By Oluyinka Onigbinde
A maritime industry expert has warned that Africa’s ongoing investments in deep seaports and maritime infrastructure may ultimately benefit foreign shipping companies more than African economies unless governments and investors deliberately develop indigenous marine assets and logistics capabilities to support the continent’s growing trade ecosystem.
The warning comes amid a wave of deep seaport projects and port modernization initiatives across Africa, including Nigeria, Ghana, Senegal, Angola, Namibia, Kenya, Tanzania and South Africa, all aimed at boosting trade, industrialization and regional integration under the African Continental Free Trade Area (AfCFTA).
Speaking on the theme, “Africa’s Deep Seaport Boom: Why Strategic Marine Assets Will Define the Continent’s Economic Future,” Executive Director of Seamate Maritime Integrated Services Limited, Captain Ladi Olubowale, said the continent risks becoming merely a host for maritime infrastructure while foreign operators capture most of the economic value generated by trade and logistics activities.
According to him, the construction of ports alone does not confer maritime power on any nation.
“As Africa accelerates the development of deep seaports and industrial trade corridors, a more strategic question is emerging beyond infrastructure investment: Who will control the marine assets powering Africa’s trade economy?” he asked.
Olubowale noted that governments across the continent are committing billions of dollars to maritime infrastructure development, with projects such as Nigeria’s Lekki Deep Sea Port and several emerging port projects expected to transform Africa’s maritime landscape.
While acknowledging the economic opportunities these investments present, he argued that true maritime dominance is achieved through ownership and control of strategic marine assets such as vessels, coastal shipping systems, offshore support fleets, inland waterways logistics networks, marine engineering capabilities, cargo distribution systems and integrated supply chain operations.
“No nation becomes a maritime force simply by constructing terminals and dredging channels. Maritime dominance is built through ownership and control of the strategic assets that sustain trade movement,” he stated.
Drawing lessons from leading maritime nations such as Singapore, the United Arab Emirates, China, Norway, Greece and South Korea, Olubowale said their success was driven not only by port infrastructure but by strategic investments in shipping capacity, logistics systems and maritime ecosystems.
He stressed that Africa must understand that the greatest economic value in maritime trade lies in controlling cargo movement rather than merely providing port facilities.
“The real economic value in maritime trade is not merely in the port infrastructure itself. It lies in controlling cargo movement,” he said.
The maritime expert expressed concern that despite Africa’s growing industrial capacity and expanding regional trade opportunities, much of the continent’s maritime transport system remains dominated by foreign operators.
He pointed out that international shipping lines continue to control a substantial share of cargo movement, while foreign marine service providers remain deeply entrenched in offshore operations and logistics support services.
According to him, this dependence exposes African economies to long-term vulnerabilities and limits the continent’s ability to maximize the benefits of major industrial projects and regional trade initiatives.
He cited the implementation of AfCFTA and the rise of African industrial champions such as the Dangote Group as developments that would significantly increase demand for maritime logistics services.
“The scale of these transformations will generate unprecedented demand for coastal cargo movement, refined petroleum distribution, offshore marine support services, bulk commodity transportation, regional logistics integration, industrial marine supply operations and strategic shipping support infrastructure,” he said.
Olubowale questioned whether African-owned shipping and logistics companies were sufficiently prepared to meet this growing demand, warning that foreign operators could continue to dominate the market if indigenous capacity remains weak.
To reverse the trend, he called for the development of integrated marine logistics systems, strategic tanker and coastal fleets, offshore support infrastructure, port-linked industrial supply chains, inland waterways transportation networks, maritime intelligence systems and regional cargo management platforms.
He argued that the countries and companies that establish strong positions in marine transportation, trade logistics and cargo distribution will emerge as the biggest beneficiaries of Africa’s economic transformation.
“As deep seaports expand, the countries and companies that position themselves around marine transportation, trade logistics, offshore operations and regional cargo systems will become the true beneficiaries of Africa’s economic rise,” he said.
Olubowale also urged indigenous maritime operators to move beyond traditional shipping agency services and embrace broader investments in strategic maritime assets capable of supporting industrial growth across the continent.
He emphasized the need for African investors to view maritime assets as strategic infrastructure rather than merely commercial ventures.
Referencing the success of the Dangote Group’s industrial investments, he said the maritime sector requires a similar long-term investment approach, noting that companies such as Seamate Group and other indigenous operators have begun positioning themselves to provide marine assets and logistics solutions needed to support industrial activities in Nigeria and across Africa.
The maritime executive further maintained that regulations alone would not build a competitive maritime industry, calling instead for improved access to maritime financing, vessel acquisition support, long-term infrastructure partnerships, policy consistency and investment protection.
“For decades, maritime conversations across Africa have focused predominantly on regulation, compliance frameworks, cabotage policies and institutional reforms. While regulation remains important, no maritime industry in history has been built by regulation alone. Regulators create frameworks; private sector operators create industries,” he said.
He warned that unless African governments and investors actively support indigenous maritime operators, the continent could end up financing infrastructure that strengthens foreign trade dominance rather than promoting economic sovereignty.
“Africa’s deep seaport expansion is occurring at a moment when the continent has a rare opportunity to reposition itself within global trade architecture. However, infrastructure alone will not secure Africa’s place. The strategic ownership of marine assets will,” he concluded.
