Nigeria’s long-running struggle to modernise its maritime and logistics system has resurfaced following comments by Lagos State Governor Babajide Sanwo-Olu on plans to reactivate ports in Warri, Onne and Calabar.
The remarks, interpreted by some stakeholders as expressing unease, drew public criticism from the League of Maritime Editors (LOME) and reignited debate over port dominance, congestion and national logistics planning.
For decades, Apapa and Tin Can Island ports have served as Nigeria’s primary maritime gateways, handling an estimated 70 to 80 per cent of national imports. Their dominance stems from colonial-era port development and post-independence investment that positioned Lagos as the country’s commercial and industrial hub.
Over time, this concentration attracted shipping lines, manufacturers, freight forwarders and logistics service providers, reinforcing Lagos’ central role in trade.
However, this dominance has also created structural challenges. Chronic congestion, deteriorating access roads, long truck queues and high logistics costs have strained port operations and the city’s infrastructure. While the Nigerian Ports Authority (NPA) has introduced reforms aimed at easing traffic and improving efficiency, Lagos ports continue to operate beyond their designed capacity.
One of the most significant reforms is the Ètò electronic call-up system, operated by Trucks Transit Parks (TTP). According to NPA, the platform has processed more than three million truck movements since its introduction and helped reduce haulage costs by up to 65 per cent since 2021. Electronic barriers have also been installed at terminal gates to prevent trucks from bypassing procedures.
Despite these measures, stakeholders remain divided on their effectiveness. While some trucking groups argue that traffic conditions around Apapa have improved, others insist that extortion, enforcement gaps and ageing truck fleets continue to undermine efficiency.
Against this backdrop, the federal government has stepped up efforts to revive underutilised ports outside Lagos. Warri, Onne and Calabar are now central to plans to decongest Lagos, lower national logistics costs and stimulate regional economic activity. NPA Managing Director, Dr Abubakar Dantsoho, has repeatedly stated that Nigeria can no longer sustain its growing trade volumes through a single-port system.
LOME criticised Governor Sanwo-Olu’s remarks as resistance to reforms required for national efficiency, arguing that diversifying port activity is critical to building a competitive maritime sector. The group maintains that reviving non-Lagos ports is not a threat to Lagos but a necessary step toward balanced development.
Lagos officials, however, say their concerns focus on sequencing rather than opposition; they argue that diverting cargo without parallel investment in dredging, waterway security, rail connectivity, and modern cargo-handling infrastructure at other ports could disrupt supply chains, particularly for manufacturers heavily concentrated in Lagos.
The Lagos State Government has continued to pursue port-related reforms, including plans to introduce 2,000 compressed natural gas (CNG) trucks into the haulage system to improve safety and reduce emissions. While industry groups such as the Association of Maritime Truck Owners (AMATO) say conditions have improved, the Nigerian Association of Road Transport Owners (NARTO) has warned that systemic issues persist.
Analysts note that Nigeria’s logistics costs remain among the highest in Africa, driven by port congestion, long dwell times and inefficient evacuation systems. Reactivating eastern and Niger Delta ports could shorten supply chains for businesses in those regions and reduce pressure on Lagos, but only if supported by sustained investment and strong governance.
The debate has reinforced calls for an integrated national maritime strategy, one that modernises Lagos ports while upgrading alternative gateways. Federal initiatives such as the National Single Window and expanded port–rail connectivity suggest growing recognition that ports are only as efficient as their evacuation networks.
Rather than framing the issue as a contest between Lagos and other ports, industry stakeholders argue that Nigeria needs a coordinated port system in which each location plays a defined role. If managed effectively, the current controversy could mark a turning point in the country’s efforts to build a more resilient and competitive logistics network.
