Poor infrastructure and chronic inefficiencies at Nigerian ports are costing the country an estimated N20 billion daily.

This is according to a report by Senior Advocate of Nigeria Olisa Agbakoba, citing a study by Dutch consultancy Dynanmar.

In the report, Agbakoba notes that while 80 per cent of containers in West and Central Africa are destined for Nigeria, less than 20 per cent actually arrive there due to deteriorated facilities.
Much of this revenue is consequently diverted to neighbouring ports like Cotonou, Tema, and Lomé.

“In the West and Central Africa region, 80 per cent of containers are destined for Nigeria, but less than 20 per cent actually arrive because of the decayed infrastructure, whether at Lagos, Port Harcourt, or other ports.

“A recent report by Dynanmar, a Dutch consultancy firm, shows that Nigeria loses approximately N20bn daily at the ports due to poor infrastructure and inefficiencies, with most revenue flowing to neighbouring ports, particularly Cotonou, Tema, and Lomé,” he said.

He emphasized that Nigeria has the potential to become a regional maritime hub akin to Morocco, which is currently constructing one of the world’s largest seaports to facilitate trade across Europe, the Middle East, and Africa.

However, Agbakoba stressed this ambition is unattainable with ports in their current degraded state.

He further highlighted a critical national security and economic issue: the presence of over 25,000 foreign vessels conducting illegal trade in Nigeria’s coastal waters.

He noted that the Lekki Deep Seaport has so far demonstrated transformative potential.

“Yet the Lekki Deep Sea Port demonstrates the transformative potential; it is already attracting over $20bn in investment and provides a replicable model for port modernization across Nigeria. Imagine what would come if all other ports were operating optimally,” he said.

Agbakoba emphasized the critical need for a comprehensive overhaul of the Apapa City Port.Furthermore, he pointed to the broader national issue of strategic ports being left underdeveloped or abandoned.

As a prime example, he cited the Onitsha River Port, which remains non-operational despite its clear potential to facilitate inland cargo logistics and alleviate severe congestion at the Lagos port complex.

“New ports at Azumiri and Oraji are underdeveloped. Port development projects in Akwa Ibom and Ogun states are commendable, but much more needs to be done,” he stated.

Agbakoba advised that enacting the Ports and Inland Waterways Development Act is essential to modernise port operations and unlock these opportunities.

“Establish legal backing for public-private partnerships in port development, reform governance of the Nigerian Ports Authority to improve efficiency and competitiveness.”

“Regulate inland waterway transport, ensuring safe navigation and infrastructure investment, and provide incentives for private sector investment in modern port infrastructure and smart port technology,” he said.

Furthermore, he called for the amendment of the Nigerian Ports Authority Act of 1999, aiming to foster greater private sector participation through established and effective PPP models.

To enable this transformation, Agbakoba further highlighted the necessity of amending the National Inland Waterways Authority Act (1997). This revision would mandate systematic dredging programmes, establish clear frameworks for inland port development, and facilitate private sector involvement in waterway management.

He stressed that the ultimate measure of success would be achieving critical performance indicators, specifically a cargo dwell time of 48 hours or less and an annual port throughput growth of 15 per cent or more.

He noted that the necessary legal and institutional reforms are largely encompassed within the transformative framework of the National Policy on Marine and Blue Economy(2025–2034).

“The roadmap exists; what is needed is decisive implementation to translate policy into law and law into measurable economic outcomes.

“This policy paper outlines a comprehensive legislative framework comprising nine new laws to be enacted. The National Policy specifically recommends reviewing the Coastal and Inland Shipping (Cabotage) Act 2003, strengthening institutions for effective enforcement, encouraging inter-agency synergy for implementation, and streamlining access to the Cabotage Vessel Financing Fund,” he stated.

He stressed that while global attention remains fixed on Nigeria’s oil and gas,the nation’s maritime sector holds a quiet, transformative potential.

If fully realized, it could not only rival or surpass petroleum revenues but also generate the millions of jobs envisioned by national policy, ultimately establishing Nigeria as a true maritime power.