Nigeria’s maritime sector achieved zero piracy incidents, a 10–15 per cent improvement in ship turnaround times, and double-digit export growth in non-oil segments in 2025. However, stakeholders caution that persistent cargo dwell times of 10–18 days and operational costs 30–40 per cent above regional competitors must be addressed to consolidate gains in 2026.
The Sea Empowerment and Research Centre (SEREC), in its New Year Maritime Outlook Communiqué, described 2025 as “neither one of dramatic transformation nor systemic collapse,” but a transition year marked by policy articulation, institutional repositioning, and early-stage reforms amid ongoing structural challenges threatening Nigeria’s competitiveness in the Gulf of Guinea.
Head of Research at SEREC, Eugene Nweke, noted that the industry operated under four dominant realities: a new policy identity under the Federal Ministry of Marine & Blue Economy, rising regional competition in the Gulf of Guinea, disruptive yet inevitable port and customs modernization, and macroeconomic instability, particularly foreign exchange volatility.
He stressed that 2026 presents a critical opportunity to turn policy into measurable performance outcomes.
Zero piracy incidents against commercial vessels were officially recorded in Nigeria’s maritime domain and the Gulf of Guinea in 2025, reflecting sustained collaboration among the Nigerian Maritime Administration and Safety Agency (NIMASA), the Nigerian Navy, and licensed private maritime security operators including Tantita Ltd.
This achievement gained added significance following Nigeria’s election to the International Maritime Organisation Category C Council, while maintaining full compliance with IMO instruments including the ISPS Code, SOLAS, and relevant safety and environmental conventions.
The report highlighted the Nigeria Customs Service’s migration from NICIS II to the B’Odogwu Unified Customs Management System, which caused short-term disruptions including system downtime and 10–20 per cent longer processing times during early deployment.
Structural improvements cited included deployment of non-intrusive inspection scanners across major ports and borders, expansion of the Authorized Economic Operator programme, operationalisation of Advance Ruling in line with WCO best practices, introduction of geo-spatial surveillance and truck tracking to reduce physical checkpoints, and strengthened centrally coordinated Post Clearance Audit.
“Overall, customs modernization in 2025 was disruptive but strategically irreversible, requiring consolidation in 2026,” the report stated, noting that Nigeria’s appointment of the Comptroller-General of Customs as Chairman of the WCO Council significantly enhanced the country’s global customs governance profile.
Average ship turnaround time, it said, improved by an estimated 10-15 per cent in Lagos ports, primarily due to improved access roads and reduced truck congestion, while the most improved operational indicator was truck round-trip time, which reduced from 3-5 days in the pre-Electronic Truck Call-Up era to 24-48 hours in controlled corridors. However, it said the nation’s ports still trail regional competitors with Apapa and Tin Can typically requiring 5-7 days compared to Lome Port’s 2-3 days and Tema Port’s 3-4 days, while total ship calls into Nigerian ports were largely flat with marginal declines in some container and general cargo segments.
Port development and automation remained “one of the most articulated but least consummated reform areas in 2025,” according to the SEREC assessment. As of end-2025, it said, Nigeria operated over 15 distinct trade-related digital platforms across port agencies with limited interoperability, while human interface accounts for an estimated 60-70 per cent of cargo clearance touchpoints compared with below 30 per cent in leading regional ports.
The National Single Window project, though widely accepted, remained largely at pilot and coordination stages, delaying expected reductions in clearance time, transaction costs and informal charges.
Average cargo dwell time, SEREC said, remained between 10-18 days compared to 7-10 days at Lome and Tema ports and global best practice of 3-5 days, with primary causes including multiple agency inspections, documentation duplication, and partial automation with system overlaps, though associated logistics costs remain above regional averages.
The cost of doing business in the country’s ports remained among the highest in West Africa, with key contributors including arbitrary and non-transparent charges, terminal handling costs estimated 30-40 per cent higher than comparable regional ports, overlapping levies and fees, and implementation of the 4 percent FOB charge further increasing import costs. The report stated these factors “reduced Nigeria’s cargo competitiveness, accelerated cargo diversion, and reinforced the loss of trans-shipment hub status to Lome Port.”
Despite policy recognition, intermodal transport integration remained weak with rail evacuation accounting for less than 5 per cent of total port cargo movement, while inland waterways and pipeline logistics remain largely underdeveloped for cargo evacuation.
“Without functional intermodal connectivity, Nigerian ports will continue to face higher logistics costs, congestion risks and limited regional dominance,” the report warned.
The unstable foreign exchange regime remained the single most destabilizing macroeconomic factor in 2025, causing frequent duty recalculations, rising cargo abandonment rates, import throughput decline in real volume terms, reduced ship calls, and heightened investor caution.
“Given that over 80 per cent of maritime transactions are FX-denominated, currency stability remains non-negotiable for industry sustainability,” Nweke emphasised.
According to the maritime think tank, the proposed National Revenue Authority and evolving Nigeria Economic Port Regulatory Agency generated stakeholder debate throughout 2025, underscoring the need for clarity, phased implementation and confidence-building measures, while the freight forwarding professional regulatory framework remained relatively inactive, limiting its impact on compliance and industry professionalism.
In an encouraging development, it said, Nigeria recorded double-digit percentage increases in non-oil export segments in 2025, demonstrating growing diversification and providing foundation for optimising the maritime sector’s economic role.
SEREC’s overall scorecard rated Policy Direction as “Strong” and Institutional Visibility as “Improved,” reflecting government commitment and strategic positioning, while Port User Experience was assessed as “Moderately Improved” and Trade Facilitation remained “Transitional,” indicating progress but incomplete implementation.
However, it said, Cost Competitiveness was rated “Weak,” Macroeconomic Stability “Fragile,” and Investor Confidence “Cautious,” highlighting vulnerabilities that could undermine achieved gains if not urgently addressed.
In conclusion, the research body projects 2026 will be decisive for the sector, contingent on consolidation of port automation and operationalisation of the National Single Window, achievement of foreign exchange stability for trade predictability, significant reduction in port costs and arbitrary charges, functional intermodal transport integration, clear operationalisation of port economic regulation frameworks, sustained maritime security gains, and continued export growth support through facilitation measures.
“The Nigerian maritime industry in 2025 laid important institutional and policy foundations, but competitiveness, predictability and cost efficiency must define the next phase,” the communiqué concluded, reaffirming SEREC’s commitment to objective analysis, constructive engagement and evidence-based advocacy in support of a globally competitive Nigerian maritime industry.
