By Ajibola Adedoye
In Nigeria’s economic equation, the maritime and logistics sector is not just one cog in the wheel – it is the engine that drives trade, commerce, and national development. Over 80 percent of the country’s imports and exports pass through the seaports, yet inefficiency, poor infrastructure, and inconsistent policies often cast a shadow over its immense potential.
Few voices understand this paradox better than Dr. Oluwasegun Alade Musa, Group Managing Director of Widescope International Logistics Ltd., and a well-respected figure in the industry. With over three decades of hands-on experience in freight forwarding, aviation, maritime logistics, and transport policy, Musa has not only witnessed the sector’s highs and lows – he has helped shape its trajectory.
Sitting down with him reveals more than just industry talk. It’s a window into Nigeria’s long struggle with systemic inefficiencies, but also a glimpse of what a transformed future could look like.
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From Cargo Corridors to Policy Tables
Musa’s career reads like a roadmap of Nigeria’s evolving logistics space. He has served as Chairman of freight forwarders at Lagos International Airport for over a decade, later moving to the ports at Apapa. Beyond his private-sector leadership at Widescope, he has been a familiar presence at the policy roundtable: contributing to ministerial and presidential committees on road reforms, aviation projects, and cargo airport development.
“I have been a critical actor in the establishment of cargo airports in Nigeria,” he recalls, citing his involvement in Ilorin, Akwa Ibom, and Enugu cargo terminals. “My experience has shown me that government consistency, infrastructure, and capacity development are the bedrock of growth.”
It is this mix of boardroom insight and field knowledge that gives Musa his edge as both a practitioner and a reform advocate.
Nigeria’s Maritime Puzzle: Old Problems, New Names
Asked about the state of the ports today, Musa is blunt. “Our system is archaic. Cargo clearance in Nigeria is like going back to the stone age. What takes 24 hours in other countries takes weeks here. It frustrates businesses and raises costs unnecessarily.”
At the heart of the problem is inconsistent government policy, a recurrent theme in his analysis. “When government policy is inconsistent, it kills projection, increases the cost of doing business, and discourages long-term planning,” he stresses.
Another recurring failure, he says, is the appointment of political allies rather than technocrats into highly technical agencies. “You cannot put square pegs in round holes. Aviation, maritime, and transport require experts, not political appointees without technical grounding.”
Then comes the physical environment: collapsing infrastructure, congested corridors, and multiplicity of agencies at the ports. According to Musa, the Apapa corridor alone exemplifies the dysfunction. Trucks line up endlessly, agencies duplicate each other’s work, and digitization efforts are too shallow to make a real difference.
Digitalization vs. Automation: The Critical Difference
One of Musa’s strongest points of advocacy is the need for true automation of the clearance process. Nigeria’s Customs Service has rolled out platforms like NICIS II and Bodogwu, but he insists they fall short.
“What we have is digitalization, not automation,” he explains. “A truly automated system would mean no physical interface between customs officers and freight agents. Each stakeholder would have a unique code, cargo would be scanned in real time, and releases would flow seamlessly across shipping lines, terminal operators, and customs.”
The difference is not just technical jargon. For Musa, automation is the silver bullet that could slash corruption, cut delays, and restore Nigeria’s competitiveness in global trade.
The Blue Economy: Promise or Political Nomenclature?
In recent years, the Federal Government has trumpeted the idea of building a “blue economy,” drawing on Nigeria’s maritime resources for growth. But Musa views this with measured skepticism.
“Blue economy is not new. Nigeria has been benefitting from maritime resource exploitation for decades. What we need is not a new name, but clear mandates, automation of port operations, encouragement of exports, and fair freight charges. Otherwise, it’s just political nomenclature.”
Opening the Door for Women and Youth
Beyond hard policy, Musa is passionate about inclusion – particularly the role of women in the industry. He insists that women, often overlooked, bring fresh insight, competence, and resilience.
“We cannot continue to leave women behind. Many are well-informed, well-structured, and even more competent than men. We must create platforms to support and integrate women into mainstream logistics operations.”
This belief inspired the Women in Transport Forum, an initiative he convenes annually to highlight opportunities and build networks for women professionals.
Corporate Responsibility Beyond the Ports
For Musa, leadership is not only about profits or policy papers. Widescope International Logistics Ltd. sets aside a portion of revenue for humanitarian and development projects. These include building schools in Lagos, constructing homes in Osogbo, and supporting youth scholarships and empowerment programs.
“When God gives you grace, it is not for you alone. Out of your abundance, you must touch lives,” Musa says with quiet conviction. “That is the true essence of life and business.”
A Roadmap for Reform
So, what does the future hold for Nigeria’s maritime and logistics sector? Musa’s prescriptions are clear and consistent:
- Full automation of clearance processes to eliminate human interference.
- Reduction of multiple agencies at ports to streamline operations.
- Development of new ports and lighter terminals outside Lagos to ease pressure.
- Disbursement of the Cabotage Vessel Finance Fund (CVFF) to indigenous operators.
- A stronger push for exports and local production to reduce trade imbalance.
- Greater inclusion of women and young professionals in leadership.
“Until Nigeria aligns its logistics and maritime practices with international best practices, it will continue to lose competitiveness,” Musa warns. “But with the right leadership, policies, and automation, the industry can thrive.”
Conclusion
The story of Nigeria’s maritime and logistics sector is one of both burden and possibility. For every bottleneck that slows down trade, there is also untapped potential waiting to be unleashed.
Through voices like Dr. Musa’s – grounded in both practice and policy – the path to reform is becoming clearer: consistency, automation, inclusion, and innovation.
If Nigeria can rise to the challenge, the ports and corridors that today symbolize inefficiency could tomorrow become gateways to prosperity.
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