By Anscella Obike
The warning by the Managing Director of the Nigerian Ports Authority (NPA), Abubakar Dantsoho, that Africa risks missing major maritime opportunities without modern ports reflects growing concern that the continent’s trade infrastructure is failing to keep pace with global shipping realities. As international trade increasingly depends on larger vessels, faster cargo turnaround, and integrated logistics systems, many African ports remain constrained by shallow draughts, ageing infrastructure, congestion, and weak connectivity. The concern is particularly important for Nigeria, which operates some of the busiest ports in West Africa but continues to struggle with inefficiency and capacity limitations. Despite its large population and economic size, Nigeria has yet to fully position itself as a dominant maritime hub on the continent. Instead, regional competitors such as Morocco, Egypt, and even smaller West African ports have increasingly attracted transhipment traffic and logistics investments due to better infrastructure and operational efficiency.
Dantsoho’s warning comes at a time when Africa is trying to maximise the opportunities created by the African Continental Free Trade Area (AfCFTA). The success of AfCFTA depends not only on trade agreements but also on physical infrastructure capable of moving goods efficiently across borders. Ports remain the backbone of that ambition because over 80 per cent of Africa’s trade is seaborne. Without modern port systems, African countries may struggle to benefit from the expanded intra-African market.
One major challenge is the rapid transformation of global shipping itself. International shipping lines are deploying increasingly larger vessels to reduce transportation costs and improve efficiency. However, many African ports lack the draught depth, cargo handling equipment, and terminal capacity required to accommodate these ships. This forces cargo to be rerouted through foreign transhipment hubs outside Africa, increasing shipping costs and reducing the continent’s competitiveness.
Nigeria illustrates this dilemma clearly. The long-standing congestion around the Apapa port corridor in Lagos has become symbolic of the country’s infrastructure bottlenecks. While recent improvements have reduced some traffic challenges, port users still face delays linked to customs procedures, poor road access, multiple regulatory checkpoints, and limited rail integration. These inefficiencies increase the cost of doing business and discourage investors seeking reliable logistics networks.
The economic implications are substantial. Efficient ports are no longer merely transportation assets; they are industrial and commercial ecosystems that drive manufacturing, export growth, and job creation. Countries with modern maritime infrastructure often attract logistics parks, free trade zones, ship repair services, and regional distribution centres. Conversely, inefficient ports raise import costs, weaken export competitiveness, and contribute to inflation through higher logistics expenses.
There is also a geopolitical dimension to the issue. Global powers and international investors are increasingly targeting Africa’s maritime sector because of the continent’s growing consumer markets and strategic trade routes. China, through the Belt and Road Initiative, has financed multiple port projects across Africa, while Gulf and European investors are also expanding their presence. Countries that modernise their ports early may secure long-term advantages as regional trade gateways.
Yet modernisation remains difficult because port development requires enormous capital investment, stable policy frameworks, and long-term planning. Many African governments face fiscal constraints, while private investors often worry about regulatory uncertainty, corruption, and policy reversals. In Nigeria, port concession reforms improved private sector participation, but critics argue that infrastructure expansion has not matched rising cargo demand.
Security concerns also continue to shape maritime competitiveness. Although piracy incidents in the Gulf of Guinea have declined in recent years due to stronger regional cooperation, shipping operators still consider security risks when selecting routes and port destinations. Reliable security systems remain critical for attracting international shipping traffic.
Still, there are signs of progress. Nigeria’s Lekki Deep Sea Port represents an attempt to reposition the country for larger vessels and modern maritime operations. Similar expansion projects across Africa suggest that governments increasingly recognise the strategic importance of port infrastructure.
Fundamentally, Dantsoho’s warning reflects a broader reality confronting Africa: global trade is evolving faster than much of the continent’s infrastructure. If ports remain outdated, Africa risks becoming a peripheral player in international supply chains even as global interest in the continent grows. Modern ports may therefore determine whether Africa emerges as a competitive trade hub or continues losing economic opportunities to better-prepared regions.
