Capt. Sunday M. Umoren

The acceptability of Certificates of Competency is fundamentally a Flag State responsibility. Every member state of the International Maritime Organization (IMO) is responsible for ensuring that the certificates it issues comply with international standards and are recognised internationally.

I am aware that the Director-General of NIMASA and the Honourable Minister of Marine and Blue Economy are working diligently towards achieving wider international recognition of Nigeria's Certificates of Competency.

 From the Abuja MoU’s perspective, our contribution is through the development of the Near Coastal Voyage (NCV) Code. The objective is to establish a framework that allows Certificates of Competency issued by member states to be mutually recognised for near-coastal operations within the Abuja MoU region.

Once fully adopted and implemented, the NCV Code will significantly improve regional labour mobility by enabling qualified seafarers to work across participating countries without unnecessary certification barriers. This will create employment opportunities, strengthen regional maritime capacity and build a more competitive African maritime workforce.

Regional cooperation in this area has significant potential to benefit both seafarers and maritime administrations.

The eradication of substandard ships remains the primary mandate of the Abuja MoU regime. Every activity we undertake—capacity building, inspector training, technical cooperation, and harmonisation of inspection procedures—is directed toward this objective.

 Yes, inspection data shows clear progress.

According to the Abuja MoU 2025 Annual Port State Inspection Data (APSID), 16 member authorities conducted 3,948 inspections, identifying 1,571 deficiencies and resulting in 24 vessel detentions where serious deficiencies warranted enforcement action.

These figures reflect more than inspection activity. They demonstrate stronger regional participation, improved enforcement capacity, and increasing harmonisation of Port State Control procedures across West and Central Africa.

 Today, all 22 eligible coastal states in the region are part of the Abuja MoU framework. The focus has therefore shifted from expansion to strengthening operational capacity. The strategic objective is for all member states to operate fully functional Port State Control regimes by 2030.

Our goal is not simply to increase inspection numbers, but to build a uniform inspection regime where internationally accepted standards are applied consistently across all member authorities. As this system matures, it becomes increasingly difficult for substandard ships to operate within our waters.

The first line of defence is preventing substandard vessels from operating within our waters.

 When ships are properly maintained, pollution-prevention equipment is functional and crews are adequately trained, the risk of pollution is significantly reduced.

Oil pollution generally falls into two categories: operational and accidental discharges.

Operational discharges are often deliberate, where operators illegally dispose of oily residues at sea to avoid disposal costs ashore. These actions constitute environmental crimes.

Accidental discharges result from equipment failure, poor maintenance or human error.

Port State Control plays a vital role in addressing this through inspections that verify compliance with the International Convention for the Prevention of Pollution from Ships (MARPOL).

However, inspections alone are not sufficient.

Maritime surveillance must be strengthened. Countries such as Singapore deploy advanced monitoring systems, including aircraft and helicopters capable of detecting oil slicks and tracing them back to responsible vessels.

 Africa must increasingly adopt similar technologies. Many illegal discharges occur at night or involve vessels transiting without calling at ports. Without effective surveillance, detection is difficult.

When operators know they can be detected, tracked, and sanctioned, compliance improves significantly. Technology, therefore, serves as both a deterrent and an enforcement tool.

We are making steady progress toward positioning Abuja MoU among the leading Port State Control regimes globally.

The International Maritime Organization has acknowledged improvements within the region, although there remains room for further progress.

 A key strategy is continuous review of operational procedures, drawing lessons from established regimes such as the Paris MoU while adapting best practices to West and Central Africa.

Capacity building remains central, as knowledge is critical.

Participation in IMO meetings and technical forums is also essential, as these shape global maritime regulations. However, funding constraints limit participation for some member states.

To bridge this gap, Abuja MoU now provides structured briefings during its meetings, updating member states on IMO developments, including Port State Control and Flag State implementation issues.

We are also working with the IMO and development partners to strengthen technical cooperation and institutional capacity across member states.

Our ambition is clear: not only to adopt global best practices, but to become a pace-setter in maritime safety, Port State Control and regional maritime cooperation within the developing world.