Dakar, Lomé, Cotonou: the war of West African ports has begun.
- Gabriel SOUNOUVOU
- Jul 7
- 5 min read
The port hierarchy in West Africa is undergoing a major transformation. With Dakar gaining momentum, Lomé consolidating its position as a global transshipment hub, and Cotonou emerging from a massive construction project while simultaneously cultivating diplomatic influence, the competition to capture the sub-region's trade flows has never been fiercer. This overview examines a battle that is reshaping the logistics landscape of the continent's Atlantic coast.
Dakar: The Rapid Rise of a Sleeping Giant ( The War of West African Ports)
The signal is strong, and it came from the World Bank itself. In its latest global Container Port Performance Index (CPPI 2024), published jointly with S&P Global Market Intelligence, the Autonomous Port of Dakar (PAD) made a spectacular leap: from 371st to 108th place worldwide , establishing itself at the same time as the leading container port in sub-Saharan Africa.
This breakthrough is no accident. It stems from a strong political commitment, targeted investments in the digitalization of procedures, and efforts to improve land connectivity, particularly to Mali. In short: Dakar has understood that port performance is no longer solely determined on the docks, but throughout the entire logistics chain, extending to the landlocked hinterland.
The World Bank also welcomes this example as an illustration of the change possible in the ports of developing countries, provided that partnerships with global terminal operators are combined with the simplification of business procedures.
For shippers, shipowners and logistics providers, the equation is simple: Dakar now wants to play in the big leagues.
Lomé: the hub that looks down on its neighbors
A few hundred kilometers to the east, the Port of Lomé does not intend to relinquish its crown easily. Since becoming the regional hub of reference for the world's leading shipping company — Mediterranean Shipping Company (MSC) — in 2014, the Togolese port has changed dimensions, both literally and figuratively.
The 2024 figures speak for themselves: 30.6 million tons of total traffic (+1.85%) and 2 million TEUs handled (+5.19%), driven primarily by a thriving transshipment sector — 20.2 million tons handled, representing year-on-year growth of 7.11%. Lomé now ranks among the world's top 100 ports according to Lloyd's List, the only port in West Africa to achieve this level.
The symbol of this rise to power took place on April 23, 2025: the docking of the MSC Diletta, a 24,000 TEU container ship , the largest ever to arrive on the West African coast. With a quay productivity of 32.5 crane movements per hour —a level that surpasses many international terminals—Lomé is clearly in a different league.
Through an investment program of more than 500 million euros , jointly financed by MSC via Terminal Investment Limited (TIL) and China Merchants Ports Holding, the Lomé Container Terminal (LCT) aims to increase its annual capacity to 2.7 million TEU by 2027 .
Lomé's key advantage remains its geography: a deep-sea port, accessible without passing through a lagoon area, with one of the deepest drafts in the sub-region. This is a natural advantage that the competition cannot replicate overnight.
Cotonou: The challenger who is causing a stir — and who is playing the diplomatic card
While Dakar and Lomé are considered the established favorites, Cotonou is playing the outsider with ambition. The Autonomous Port of Cotonou (PAC) has just completed a vast €690 million modernization program led since 2018 by Port of Antwerp International, which is now entering its decisive phase.
The planned deliveries include: a brand new bulk terminal, an extension of the port basin, renovated and deepened quays, and above all the creation of an Africa Logistics Zone , a special economic zone dedicated to high value-added logistics.
But the real news of the past few weeks is not on the docks — it is in the presidential palaces.
Diplomacy in the service of the port
Since his inauguration on May 24, 2026, Benin's new president, Romuald Wadagni, has embarked on a whirlwind regional tour, making reconciliation with the countries of the Alliance of Sahel States (AES) one of his top priorities. After Niger and Burkina Faso on June 2, he traveled to Bamako on June 9 to meet with General Assimi Goïta, demonstrating his commitment to "revitalizing economic corridors and regional solidarity." This represents a clear break with previous tensions.
The most concrete signal came from Niamey: following the visit on June 2nd, Niger and Benin committed to reopening their shared border, with a committee given 15 days to remove the obstacles . If this process is successful, a flow of trucks and goods could resume along the Cotonou-Niamey corridor, one of the most strategic in the sub-region.
The logistical implications of this diplomatic thaw are potentially considerable. Benin is Niger's natural maritime outlet , a historical corridor for some Burkinabe cotton exports, and an alternative entry point for Malian imports. All these flows had been severely disrupted, or even halted, by years of diplomatic discord and border closures.
Cotonou's objective is therefore twofold: to regain and surpass its 2022 level (nearly 600,000 containers) thanks to the completion of major infrastructure projects, and to reclaim its Sahelian hinterland through diplomacy. With partners like Marsa Maroc and Africa Global Logistics (formerly Bolloré) – terminal concessionaires – the Port of Cotonou (PAC) intends to be a significant player in regional competition, not as a transshipment hub – a niche largely occupied by Lomé – but as a leading land-based port for the landlocked countries of West Africa .
This scenario remains conditional : it depends on the reality of the border opening, the securing of land corridors in northern Benin, which is still under terrorist pressure, and the sustainability of the political rapprochement. But for the first time in several years, Cotonou has an argument that neither Dakar nor Lomé can dispute: geographical proximity and a shared history with the Sahel.
A multi-layered war
The three ports are not quite playing in the same league, and that is precisely what makes this competition complex and exciting.
Lomé is primarily a pure transshipment hub: 92% of its traffic comes from goods in transit, particularly to ESA countries. Its direct competition is from terminals like Tema in Ghana and Lekki in Nigeria, both of which have exceeded the 2 million TEU mark by 2025.
Dakar is playing the card of operational efficiency and the corridor to Mali, positioning Senegal as a credible alternative for the flow of goods from Asia or Europe.
Cotonou is banking on its territorial depth and its historical network of connection with Sahelian markets, in a logic of complementarity rather than substitution.
But things are changing rapidly. In 2025, Abidjan regained its position as the leading regional port with 46.6 million tons , a reminder that Côte d'Ivoire remains a major player. And in Nigeria, the deep-water port of Lekki is ramping up operations with the support of the Dangote Group and DP World, suggesting a reshuffling of the deck in the coming years.
What this changes for operators
For shipowners, shippers, freight forwarders and logistics providers operating in West Africa, this battle is good news: more competition means more choice, pressure on costs and incentive to improve services.
But it also raises structural questions: does the sub-region need several competing transshipment hubs, or should each port specialize? Is competition sustainable in the long term, in a context where funding is becoming scarce and the hinterland remains poorly connected?
One thing is certain: West African ports have entered a new era. And for Dakar, Lomé, and Cotonou, the race has only just begun .
Sources: World Bank / CPPI 2024 – S&P Global Market Intelligence | Port of Lomé (PAL) | Port of Cotonou (PAC) | Port of Dakar (PAD) | Ecofin Agency | Togo First | AllAfrica | Africa Radio | Ouestaf News | Burkina Yawana | Sidwaya | Journal du Niger
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