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Dryad Global cautions “not yet Uhuru” despite decline in piracy in Gulf of Guinea

Pirates attack in Gulf of Guinea
A maritime risk management company, Dryad Global, has advised the global maritime community, especially the coastal states in the Gulf of Guinea, not to be carried away by the euphoria of the decline in the pirate attacks in the region, urging them to be cautious in their enthusiasm.
The International Maritime Bureau ( IMB) has declared that the Gulf of Guinea witnessed a sharp drop of about 54 per cent in the activities of pirates in the Gulf of Guinea in 2021, the lowest ever recorded in about 17 years.
However, Dryad Global said the stakeholders should not be taken in by these statistics, cautioning that the drop doesn’t mean the pirate threats in the Gulf of Guinea are over.
“A decline last year in piracy in the Gulf of Guinea, which has for some time been the epicentre of maritime crime, should be treated with caution and does not mean the threat has disappeared” Dryad Global declared

While Dryad welcomed the significant decline in 2021 of incidents in the region, often involving the violent armed boarding of vessels and the kidnap and ransom of crews, it questioned whether the risk to ships and crews has been reduced.

In 2021, overall incidents of piracy and maritime crime throughout West Africa declined by 54% compared to 2020,  Dryad noted in a recent analysis of maritime security in West Africa.

 Incidents of actual and attempted attacks and vessels being fired upon declined by more than 75% and the overall numbers of vessels boarded throughout the region have fallen by 32%.
 Incidents of vessels being boarded and crews kidnapped have declined by 66%.
The International Maritime Bureau (IMB) attributed “vigorous action” by authorities as one reason for the drop in piracy.
Last year the IMB Piracy Reporting Centre received 132 incidents of piracy and armed robbery against ships around the world.
Incidents comprised 115 vessels boarded, 11 attempted attacks, five vessels fired on and one vessel hijacked.

The overall reduction in reported incidents in 2021 is attributed to a decline in activity in the Gulf of Guinea region which saw reported incidents decrease from 81 in 2020 to 34 in 2021.

 Kidnappings at sea dropped 55% in 2021. The Gulf of Guinea continues to account for all kidnapping incidents globally, with 57 crew members taken in seven separate incidents, the IMB noted.

“In assessing trend data alone across the past 11 months, it would be easy, but false, to conclude that a reduction in numbers is indicative of a decline in the threat from piracy and maritime crime in West Africa,” writes Dryad Global’s Head of Intelligence,  Munro Anderson.

Anderson believes that only when capability, opportunity, and intent are disrupted that a sustained reduction in threat is likely to be achieved.

When looking at the reasons for the drop in piracy off West Africa, Dryad sees a significant development being the launch of Nigeria’s highly anticipated ‘Integrated National Security and Waterways Protection Infrastructure programme’, also known as the ‘Deep Blue Project’ (DBP).

This is the first integrated maritime security strategy in West Africa aimed at countering piracy.
Launched on 10 June 2021, it will see the phased deployment of 16 armoured vehicles for coastal patrol, two special mission vessels, 17 fast interceptor boats, two special mission aircraft for surveillance of the country’s exclusive economic zone, three special mission helicopters for search and rescue operations, and four unmanned aerial vehicles.

Further significant development within Nigeria is the launching of the ‘Suppression of Piracy and other Maritime Offenses (SPOMO) Act’ passed by its National Assembly in 2019, providing a dedicated legislative framework through which to support the prosecution of maritime crime and piracy.

Nigeria has to date shown a willingness to publicly signpost the successful implementation of the SPOMO Act.

 Ubong Essien, Special Assistant on Communication and Strategy to the Director-General of NIMASA, stated that the recent conviction of 10 people for the hijacking of the FV Hailufeng II on 15 May 2020 brought the number of pirates that have been convicted under the SPOMO Act to 20.
With an approximate 16-month timeframe for conviction, the success of such operations within 2021 may not be known until a much later date, Dryad pointed out.

“The DBP and corresponding legislative reform have placed Nigeria in a definitive position of leadership in the fight against piracy and maritime crime within the Gulf of Guinea.

“However, despite the commendable efforts of Nigeria, the absence of data indicating a tangible and sustained engagement of assets in the interruption of offshore acts of piracy suggests that the launch of the DBP and the implementation of the SPOMO Act is far from solely responsible for the dramatic decline in piracy throughout the region,” Anderson writes.

In seeking to explain the steep decline in piracy throughout the Gulf of Guinea, Dryad looked at the role of intent, which it said is primarily driven by poverty.

 Additional factors include unemployment, weak governance, corruption, community violence and militancy, established subgroup hostility to the state and the presence of established organised crime.
All of these drive disenfranchised young men from riverine and coastal communities towards serious organised crime and piracy.

Anderson believed that additional security resources seldom deter pirates and in Somalia, groups of disenfranchised young men were only incentivised away from piracy following the launch of onshore programmes of economic development and reform.

“Throughout 202,  there has been little substantive improvement in these core conditions throughout the disparate communities of Niger Delta states.

“A situation further compounded by the impact of the COVID pandemic on national resources and international assistance.
 2021 has seen an increase in riverine criminality involving attacks on local populations and riverine communities and a new militant grouping under the aegis of the Bayan-Men has unleashed a campaign of violence and disorder against multinational oil companies within the region, motivated by a perceived lack of community incentive and involvement,” Dryad noted.

“Consequently, without improvement in the conditions onshore that create a fertile setting for piracy, it is near impossible to argue that there has been any alteration or deterrence against individuals’ intent to engage in piracy” Dryad declared.

Piracy is essentially a form of serious organised crime and one of its hallmarks is its ability to occupy the ‘grey space’ between legitimate and legal enterprise and criminal network, with members often occupying official positions in business or local government.

Within the southern Delta states, this ‘grey space’ of legitimacy is deeply ingrained, Anderson believed.
“Ingrained corruption and ineffectual governance have given rise to a vast network of criminality that spans narcotics and pharmaceutical product smuggling, illegal fuel bunkering, militancy, and piracy.”

With the launch of the $195 million, Deep Blue Project came a substantial level of political focus, both domestic and international.

“Such a focus is highly likely to have had a detrimental impact on the freedom of movement and operations of those who occupy the described grey space of legitimacy in the southern Delta states.
” With Nigeria calling for an end to war risk premiums for vessels operating in its waters, there is a great deal of political investment in the success of the DBP, and it is highly likely that this investment has translated into a hostile operating environment for any would-be ‘sponsor’ of offshore piracy,” Anderson noted.

“It could be argued that the intensity of the political focus, which has created an increasingly hostile environment for would-be piracy sponsors, has reduced piracy, via the ‘back door’ and regardless of cause, the effect is to be welcomed.

” However, such assumptions would be false. The criminality of this nature has a fluidity that is likely to adapt and overcome political pressure and will most likely lead to a return to high volumes of piracy as political focus wanes.”

In conclusion, Dryad believed the decline in piracy in 2021 should not be seen as indicative of any fundamental or lasting change brought about by any one state or initiative.

“Claims of radically reduced risks within such a short timeframe and calls for the ending of war risk premiums are premature.
” Whilst regional counter-piracy efforts in 2021 are to be commended, they require long term investment, both politically and financially, with onshore investment arguably of greater importance than offshore assets.”

Similarly, the IMB urged seafarers to continue exercising caution and vigilance in spite of a drop in attacks.

 The IMB Piracy Reporting Centre warned the threat to seafarers persists and continues to urge crews and vessels plying Gulf of Guinea waters to be cautious.
 This is because perpetrators are violent and the risk to crews remains high. Evidence of this was the kidnapping of six crew members from a container vessel in mid-December.

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32 years after, NPA jerks up tariffs, fees by 15 per cent 

says increase meant to upgrade old, dilapidated Port facilities
Funso OLOJO 
The Nigerian Ports Authority (NPA) has announced a 15 percent increase on all its tariffs and fees across board.
The increment, the Authority says, is coming after 32 years of such increase.
The increase is expected to lead to high cost of Port services  while the Port users will pass the cost to the final consumers of their products.
The terminal operators are the major users of NPA services and expected to bear the chunk of the tariff increase.
At a meeting with stakeholders in Lagos to sensitize them on the new development, the Managing Director of the Authority, Dr Abubakar Dantsoho, disclosed that the agency was compelled to take this painful but inevitable decision in order fund massive upgrade of old and dilapidated Port infrastructure.
Represented by Mr Olalekan Badmus, Executive Director Marine and Operation, of the agency, Dantsoho said the tariff review has received necessary approval from government.
The NPA management justified the tariff increase  on the urgent need to address the  undesirable reality of aged and weak Infrastructure, obsolete equipment and slow Port capacity expansion which has continued to  diminish the performance and indeed competitiveness of Nigerian Ports.
Stakeholders at the event seems to aligned with the reasons which the NPA adduced for the tariff increase.
Joshua Asanga , a stakeholder , agreed with the increase, adding that the value of NPA’s present tariff has since been suppressed by Inflation which is at about 35% .
Asanga listed port management liabilities like wages, fuel and other areas of expenditure as having adjusted upwards without a commensurate rise in NPA charges for over thirty years
He added that NPA needs funds for improved port infrastructure, robust ICT for Port Community System, procurement of tug boats and other operational platforms to achieve efficiency
Another stakeholder, Demian Ukagu, talked on the need to apply more NPA funding to outer port facilities and jetties like the Kirikiri Lighter Terminal and development of other critical port facilities across the country.
He added that NPA rates should be able to cover these cost that would guarantee minimum return on investment and promote sustainable trade.
The meeting agreed that existing tariffs were set devoid of capital cost, labour cost, consumables and overhead expenditures needed to run the ports
They feared that keeping the ports on the old tariff would promote consequences like poor service, inadequate infrastructure,poor remuneration ,obsolete critical port facilities, equipment and infrastructure.
Globally, Port Authorities depend on revenue from operations to stay alive to their responsibilities which includes construction and maintenance of Port infrastructure, dredging of channels, provision of aids for safe navigation, provision of modern marine crafts for efficient harbour services, automation and digitization of port transactions, port security, energy efficiency and training and retraining of its employees.
The global index of Port rating and competitiveness which the international trade community relies on for its choice of countries to do business with, derives its data from how well the aforementioned responsibilities are addressed.
Coming at this period of global economic upheaval and scramble for markets, this belated Tariff review borne out of necessity constitutes a critical success factor in Nigeria’s quest to win back cargo handling business and it’s accompanying benefits including job opportunities it had  lost to it’s maritime neighbors.
Contrary to the popular but erroneous notion that attributes high Port costs to NPA relative to its peers, verifiable data shows NPA Tariffs are amongst the lowest in the region.
The high incidence of unreceipted costs due to unduly high human interface, bureaucratic bottlenecks, functional overlaps resulting from absence of a Port Community System (PCS) and its corollary the National Single Window (NSW) are responsible for this contrived falsehood.
Industry commentators believed that the tariff review is long overdue and necessary at this time if the Nigerian ports want to be competitive within the West and Central African sub- region.
“Although long overdue, a quick win benefits of the NPA Tariff review for stakeholders, is the immediate  boost it gives to the Authority to fast track the commencement of actual works on its concluded Port reconstruction and modernization plans.
“Secondly, the Tariff review provides the necessary guarantees to fund the acquisition and urgent deployment of the Information Communications Technology (ICT) backbone of the PCS which is the precursor to the implementation of the NSW” an industry operator declared.
Furthermore, the increased revenue generation arising from the review buoys the Authority’s capacity for critical maintenance works to open up the Eastern Ports for increased vessel and cargo traffic such as the reconstruction of collapsed Escravos Breakwaters and challenged aspects of Rivers, Onne and Calabar Ports respectively.
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Adeniyi expresses concern over environmental impact of public burning of seized drugs 

as Customs destroys 71 containers of illicit substance 
Funso OLOJO
The Comptroller-General of Customs (CGC) Bashir Adewale Adeniyi has expressed grave concern over public burning of illicit substance which he said has serious environmental impact.
The CGC was saying this against the backdrop of the phased burning of 71 containers load of seized drugs by the customs in done selected locations in the country.
Adeniyi was raising this alarm during the visit of United Nations Office on Drugs and Crime (UNODC) on Tuesday, February 4th, 2025 in Abuja.
Adeniyi, who reaffirmed the Customs’ commitment towards strengthening collaboration with the UN body in tackling drug trafficking and transnational organised crime, told the delegation led by its Country Representative, Cheikh Toure, that adoption of  incineration technology to dispose these drugs was a better and safer option in order to protect the environment.
He  however emphasised Customs’ critical role in addressing drug-related crimes, describing them as a major threat to national security.
“There are no bandits or terrorists who operate without drugs. Nigeria is no longer just a transit point for illicit substances—many criminals within the country are actively using them. Drug abuse among youths has also become a serious concern, with some even portraying it as fashionable,” Adeniyi stated.
Adeniyi also underscored the importance of intelligence-sharing in tackling drug smuggling, noting that UNODC’s global network provides valuable insight into trafficking routes and smuggling methods.
The CGC  expressed interest in adopting models similar to the US-led Container Security Initiative, which enhances port screening and intelligence-sharing.
 Adeniyi revealed that Nigeria would host a Regional Donor Conference for Customs Administrations in April 2025, bringing together 23 Customs administrations and development partners to discuss ways to support Customs operations.
 “We look forward to UNODC’s active participation, as the conference will highlight its contributions to Nigeria and the region while exploring new areas of cooperation,” he said.
 Adeniyi stated that the event will take place in Abuja and focus on improving Customs operations, enhancing intelligence-sharing and strengthening partnerships to address emerging security challenges.
UNODC Country Representative Cheikh Toure commended the NCS for its efforts in combating drug trafficking and assured continued support.
“Customs officers are among the most highly trained professionals in Africa when it comes to detecting illegal activities, and they play a key role in the fight against transnational organised crime,” Toure said.
He noted that UNODC and the NCS had collaborated for over a decade in training, intelligence-sharing and environmental crime prevention.
 However, he stressed the need to move beyond training and implement intelligence-driven interventions at ports, seaports and airports.
Toure also emphasised the importance of regional collaboration, pointing out that criminal networks operate across multiple countries and can easily relocate when faced with enforcement measures.
 “A drug trafficker expelled from Ghana does not disappear into the Atlantic Ocean—they move to Côte d’Ivoire, Mali or Nigeria. This is why we must explore regional strategies to address these challenges collectively,” he observed.
He acknowledged Nigeria’s leadership role in Africa, not only because of its size and influence but also due to its efforts in helping other nations strengthen their enforcement capacities, while acknowledging Nigeria’s support for The Gambia, Sierra Leone and Liberia in improving border security and combating organised crime.
Toure highlighted UNODC’s past contributions, including refurbishing and equipping Customs offices in Lagos, but stressed that material support alone was insufficient.
“We must move beyond training and focus on introducing effective detection mechanisms at ports and border points. UNODC’s Container Control Programme and similar initiatives can be adapted to Nigeria’s needs,” he stated.
He reaffirmed UNODC’s willingness to explore new areas of collaboration with the NCS, particularly in intelligence-sharing, technology-driven screening methods and sustainable drug disposal mechanisms.
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ICTN, CISS fees will make Nigeria’s ports more expensive, uncompetitive — Segun Musa

Funso OLOJO 
Dr Segun Musa, one of the vocal freight forwarders in the country and the Managing Director of Widescope Nigeria Limited, Dr. Segun Musa, has decried the reintroduction of  International Cargo Tracking Note (ICTN) at the Nigerian ports, lamenting it will further add to the cost of doing business at the ports.
Similarly, he believed continued payment of Comprehensive Import Supervision Scheme (CISS)  will further make Nigerian ports uncompetitive within the subregion.
Dr Musa, who was giving an overview of Port operations in the country while interacting with the leadership of the Maritime Reporters Association of Nigeria(MARAN), described these levies and charges as fraudulent in nature, meant to further impoverished Nigerians.
He was particularly upset with the continued payment of the CISS  which was a fee meant to fund the operations of the inspection agencies but is it still been collected years after the era of pre-shipment inspection regime has gone.
“Agents should have gone to court to challenge it. It is illegal. The CISS money was meant for inspection agencies to run their operations.
“EFCC should have investigated the government over the trillion of Naira of CISS.” Musa declared.
On the ICTN, the National Vice President of the Association of Government Approved Freight Forwarders (NAGAFF), said the it was not different from the Customs Risk Assessment Report that profiles all cargo coming into Nigeria.
He believed that the reintroduction of ICTN would further add up to the cost of cargo clearance, narrating that with the intervention of the International Air Transport Association (IATA) acting on his petition, the ICTN was suspended at the airport.
He wondered why the ICTN, already jettisoned by the government, is being reintroduced by the government.
“ICTN is a fraud. This is a fastest way of killing the economy. We are waiting for them,” vowed Musa.
The foremost freight forwarder called the Nigeria Customs Service to implement automation of cargo clearance and delivery, stating that the Customs had promised that the B’Odogwu would address cargo clearance and facilitate trade.
“I want to believe it is achievable. What we need is the full automation; we are against use of companies but rather individuals with their identity number in cargo clearance.
“Everything from inspection to delivery should be automated. This is where the integrity of the Nigeria Customs Service will come to play,” said Musa.
Whether Customs will allow the automation to work or Customs agents will declare correctly, Musa averred that the world is changing and Nigeria cannot be left behind.
 “Nobody wants a change. The world is migrating away from analog. This is why investors do not want to come to Nigeria. To advance our economy, we must embrace change – automation.”
Still speaking on the Customs operations, Dr. Musa said there is nothing special in the revenue collection by the Customs but what we need from the Service is transparency.
“I was the lone voice calling for the privatisation of the Customs; anybody can generate revenue. The PIDA did it during the administration of General Sanni Abacha.
“Customs generating revenue is not special; a consortium can generate revenue while Customs is saddled with a border patrol.
“We did it before and we can do it again. If the Customs is not transparent enough, I will not hesitate to call on the government to privatise the customs,” Musa vowed.
He averred that incessant increase in customs duties and revenue target is an indicator that the national economy is not working and is also a lazy way by the politicians to run the economy.
Musa disagreed with the belief that foreigners have taken over freight forwarding in Nigeria, adding freight forwarding is an international job and everyone is free to practice it.
 “Foreigners have not taken over freight forwarding in Nigeria. People need to understand that we live in a global neighborhood.
“You must have strength and capacity if you want to participate in freight forwarding, an international job.
” Government should create a level playing field for all actors. We collect a lot of revenue for the government but we get nothing.
“Chinese government provide funds and enabling environment for her citizens to thrive everywhere. But it is not the case here in Nigeria,” said Musa
The freight forwarder further noted  the land border was closed because of rice, a decision which he described as irrational when the nation does not have the capacity to produce rice enough to feed her citizens.
He maintained that no nation closes her border against goods it lacks capacity to produce enough, expressing fears that the nation may become a dumping ground for other countries as Nigeria does not have capacity and infrastructure to compete competitively in the African Continental Free Trade Agreement (AfCFTA).
“We don’t have production capacity to tap AfCFTA. We may likely become the dumping ground. We don’t have manufacturers again who can produce for enough for local consumption and for export under AfCFTA,” said Musa
On the National Single Window (NSW), Dr. Musa hinted that his fears about the National Single Window (NSW) had been allayed that NSW would not be handled alone by an agency, calling on the government to set up a committee of trustworthy actors to supervise the Single Window.
Assessing the performance of the Ministry of Marine and Blue Economy under Adegboyega Oyetola as the Minister, Musa said there is nothing new in marine and blue economy.
“It has been with us for long. We cannot harness natural resources in our ocean if we don’t put the right person in the right places.
“The Minister loves talkshows and  globetrotting. How do we harness the blue economy when you don’t have ships, equipment,” said Musa, who said year 2024 was filled with a lot of challenges and opportunities.
“In 2024, we had a lot of challenges – inconsistent in government policies, fluctuations in Forex that plummeted volumes of cargo traffic and the Customs putting pressure on importers with various ideas to meet its revenue target.
” We had a lot of opportunities to change the narratives but we never had associations strong enough to protect our interests.
“Hike in the cost of transportation dues to incessant increase in diesel did not help the situation. The Council for the Regulation of Freight Forwarding in Nigeria (CRFFN) was handicapped by its teething problem as every freight forwarder bore his cross,” Musa said while highlighting 2024 but hopeful for a better 2024.
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