Surge in transnational crime threatens Nigeria’s maritime security, reputation, economy
Nigeria’s seaports and waters are at the centre of a growing crisis as transnational crime syndicates increasingly exploit these routes for drug smuggling and human trafficking. The economic, financial and reputational damage from these crimes is substantial, as the country grapples with the complex legal challenges of securing its maritime corridors against well-funded criminal networks that capitalise on vulnerabilities in port security. ADAKU ONYENUCHEYA reports.
There are growing concerns among local and international parties that Nigerian waters and seaports are increasingly becoming transit routes for transnational crimes such as drug smuggling and human trafficking.
Recent trends indicate a troubling rise in maritime threats, particularly related to drug smuggling and human trafficking in West Africa. Organised crime groups have adapted new methods to exploit vulnerabilities in port security, especially in regions where compliance with the International Ship and Port Facility Security (ISPS) Code is weak.
Nigeria, identified as a major transit route for narcotics from South America, faces unique challenges that extend beyond the scope of the ISPS to ensure port security.
Recent incidents reported by the United Nations Office on Drugs and Crime (UNODC) underscored the severity of the situation and identified West Africa as a significant transit region for narcotics.
The report noted that in the past two years alone, there have been four recorded incidents involving merchant ships traveling from South America to Nigeria, excluding cases where drugs were concealed in cargo containers.
Another report, covering February 2021 to July 2024, revealed that four bulk carriers laden with sugar from Santos, Brazil, to Lagos, were found with quantities of cocaine ranging from 18 to 43 kilogrammes on board. It was discovered by the National Drug Law Enforcement Agency (NDLEA).
These activities are heavily funded by cartels that exploit the Nigerian maritime corridor, using intelligence to gain ship designs and routing schedules, and employing divers, legitimate port officials, stevedores, cargo hold cleaning gangs, surveyors and others to smuggle drugs aboard vessels.
The economic impact of these crimes is profound as ship owners, importers, seafarers, and terminal operators face significant financial losses due to these activities in Nigeria’s waters and seaports.
The financial burden also extends to delays and investigations, with some vessels detained for months, leading to substantial legal costs and operational expenses also for port and terminal operators from arrested vessels occupying facilities before they can be relocated.
This situation not only strains the Nigerian economy but also damages the country’s reputation as a reliable destination for maritime trade, potentially leading to increased insurance premiums and deterring international business.
The Minister of Marine and Blue Economy, Adegboyega Oyetola, emphasised the growing concerns over maritime security, particularly the increasing incidents of drug and human trafficking.
He highlighted that these transnational crimes not only destabilise communities and challenge law enforcement but also pose significant risks to the safety and security of seafarers and vessels.
The Minister cautioned that the nation’s waters are increasingly being used as transit routes for illicit activities and called for comprehensive strategies that leverage technological innovations, enhance intelligence capabilities, and foster collaboration among key stakeholders.
The drug cartel business began to thrive when the COVID-19 pandemic hit the world in 2020, as shipping was identified as one of the critical sectors needed to operate, realising that the industry was essential for navigating the global crisis.
While shipping offered itself for service, the organised crime world saw it as the only means to transport illicit cargo when every other transport sector was shut down.
As a result, organised crime cartels developed and improved tactics that enabled them to place large amounts of drugs on ships without the crew’s knowledge, especially in areas where ISPS compliance was weak.
Financial burden of transnational crime
THE Director of Operations at Pacific Basin Shipping Limited, Hong Kong, Suresh Prabhakar, emphasised that importers and shipping operators bear substantial financial burdens due to prolonged investigations into drug smuggling and human trafficking incidents in countries with inadequate legal frameworks and operational capacities.
Citing the NDLEA investigation of vessels from Brazil with cocaine, Prabhakar stated that each vessel was delayed for four to six months and was only allowed to sail after the owners posted bonds ranging from $2 million to $5 million.
Explaining further, Prabhakar noted that 10 crew members from each ship were detained and later granted bail at $10,000 per crew member, totaling $400,000 per vessel.
He said the situation has been particularly dire for crew members on two of the ships, who were detained for approximately 20 months before being released after multiple court hearings.
The crew members of the remaining two ships, who have been detained in Lagos for 34 months and 13 months respectively, are still facing ongoing court cases.
Prabhakar explained that the losses incurred by ship owners due to delays resulting from drug trafficking and stowaway investigations are often passed on to importers, who then pass them on to Nigerian consumers.
The President of the Maritime Security Providers Association of Nigeria (MASPAN), Emmanuel Maiguwa, highlighted the emerging threats posed by drug smuggling and human trafficking to Nigeria’s maritime sector. Maiguwa illustrated the economic impact of drug-related incidents and the financial strain on operators when a foreign vessel is arrested on drug charges.
According to maritime security experts, legal fees and operational expenses, particularly in Nigeria and the United Kingdom, can reach about $6 million, nearly 40 per cent of a vessel’s second-hand market value of $15 million, potentially leading to bankruptcy for small operators.
He warned that Nigeria’s reputation as a difficult destination for handling drug-related cases and port-ship access control issues could lead to heightened industry responses, such as increased War Risk Insurance premiums, similar to those seen in response to piracy threats.
Issues with Nigeria’s legal process
SHIP owners are wary of doing business in countries where they risk prolonged detention when cases of drug smuggling and human trafficking are discovered, posing significant risks to the security of seafarers and vessels.
While the handling of drug-related incidents by local authorities in the United States of America (USA), Canada, Europe, Australia, Brazil, New Zealand, and several other countries has been commended, Nigeria has been criticised, particularly the NDLEA’s legal process.
Prabhakar stated that when drugs are found on board ships in ports in the USA, Canada, Europe, Australia, New Zealand, and other countries, the drug enforcement agencies quickly investigate and determine whether a ship and her crew were involved.
According to him, if the crew is found innocent, they are allowed to sail without delay. He said on the rare occasion that the authorities strongly suspect a particular crew member may be involved; they detain that individual while allowing the ship and the remaining crew to sail without delay.
Prabhakar highlighted that the International Maritime Organisation (IMO) vehemently condemned the unfair criminalisation and poor treatment of seafarers in January 2024, noting that Nigeria’s stance on seafarer treatment has yet to change.
He suggested that the NDLEA should review its approach when drugs are found on board ships, considering the increased risks of smuggling and the security challenges faced by ships’ crews and owners.
Prabhakar recommended that the NDLEA adopt similar practical measures as those in the USA, Europe, and Brazil to avoid delaying ships and crews, as the consequences for crew members, their families, and ship owners are severe.
According to Prabhakar, seafarers are hesitant to work in countries with unclear legal processes surrounding drug and stowaway discoveries, as complications can result in prolonged detentions, trials, and harsh realities for the crew.
He added that government agencies and terminal operators suffer revenue losses due to delays in investigations, while port congestion and logistics concerns arise as vessels occupy limited berthing space during investigations.
“Such incidents cost ship owners huge amounts of money in lost revenue due to vessel delays, legal costs, crew salaries, family upkeep, and the like. Additionally, when crew members are subjected to such treatment, most responsible owners expend significant time and effort to secure their release.
“Cases like these adversely impact the ability of ship owners to engage in such trades, and several owners and operators are forced to choose alternative trade routes. As always, the mental and physical scars such incidents leave on crew members and their families are immense. Often, careers are destroyed, leaving many such families under severe financial and emotional difficulties,” he stated.
For Maiguwa, this troubling trend underscored the need for enhanced maritime security measures to prevent the exploitation of shipping routes by drug traffickers. He called for a balanced approach that ensures perpetrators are brought to justice without imposing undue burdens on innocent parties or hindering the growth of the shipping industry.
Maiguwa advocated for proactive measures to safeguard Nigeria’s maritime interests, emphasising the need to make the maritime corridor more secure while finding effective, sustainable solutions to combat drug and human trafficking. The minister on his part underscored the urgent need for a collective response to the escalating threats of drug and human smuggling in Nigeria’s maritime sector.
He stressed that a multifaceted approach is essential to effectively combat these challenges and protect the maritime domain.The minister also highlighted the importance of training and capacity-building in improving maritime security, urging stakeholders to integrate the knowledge acquired through training into national strategies that promote sustainable practices and prioritise maritime law enforcement and security measures.
Oyetola expressed optimism about the progress made through collaborative efforts between government bodies, the private sector, and international organisations.
He called for a renewed alignment of interests and resources to achieve a common goal as well as a safe and secure maritime environment that supports growth and fosters a sustainable blue economy in Nigeria.
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