Ibrahim Nasiru

“Whatever is hidden by the fog of the sea is eventually revealed by the light of the shore.”

This maritime maxim captures the true essence of the International Cargo Tracking Note (ICTN), a tool designed to pull back the veil on what truly enters Nigeria’s waters.

For over a decade, however, the ICTN itself remained hidden in the fog of Nigerian bureaucracy, promised by successive administrations but never quite reaching the shore of actual implementation.

As the Federal Government makes its latest push to activate this system in 2026, the maritime community is watching with a mix of hope and hard-earned skepticism.

This skepticism is not born of a lack of patriotism, but of a long memory of “governmental rhetoric” and a history of legal warfare.

In 2010, the initial attempt to introduce the ICTN was unceremoniously scrapped following a massive outcry from the organized private sector, who viewed it as an extra tax offering no real value.

By 2015, the conversation returned, only to be swallowed by a protracted “supremacy battle” between the Nigerian Shippers’ Council (NSC) and Nigerian Maritime Administration and Safety Agency (NIMASA) over who should control the pulse of our maritime data.

This inter-agency rivalry was a “teapot of confusion” that cost Nigeria an estimated $500 million in annual revenue losses during the height of the friction, leaving our Ports vulnerable while neighbours in Ghana and Togo moved ahead.

The 15 year delay of the ICTN was never just about technology; it was a high-stakes struggle that left the national economy as the primary casualty.

Today, roughly $3.0 billion is lost annually to trade mis-invoicing, where exporters and importers “ghost” the true value of cargo to bypass Customs duties.

Another $1.2 billion vanishes through seaport fraud and cargo concealment, a practice that also poses a grave security risk by allowing the smuggling of small arms and dangerous drugs.

Furthermore, manual verification processes cost shippers $500 million in unnecessary demurrage, while the lack of transparency forces us to pay $300 million in “Perception Tax”, the high insurance premiums charged by international underwriters who cannot see the reality of our increasingly safe waters.

With presidential approval now secured and the procurement process officially underway, the NSC is under immense pressure to deliver on a binding commitment reinforced by recently signed ministerial performance bonds.

These bonds are no longer ceremonial; progress is monitored quarterly, with agency budgets directly linked to concrete results, including moving from the historic 21-day clearance cycle down to a 48-hour target.

The ICTN is, in theory, a masterclass in transparency, serving as a digital fingerprint for every container from the Port of loading to the point of discharge.

For this vision to truly reach the shore, it must be the data engine fueling the National Single Window (NSW).

Since Phase One of that project launched on March 27, 2026, the mandate has been clear: move Nigeria toward a global-standard clearance cycle.

The ICTN provides the pre-arrival intelligence that allows the system to process cargo before the ship even berths. This “pre-arrival intelligence” turns the tide on security by flagging high-risk shipments at their Port of origin, neutralizing “cargo concealment” and ensuring that substandard products do not flood local markets.

The goal is to move from “maritime blindness” to a proactive shield that protects both the economy and the borders. Central to this transformation is the creation of the “Green Lane,” an elite operational tier for Nigeria’s most trusted traders.

By marrying the ICTN with the Authorised Economic Operator (AEO) program which fully replaced the old Fast Track scheme on February 1, 2026, the government has created a fast track corridor that rewards transparency with speed.

For Green Lane participants, physical inspections are waived at the point of import, allowing cargo to move straight from the quay to the warehouse in as little as 41 hours. This privilege is earned through rigorous validation by the AEO Helpdesk, ensuring that only firms with a clean security record and financial solvency can bypass the bottlenecks.

This system proves that security and efficiency are not mutually exclusive; by allowing trusted cargo to fly through, it frees up the Nigeria Customs Service to focus 100% of their physical resources on the “Red Lane” where the ICTN has flagged unverified shipments.

Nigeria’s digital upgrade has sent ripples through the Lomé-Cotonou-Tema corridor, intensifying the regional “Port War.” Historically, neighbouring Ports flourished by handling cargo diverted away from Nigeria’s manual systems.

As Nigeria finally leverages its weight, analysts project that neighbours could lose up to 25% of their traffic.

This shift is not just happening at the coast; the ICTN and NSW are transforming the hinterland through Inland Dry Ports (IDPs) like Funtua and Dala.

By digitizing the “umbilical cord” between the sea and the interior, cargo can now be tracked and cleared at dry Ports as if they were seaside terminals, supported by a paperless Enterprise Content Management platform.

The light is now on the shore. If the 2026 targets are met and the government ensures this system remains a “security and efficiency project” rather than a “revenue grab,” Nigeria will finally reclaim its economic sovereignty and its natural status as the maritime hub of Africa, South of the Sahara.

Chief Ibrahim Nasiru, a former General Manager, Corporate and strategic communications, NPA, writes from Abuja.

Gloria Odion, Maritime reporter 

After the locust years of the last administration which ravaged the Maritime Reporters Association of Nigeria (MARAN), a new era was ushered in to the association when Mr Oluyinka Onigbinde, the Assistant Editor of Shipping Position Daily, was elected to steer the ship of the group for the next three years.

Onigbinde was handed the mandate by the overwhelming majority of the members of MARAN in a keenly – contested election held on Thursday, May 7th, 2026, to lead the first and oldest maritime journalists association in the industry.

Onigbinde defeated veteran maritime journalist, Reverend John Iwori, by a margin of seven votes to clinch the presidency of the association.
Yinka Onigbinde polled 20 votes while John Iwori polled only 13 votes out of a total of 33 votes.

The election was conducted by the leadership of the Lagos state council of the Nigerian Union of Journalists (NUJ) led by its Chairman, Mr Adeleye Ajayi.

The other elective positions were occupied unopposed.

Emerging unopposed were Sylvanus Obasi  as the Vice President, Fabian Anawo  as General Secretary, Ojelabi Amina as Assistant General Secretary and  Ayanfeoluwa Providence as the Public Relations Officer (PRO).

Others were Ruth Umuna as Treasurer  and Ambrose Okehi as Financial Secretary.

The new members of MARAN cabinet were sworn in by the Lagos NUJ chairman, Leye Ajayi who was the election’s returning officer.

In his acceptance speech immediately after the swearing in ceremony, the new MARAN president, Mr Yinka Onigbinde, said he accepted the overwhelming endorsement of his members with humility and a high sense of responsibility.

He said there was no victor nor vanquished in the election as all MARAN members are victors.

He promised that now that the election was over, he and his cabinet will focus on governance.

Onigbinde however called on all MARAN members, irrespective of their political leaning, to rally round the new executive council in its onerous task of making MARAN greater and better.

He particularly reached out to his fellow contestant MARAN presidency, John Iwori, to join hands with the new leadership to usher in a new era in the association

“As I said yesterday, there is no victor and no vanquished in this election. The true winner is MARAN.