By IROYIN YORUBA TELEVISION
Nigeria’s transportation sector is facing renewed calls for a fundamental shift from individually developed transport projects to a connected national system in which roads, railways, inland waterways, ports and aviation infrastructure operate as complementary parts of one logistics network.
The call was made at the 2026 Transport Industry Summit organised by the Transportation Correspondents Association of Nigeria in Lagos, where government officials, transport operators, infrastructure stakeholders and industry professionals examined how transportation can contribute more directly to economic growth.
The discussion comes as Nigeria continues to invest in major roads, rail corridors, ports and other transport infrastructure while businesses and consumers continue to face the consequences of delays, congestion, fragmented logistics networks and high movement costs.
The Technical Adviser to the Vice-President on Transportation, Logistics and Innovation, Prince Segun Ochuko Obayendo, said Nigeria’s economic potential would remain constrained unless structural weaknesses within the transport and logistics system were addressed.
He identified delays, fragmented transport modes, multiple checkpoints, insecurity, poor coordination and informality within parts of the road transport sector as factors that increase the cost of moving goods and people.
Rather than treating road, rail, maritime and inland-waterway development as separate activities, stakeholders at the summit called for them to be planned and operated as interconnected components of a national transportation network.
The idea is based on multimodal transportation, where a shipment or passenger can move between different transport modes without unnecessary delays or repeated administrative processes.
For freight movement, this could mean cargo arriving at a seaport being transferred efficiently onto rail or road and, where appropriate, inland waterways before reaching its final destination.
For passengers, it could mean transport systems being designed so that rail stations, bus terminals, airports and waterways provide practical connections rather than operating as isolated facilities.
Nigeria’s Federal Ministry of Transportation already identifies integrated and intermodal transportation as part of its official mandate. Its stated objectives include improving connectivity between transport modes and developing a safe, efficient, affordable and sustainable system capable of supporting national economic development.
The latest discussion therefore reflects a policy direction that government agencies have already identified but which stakeholders say needs stronger implementation.
The importance of the issue is particularly clear in the movement of goods.
Nigeria is Africa’s most populous country and has major agricultural, manufacturing, mining and trading centres spread across a large geographical area. Products manufactured or harvested in one part of the country may have to travel hundreds or thousands of kilometres before reaching consumers, processors, ports or export markets.
Where transportation is slow or expensive, those costs eventually affect businesses and consumers.
A farmer may receive less for produce if transportation from the farm to a major market is expensive. A manufacturer may pay more for raw materials when roads are congested. An importer may face higher costs when cargo remains in port corridors for extended periods. Retailers can then pass part of those additional costs to consumers.
Transport efficiency is therefore closely connected to the price of goods.
Obayendo said the value of goods and services moved through Nigeria’s transportation system in 2025 was estimated at about ₦157.8 trillion, highlighting the scale of economic activity dependent on transport infrastructure.
The figure was presented as an indication of the importance of the sector rather than simply a measure of the formal transport industry’s direct contribution to gross domestic product.
The discussion also highlighted a measurement challenge.
Large portions of Nigeria’s road transportation and other logistics activities operate informally, making it difficult for national statistics to capture the full economic value generated by the sector.
Informal operations can include small-scale transport operators, individual vehicle owners, unregistered logistics businesses and other activities outside fully formal corporate structures.
While such operators provide essential services, informality can create challenges for regulation, safety standards, taxation, data collection, insurance, professional training and long-term infrastructure planning.
The Chartered Institute of Transport Administration of Nigeria has separately announced plans to introduce a professional regulatory framework intended to increase professionalism within the sector.
The institute says the framework is intended to discourage people without relevant transport qualifications or professional experience from occupying sensitive transport-management positions.
The move forms part of a broader argument that Nigeria’s transportation system requires both infrastructure investment and professional management.
Infrastructure alone cannot guarantee efficient transportation.
A modern railway can still underperform if freight cannot move efficiently between the railway terminal and its final destination. A modern seaport can remain congested if road connections are inadequate. An inland waterway can provide an alternative route but have limited impact if there are no efficient terminals connecting it with road and rail networks.
This is why the multimodal approach places emphasis on connections between systems.
The Nigerian Railway Corporation and the National Inland Waterways Authority have also called for stronger integration of transport modes.
The railway corporation has argued that rail should be viewed as part of a wider logistics chain rather than as an isolated passenger service.
Rail has particular potential for transporting large quantities of cargo over long distances, while waterways can provide an alternative for certain types of bulk and containerised goods.
Road transportation remains essential because it provides the last-mile connections required to move people and goods from terminals to communities, farms, markets, factories and homes.
The objective is therefore not to replace road transportation with rail or waterways.
Instead, the goal is to determine which transport mode is most appropriate for different journeys and then connect those modes efficiently.
For example, heavy bulk cargo can often be more efficiently moved by rail or water over long distances, while trucks can handle shorter distribution routes from terminals to warehouses and businesses.
Such a system can reduce pressure on major highways and potentially lower road maintenance costs caused by excessive heavy-truck traffic.
The development of inland waterways could also provide an additional transport option for parts of Nigeria.
The National Inland Waterways Authority says the country has extensive inland-waterway resources and is responsible for developing infrastructure that supports safe, seamless and affordable inland-waterway transportation.
The authority’s transport division specifically identifies the integration of water transport into Nigeria’s multimodal system as a way of reducing road congestion, lowering transportation costs and improving regional connectivity.
However, the potential of waterways depends on infrastructure, navigability, safety, terminals and reliable connections to other transport modes.
Seasonal variations in water levels can affect some routes, while inadequate cargo-handling facilities can reduce the commercial attractiveness of water transportation.
Investment in river ports and intermodal terminals is therefore important if waterways are to carry a larger share of freight.
Rail infrastructure faces its own challenges.
Nigeria has made significant investments in modern railway corridors, including the Lagos-Ibadan line and the Abuja-Kaduna service, while other projects are intended to connect additional parts of the country.
But the economic value of rail infrastructure increases when it is connected to industrial areas, ports, agricultural production centres and logistics hubs.
The Federal Government has also been pursuing projects intended to improve port connectivity.
A major example is the proposed Gateway Deep Sea Port and Blue Marine Special Economic Zone in Ogun State.
On September 24, the Ogun State Government and DP World signed agreements covering development of the proposed deep seaport and a 10,000-hectare special economic zone.
The investment framework was announced at more than $7 billion, with the project expected by the parties to create substantial employment when fully developed.
The Presidency has linked the proposed port to wider transport infrastructure, including the Lagos-Calabar Coastal Highway.
The government has described the road connection as important to linking the port and economic zone with Lagos, the Nigerian hinterland and wider African markets.
This is an example of the integrated approach now being emphasised by transport stakeholders.
A port cannot operate at full economic potential without adequate road, rail and logistics connections. Likewise, a major highway can deliver greater economic benefits when it connects production centres and transport hubs to markets.
The same principle applies to airports.
Air transportation is particularly important for passengers, high-value goods, time-sensitive products and international business. But airport connectivity can be weakened when passengers or cargo face difficult road access or limited links with other transport modes.
An integrated system would therefore treat airports as components of the wider national transport network.
Technology is another major element of the proposed transformation.
Obayendo said Nigeria needs systems capable of tracking cargo and monitoring the movement of goods across different transport modes.
Digital logistics platforms can provide information about where cargo is located, which transport mode is being used and when shipments are expected to arrive.
Such systems can reduce uncertainty for businesses and allow transport operators to plan more efficiently.
Technology can also support electronic documentation and reduce the number of manual procedures that contribute to delays.
The concept of a single digital journey is particularly relevant to multimodal transportation.
A shipper should ideally be able to arrange a journey involving a port, rail service, inland terminal and truck without having to navigate entirely separate systems at every stage.
The development of such systems would require cooperation among government agencies, transport operators, customs authorities, port operators, railway companies, logistics firms and technology providers.
Nigeria has already begun moving in this direction through digital trade and customs reforms.
The National Single Window, for example, is intended to streamline trade procedures and improve coordination among agencies involved in cargo clearance.
The Federal Government has also promoted technology-driven port operations and investments aimed at improving cargo processing.
But digital integration must be supported by physical infrastructure.
An electronic system cannot eliminate a road bottleneck or replace an unavailable rail connection.
The most effective approach therefore combines infrastructure development with digital coordination.
Security is another critical issue.
Transport corridors can be affected by criminal activity, theft, vandalism, attacks and other security risks. These problems can increase insurance costs, delay shipments and discourage investment.
The protection of roads, railway lines, ports, waterways and logistics facilities is therefore part of transportation policy.
Rail infrastructure, for example, requires security not only for passengers but also for tracks, stations, signalling systems and other assets.
The Nigerian Railway Corporation has recently worked with security agencies to protect railway infrastructure against vandalism.
Such cooperation is important because damaged infrastructure can interrupt services and impose additional costs on government and passengers.
Professionalism and regulation also remain central to transport safety.
Road transportation involves large numbers of commercial drivers, fleet owners, logistics operators and informal transport businesses. Without adequate training, vehicle inspection, insurance and enforcement, road users can face significant safety risks.
Professional standards therefore need to cover not only senior administrators but also drivers, operators, mechanics and other workers whose decisions directly affect transportation safety.
The current push for professionalisation is taking place alongside broader efforts to formalise parts of Nigeria’s transport sector.
Formalisation could improve access to finance, insurance and structured business opportunities for operators while also making it easier for government to collect reliable data and enforce standards.
However, the transition needs to take account of the millions of Nigerians who depend on small-scale transport activities for their livelihoods.
Excessive regulatory burdens could make compliance difficult for smaller operators.
Effective reform will therefore require clear standards, reasonable compliance processes and support for operators who need to transition into formal structures.
The cost of transportation is also directly relevant to ordinary households.
When bus fares, freight charges or delivery costs rise, households can experience higher prices for food and other essential goods.
The Federal Government has been promoting compressed natural gas and electric mobility as part of efforts to reduce the cost of operating vehicles.
The National Affordable CNG Transit Programme is intended to support lower transportation costs through the deployment of more affordable-energy transport options.
The government has said it expects more Nigerians to begin seeing measurable reductions in transportation costs from October 1.
The effectiveness of such programmes will depend on fuel availability, vehicle conversion capacity, infrastructure, maintenance and whether operating-cost reductions are passed on to passengers.
Clean mobility also has environmental implications.
Transport is a major source of urban air pollution, particularly where large numbers of older petrol and diesel vehicles operate in congested cities.
Electric buses, electric tricycles, CNG-powered vehicles and improved public transport systems could reduce emissions if supported by reliable infrastructure.
But cleaner vehicles alone cannot solve congestion.
A well-designed public transport system can move large numbers of people more efficiently than a city dependent mainly on private cars and small individual vehicles.
This is why urban transport planning is another component of the national multimodal discussion.
Lagos has developed one of Nigeria’s most extensive metropolitan transport-planning structures through the Lagos Metropolitan Area Transport Authority, while other states are being encouraged to develop stronger metropolitan transport institutions suited to their own circumstances.
Such authorities can coordinate buses, rail, waterways, terminals, traffic management and long-term urban mobility planning.
The challenge for other states will be adapting the concept to their population sizes, geography and financial capacities.
The national transportation debate therefore involves several interconnected layers: intercity freight, passenger rail, urban mobility, ports, aviation, inland waterways, road infrastructure, logistics technology, safety, professional standards and environmental sustainability.
The 2026 Transport Industry Summit has brought many of these issues together under the wider objective of reducing the cost of moving people and goods.
The immediate proposals discussed by stakeholders will require detailed implementation plans, financing and coordination.
Building a multimodal system is not simply a matter of constructing additional roads or rail lines. It requires decisions about where infrastructure should be located, how terminals should connect, who will operate them, how information will be shared and how users will move between different modes.
It also requires long-term maintenance.
Transport infrastructure can lose value quickly when maintenance is inadequate. Roads deteriorate, railway equipment requires servicing, waterways need dredging and safety management, and ports require continuous investment in equipment and digital systems.
The Federal Ministry of Transportation’s stated mandate recognises sustainability as one of its key goals.
That principle is particularly relevant because transportation infrastructure represents long-term public and private investment.
For Nigeria, the economic opportunity is substantial.
A better-connected transport system can help agricultural producers reach markets, manufacturers obtain raw materials, exporters move products to ports, businesses distribute goods and workers travel more efficiently.
It can also reduce the pressure placed on individual transport modes.
The current push for integration therefore represents an attempt to move Nigeria's transport conversation beyond individual projects toward network performance.
The success of that approach will ultimately depend on whether roads, railways, waterways, ports and airports are designed to work together in practice.
It will also depend on professional management, security, technology, investment and consistent maintenance.
Nigeria’s transport stakeholders have now placed multimodal integration at the centre of the national discussion, arguing that the country cannot fully unlock its economic potential while major transport modes continue to operate in fragmented ways.
The task ahead is to turn that policy direction into functioning connections that reduce delays, improve safety, lower logistics costs and make the movement of people and goods more predictable.
For businesses, farmers, traders, manufacturers and ordinary passengers, the outcome will be measured not by the number of projects announced but by how easily they can move from one destination to another and how much that movement costs.
That is the central challenge facing Nigeria’s transportation system as the country enters another phase of infrastructure development and logistics reform.