The Nigerian Maritime Administration and Safety Agency (NIMASA) has called for a renewed commitment from the Federal Government towards strategic investment and capital injection to revive the country’s national carrier.

The Director General of NIMASA, Dr. Dayo Mobereola, highlighted the crucial role of the Central Bank of Nigeria (CBN) in facilitating financial access and emphasised the need for a comprehensive approach by private operators to secure the capital necessary for revitalising the national carrier.

The call was made yesterday at a one-day workshop for maritime journalists, organised by NIMASA in collaboration with 4E Best Solution Limited, in Lagos.

Mobereola, who was represented by the Director of Human Resources at NIMASA, Mr. Isichei Osamgbi, stressed the strategic importance of investing in the national carrier, which he described as a “gold mine” capable of driving significant economic benefits, including job creation, foreign currency retention and greater opportunities for the youth.

He emphasised the need for creating a supportive environment that encourages investment and engagement from both the government and private sector players, allowing vessels to be leased to serve as national carriers and generate revenue to establish Nigeria’s vessels.

Meanwhile, the Federal Government’s inability to effectively enforce the Cabotage Act of 2003 and the NIMASA Act of 2007 to support national carriers has led to foreign dominance in the domestic market, with no indigenous shipping company transporting Nigeria’s crude imports and exports.

The lack of enforcement of this legislative framework, aimed at promoting indigenous shipping development and regulating maritime operations, has created a gap in ensuring that indigenous carriers have fair access to cargo and market opportunities.

A retired Director of Shipping Development at NIMASA, Mr. Anthony Ogadi, made this point in his paper titled ‘NIMASA’s Role in Nigeria’s Participation in International Shipping Trade’.

Ogadi highlighted specific sections of the Acts, such as the provisions granting national carriers exclusive rights to transport federal, state and local government cargo.

Ogadi noted that despite the existence of these laws, many have not been fully operationalised, hindering the growth and protection of Indigenous shipping operators and the nation’s maritime sector.

According to him, this situation has left Nigeria vulnerable to foreign dominance in shipping and trade logistics.

Addressing the historical dominance of foreign shipping lines, Ogadi lamented the erosion of Nigeria’s rights within the maritime sector.

He noted that in the past, Nigeria held a significant stake in various international shipping conferences, with national and foreign carriers each entitled to 40 per cent of cargo allocations, while cross traders were entitled to 20 per cent.

Ogadi said these conferences, including the Far East-West African Conference (FEWAC), UK West-African Conference (UKWAL), Brazil West-African Conference (Brazil Route), America West-African Conference (AMWAC) and the Mediterranean West African Conference (MEWAC), were essential platforms for regulating cargo and maintaining balance in trade relations.

However, Ogadi criticised the mismanagement of this system, attributing the loss of Nigeria’s competitive edge to corruption and favoritism, which allowed foreign carriers to outbid local operators.

He said foreign carriers have reached agreements to dominate these conference lines, a practice that disadvantaged Nigerian companies and ultimately diminished their influence in the industry.