Headlines
First-year anniversary: Stakeholders knock Oyetola’s performance as Minister of Marine and Blue Economy
“Nothing has changed and nothing will change in the next three years”
Funso OLOJO
The general mood among the expectant maritime stakeholders was that of gloom, disappointment, doubts and pessimism as they looked back at what they described as the cheerless and uninspiring one year of stewardship of the Minister of Marine and Blue Economy, Adegboyega Isiaka Oyetola.
The initial expectations, high hopes and optimism they had at the creation of the new ministry have paled into painful disappointment, sunken hopes and misery, casting on them a thick pall of melancholy as they looked at the past one year in office of the Minister.
They peeped into the future of the sector under the present Minister with consternation, trepidation and forlorn hope.
Oyetola has the rare privilege of being the pioneer Minister of the novel ministry widely acknowledged as a beacon of hope and a launching pad for the accelerated growth of the sector.
So when Oyetola assumed office on August 21st, 2023, maritime stakeholders, especially Indigenous ship owners whose businesses are gradually going under due to long years of maladministration, neglect and policy summersault, placed much hope on the minister to hit the ground running by stirring into action the sleeping sector that has been performing below its capacity.
The expectant stakeholders had expected the Minister to latch on the existing structures, spiced with innovative ideas, to stimulate the growth of the industry.
But one year later, the stakeholders were unanimous in their shared grief and disappointment over the arrested growth of the sector.
They bemoaned that the hope and aspirations they shared for the accelerated and stimulated growth of the sector under the Minister have been largely misplaced and probably exaggerated.
Worst still, they said they didn’t see any glimmer of hope, not now or in the next three years when the Minister is expected to superintendent over the maritime sector.
Prince Ayorinde Adedoyin, an indigenous shipowner and Chairman, Peacegate Group, said there was nothing significant that the Minister has achieved in the last one year that is worth cheering about.
“The past year in the maritime industry? I think some people have pointed to the appointment of a new Managing Director for NPA, a new head for NIMASA, and the presence of a Minister as positives.
” But, what new policies have been introduced to advance the industry?
” Honestly, I haven’t seen anything significant. Yes, they say one year might be too short to judge, perhaps because they’re still ‘cooking’ what they want to serve us.
” But it feels like the meal is taking too long to prepare. If you ask me, I haven’t witnessed any remarkable progress in the maritime sector over the past year.
“That’s just my opinion, but I’m open to others sharing their perspectives, as there might be things I’m not aware of.
“The sector has been very quiet lately, and I don’t see anything changing significantly in the next three years.
“Perhaps they’ll start acting on their plans tomorrow, but as of now, things have been very slow.
“And regarding the controversial CVFF (Cabotage Vessel Financing Fund), I really don’t know what to say.
“The money has just been sitting there, and I hope it’s at least accruing interest.
“But the real question is: who will benefit from this fund? The old shipowners who contributed? Or will it be used to foster new ownership?
“Everyone seems to be looking out for their own interests rather than considering the overall benefits to the industry.
“Even if the funds were disbursed tomorrow, who would they go to?
” The same applicants from the past decade? Will new applications be called for?
“These are questions that need answers before any meaningful progress can be made.
” If the money is not carefully disbursed, it could create more problems than it solves.
“The industry needs to sit down and figure out how to use this money to develop the sector, whether through funding infrastructure or training programs.
” It shouldn’t just be about buying vessels when there aren’t even contracts available for them.”
The disappointment and pessimism of Otunba Sola Olatunji, Shipowner and Member of Nigerian Shipowner Association(NISA) were poignant when he expressed doubt if anything would work in the Ministry of Marine and Blue economy.
“It’s hard to predict the intentions of those in power, but I doubt if anything will work in the Marine and Blue Economy Ministry without deliberate government intervention.”, he declared pointedly
“Regarding the CVFF, I doubt if it even exists. Over the past decade, we’ve seen all sorts of propaganda from NIMASA about this illusion called CVFF.
” It’s all just a show, and the Minister and DG are here to play their parts.
“In three years, I’ll remind you of my stance—it’s all just a propaganda stunt”
Chidi Anthony Opara, a freight forwarder believed the minister may have underestimated the task at hand which he said had clearly overwhelmed his capacity.
“The Minister of Marine and Blue Economy may have been overwhelmed by the novelty of the ministry.
“Previously, these functions were handled by the Ministry of Transportation, so the bureaucratic processes of transferring responsibilities to the new ministry likely caused delays.
” The Minister might have made promises out of excitement, not fully understanding the teething problems that would arise.”
Chief Issac Jolapamo, the veteran Indigenous shipowner and the pioneer President of NISA, didn’t want to be drawn into the discussion of the sector he had spent over 60 years of his life because things have failed to improve.
He said that given what he regarded as the foundational problems of the industry which have become malignant, he has decided to adopt a “siddon look” approach in order to avoid evoking bad memories that could hurt him.
” The problem of the industry is foundational and unless there’s a holistic approach where the government confronts it frontally, the problem will still be there.
The chairman of Morlap Shipping said he didn’t know the capacity of the present Minister of Marine and Blue Economy if he could solve these problems in the industry.
” I don’t really know the capacity of the minister if he could resolve the issues in the maritime industry.
” I have lived all my life in the maritime industry but I have stopped bothering myself thinking about what we ought to do but which we have failed to do.
“I have since stopped worrying myself about the happenings in the industry because that will evoke bad memories which could hurt me and I don’t want to get hurt,” Jolapamo declared.
He said that without having ships, we cannot say we are practicing maritime.
” If you don’t have ships, you cannot say you are practicing maritime. If you cannot go to the sea, whatever you do, it is peripheral.
” Unfortunately, we are not addressing the issues like how do we acquire vessels where we can train our upcoming seafarers.
” We should not rely on other people to do it. We are not addressing this or better still, the government is just paying lip service to it.
” Owing and operating a vessel is more than a Cabotage. Cabotage is a minute part of shipping, it is operating on brown water but I am talking about international shipping.
” So far, I haven’t seen anything concrete towards that,” the foremost Indigenous shipowner said in a pained voice
Emenike Nwokeoji, the National President of the Association of Nigerian Licensed Customs Agents (ANLCA) was more diplomatic in his assessment as he spoke tongue in cheek.
“It’s too soon to evaluate the Minister’s performance.
“He didn’t inherit a ministry, he’s the first to hold this position, which means he’s laying the foundation.
” A lot of time has likely been spent harmonizing the Blue Economy Ministry with other ministries, like Transport.
” We should give him more time to build.
“The creation of the Blue Economy Ministry is a good idea, but as they move into their second year, they need to focus on educating people about what the ministry stands for.
” The Blue Economy encompasses a lot, and this ministry could play a major role in turning the economy around if properly expanded and managed.
“Rather than just continuing with existing functions, they should explore new areas that can significantly contribute to economic growth.”
However, it was not all knocks and condemnation for the Minister as
Alhaji Aminu Umar, former Nigerian Shipowners Association(NISA) and current President, Nigerian Chamber of Shipping was more patronising in his assessment of the Minister.
“Well, I think so far, the Honorable Minister has engaged. Remember, his ministry has been restructured, and there is a lot of responsibilities added such as fisheries, because it’s a blue economy.
“Usually, fisheries was in agriculture or somewhere, but now I understand it has been added to the ministry.
“Based on what we have, the engagements we have had with the agencies under him, we have seen positive changes in the way they implement policies and connect to us.
“The minister has been able to guide his agencies who are working directly with operators in the industry.
“We have seen a positive change from the DG NIMASA to the new MD of Nigerian Ports Authority, ES Shippers Council, and a host of others.
“They have told us that they are working under the direction of the minister.
“He is moving, we believe he is moving in the right direction. He is starting a new ministry, so it will take time to settle, but he is moving in the right direction.
“His people under him are doing well. The minister has even shown us his scorecards and where he intends to go.
” As an operator, the minister can focus on developing business by creating a supportive environment, improving infrastructure in the shipping and maritime domain, and continuing to support maritime security.
” For instance, NMASA’s intervention funds like the CVFF and policy changes to encourage more business are important.
” Improving port infrastructure and ensuring efficient operations are also key.
” The maritime environment has been witnessing a lot of changes globally, and with COVID-19, there have been increased requirements and costs for ships. This has made it expensive to invest in shipping” declared the shipping expert.
Generally, the maritime stakeholders have unanimously agreed that Oyetola has not met their expectations and has not acquitted himself well enough in the last one year to give them the confidence that he has the capacity to move the industry significantly forward.
Customs
Miko, new PTML helmsman, assumes duties as Comptroller Anani hands over with N181b revenue.
Funso OLOJO, Editor
The newly deployed Acting Controller of Nigeria Customs Service, Ports Terminal Multiservices Command( PTML) DC Nura Ibrahim Miko ,has formally assumed duties with a promise to operate with integrity, follow due process while ensuring seamless trade facilitation
He took over from Controller Joseph Anani, who has been redeployed to the Tin Can Command of the Service, as he declared that he collected over ₦178billion revenue as at the time of handing over.
Assuring officers and men of PTML Command and stakeholders, Acting Controller Miko said “I want you to know this: I am here to work with you, not merely to lead you.
“Under my watch, Integrity will be non-negotiable,trade facilitation will remain our priority.
“Due process will be strictly respected.Teamwork will be our greatest strength.
“Results will be achieved through collaboration, not fear.Together, we will take this command to greater heights”
Miko who stated this after taking over from Comptroller Anani, described the area as a well organised Command while promising to build on the achievements of his immediate predecessor.
He also sought continued cooperation and collaboration of all sister agencies and stakeholders operating within the Command while stating further that effective port operations depend on inter-agency synergy, mutual respect, and a shared commitment to trade facilitation, revenue generation, and national security.
According to him, the Command will remains open to constructive engagement while confirming his commitment to transparency, accessibility and a level playing field for all.
He added that together, the Command’s Stakeholders will sustain PTML’s position as a model command for efficiency and integrity.
While thanking the CGC Bashir Adewale Adeniyi for the confidence and trust reposed in him,the Acting Controller said the nation’s number one customs officer’s policy thrust of Innovation, Consolidation, and Collaboration will be upheld as they jointly write the next chapter of the PTML Area Command.
Comptroller Anani who has since assumed duties at the Tin Can Island Command, described his eight months service period at PTML as an extraordinary privilege to serve as the Area Controller
He recalled the success of his predecessor who pioneered the roll out of the Unified Customs Management System (UCMS) also known as B’Odogwu and started the process of addressing it’s initial challenges and how he (Anani) consolidated it to success
“When I first walked into this role, I carried a clear mandate: to steer this command through it’s modernisation transition stage to a more stable state.
“After my predecessor saw to the successful roll out of B’Odogwu and was addressing the teething challenges associated with such an innovative system, I came and with the support of my fellow officers, sister agencies and stakeholders, we took it to the next level.
” This could not have been possible without the support of all of you” Comptroller Anani said
Anani added that “On the enforcement side of our operations, we succeeded in seizing and handing over illicit drugs, arms and ammunition to the relevant government agencies like the National Drug Law Enforcement Agency (NDLEA), National Agency for Food Drug Administration and Control (NAFDAC) and the National Centre for the Control of Small Arms and Light Weapons (NCCSALW)domiciled in the Office of the National Security Adviser (ONSA)
“On my watch,we launched groundbreaking initiatives by achieving one hour clearance of compliant vehicle imports, and most importantly, built a culture where every one feels valued and encouraged to do more in terms of compliance.
“None of these would have been possible without the dedication, creativity, and resilience of each and every one of you” Comptroller Anani declared.
Customs
Seme Customs cracks down on smugglers
— intercepts prohibited items worth
N501.8m
-rakes in ₦9.8b revenue in three months
Funso OLOJO, Editor
The Seme Command of the Nigeria Customs service has renewed its onslaught on smugglers and other traders in illicit trade as its officers have intercepted various smuggled goods and other illicit products.
The Area Controller of the command, Comptroller Abdullahi Kaila, while giving the performance report of the command on Monday, May 25th, 2026, disclosed that the seized goods consist of narcotics, pharmaceutical products, edible items and petroleum products worth N501,845,772.
Giving the breakdown of the seizures made within three months of his assumption of office at the command, Comptroller Kaila said they included 1000 parcels of Cannabis Sativa, substantial quantities of unregistered pharmaceutical products, including codeine-based cough syrups and various sexual enhancement drugs lacking certification from the National Agency for Food and Drug Administration and Control (NAFDAC).
The products seized include one carton containing 55 bottles of Ultimate Plus Maca Syrup (100ml each), 88 packs of 99 Bullets Herbal Medicine (30ml each), 10 cartons of Ultimate Plus Maca Sildenafil Citrate 200mg, 14 cartons of Super Sexy Sildenafil Citrate 200mg, 14 cartons of Machine Man Sildenafil Citrate 200mg, quantities of Bottom Up Sildenafil Citrate 200mg, 100 packs of Tramaking, and 100 packs of Tempendol.
Others seized items include 2,000 bags of foreign parboiled rice, 340 kegs of 25 litres each of foreign vegetable oil, 103 kegs of 30 litres each of Premium Motor Spirit (PMS), 993 cartons of foreign spaghetti, and 250 bales of used clothing and the Duty Paid Value of all the aforementioned intercepted items is 501,845,772 Naira.
The seized narcotics and banned Pharmaceutical items have been handed over to the relevant authorities for further actions.
In a similar vein, the Command within the period under review grossed revenue in excess of N9.796billion which represents an increase of N7.610 billion collected with the corresponding period in 2025.
Comptroller Kaila attributed the achievement to strengthened compliance mechanisms, improved stakeholder cooperation, intensified anti-revenue leakage measures, enhanced operational efficiency, and the strategic deployment of the B’Odogwu Unified Customs Management System.
He also praised the renewed dedication and vigilance demonstrated by officers and men of the Command which resulted to the commendation feat.
” We remain committed to sustaining these gains through institutional reforms, intelligence-driven monitoring, and transparent trade procedures capable of guaranteeing continuous revenue growth without obstructing legitimate trade activities.
“As one of Nigeria’s most strategic and busiest land border formations, the Seme Area Command occupies a critical position in regional and continental trade integration frameworks, particularly under the ECOWAS Trade Liberalisation Scheme (ETLS) and the African Continental Free Trade Area (AfCFTA), the Area controller disclosed.
He however warned illicit traders to steer clear of the command which he said was not the hiding place for economic sabotage.
“Let me use this opportunity to issue a strong warning to smugglers and their collaborators that the Seme Area Command will not serve as a safe haven for illicit trade.
“The Command has significantly strengthened its intelligence network, enhanced surveillance capacity across land and maritime routes, and intensified collaboration with relevant security and regulatory agencies to combat trans-border crimes and economic sabotage.
“To compliant traders and legitimate business operators, I wish to reiterate that compliance remains the safest, fastest, and most cost-effective pathway for conducting international trade”
” At Seme Area Command, we remain resolute in our commitment to facilitating lawful trade while ensuring strict enforcement against illicit activities capable of undermining national economic interests” Comptroller Kaila declared.
Headlines
Beyond The Communique: Can West Africa’s $27 billion port rhetoric Outrun gridlock?
The Monday Discourse with Nasiru
The dust has settled on the Port Management Association of West and Central Africa (PMAWCA) conference hosted by the Nigerian Ports Authority (NPA) in Lagos last week.
For three days, 18th to 20th May 2026, Maritime Executives, Regional Ministers, and Portuguese Administrators traded optimism, signed agreements, and toasted to the future.
The headlines if not hallucinating, were intoxicating: a staggering $27 billion committed to Regional Port Infrastructure, grand declarations of transforming into sustainable “Blue Economy” engines, and lofty goals to replicate the seamless digital models of Rotterdam and Singapore.
Yet, for the average importer, shipping line agent, or haulage driver navigating the chaotic access roads of Apapa, Tin Can, or Luanda, the disconnect between boardroom rhetoric and dockyard reality remains jarring.
While the Lagos conference successfully demonstrated Nigeria’s diplomatic hosting prowess under the leadership of NPA Managing Director, Dr. Abubakar Dantsoho, it also exposed a deeper regional vulnerability.
West and Central African ports are masterful at planning, but historically abysmal at executing.
If this $27 billion infrastructure boom is to be anything more than a monumental paper tiger, regional leadership must pivot immediately from policy curation to aggressive, unforgiving execution.
On paper, the sub-region is undergoing a maritime renaissance. We are told of Guinea’s massive $20 billion Simandou-Morebaya project, Cote d’Ivoire’s $2 billion Port San Pedro expansion, and Nigeria’s own $1.5 billion Lekki Deep Sea Port, alongside fresh pledges to modernize aging brownfield terminals.
But a Port is not merely a collection of deep berths, breakwaters, and expensive gantry cranes. It is an intricate, living logistical ecosystem.
Building a multi-billion-dollar Deep-Sea Port while leaving the surrounding multimodal transport network broken is an exercise in futility.
Lekki Deep Sea Port, despite its state-of-the-art infrastructure, still struggles with optimal evacuation routes.
True regional competitiveness will not be won by the nation that signs the largest infrastructure contract; it will be won by the nation that successfully connects its berths to functioning rail lines, Inland Dry Ports (IDPs), and uncongested highways.
Until cargo can move from a vessel to an inland destination seamlessly, these multi-billion-dollar investments are simply monumentally expensive parking lots for containers.
The conference highly praised the “Rotterdam-Singapore data-exchange model” as the blueprint for eliminating West Africa’s notoriously high cargo dwell times.
In Nigeria, officials proudly showcased the roll-out of the National Single Window initiative and the Port Community System.
But let us be objective: West African ports do not suffer from a lack of digital concepts; they suffer from a lack of institutional compliance.
For years, “Single Windows” have been launched, rebranded, and relaunched, yet manual interventions persist.
Why? Because automation directly threatens the lucrative, entrenched economies of corruption, extortive human contact, and bureaucratic bottlenecks.
Replicating Singapore requires more than buying expensive software; it requires the political will to strip corrupt agencies of their physical inspection monopolies.
If Customs administrations and border agencies can still demand the physical, manual opening of containers despite digital clearances, then the “Paperless Port” remains an expensive mirage.
A commendable takeaway from the Lagos summit was the celebration of Nigeria’s Deep Blue Project, which has successfully suppressed piracy in the Gulf of Guinea for three consecutive years.
This is a massive victory for regional security. However, security is only a facilitator of trade, not trade itself.
While the waters may be safer from pirates, the land corridors remain plagued by a different kind of piracy: systemic extortion at border checkpoints, overlapping regulatory charges, and severe cargo diversion.
It is an open secret that landlocked neighbors like Niger, Chad, and Mali often bypass geographically closer Nigerian ports in favor of Beninese, Togolese, or Ghanaian corridors.
Why? Because the total cost of cargo clearance, measured in both time and bribes, makes Nigerian routes economically punitive.
Decentralizing operations to Nigeria’s Eastern Ports, as proposed by the Ministry of Marine and Blue Economy, will fail to yield results if the same predatory regulatory culture is simply exported from Lagos to Port Harcourt, Warri, Onne, and Calabar.
If the Port Management Association of West and Central Africa wants to avoid meeting next year to lament the same old problems, the AGENDA must change today.
First, the NPA and its regional peers must tie Port Key Performance indicators (KPIs) strictly to cargo dwell times, not revenue generation.
A Port’s primary job is efficiency, not tax collection. Second, the implementation of the National Single Window must be backed by executive enforcement that legally penalizes any agency insisting on manual intervention outside automated channels.
Finally, regional integration must move past the ECOWAS protocol paperwork. There must be a unified, digitized tracking system that allows a container cleared in Lagos to move to Niamey without facing a dozen predatory checkpoints.
The Lagos communique was a beautiful piece of literature. But literature does not offload vessels, clear containers, or lower the cost of doing business.
West Africa’s maritime sector does not need more summits, boards, or committees. It needs an execution squad.
Until we match our boardroom eloquence with dockyard discipline, the “Ports of the Future” will remain a luxury we can only read about in conference brochures.
Chief Ibrahim Nasiru , a Public Affairs Analyst, writes from Abuja
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