Africa has 179 ports and maritime harbours, but their presence has not translated into consistently affordable freight services for businesses across the continent.
According to Toby Maier, chief executive for the Middle East and Africa at DHL Global Forwarding, trucks collecting imported containers at some African ports can wait outside terminal gates for as long as seven days.
These delays increase transport costs as drivers continue to be paid, vehicles remain unproductive and port storage charges accumulate. Maier said the financial burden ultimately falls on businesses moving goods through the supply chain.
“Somebody has to pay for the truck, the driver, and the waiting time,” he told TechCabal.
He said the problem is not always a shortage of port facilities but inefficiencies connecting vessels, terminals, customs authorities and inland distribution networks.
Port Infrastructure Alone Does Not Guarantee Efficient Freight Movement
The African Transport Systems Database, published in Scientific Data in December 2025, catalogued 179 maritime ports and harbours, alongside 132 inland river ports and dry docks.
However, the inventory records physical infrastructure rather than operational performance, including cargo handling capacity, container waiting times and clearance efficiency.
Maier contrasted delays at African ports with facilities in Abu Dhabi, where he said collecting a container from entry to exit can take approximately 15 minutes.
He argued that the time cargo spends waiting can influence freight bills as significantly as the distance it travels.
Maier also said Africa faces high logistics costs relative to its income levels, although he did not provide comparative data to substantiate a global ranking.
He identified infrastructure gaps, inconsistent customs procedures, documentation errors and limited transport capacity as factors contributing to the expense.
Automated Ports Cannot Resolve Every Supply Chain Problem
Some African terminals have introduced technology to improve cargo handling. Morocco’s APM Terminals MedPort Tangier, which began operations in June 2019, uses remote-controlled ship-to-shore cranes, 70 automated rail-mounted gantry cranes and automated gate lanes.
The equipment is designed to improve terminal operations, but automation cannot independently resolve regulatory delays or unreliable transport links beyond the port.
For businesses in Africa’s 16 landlocked developing countries, the challenges can extend across several national borders before goods reach their final destinations.
An August 2025 assessment by UN Trade and Development (UNCTAD) found that landlocked developing countries worldwide face freight costs 50% above the global average and transit times twice as long as those of neighbouring coastal countries.
Improving facilities in ports such as Mombasa, Tema or Durban therefore addresses only part of the journey. Inland road conditions, informal checkpoints and differences in customs procedures can continue to delay deliveries.
Customs Delays Add Storage Charges and Other Expenses
Customs clearance is another major source of uncertainty for importers and freight operators, according to Maier.
When containers are held for inspection or documentation problems, businesses can face demurrage and storage charges while waiting for approval.
Maier said administrative complications can increase shipping costs, but he also noted that companies sometimes contribute to delays by submitting incorrect paperwork, using mismatched Harmonised System (HS) codes or completing declaration forms incorrectly.
DHL uses pre-clearance procedures for certain shipments to identify documentation problems before goods leave their country of origin.
For sensitive cargo, including regulated pharmaceuticals, hazardous goods and volatile chemicals, the company checks destination documentation and permits before authorising departure.
Maier said identifying errors only after a vessel arrives can leave cargo exposed to accumulating charges and disputes.
He declined to provide a consolidated estimate of the proportion of African transport costs attributable to customs, explaining that expenses vary by country, transport mode and client.
Customs Digitisation Has Reduced Transit Delays on Some Routes
Examples from regional trade corridors show how administrative reforms can reduce waiting times.
Along East Africa’s Northern Corridor, customs digitisation and integrated border management at Malaba, the crossing between Kenya and Uganda, reduced reported transit delays from three days to three hours.
UNCTAD also reports that its Automated System for Customs Data (ASYCUDA), deployed across two-thirds of the world’s landlocked developing economies, has reduced customs clearance times by up to 90% in modernised ports.
However, improvements depend on the implementation of systems and the coordination of agencies responsible for processing shipments.
DHL has also used its GoTrade initiative to provide international trade training to small and medium-sized enterprises. According to the company, more than 28,000 businesses worldwide have received training, including 11,000 in sub-Saharan Africa.
The programme covers export documentation, international trade finance and customs classification.
Such training can help businesses avoid preventable paperwork errors, but it cannot resolve infrastructure deficiencies, unreliable roads or disruptions to customs systems.
Fuel Prices and Limited Transport Capacity Put Pressure on Freight Rates
Global market conditions can increase freight costs even when port operations are efficient.
Maier estimated that fuel represents approximately one-third of transportation costs, depending on the mode of transport. He also said jet fuel prices had more than doubled during disruption linked to the conflict in the Middle East, although he did not specify the period or provide supporting price data.
African businesses also compete with other markets for aircraft cargo space and shipping capacity. When carriers can earn higher returns elsewhere, services and available capacity may shift away from African routes.
Maier said some businesses that previously distributed spare parts through Dubai were increasingly receiving shipments directly from China or Europe.
DHL Global Forwarding works with airlines, shipping lines and road transport providers to identify alternative routes and available capacity.
“We are a bit like a travel agency for cargo,” Maier said.
He cited solar-related shipments from East Africa to North America that faced tariff deadlines and limited direct capacity. DHL routed the cargo through Johannesburg to access additional space, although the company did not identify the customer or disclose the savings achieved.
The company also uses data and artificial intelligence to assess routes and consolidate cargo of different sizes and weights. Maier said using a different airport and allowing an additional two days for delivery could sometimes reduce the overall cost.
Africa’s Freight-Forwarding Market Attracts New Investment
Ken Research estimates that Africa’s freight-forwarding market was worth $18.2 billion in 2025 and could reach $27.73 billion by 2032.
The estimate covers services such as route planning, customs brokerage and cargo consolidation rather than the entire logistics industry.
DHL Group announced in October 2025 that it planned to invest more than €300 million in sub-Saharan Africa over several years. The commitment covers its Express, Global Forwarding and Supply Chain businesses.
Maier identified healthcare, renewable energy, perishables and data-centre equipment as areas of focus for the company.
However, he did not provide Africa-specific revenue or service-performance figures showing the results of the investment to date.
The investment is intended to support the company’s activities across the region, but additional infrastructure and transport options do not automatically guarantee lower costs for customers.
Improving Connections Between Ports and Inland Markets Remains Essential
Africa’s maritime ports provide access to international trade, but the cost of moving goods also depends on the efficiency of the systems connecting ships to customers.
Reducing delays requires reliable inland transport, predictable customs procedures, accurate documentation and coordination between the agencies and businesses involved in moving cargo.
The experience of regional trade corridors shows that administrative improvements can reduce waiting times, while automated port facilities can improve cargo handling.
However, persistent delays elsewhere in the supply chain can continue to generate costs even when individual terminals operate efficiently.
For importers and exporters, the commercial impact depends not only on the availability of ports but also on how quickly and reliably goods can move through the entire logistics network.
