The conversation about Nigeria’s trade competitiveness usually begins in the wrong place. It starts with tariffs, trade agreements, and policy frameworks. It moves to currency volatility, foreign exchange access, and the cost of doing business. These are real problems, and they deserve serious attention. But there is something more fundamental that rarely gets the same urgency, something that happens before a deal is signed, before a shipment is invoiced, before a container ever reaches its destination. It happens at the port gate. And in Nigeria, that is where trade goes to wait.
Apapa Port in Lagos, the country’s busiest, takes an average of 30 days to clear a container ship. In Durban, South Africa, the same process takes four days. In Singapore, less than 24 hours. The gap between those numbers is not just a logistics statistic.
It is the distance between where Nigeria is and where it needs to be if it is serious about trade-led growth. And until that gap closes, every trade agreement Nigeria signs, every AfCFTA ambition it announces, and every digital trade strategy it publishes
Nigeria handles only about 25 per cent of cargo traffic in West Africa, despite being the region’s largest economy by a significant margin. That figure, acknowledged by the Nigerian Ports Authority’s own managing director as “worrisome”, reflects a country whose physical trade infrastructure has not kept pace with its economic ambitions.
The consequences are concrete. According to a maritime expert, citing analysis by the Dutch consultancy firm Dynanmar, 80 per cent of all containers bound for West and Central Africa are destined for Nigeria, yet fewer than 20 per cent actually arrive through Nigerian ports. The rest are diverted to Benin Republic’s Cotonou Port, Ghana’s Tema Port, and Togo’s Lomé Port. Nigeria is not simply failing to attract new trade. It is surrendering trade that was already on its way.
The financial cost of this failure is staggering. Nigeria loses approximately N20bn every day at its seaports due to poor infrastructure and the inefficiencies that frustrate cargo movement. PwC Nigeria estimates that port inefficiencies cost the economy N2.5 trillion annually in lost revenue.
The Lagos Chamber of Commerce and Industry estimates that businesses lose about $10bn annually from delays and extra port-related expenses alone. Modest efficiency gains could produce major savings.
The United States Trade Representative’s 2025 National Trade Estimate Report on Foreign Trade Barriers described Apapa in Lagos as one of the most expensive ports in the world for shipments from the United States, citing congestion, infrastructure deficiencies, and maritime insecurity as the primary drivers. The World Bank’s Trading Across Borders indicator has ranked Nigerian ports 183rd out of 185 countries for efficiency.
That is not a ranking that reflects a country temporarily behind. It is a ranking that reflects a country that has been falling further behind for a very long time.
It is tempting to describe Nigeria’s port crisis purely in terms of physical infrastructure because infrastructure is visible and easy to understand. Outdated cranes, insufficient berth capacity, poor road connections, and the notorious Apapa gridlock are all real and serious problems. But the dominant constraint, the one responsible for most of the delay, is not physical at all.
A new report by the Sea Empowerment and Research Centre found that between 60 and 73 per cent of total cargo dwell time at Nigerian ports is driven by administrative and procedural bottlenecks, not physical congestion. Breaking it down further, transactional processes involving documentation and approval account for approximately 73 per cent of dwell time, while operational handling accounts for just 20 per cent and storage for five per cent.
With as many as 15 to 20 approval touchpoints spread across multiple government agencies, the system creates duplication, confusion, and rising costs at every stage. The cargo is often not stuck because there is no space; it is stuck because no one has yet signed the right form.
This is a critical distinction. Physical infrastructure takes years and billions of naira to fix. Administrative reform, while politically difficult, can move faster. It requires coordination, political will, and the courage to dismantle bureaucratic territories that agencies have defended for decades. But it does not require a new port. It requires a functioning system that Nigeria already has.
The Nigerian Economic Summit Group has found that importers often spend two to four weeks clearing goods due to bureaucratic bottlenecks alone. Multiply that across thousands of shipments, hundreds of businesses, and an entire year of trade activity, and the scale of lost productivity becomes clear. As BusinessDay has reported, cargo destined for neighbouring landlocked countries has, in some cases, bypassed Nigerian ports entirely due to delays, routing instead through Lomé and Cotonou. Smaller, more efficient neighbours are capturing trade flows that Nigeria’s geography and economic weight should guarantee.
The African Continental Free Trade Area does not hand Nigeria any guarantees. It lowers tariffs and opens markets across a 1.3 billion-person continental economy, but it does not determine which countries capture the resulting trade flows. That is decided by efficiency, reliability, and cost. And on all three measures, Nigeria’s ports are currently losing the competition.
The managing director of the NPA acknowledged this plainly at the Nigerian-British Chamber of Commerce Maritime and Logistics Forum in Lagos in March 2025. “Nigeria’s geographical advantage alone is no longer sufficient,” he said. “Efficiency, speed, innovation, and reliability will define leadership in this new era.” That is a candid admission from the head of the country’s port authority, and it deserves to be taken seriously.
Morocco is building one of the biggest seaports in Africa to facilitate trade with Europe, the Middle East, and North Africa.
Ghana and Togo have spent years making their ports more attractive to cargo that Nigeria should be competing for. As BusinessDay noted, the AfCFTA agreement lowers tariffs and opens markets, but speed, reliability, and cost efficiency determine which countries capture trade flows. Nigeria’s neighbours understand this, and they are investing accordingly. Nigeria, for all its ambition, is still spending too much time announcing reforms and too little time executing them.
Experts have estimated that Nigeria’s maritime sector holds the potential to generate N70tn yearly in revenue. That number will remain theoretical for as long as a container takes 30 days to clear a berth that should take four. The AfCFTA opportunity is real, but it is also time-sensitive.
The continent’s trade architecture is being built now. Countries that build efficient port systems now will anchor the regional supply chains that follow. Countries that wait will find themselves on the periphery of a market they were always large enough to lead.
Nigeria does not lack policy. The 10-Year National Policy on Marine and Blue Economy (2025 to 2034) contains a credible roadmap. The Lekki Deep Sea Port, which opened in 2023, is a genuine infrastructure progress. The March 2026 launch of the National Single Window, a digital portal designed to integrate all agencies in Nigeria’s import and export processes, is the kind of coordination tool the sector has needed for years.
These processes are great, but not enough when the gap is this wide. What is needed is a shift in urgency. Cargo dwell times must be driven down aggressively, starting with the administrative layer that accounts for most of the delay. The 15 to 20 agency approval process must be consolidated under a single coordinating authority with real enforcement power.
Road and rail links from ports to hinterlands must be treated as trade infrastructure, not transport afterthoughts. And the Nigerian Port Economic Regulatory Authority Bill, which has moved back and forth between the National Assembly and the presidency without resolution, must be passed and implemented. Without an independent economic regulator with genuine authority, the fragmentation that drives inefficiency will persist.
The private sector cannot absorb the cost of a broken port system indefinitely. Every delay is a business tax. Every diverted container is revenue that flows to a neighbour’s economy instead of Nigeria’s. Every week that reform is deferred is a week that the gap between Nigeria’s port performance and the global standard grows wider.
Nigeria’s trade future will not be decided at summits or in strategy documents. It will be decided at Apapa, at Tin Can Island, at Port Harcourt, and at every point in the logistics chain where a shipment either moves or waits. Right now, too much of Nigeria’s trade is waiting. And the rest of the continent is not.
Ejechi, a 2026 Free Trade Fellow at Ominira Initiative, research and policy analyst and can be reached via Twitter @victorejechi
