The port congestion problem in Nigeria has persisted for decades, causing significant economic losses. A major contributor to this issue is the country's outdated port infrastructure, which was largely built during the colonial era. The two main ports in Lagos, Apapa and Tin Can Island, require constant and expensive dredging to maintain a depth of only 10 to 12 meters. This has resulted in a bottleneck for trade, with thousands of trucks idling for days, waiting to offload their cargo.
A proposed deep-water port in Akwa Ibom, Ibom Deep Seaport, has been on the drawing board for over 20 years. The project, backed by the Bolloré Consortium, has an estimated value of over $4 billion and aims to provide an alternative gateway for importers and exporters. Its location on Nigeria's south-eastern coast allows it to accommodate large vessels with minimal dredging. However, despite attracting serious investment, the project remains on paper, with approvals granted but ground yet to be broken.
In contrast, a new port project in Ogun State, the Gateway Deep Seaport, has been fast-tracked, with a $7 billion signing ceremony taking place in Paris in September 2026. The project, backed by DP World, includes a 10,000-hectare Blue Marine Special Economic Zone and promises regulatory clarity, road and rail connectivity, and a direct link to the Lagos-Calabar Coastal Highway. The swift progression of this project has raised concerns, with critics noting that it appears to have received preferential treatment.
The Akwa Ibom State government has publicly asked the federal government to extend the same level of cooperation to Ibom Deep Seaport, as shown to the Ogun State project. Federal officials have responded by noting that President Bola Tinubu has approved certification and compliance clearances for five other deep seaports, including Ibom, Bakassi, Bonny, Badagry, and Olokola. However, certification is not construction, and clearance is not concrete.
The issue of port development in Nigeria is not isolated to one project or politician. It is part of a broader pattern of public infrastructure development in the country, where projects are often sited based on political considerations rather than economic logic. This has resulted in numerous white elephant projects, including state-built airports that have failed to transform local economies.
According to reports, at least 13 states have spent or committed approximately ₦251 billion on airports that stakeholders say have done little to boost local economies. Examples include Bayelsa, which spent an estimated ₦60 billion, and Akwa Ibom, which spent ₦20 billion. The Ajaokuta Steel Complex, sited in Kogi State in the 1970s for political reasons, remains one of the world's most expensive monuments to unfinished ambition.
To address Nigeria's port congestion problem, a genuinely deep-water alternative, such as Ibom Deep Seaport, is needed. This would not only ease congestion at Apapa but also shorten the haul for cargo destined for the south-east and parts of the Niger Delta. Ultimately, a more efficient and effective approach to port development is required, one that prioritizes economic logic over political geography.
Key points
- The proposed Ibom Deep Seaport in Akwa Ibom has been waiting for approval for over 20 years, despite its potential to ease congestion at Apapa.
