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The seaports are much more than mere points at which ships load and discharge cargo. They facilitate international trade and connect producers and consumers to the global economy. They generate revenue for government, support industries and create jobs. Ports are therefore critical economic infrastructure.
Indeed, the Federal Government says the maritime sector handles more than 90 per cent of Nigeria’s international trade by volume. The Nigerian Ports Authority (NPA) also reported ₦894.86 billion in revenue in 2024 and a record ₦400.8 billion remittance to the Consolidated Revenue Fund.
Therefore, any serious attempt to fix Nigeria’s almost comatose ports deserves support. Following the earlier approval for the modernisation of Apapa and Tin Can Island ports in Lagos, the Federal Government recently announced plans to comprehensively modernise and upgrade the Onne, Rivers, Delta and Calabar ports.
Minister of Marine and Blue Economy, Adegboyega Oyetola, said the objective was to develop a balanced, efficient and globally competitive port system, while reducing the concentration of cargo traffic around Lagos ports.
That is a sensible objective. The question, however, is whether Nigerians have been presented with a programme or merely an announcement. The announcement of the Ogun Gateway Deep Seaport provides a striking contrast.
On September 24, Ogun State and DP World signed two memoranda of understanding in Paris in the presence of President Bola Tinubu for the development of the Gateway Deep Seaport and a 10,000-hectare Blue Marine Special Economic Zone. The project will reportedly cost around $7 billion.
The Ogun project immediately attracted criticism largely because of its proximity to Lagos. The critics asked why another major port should be developed so close to Apapa, Tin Can Island and the Lekki Deep Sea Port when ports elsewhere in the country languished in decades of official neglect.
The Ogun project has a discernible private-sector partner, a clearly stated contractual figure. It has a project structure and construction timeframe. It appears to carry an official badge that leaves little room for doubt.
By contrast, the government’s announcement concerning Onne, Rivers, Warri and Calabar ports curiously conveys no detail. This leaves it open to many questions: is this an actionable infrastructure programme, a policy aspiration, or a mere gimmick?
Who is going to execute the work? What will it cost? Who is financing it? When will construction of each port begin and when will it be completed? Most importantly, where are the contracts? These are pertinent questions that demand answers.
The four facilities have existing infrastructure, however old and weak they may be. Therefore, modernising them will be a complex undertaking. It will require extensive work.
That is why the latest announcement on the Onne, Port Harcourt, Warri and Calabar ports upgrade deserves clarification. Nigeria has spent decades approving, announcing and launching projects, but too many of them have remained perpetually at the announcement stage.
There are broader questions. A modern terminal connected to terrible roads is not a modern port. New port cranes without reliable power and digital systems will not transform trade. The government recognises this and has spoken of integrating ports with roads, railways, inland waterways and other transport infrastructure. That is the right approach. But it must move from mere speeches to action and implementation.
There is a compelling case for developing the eastern ports. Onne, Port Harcourt, Warri and Calabar serve important commercial and industrial regions far from Lagos.
A functioning eastern port system would mean that cargoes destined for businesses in the South-East, South-South and parts of the North do not necessarily have to travel through Lagos before beginning another long journey by road. That could reduce pressure on the Lagos corridor. It could speed up delivery time and prevent frequent dangers associated with Nigeria’s insufferable roads.
The Ogun project and the rehabilitation of existing eastern ports need not be mutually exclusive. Indeed, a country of Nigeria’s size and economic potential should be capable of developing several efficient maritime gateways. But government must explain the strategy.
Nigeria is already on the road to the 2027 general elections. To be fair, the government is at liberty to announce and execute projects at any point in its tenure. But proximity to an election makes transparency even more important. Under a democracy, questions and concerns about political intentions are legitimate. It is government’s responsibility to answer them and allay fears.
If the four-port programme is genuine, the government should have no difficulty putting the details on the table. It should name the contractors and publish the scope of work along with other details. There is no need for political rhetoric when concrete infrastructure is involved.
The Federal Government is right about one fundamental thing: Nigeria needs a balanced and globally competitive port system. The country cannot continue to concentrate so much maritime activity around Lagos while strategically important ports elsewhere remain underutilised. But Nigerians have heard enough promises.
