Nigeria’s maritime sector is at a historic crossroads as renewed government efforts to reactivate non-Lagos seaports spark intense debate, economic anxiety, and strategic recalibration. In the wake of recent comments by Lagos State leadership and a flurry of national media coverage, stakeholders across the logistics, political and business landscapes are expressing sharply divergent views on the future of the country’s port economy.
For decades, Lagos — anchored by the Apapa and Tin Can Island port complexes — has dominated Nigeria’s import and export traffic, handling roughly 70–80 % of all cargo throughput. Its status as the commercial and industrial hub of West Africa gave it a natural advantage in maritime trade. But that entrenched dominance has also come with significant structural challenges — chronic congestion, spiralling logistics costs, deteriorating access roads, and urban gridlock that frustrates shippers and transporters alike.
The Government’s Push to Diversify Nigeria’s Port Footprint
In response to these longstanding inefficiencies, the Federal Government, through the Nigerian Ports Authority (NPA) and the Ministry of Marine and Blue Economy, has intensified efforts to revive ports in Warri, Onne, Calabar, Port Harcourt and other strategic coastal hubs. This initiative is part of a broader attempt to ease pressure on Lagos, stimulate regional development, and reduce national logistics costs.
Official statements from the federal ministry emphasize that the modernization and activation of ports outside Lagos are not meant to sideline the southwest metropolis, but rather to redistribute cargo handling capacity more evenly across the country. Indeed, government sources note that ongoing procurement and renovation efforts are underway for multiple seaports concurrently, and that the broader National Maritime Strategy aims for a holistic, inclusive upgrade of port infrastructure nationwide.
This diversification push is supported by multiple policy actions, such as ongoing consultations to reduce the number of agencies operating at ports to streamline processes, and programs to integrate multimodal transport systems (road, rail and waterways) to better connect inland markets with seaports.
Lagos’s Reaction: Economic Anxiety or Strategic Caution?
However, the push to reactivate regional ports has not been without controversy — especially in Lagos. Governor Babajide Sanwo-Olu sparked widespread reaction when his remarks were interpreted by maritime editors as resistance to the federal strategy. Critics claimed that the Governor was seeking to preserve Lagos’s dominance at the expense of national economic efficiency.
Lagos officials have since clarified that the state government is not fundamentally opposed to the activation of other ports. Rather, their concern centers on the sequence and pace of implementation, arguing that immediately shifting cargo volumes without parallel investments in nationwide transportation infrastructure — including ports, roads and rail links — could disrupt supply chains and negatively impact businesses heavily integrated into the Lagos maritime ecosystem.
Officials also warn that Lagos hosts the densest cluster of manufacturers, importers and logistics service providers in West Africa, meaning that any abrupt rerouting of cargo could have far-reaching economic consequences for the state and the national economy.
Voices for Decentralization: Industry and Regional Advocates Step In
At the same time, business voices and regional economic advocates have criticised Lagos’s stance, framing it as an attempt to uphold a monopoly that has contributed to national bottlenecks. Chief Sunny Onuesoke, CEO of DAS Energy Services, publicly urged Lagos leadership to embrace cargo diversion to underutilised ports — citing former Minister *Babatunde Fashola’s previous advocacy for decentralisation to reduce gridlock.
Onuesoke and others argue that maintaining a one-city model for maritime trade is outdated, limits economic growth, and exacerbates the logistics cost burden on businesses and consumers. They describe the revival of ports in the South-South and South-East as vital for a balanced national economy and sustainable port ecosystem.
Economic Implications: Costs, Jobs, and National Competitiveness
Beyond politics, the discussion has important economic implications. Nigeria’s logistics chain has consistently ranked among the costliest in Africa, with high freight charges, long dwell times and inefficiencies that deter investment and raise consumer prices. Distributing cargo across multiple ports can lower costs, reduce congestion-related delays, and promote regional growth by generating jobs and business opportunities beyond Lagos.
However, realising these benefits depends on significant investment in dredging, deep-water access, cargo-handling technology, hinterland connectivity, and security. Lagos proponents argue that without these foundational upgrades, shifting cargo prematurely could create new bottlenecks or increase operational costs elsewhere.
Moving Forward: Coordinated National Strategy Needed
What is clear from the current debate is that Nigeria’s maritime sector cannot afford isolated or fragmented planning. The controversies revealed by Governor Sanwo-Olu’s comments may, in fact, catalyse a broader national conversation about how best to transform the country’s port infrastructure for the long term.
Experts suggest a coordinated national maritime strategy that combines Lagos’s strengths with strategic upgrades in the Niger Delta and Eastern ports. This would help create an efficient, resilient and competitive port network capable of supporting Nigeria’s position as Africa’s largest economy.
In the end, the debate over port reactivation is not merely a local dispute — it cuts to the heart of Nigeria’s economic future, its logistical competitiveness, and its ability to harness regional assets for inclusive growth.
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