Okey IBEKE

Former Vice President Atiku Abubakar’s promise to reopen Nigeria’s land borders if elected president in 2027 may appeal to traders and border communities who depend on cross-border commerce.

But the promise raises a more important question: what exactly does he intend to reopen?

The Federal Government has challenged the premise of the proposal, insisting that Nigeria’s borders are not closed.

Minister of Interior, Olubunmi Tunji-Ojo, recalled that Seme, Illela, Maigatari and Mfum borders were reopened in December 2020, followed by Idiroko and Ikom for goods and services in April 2022.

The present administration also opened Kamba and Tsamiya borders in Kebbi State in February 2026.

Atiku reportedly made his promise on August 26th, 2026 while receiving a political support group in Abuja.

He said he would reopen the land borders and develop southern ports to boost trade if elected in 2027, arguing that restrictions had hurt legitimate trans-border commerce, contributed to business failures and pushed some young entrepreneurs into unemployment.

There is undoubtedly a case for making Nigeria’s border administration more efficient. Border communities depend on trade with neighbouring countries, while Nigerian businesses need access to regional markets.

Unnecessary delays, poor infrastructure, excessive bureaucracy and multiple checkpoints are already being addressed.

Legitimate traders should be able to move their goods without avoidable obstacles.
But legitimate trade is not the same as smuggling.

The fact that Nigerians have traded across these borders for generations does not, by itself, make every such activity lawful.

Trade is legitimate when it complies with the law: goods are brought through approved entry points, properly declared and documented, applicable duties and taxes are paid, and the relevant regulations are observed.

A trader who meets those requirements is engaged in legitimate commerce. Someone who avoids approved routes, conceals goods, evades duties or brings prohibited commodities into the country is smuggling, irrespective of how long the practice has existed.

This distinction matters because compliant businesses already bear the costs of operating within the law.

Importers and manufacturers pay duties, taxes, regulatory charges, transportation costs and other expenses.

Allowing competitors to evade those obligations gives the law-abiding businessman a disadvantage and distorts the market.

This is why the Nigeria Customs Service is simultaneously facilitating legitimate trade, protecting government revenue and enforcing import and export regulations.

Its growing use of automation, risk management and digital processing is aimed at reducing friction for compliant traders while improving the detection of suspicious transactions.

The sensible objective, therefore, is smarter border administration that makes lawful commerce easier without giving illicit trade room to flourish.

There is also a security dimension that any serious border policy must confront. Nigeria’s borders are vulnerable to the movement of arms, narcotics, trafficked persons and other illicit goods, while some restrictions have been imposed specifically because of terrorism and insecurity.

Tunji-Ojo made this point in responding to Atiku’s references to Cameroon, Chad, Niger and Benin.

He explained that the Banki and Amchidé crossings with Cameroon were closed in 2014 because of the Boko Haram insurgency, rather than because of the 2019 trade policy.

Some crossings were subsequently reopened following security and stabilisation efforts involving Nigeria and neighbouring countries.

That history makes it difficult to treat border management as simply a matter of removing economic restrictions.

A crossing that is commercially useful can also be exploited by criminal networks, making security considerations an unavoidable part of any decision to relax controls.

If Atiku’s proposal is to simplify documentation, improve infrastructure, eliminate unnecessary bureaucracy, strengthen regional trade and make it easier for legitimate small-scale traders to operate, then those objectives are difficult to oppose.

They are consistent with Nigeria’s efforts to deepen regional commerce under the African Continental Free Trade Area.

But if “reopening the borders” means changing the rules that distinguish legitimate commerce from illicit activity, Nigerians deserve to know.

Which controls would be removed? Which duties would change? Would Customs declarations remain compulsory? Would prohibited goods remain prohibited? How would legitimate businesses be protected from cheaper smuggled alternatives? And what safeguards would remain against the movement of arms, narcotics and other illicit commodities?

These questions are not technicalities. They are the substance of a credible border policy.

There is also an unmistakable political attraction in Atiku’s promise. With the 2027 election approaching, appealing directly to traders and border communities offers a politically convenient message: remove the restrictions and revive commerce.

But presidential policy cannot be reduced to what sounds attractive during an election campaign.

Atiku has every right to challenge the policies of the present administration and offer an alternative.

Indeed, criticism of government policy is an essential part of democratic politics. But a presidential candidate should also be expected to explain how his alternative would work, what it would cost and what safeguards would protect the wider national interest.

Nigeria needs more legitimate trade with its neighbours, not less. It needs better border infrastructure, faster clearance, simpler procedures and stronger regional integration.

None of these requires abandoning the government’s responsibility to regulate what enters the country.

The better approach is to make legitimate trade easier without making illegal trade easier.

That means technology-driven customs procedures, transparent documentation, efficient border infrastructure, predictable charges and risk-based inspections.

Traders who comply with the law should encounter fewer obstacles; those who deliberately evade it should not be allowed to gain an unfair advantage.

Atiku’s 2027 proposal should therefore be judged not by the emotional appeal of “reopening the borders” but by the policy behind the slogan.

If he believes the present system is unnecessarily restrictive, he should identify the specific restrictions he intends to remove.

If he believes legitimate border trade is being suffocated, he should explain how he would formalise and facilitate it without encouraging smuggling.

And if security controls are to be relaxed in particular areas, he should explain how the resulting risks would be managed.

That is the level of debate Nigerians should expect from someone seeking the presidency, especially one like him that was a very senior Customs officer.

The danger is that, in the rush to distinguish himself politically ahead of 2027, Atiku may be offering a simple answer to a problem that is anything but simple.

Border communities need economic opportunities, but Nigeria also needs revenue, lives and economic protection, regulatory compliance and national security. These interests are not mutually exclusive.

Atiku’s ambition to return to the presidency is legitimate. But the pursuit of that ambition should not turn border policy into a political bargaining chip.

The question Nigerians should ultimately ask is not whether the borders should be “opened”.

It is whether Atiku’s proposal would expand legitimate trade while protecting Nigeria’s economic and security interests—or simply loosen rules that exist for a political reason.

That is the real issue behind the 2027 border promise.

Mr Okey IBEKE is the Principal Consultant, International Trade Advisory Services Ltd

Funso OLOJO, Editor

APM Terminals has commenced discussions with the Federal Government on extending its concession agreements for the Lagos Port Complex, Apapa, and the West Africa Container Terminal (WACT) at Onne Port beyond their 2030 expiration dates.

The Danish terminal operator also agreed to explore the development of the proposed Badagry Deep Seaport, signing a Memorandum of Understanding (MoU) with the project developers during a high-level meeting with the Federal Government delegation led by the Minister of Marine and Blue Economy, Adegboyega Oyetola, in Copenhagen on Monday, September 7th, 2026.

The development represents a major potential expansion of Nigeria’s deep-sea port capacity and could significantly strengthen the country’s position as a regional transshipment hub.

APM Terminals signed 25-year concession agreements with the Federal Government in 2005 to operate terminals at Apapa and Onne. The agreements are due to expire in 2030.

The company’s interest in extending the concessions was disclosed during the Copenhagen meeting, where discussions centred on further long-term investment in Nigeria’s maritime infrastructure.

The Badagry MoU, meanwhile, marks a significant step towards advancing the proposed greenfield port project, which is expected to provide additional deepwater capacity, accommodate larger container vessels and create new transshipment opportunities for Nigeria and the wider West African market.

The agreement was signed by the Group Chief Executive Officer of A.P. Moller–Maersk, Vincent Clerc, on behalf of APM Terminals, and the Managing Director of Badagry Port Development Limited and Quinn McGrath Marine and Environmental Services Limited, Didi Ndiomu.

Under the agreement, the parties will enter into exclusive negotiations to explore the development of Badagry Port, with APM Terminals expressing its commitment to advancing the project.

The proposed port is expected to complement existing facilities by providing a new deepwater gateway capable of handling larger vessels and increasing cargo volumes, while also creating capacity for regional transshipment.

Speaking on the development, Oyetola said the Federal Government was committed to modernising Nigeria’s maritime infrastructure and creating an enabling environment for long-term private-sector investment.

“Our engagement in Denmark underscores the Federal Government’s commitment to modernizing Nigeria’s maritime infrastructure and unlocking the full potential of our blue economy.

“Partnering with global terminal operators like APM Terminals to explore strategic greenfield developments such as the Badagry Port is central to President Bola Ahmed Tinubu’s vision of positioning Nigeria as West Africa’s premier trade and logistics hub,” he said.

The minister’s delegation also held discussions with senior representatives of the Danish government and other stakeholders in the Danish maritime industry as part of efforts to deepen bilateral maritime cooperation and attract investment into Nigeria’s port infrastructure.

At the meeting with APM Terminals, the extension of the company’s concessions at Apapa and WACT, Onne, featured prominently.

Managing Director, Africa & Europe, APM Terminals, Igor van den Essen, said the company viewed long-term investment in its existing concessions and the development of Badagry as complementary strategies for strengthening Nigeria’s maritime economy.

“APM Terminals is keen to contribute to Nigeria’s economic growth and position as a trade hub in West Africa.

“We believe further investing long-term in our concessions in Apapa and Onne helps doing that, and we were pleased to have a constructive dialogue about that today.

“Additionally, developing Badagry as a greenfield project will further ease congestions in city ports and further open new opportunities,” he said.

Van den Essen said APM Terminals was encouraged by the Federal Government’s ambition to expand trade, attract investment and strengthen Nigeria’s position as a leading maritime gateway in West Africa.

“We strongly believe that public-private partnerships help us deliver results that support growth because they drive long-term investment, a better business environment and, thereby, competitiveness in a rapidly developing market,” he added.

For the Badagry Port developers, the partnership with APM Terminals could herald a new phase in Nigeria’s maritime development.

Ndiomu described the proposed investment as a significant step towards transforming Nigeria into a major maritime and logistics centre in sub-Saharan Africa.

“Investing in maritime infrastructure and especially in Badagry as a greenfield port project together with APM Terminals is the beginning of Nigeria becoming the true maritime capital of sub-Saharan Africa in full alignment with the government of President Bola Ahmed Tinubu’s ambitious maritime growth strategy,” he said.

The proposed Badagry Deep Seaport is expected to expand Nigeria’s port network by enabling larger container vessels to call at the country while improving supply-chain resilience and opening new trade opportunities.

Beyond serving the Nigerian market, the project could also strengthen the country’s capacity to compete for regional transshipment business, with cargo destined for other West and Central African markets potentially handled through the strategically located deepwater facility.

With the proposed extension of the Apapa and Onne concessions and APM Terminals’ renewed interest in the Badagry greenfield project, the Copenhagen engagement could therefore mark the beginning of a broader long-term investment partnership between Nigeria and one of the world’s leading port operators.

Gloria Odion, Maritime Reporter

The Federal Government’s ongoing reforms in the maritime sector are beginning to yield measurable results, with the Nigerian Ports Authority (NPA) recording significant growth in cargo throughput, vessel traffic, container movements and vehicle traffic in the second quarter (Q2) of 2026.

The development is contained in the NPA’s Operational Performance Report for Q2 2026, which showed an overall improvement in activities across the nation’s seaports.

Analysis of the report indicated that most key performance indicators recorded positive growth during the quarter, reflecting increased vessel calls, cargo volumes, container traffic and port utilisation.

Commenting on the performance, the Managing Director of the NPA, Dr Abubakar Dantsoho, said the increase in cargo volumes and ship calls underscored the resilience of Nigerian ports and their growing capacity to facilitate trade and enhance competitiveness.

Cargo throughput rose by 12.3 per cent, from 31,825,592 metric tonnes recorded in Q2 2025 to 35,740,362 metric tonnes in Q2 2026.

By trade type, inward cargo accounted for 56.8 per cent of total cargo handled, while outward cargo represented 41.9 per cent.

Transshipment cargo contributed 488,364 metric tonnes, representing approximately 1.4 per cent of total throughput.

The report showed that inward cargo increased by 7.7 per cent, while outward cargo grew by 22 per cent, indicating a significant improvement in export activity during the period under review. There was also a substantial increase in ocean-going vessel traffic.

The number of ocean-going vessels completed rose from 1,050 in Q2 2025 to 1,201 in Q2 2026, representing a 14.4 per cent increase.
Similarly, the Gross Registered Tonnage (GRT) of ocean-going vessels increased by 22.2 per cent, from 40.87 million tonnes to 49.95 million tonnes.

Service boat operations also recorded strong growth during the quarter. The number of service boats completed increased by 22.3 per cent, from 3,554 to 4,347, while the associated GRT climbed by 62.4 per cent, from 1.06 million tonnes to 1.73 million tonnes.

Container traffic also maintained its upward trajectory, increasing by 11.3 per cent from 541,229 TEUs in Q2 2025 to 602,392 TEUs in Q2 2026.

According to the report, inward laden containers increased by 6.3 per cent and accounted for approximately 51.5 per cent of total container traffic.

Outward laden containers, however, declined marginally by 3.9 per cent, while empty container traffic increased by 13.9 per cent compared with the corresponding period of 2025.

Of particular significance was the emergence of transshipment container traffic, which stood at 29,038 TEUs during the quarter, compared with no recorded movement in Q2 2025.

The NPA said the development reflected the growing importance of transshipment operations within the Nigerian port system.

Vehicle traffic also recorded significant growth, with 44,147 units handled in Q2 2026 compared with 37,306 units in Q2 2025, representing an 18.3 per cent increase.

The report attributed the increase largely to improved automobile import activities and greater stability in the foreign exchange market.

The NPA identified the continued expansion of transshipment traffic as one of the major developments during the quarter, noting that its growth could strengthen Nigeria’s position as a regional maritime hub.

“The emergence and continued growth of transshipment traffic continues to position Nigerian ports as an emerging regional transshipment hub,” the report stated.

It added that the completion of ongoing port modernisation projects, sustained investment in infrastructure and deeper commercial engagement with shipping lines would further enhance Nigeria’s prospects in the transshipment market.

Overall, the authority described the second quarter performance as encouraging, with positive growth recorded across most major operational indicators, particularly cargo throughput, ship traffic, container movements, vehicle traffic and berth utilisation.

“The Second Quarter of 2026 recorded encouraging operational performance across the Nigerian ports, with sustained growth in ship traffic, cargo throughput, container movements, vehicle traffic, and berth utilisation,” the report stated.

Dantsoho said the NPA’s core priority for 2026 was a massive infrastructure overhaul, complemented by digital reforms and improvements in operational efficiency.

According to him, stakeholders should expect visible progress on the ground, beginning with the groundbreaking of major port modernisation projects.

He identified the modernisation of the Apapa and Tin Can Island ports as the centrepiece of the authority’s infrastructure programme, noting that both facilities had become outdated, with Apapa approaching a century in operation and Tin Can Island more than 50 years old.

He added that the NPA was supporting the development of the Lekki and Badagry deep-sea ports to accommodate larger vessels, while efforts were also being intensified to revitalise the Eastern Ports and reduce the pressure on Lagos.

On digital transformation, Dantsoho said the authority was prioritising the full implementation of the Port Community System (PCS) to streamline port operations and eliminate manual bottlenecks.

The PCS, he said, would complement the National Single Window (NSW), which became operational in the first quarter of 2026, creating a more integrated digital trade ecosystem.

He further said the NPA was deploying technology-driven security measures to support 24-hour port operations while strengthening collaboration with customs agents and other stakeholders to tackle congestion and improve cargo evacuation.

With these measures, the NPA is positioning Nigeria to become a major trade and logistics hub in West Africa.

The expected outcomes, Dantsoho said, include faster port operations, lower logistics costs, increased trade volumes and improved competitiveness for Nigerian exports.