corridor Seaports”

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Headlines

NIMASA unveils digital portal to fast track Seafarers’ discharge book processing

Gloria Odion, Maritime Reporter

The Nigerian Maritime Administration and Safety Agency (NIMASA) has intensified its digital transformation drive with the launch of an electronic Seafarer Discharge Book Management Portal, a platform designed to eliminate bureaucratic delays and automate the application, verification and issuance of Seafarers’ Discharge Books.

The portal was unveiled on Thursday, June 25th, 2026 in Lagos as part of activities commemorating the 2026 Day of the Seafarer, themed “Carrying the World Trade, Carrying the Risk.”

The initiative is expected to improve service delivery, strengthen the integrity of seafarers’ documentation and boost the international competitiveness of Nigerian seafarers through a fully digital certification process.

Speaking at the launch, the Director-General of NIMASA, Dr. Dayo Mobereola, described the platform as a major milestone in the Agency’s digital transformation agenda.

“As we celebrate the men and women who keep global trade moving, it is imperative that we also provide them with efficient and secure systems that support their professional development.

“The Seafarer Discharge Book Management Portal eliminates unnecessary bottlenecks, strengthens the integrity of our certification process and reinforces NIMASA’s commitment to the welfare and global competitiveness of Nigerian seafarers,” Mobereola said.

He explained that the portal provides a seamless end-to-end digital process beginning with the verification of applicants’ National Identification Numbers (NIN) through integration with the National Identity Management Commission (NIMC).

After successful authentication, applicants create accounts, verify their email addresses through a One-Time Password (OTP), complete live facial capture for identity confirmation and upload mandatory documents, including their Standards of Training, Certification and Watchkeeping (STCW) certificates and other required credentials.

According to the Director-General, every application is digitally reviewed by the Agency’s Shipping Master, who either approves compliant submissions or returns rejected applications with clear reasons for correction, ensuring transparency and accountability throughout the process.
Upon approval of all required documents, applicants can apply for a new, replacement or temporary Seafarer’s Discharge Book, make payment through the integrated online platform and receive an automatically generated unique Seafarer Discharge Book serial number after successful processing.
Mobereola said the fully automated system would significantly reduce processing time, minimise manual intervention and enhance the security, traceability and authenticity of seafarers’ documentation.
“Technology remains central to our vision of building a modern maritime administration that meets international standards.
“This platform is another demonstration of our resolve to deploy innovative solutions that improve regulatory efficiency while delivering better services to Nigerian seafarers and the maritime industry,” he added.
The launch of the portal reinforces NIMASA’s commitment to maritime safety standardisation, digital governance and efficient regulatory service delivery in line with global best practices.

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