Despite possessing a $50bn modular floating dock lying idle, Nigerian shipowners collectively spend an estimated $25 million to $30 million annually dry docking their vessels in neighbouring West African countries, The PUNCH has learnt.

Dry docking—a routine and essential maintenance process for vessels—is being conducted outside Nigeria due to inadequate operational dockyards, according to key industry stakeholders.

Speaking with The PUNCH, President of the Nigerian Indigenous Shipowners Association (NISA), Mr. Sola Adewunmi, revealed that the lack of functional local facilities forces shipowners to seek services in Ghana, Senegal, Namibia, and other regional hubs.

“Nigerians do not spend less than $25m to $30m annually to dry dock their vessels outside the country,” Adewunmi said.
“Over five years ago, I spent over $750,000 on a 20,000-tonne vessel. The cost varies based on vessel size, maintenance type, and the length of stay in the dockyard.”

Adewunmi criticised the federal government’s lack of initiative to remedy the situation, saying the establishment of the Ministry of Marine and Blue Economy had so far not translated into tangible support for indigenous shipowners.

“When this administration came in, we had high hopes. But in two years, nothing has changed. The government has not done anything,” he lamented.

According to the Nigerian Maritime Administration and Safety Agency (NIMASA), Nigeria currently has about 1,102 cabotage vessels, excluding foreign ships calling at the nation’s ports that also require dry docking periodically. Yet, the country’s multi-billion-naira floating dock remains underutilised.

High Costs and Foreign Dependency

Also commenting, President of the Nigerian Chamber of Shipping, Mr. Aminu Umar, noted that shipowners typically spend $1.5 million to $2 million every two and a half years on vessel repairs abroad due to the lack of functional dry docks in Nigeria.

“Around 150 to 200 vessels go for dry docking annually, mostly to countries like Ghana and Senegal. Even foreign vessels that call at our ports would benefit from local dry docks if they existed,” he said.

Umar emphasized the strategic need for Nigeria to develop standard dry docking infrastructure, given its dominance in regional shipping.

“Nigeria has the highest number of vessels and the largest maritime traffic on the West African Atlantic coast. We must have dry dock facilities that match that scale. This isn’t just a local problem—it’s regional.”

Industry Challenges

In addition to inadequate facilities, high port charges are compounding industry woes, with shipowners warning of declining port competitiveness.

“A recent 15% hike in shipping dues has made our ports less attractive. Cargo is now being diverted to neighbouring countries,” Umar added.

Ayorinde Adedoyin, a shipowner, confirmed that costs vary significantly, depending on the size of the vessel and the nature of maintenance required.

“I once spent between $600,000 and $1 million dry docking a vessel in Cameroon. Often, you discover missing equipment or damage afterward. There are also costs for fuel, crew, and sailing the vessel to dry dock,” he said.

He stressed that replacing components like propellers or conducting system-wide checks can quickly push costs upward.

Call for Investment and Reform

Stakeholders agree that reviving Nigeria’s dormant modular dock and investing in new facilities could save shipowners millions annually, create jobs, and strengthen the maritime economy.

Umar concluded that collaboration between government and private investors is crucial:

“Dry docking is capital-intensive. The government must provide a supportive environment to attract investment. This is an untapped goldmine.”

As dry docking costs soar and infrastructure stagnates, industry leaders warn that without immediate intervention, Nigeria risks continued capital flight and weakening of its maritime capabilities.