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PORT PRIVATIZATION AS A STRATEGY FOR EFFECTIVE PORT MANAGEMENT IN NIGERIA
CHAPTER ONE
INTRODUCTION
1.1 BACKGROUND OF THE STUDY
In the words of flere (1992), a port is a gateway from the modern perspective. We used the word port to mean seaport and sometime rivers port.
That is a gateway between land and water. One side of gateway is used by ships, coasters and sometimes air crafts, the other by railways, motors scanners and perhaps barges, through such gate ways; constantly passes some port of the traffic would.
That is grades of passengers or both. It is indeed the fundamental characteristics of a port that it should be able to accommodate ships on one hand, and inland transport vehicles on the other hand.
That is why every port is equipped to look two ways outward over its economic interland (Ndikom, 2008). In one respect the analogy of the gate way become somewhat strained flamely in the case of coast-wise vessel and inland waterway carries receiving cargo direct from ocean going ships. (Ihenacho, 2005).
However, the port hinterland interaction suffers a significant set back when the sea side traffic is halted by virtue of anomalies, such as port congestion Ndikom, (2004) Maintains that privatization is a — globalized concept that has to do the with initiation of privates sector participation in the business of government owned public enterprise. It is also a strategy where government owned public enterprises functions and management is transferred o the private sector. Then privatization policy is a policy that is reflective of an outright transfer or sale of state ownership of public infrastructure into private hands. This policy does not mean that government stays always from the economic spare, rather it hangs its role from that of a regulator (Ndikom, 2008).
Productivity on the other hand, is measure of how efficiently inputs are being used within the economy to produce out puts.
Productivity is commonly defined as ration of outputs to a volume measured of inputs to a volume measured of input. Growth in productivity means that an industry can produce more output from the same amount of input. Productivity growth is an important contribution factor to a relation long-term material standard or living. Productivity measure can be either single factor relating a measure of output to a single measure of input.
The purpose of this degree of research is to evaluate the degree to which port privatization policy affects port productivity in Nigeria (Iheanacho, 2005).
1.2 Statement of the problem
Over the years, the management and control of the overall port operations have been left in the hands of managers who seem not to understand the rudimentary challenges of the industry. This has had serious economic implications on port efficiency and productivity culminating into negative trends which is not in the interest of the entire port operation. The primary goal of privatization and commercialization programmes of the Federal government of Nigeria is to make the private sector the leading engine of economic growth in the country. Overtime, through direct massive investment and participation by government, Nigeria has developed a large public sector economy. In spite of the image investment, public enterprise such as ports has failed woefully to perform the functions and attain the objectives for which they were set-up. The gross failure of the ports to live up to the expectations is partly responsible for the current move towards economic liberalization, competition and privatization. The philosophy behind the privatization programme, therefore, is to restructure and naturalize the ports sector not only to lessen the dominance of unproductive investment in the sector but also to initiate the process of gradual transfer to the private sector of public enterprises, which are better elevated through private sector initiatives.
1.3 Objectives of the Study
The aim of this study is to assess the effect of port privatization policy and port productivity in Nigeria. While the specific objectives are as follows:
i. Reduction in the number of agencies at the ports ii. To increase efficiency and productivity
iii. To determine the effects of government policy inconsistencies in Nigeria ports iv. Reintroduction of certain agencies at the ports, such as NAFDAC v. Making policies recommendation
vi. To encourage cheaper and user friendly operational concepts vii. To induce consistent increases in healthy port competition
1.4 Research Questions
In order to achieve the objective of this research, the study will attempt to provide answers to the following research questions.
a. How does port privatization policy affect port productivity?
b. What is the difference between port privatization policy in 2008-2010 and that of the years before?
c. How can port productivity in Nigeria be enhanced?
d. How can we determine good quality services through entrenchment of privatization policies in ports operation?
1.5 Research Hypothesis
HO1: There is no significant relationship between port privatization policy and port productivity.
H02: There is no significant relationship between port privatization, port operational performance and efficiency in service delivery.
HO2: There is no significant relationship between port privatization policy and increased port revenue generation. HO3: There is no significant relationship between port privatization and increased services delivery.
1.6 Definition of terms
Definition of Technical Terms (Port Terminologies)
Gross Registered Tonnage (GRT): Ship internal space measured in unit of 100 cubic feet.
Ship Turnaround Time (TRT): Time taken by a ship on the process of entering Port, Discharging Cargo, Re-loading and leaving the port. Cargo Throughput: The sum of foreign imports, exports and domestic cargoes discharged and loaded.
Waiting Time: Time between arrival at road of vessel and berth excluding preventing delay.
Berth Occupancy: A period in which a Berth is occupied by a vessel. Revenue Earned: Amount accruable to the company for services rendered.
Revenue Collected: Physical money collected for services rendered. Inward Traffic: The addition of import and domestic cargo discharged in a port
Outward Traffic: The addition of Export and Domestic outgoing cargo ship from the port.
Vessel Entered: This refers to the vessels that enter the Nigerian territorial water and is recorded at the signal station by the harbour master.
Vessels Cleared: A vessel having called at the signal station and or gains berthing facilities and eventually steams out of the territorial waters.
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]]>BEFORE YOU READ THE ABSTRACT OR CHAPTER ONE OF THE PROJECT TOPICS BELOW, PLEASE READ THE INFORMATION BELOW.THANK YOU!
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IMPACT OF MARITIME INDUSTRY ON ECONOMIC DEVELOPMENT OF NIGERIA
CHAPTER ONE
INTRODUCTION
1.1 Background of Study
The maritime industry includes all enterprises engaged in the business of designing, constructing, manufacturing, acquiring, operating, supplying, repairing and/or maintaining vessels, or component parts thereof: of managing and/or operating shipping lines, stevedoring and customs brokerage services, shipyards, dry docks, marine railways, marine repair shops, shipping and freight forwarding services and similar enterprises. This paper is primarily concerned with managing and operating shipping lines. Shipping in maritime can be a physical process of transporting commodities and merchandise goods and cargo, by land, air, and sea. It also can describe the movement of cargo by ship from point A to point B, or from port A to port B, or from one country to another.
The maritime industry occupies a very prominent position in the economy of nations all over the world. The industry in its strict sense embraces all the maritime related business activities which take place within the country’s maritime environment. These include offshore economic activities such as fishing, salvage, towage, underwater resources and on-shore economic activities such as port activities, maritime transport (shipping), ship construction, repairs and maintenance activities. Of all these activities, shipping stands out as the greatest boost to a nation’s economic growth and development. This is so because all other maritime activities revolve around shipping.
Due to close linkage between shipping activities and economic development, most nations cannot afford to treat it with levity, hence a conscious intervention needed to ensure that the national interest is protected. (Obed, 2006:44). Shipping as a primary logistics provider is critical in the process of Nigeria’s international trade and economic development. As a mode of transport, shipping provides the cheapest and most efficient means of moving large volumes of import and export round the world thereby creating jobs and adding value to the economy. (Ma, 2010:13).
1.2 Statement of Problem
The seminal role played by shipping notwithstanding, Nigeria’s national shipping industry is in crises. This is caused by investment difficulties, management inefficiency and organizational problems among others. The formulation of national shipping policy and the establishment of the defunct Nigerian Maritime Authority (NMA) to implement shipping policies have not been able to fully arrest this deterioration in the productivity of the national carriers in the cargo sharing formula. The Nigerian shipping companies pass this to foreign carriers due to lack of vessels of their own. When a similar trend of decline of the UK fleet was observed in the 80’s, the British government raised an alarm not only on the absolute decline but also the speed of the decline. This has not been the situation in Nigeria, a third world nation.
The situation in Nigeria today is not encouraging because no national carrier has a seaworthy ocean going vessel. The Nigerian shipping industry faces a threat of gradual extinction as the industry tends towards the pre – 1959 period when the shipping business in Nigeria was dominated and monopolized by foreign carriers (NMA, 2006:12).
Research Objectives
1.To evaluate the extent of the contribution of the maritime sector to the development of the Nigeria economy
2. To find out effort made by national maritime Authority in it successful coordination and implementation of National shipping policy
3. To find out the problem and prospect of the Nigeria shipping industry
Research Questions
1.What is the extent of the contribution of the maritime sector to the development of the Nigeria economy
2. What are the effort made by national maritime Authority in it successful coordination and implementation of National shipping policy
3. What are the problems and prospects of the Nigeria shipping industry
Significance of Study
The study will contribute immensely to the Nigeria Maritime Authority. The study will look at the extent to which maritime sector contributes to the economy of Nigeria and create useful strategies to expand the maritime sector.
The study will also look at the problem faced by the Nigeria maritime industry and will also proffer solutions to the problem.
The study will also contribute to existing knowledge because there is no much work done on the topic.
Scope of Study
The study which aim at looking at the contribute of the maritime industry to Nigeria economic growth will be from the year 2000-2015.
Definition of Terms
Maritime; Maritime transport is the transport of people (passengers) or goods (cargo) by water. Freight transport has been achieved widely by sea throughout recorded history
Economy; Economy refers to a total sum of consumption activities, production activities and government activities as an agent which are interrelated.
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]]>BEFORE YOU READ THE ABSTRACT OR CHAPTER ONE OF THE PROJECT TOPICS BELOW, PLEASE READ THE INFORMATION BELOW.THANK YOU!
INFORMATION:
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AN EVALUATION OF FACTORS THAT CAUSES MAIN VESSELS ACCIDENT
CHAPTER ONE
INTRODUCTION
Background of the study
A vessel accident is an unintended happening. Its severity may vary from no vessel damage to the complete loss of the vessel, no cargo damage, to loss of the entire cargo, and no crew injuries to deaths (Talley, Jin, & Kite-Powell, 2005). Thus, vessels safety regulations and their enforcement focus on prevention and reduction of severity of marine vessel accident. Accident involving marine vessels is common in inland and coastal navigation where requisite safety regulation may not be strictly observed. This is of serious consequence since such occurrences impact on safety of shipping in inland/coastal and inland waterways especially in developing countries.
Across the globe, similar cases of marine vessels accidents at sea (and in seaports) have been documented. For example: Darbra and Casal (2004) conducted a study on 471 cases of marine accidents that occurred from 1941-2002 in Hong Kong. They observe that 57% of the accidents occurred while vessel was underway at sea and 43% of accident in ports. Various causal factors have been documented; for example, the Maritime Safety Authority of New Zealand asserts that between the periods of 1995 -1996; 49% of marine vessel incidents were attributed to human factors, 35% due to technical factors while 16% were caused by environmental factors. Similarly Rothblum (2002), reports that between 75 and 96% of marine vessel casualties are caused atleast in part by some form of human error. Further empirical evidence also indicates that human error accounts for 84-88% of tanker accidents, 79% of towing vessel groundings, 89-96% of collisions, 75% of all collisions, 75% of fires and explosions (Rothblum, 2002).
Similarly, Talley et al. (2005) observe that UK Thomas P&I Club survey of 1,500 insurance claims for shipping accidents around the world between 1987 and 1990, had found that 90% of the accidents were caused by human error. Two-thirds of the accidents involving personal injury claims were due to human error, e.g. carelessness or recklessness under commercial pressures, a misplaced sense of overconfidence, or a lack of either knowledge or experience. Human factor in this context is defined by Rothblum (2002) as one of the following: incorrect decision, an improperly performed action, or an improper lack of action (inaction). These statistics are disturbing given the level of measures so far adopted by local and international organizations to improve the standard of shipping and navigation.
Maritime safety is governed by the combination of international rules and regulations, national regulations of the flag states and port states, port regulations, rules of the Classification Societies and Insurance Companies.
In addition, quite a number of conventions have been ratified by contracting governments some of which include: International Conventions on Safety of Life at Sea (SOLAS), Standards for Training and Watch Keeping (STCW); International Convention for the Prevention of Pollution from Ships (MARPOL). Others are International Convention on Loadlines (LL) and Convention on International Regulations for Preventing Collision at Sea (COLREG) etc. This regulatory system, which is supported by the Safety Management Systems of the shipping companies serve as a framework for continuous assessment of safety regimes in the world maritime industry. Prior to 1998, the focus of ratified IMO safety conventions was the vessel, e.g. its construction and equipment, rather than human actions aboard the vessel. The subsequent introduction of IMO’s International Management Code for the Safe Operation of Ships and for Pollution Prevention changed the focus from the vessel to human actions on board vessel. By this code, shipping lines are now required to document their management procedures for detecting and eliminating unsafe human behavior. This shift towards regulating human actions aboard a vessel was motivated by the fact that: (i) most vessel accidents are caused by human error; (ii) vessel accident claims are often attributed to human error; and (iii) it is less expensive to change human behavior than it is to redesign vessels for safety (Talley, et al., 2005).
The key to preventing marine vessel accident caused by human related factors however is to identify the types of risk factors, and then apply relevant intervention to check those factors in the future. Many operators undertake such efforts internally, and the IMO and industry trade groups have made significant advances in developing prevention programs that address human factors. However, there is room for improvement, both in terms of preventive initiatives and the metrics used to gauge their effectiveness. The outcome of this research will improve both our understanding of the contribution of human and other causal factors of accident involving marine vessel and hence support implementation of prevention measures that effectively target these factors.
Statement of the problem
In recent times, cases of marine vessel casualties involving personal injury, deaths and property/ environmental damage have grown in tandem with increased vessel traffic associated with oil prospecting activities and other commercial seaborne transportation in Niger-Delta/coastal regions of Nigeria. For example, statistics (cumulative figures) based on the study carried out by Dogarawa (2012) indicate that between year 2000 to 2009, a total number of five hundred and fifty- two (552) persons died either as a result of marine vessel and boat capsizing or collision in inland waters of Nigeria. This figure indicates an average fatality rate of about 55 deaths per year excluding vessel and cargo losses, in Nigeria’s coastal and inland waterways in the last ten years. Based on anecdotal evidence from some of the investigated cases; over- loading, excessive speeding, poor attention to weather condition, abandoned wrecks on navigation channels, incompetence and inadequate navigational aids are implicated.
Objectives of the study
The objectives of this study are to:
i. Assess the incidence of marine vessel accidents in Nigeria’s waterways.
ii. Determine the risk factors that lead to marine vessel accidents in Nigeria’s waterways.
Research questions
i. Explain the incidence of marine vessel accidents in Nigeria’s waterways.
ii. What are the risk factors that lead to marine vessel accidents in Nigeria’s waterways.
Research hypothesis
i. Human factors related to safety training, overloading of vessel and speeding are not significant causes of marine vessel accident.
ii. Environmental factors related to wind, visibility, sea condition and weather condition do not significantly cause marine vessels accident.
iii. Marine vessel equipment/machinery failure is not significant causal factor of accident
HOW TO RECEIVE PROJECT MATERIAL (S)
After paying the appropriate amount (#5,000) into our bank Account below, send the following information to any of the numbers below
08068231953, 08137701720, 09070569307, 08154275408 (1) Your project topics
(2) Email Address
(3) Payment Name
OR you drop them on our WhatsApp, 08137701720
We will send your material(s) after we receive bank alert
BANK ACCOUNTS
Account Name: AMUTAH DANIEL CHUKWUDI
Account Number: 0046579864
Bank: GTBank.
OR
Account Name: AMUTAH DANIEL CHUKWUDI
Account Number: 3139283609
Bank: FIRST BANK
FOR MORE INFORMATION, CALL:
08068231953, 08137701720, 09070569307, 08154275408
]]>BEFORE YOU READ THE ABSTRACT OR CHAPTER ONE OF THE PROJECT TOPICS BELOW, PLEASE READ THE INFORMATION BELOW.THANK YOU!
INFORMATION:
YOU CAN GET THE COMPLETE PROJECT OF THE TOPIC BELOW. THE FULL PROJECT COST N5,000 ONLY. THE FULL INFORMATION ON HOW TO PAY AND GET THE COMPLETE PROJECT IS AT THE BOTTOM OF THIS PAGE. OR
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WHATSAPP US ON: 08137701720
ANALYSIS OF DETERMINANT ACCIDENTS INVOLVING MARINE VESSELS IN NIGERIA WATER WAYS
CHAPTER ONE
INTRODUCTION
Background of the study
A vessel accident is an unintended happening. Its severity may vary from no vessel damage to the complete loss of the vessel, no cargo damage, to loss of the entire cargo, and no crew injuries to deaths (Talley, Jin, & Kite-Powell, 2005). Thus, vessels safety regulations and their enforcement focus on prevention and reduction of severity of marine vessel accident. Accident involving marine vessels is common in inland and coastal navigation where requisite safety regulation may not be strictly observed. This is of serious consequence since such occurrences impact on safety of shipping in inland/coastal and inland waterways especially in developing countries.
Across the globe, similar cases of marine vessels accidents at sea (and in seaports) have been documented. For example: Darbra and Casal (2004) conducted a study on 471 cases of marine accidents that occurred from 1941-2002 in Hong Kong. They observe that 57% of the accidents occurred while vessel was underway at sea and 43% of accident in ports. Various causal factors have been documented; for example, the Maritime Safety Authority of New Zealand asserts that between the periods of 1995 -1996; 49% of marine vessel incidents were attributed to human factors, 35% due to technical factors while 16% were caused by environmental factors. Similarly Rothblum (2002), reports that between 75 and 96% of marine vessel casualties are caused atleast in part by some form of human error. Further empirical evidence also indicates that human error accounts for 84-88% of tanker accidents, 79% of towing vessel groundings, 89-96% of collisions, 75% of all collisions, 75% of fires and explosions (Rothblum, 2002).
Similarly, Talley et al. (2005) observe that UK Thomas P&I Club survey of 1,500 insurance claims for shipping accidents around the world between 1987 and 1990, had found that 90% of the accidents were caused by human error. Two-thirds of the accidents involving personal injury claims were due to human error, e.g. carelessness or recklessness under commercial pressures, a misplaced sense of overconfidence, or a lack of either knowledge or experience. Human factor in this context is defined by Rothblum (2002) as one of the following: incorrect decision, an improperly performed action, or an improper lack of action (inaction). These statistics are disturbing given the level of measures so far adopted by local and international organizations to improve the standard of shipping and navigation.
Maritime safety is governed by the combination of international rules and regulations, national regulations of the flag states and port states, port regulations, rules of the Classification Societies and Insurance Companies.
In addition, quite a number of conventions have been ratified by contracting governments some of which include: International Conventions on Safety of Life at Sea (SOLAS), Standards for Training and Watch Keeping (STCW); International Convention for the Prevention of Pollution from Ships (MARPOL). Others are International Convention on Loadlines (LL) and Convention on International Regulations for Preventing Collision at Sea (COLREG) etc. This regulatory system, which is supported by the Safety Management Systems of the shipping companies serve as a framework for continuous assessment of safety regimes in the world maritime industry. Prior to 1998, the focus of ratified IMO safety conventions was the vessel, e.g. its construction and equipment, rather than human actions aboard the vessel. The subsequent introduction of IMO’s International Management Code for the Safe Operation of Ships and for Pollution Prevention changed the focus from the vessel to human actions on board vessel. By this code, shipping lines are now required to document their management procedures for detecting and eliminating unsafe human behavior. This shift towards regulating human actions aboard a vessel was motivated by the fact that: (i) most vessel accidents are caused by human error; (ii) vessel accident claims are often attributed to human error; and (iii) it is less expensive to change human behavior than it is to redesign vessels for safety (Talley, et al., 2005).
The key to preventing marine vessel accident caused by human related factors however is to identify the types of risk factors, and then apply relevant intervention to check those factors in the future. Many operators undertake such efforts internally, and the IMO and industry trade groups have made significant advances in developing prevention programs that address human factors. However, there is room for improvement, both in terms of preventive initiatives and the metrics used to gauge their effectiveness. The outcome of this research will improve both our understanding of the contribution of human and other causal factors of accident involving marine vessel and hence support implementation of prevention measures that effectively target these factors.
Statement of the problem
In recent times, cases of marine vessel casualties involving personal injury, deaths and property/ environmental damage have grown in tandem with increased vessel traffic associated with oil prospecting activities and other commercial seaborne transportation in Niger-Delta/coastal regions of Nigeria. For example, statistics (cumulative figures) based on the study carried out by Dogarawa (2012) indicate that between year 2000 to 2009, a total number of five hundred and fifty- two (552) persons died either as a result of marine vessel and boat capsizing or collision in inland waters of Nigeria. This figure indicates an average fatality rate of about 55 deaths per year excluding vessel and cargo losses, in Nigeria’s coastal and inland waterways in the last ten years. Based on anecdotal evidence from some of the investigated cases; over- loading, excessive speeding, poor attention to weather condition, abandoned wrecks on navigation channels, incompetence and inadequate navigational aids are implicated.
Objectives of the study
The objectives of this study are to:
i. Assess the incidence of marine vessel accidents in Nigeria’s waterways.
ii. Determine the risk factors that lead to marine vessel accidents in Nigeria’s waterways.
Research questions
i. Explain the incidence of marine vessel accidents in Nigeria’s waterways.
ii. What are the risk factors that lead to marine vessel accidents in Nigeria’s waterways.
Research hypothesis
i. Human factors related to safety training, overloading of vessel and speeding are not significant causes of marine vessel accident.
ii. Environmental factors related to wind, visibility, sea condition and weather condition do not significantly cause marine vessels accident.
iii. Marine vessel equipment/machinery failure is not significant causal factor of accident.
HOW TO RECEIVE PROJECT MATERIAL (S)
After paying the appropriate amount (#5,000) into our bank Account below, send the following information to any of the numbers below
08068231953, 08137701720, 09070569307, 08154275408 (1) Your project topics
(2) Email Address
(3) Payment Name
OR you drop them on our WhatsApp, 08137701720
We will send your material(s) after we receive bank alert
BANK ACCOUNTS
Account Name: AMUTAH DANIEL CHUKWUDI
Account Number: 0046579864
Bank: GTBank.
OR
Account Name: AMUTAH DANIEL CHUKWUDI
Account Number: 3139283609
Bank: FIRST BANK
FOR MORE INFORMATION, CALL:
08068231953, 08137701720, 09070569307, 08154275408
]]>BEFORE YOU READ THE ABSTRACT OR CHAPTER ONE OF THE PROJECT TOPICS BELOW, PLEASE READ THE INFORMATION BELOW.THANK YOU!
INFORMATION:
YOU CAN GET THE COMPLETE PROJECT OF THE TOPIC BELOW. THE FULL PROJECT COST N5,000 ONLY. THE FULL INFORMATION ON HOW TO PAY AND GET THE COMPLETE PROJECT IS AT THE BOTTOM OF THIS PAGE. OR
YOU CAN CALL: 08068231953, 08137701720, 09070569307, 08154275408
WHATSAPP US ON: 08137701720
AN ASSESSMENT OF THE PRINCIPLES AND PRACTICES OF MARITIME PILOTAGE IN NIGERIA
ABSTRACT
This study examined the principles and practice of maritime pilotage in Nigeria by looking at the legal and institutional regimes on the promotion and enforcement of maritime pilotage. The specific objectives were to: access the meaning, origin and categorization of maritime pilotage; examine the municipal and international law instruments on the principles and practices of promoting and enforcing maritime pilotage; Identify the implications or consequences of the failure of the law instruments in the promotion and enforcement of maritime pilotage; identify instance of violations of the principles and practice of maritime pilotage; and profer policy recommendations towards ensuring effectiveness in the practice of maritime pilotage in Nigeria. The study relied on primary and secondary sources of information which included status, and case laws; as primary sources; and books, journals, unpublished works and other articles as secondary sources of information. The project consists of five chapters as follows: Chapter one is the general introduction made up of the background of the study, aim and objectives, methodology of the study and literature review. Chapter two includes the concept, history and definition of terms. Chapter three is about the legal framework for the practice of maritime pilotage in Nigeria. Chapter four futures the liability issues in maritime pilotage, and finally, chapter five is the conclusion, observation and recommendations.
CHAPTER ONE
INTRODUCTION
1.1 BACKGROUND OF THE STUDY
The sea is a wide world of its own with several regions, each region having its peculiarities, challenges and special circumstances. Some regions are wide while others are narrow, some are clear while others are imbedded with ice bergs, hidden below the sea land, and these peculiarities can only be known by mariners that operate in these regions. No single sailor has the comprehensive knowledge of all the ports and regions of the sea with their peculiarities. In many circumstances sailors are met with challenges and confusion as to the nature of a particular area of the sea and how to sail through it to avoid danger especially when plying the route for the first time. This limitation of knowledge and the need to avoid disaster gave rise to the employment of men (mariners) who are knowledgeable in the local conditions with the shore and with tugs, often in the local language wherever the needs arises and to guide the vessel through the thick and thin of the region or port into which the vessel is entering especially when navigation may be considered hazardous, particularly when a shipmaster is unacquainted with the region. These men (mariners) who are knowledgeable in the local conditions of the sea are called maritime pilot.
Maritime pilots is significantly and geographically different from similar pilots such as the aviation pilot
Maritime Pilots provide a crucial service to the maritime industry in navigating through dangerous and or congested waters. The importance of pilotage to the maritime industry has not diminished with time. This is demonstrated by the fact that, unlike many other professions, modern technology has not threatened the pivotal role of the maritime pilot with redundancy. The physical and economic realities of today’s shipping industry make maritime pilots more vital than ever for the delicate task of maneuvering ships of increasing size and advancing technology through risky and ever-changing territorial waters .
Pilotage operations involve the management of high-risk situations that require intense concentration and high levels of competence and skills. Pilotage operations are categorised as one of the most complex tasks, which is predominantly performed under a dynamic and uncertain working environment, extreme weather condition and heavily congested areas. Pilotage operations are liable to diverse risk due to their interaction and interdependence, in addition, the multiplicity of the entities who are performing ship’s berthing operations. During pilotage operations, high levels of operational uncertainties exist, especially when a ship master is unfamiliar with the pilotage area or the master may be entering the port for the first time or the ‘port pilot’ is not qualified. It is therefore essential that operators maintain a consistently high level of human performance in order to maintain the ship’s piloting safety; as any decrease in performance can potentially lead to disaster.
Over the past decades, the completed nature of pilotage operations has challenged researchers in maritime industry to research, design and develop models and mechanisms to improve maritime safety and to solve the complexity associated with maritime transportation related risks; in this regard pilotage maritime operations. In spite of the development of new technologies, the developments in the shipping industry, and the implementation of the safety related regulations, the impact of maritime accident has remained on average at about the same level and the safety level of various ship types has not significantly changed.
In the light of the this discussion; the reasons, the accident risks, the need for maritime industry pilotage operation-safety can be justified. It is therefore on this ground that it becomes essential in this project to assess the principles and practice of maritime pilotage in Nigeria with a view to have comprehensive framework for ensuring a better practice of maritime pilotage operation in the maritime industry.
1.2 AIM AND OBJECTIVES OF THE STUDY
The purpose of this study is to:
1. Discuss the meaning, origin and categorisation of maritime pilotage;
2. Examine the law and regulations on the principles and practices of promoting and enforcing maritime pilotage;
3. Identify the implications or consequences of the failure of the legal instruments in the promotion and enforcement of maritime pilotage;
4. Identify instances of violations of the principles and practice of maritime pilotage; and
5. Profer policy and legal recommendations towards ensuring effectiveness in the practice of maritime pilotage in Nigeria.
1.3 METHODOLOGY OF THE STUDY
Two types of data would be used for the study: primary and secondary sources of information. The primary sources of information including statutes and case laws. While the secondary sources includes books, journal, dictionary, online materials, unpublished works, and newspapers Articles.
1.4 LITERATURE REVIEW
1.4.1 Organization of Maritime Pilotage and Compulsory Pilotage
Pilotage is organized in different ways throughout the world but it is always subject to governmental control. The maritime administration of the state is generally authorized to regulate pilotage services, to determine professional qualifications of pilots and uniform standards of training, to provide for compulsory pilotage and to arrange for investigations of incidents involving pilotage. Compulsory pilotage is the primary means of protecting private and public interests form the consequences of maritime causalities, while at the same time improving shipping efficiency. Ships over a certain size have to take a pilot and pilots have the obligation to provide their services without discrimination or choice, under legally regulated terms and conditions. Pilots may be self-employed, employed by a port, an administration or by the state. In fact, the majority of pilots are self-employed and pilotage services are organized as independent economic entities. This system serves the best interest of all parties; the ship-owner, the port, the pilots and the state.
Compulsory pilotage means the requirement that a ship shall be operated by a licensed pilot or authorized pilot in carrying out pilotage service unless that ship falls into the category of an excepted ship . Compulsory pilotage is where a pilot is employed by compulsion of statute or by a legal directive from a competent authority. Compulsory pilotage is rooted in public policy and the International Customary Law Principles of Sovereignty. Article 2(1) of the 1982 United Nations Convention on the law of the sea (UNCLOS) provides that ‘the sovereignty of a coastal state extends, beyond its hand territory’, to its internal waters. As a result, states have absolute regulatory control over access to their ports and just as each state is free to deal with its land, it is free to deal with its internal waters, including granting or denying port access to any foreign ships . This position is confirmed in Nigerian Port Authority (Pilotage) Regulations [L.N. 2 of 1961] which provides under s.15, that pilotage shall be compulsory for every ship exceeding ten tons gross tonnage entering, leaving or changing its bertht within its pilotage districts.
1.4.2 Master and Pilot Relationship in Maritime Pilotage
Although captains are experts at navigating vessels, they are not experts on regulations and specific environments of ports hence they require local expertise of a maritime pilot to ensure that their vessel crew, passengers and cargo arrive at their next port of call in a safe and efficient manner. The master and pilot relationship is based on trust, honesty and assurance. A pilot expect the master to be honest in describing the condition of the ship, and problems it has while the master depends upon the pilot to describe the transit honestly in terms of foreseen problems, route, tugs, lines, handlers and share facilities and to be knowledgeable of the local regulations. The pilot must assure the master that he is competent and capable of handling the ship which he can do to through pilot voyage planning, relevant point information and conference with the death officer. Pilots should seek the master’s advice on any matters of concern with maneuvers. IMO believes that pilots play important role in promoting maritime safety and protecting the maritime environment and trust that maintaining of proper working relationship between the pilot, master and officer in charge of the navigation watch is important in ensuring the safety of shipping.
According to IMO resolution A.285 (viii): Notwithstanding the pilot’s duties and obligations, the pilots presence in the bridge does not relieve the officer of the watch of their obligation and duty for the safety of the ship. The office should work closely with the pilot to accurately check the position and movement of the ship. If there is any doubt about the pilot‘s actions or intentions, the pilot should be asked for clarification. Nevertheless, when a doubt, the captain should be notified immediately and the necessary action should be taken before the captain arrives at the bridge. The implication of this is that the captain and the pilot have duty to cooperate. The captain shall ensure that the pilot’s order are carried out quickly and correctly by the officers and crew. The captain shall have the officers and crew keep continuous and careful lookout on his vicinity and immediately notify anything unusual to the pilot. The captain shall always have the engine of the vessels and anchors ready for use and shall cooperate with the pilot in using tugs and other means needed for safe pilotage.
In an effort to improve the relationship between the pilot and captain Amitara Chakrabarty made the following submission: In order to operate a ship safetly, it is necessary to know the ship well. The captain knows more about the ship than the pilot because the captain spends more time on the ship. However, the distinct advantages of the pilot compared to the ship’s Bridge Resources Management (BRM) team is that the pilot has a lot of knowledge of the pilotage areas. Pilots are familiar with shallow areas of the sea, the direction of the wind and its impact on the ship, and the flow of the tides. The pilot also knows how to use marine navigation systems and electronic tools most effectively in the pilotage areas. The pilot and captain obviously have their own unique advantages, and it would be best to utilize the expertise of both for safe navigation of the ship. Therefore, between the pilot and the captain is necessary in the dangerous situation of the ship. The relationship should have mutual respect and mutual trust, and the legal relationship should be clear.
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AN APPRAISAL OF MARITIME SECURITY AND INFORMATION IN TECHNOLOGY IN NIGERIA
CHAPTER ONE
INTRODUCTION
Background of the study
Worldwide Port and Maritime operations and their associated facilities and infrastructure collectively represent one of the single greatest unaddressed challenges to the security of nations and the global economy today. The reason that ports and shipping activity are so difficult to secure lies primarily in their technology. Ports are typically large, asymmetrical activities dispersed over hundreds of acres of land and water so that they can simultaneously accommodate ship, truck and rail traffic, petroleum product/liquid offload, storage or piping, and container storage.
The movement of freight, cargo (solid or liquid), and transport through a port is generally on a “queuing” system, meaning that any delay snarls all operations. Whether or not delays are related to security, security generally falls by the wayside in the interest of time management or convenience. Globally, there are very few uniform standards for point-to-point control of security on containers, cargoes, vessels or crews – a port’s security in one nation remains very much at the mercy of a port’s security, or lack thereof, in another nation. Organized crime is entrenched in many ports and a large majority of them still do not require background checks on dock workers, crane operators or warehouse employees. Most ports lease large portions of their facility to private terminal operating companies, who are responsible for their own security. The result of this is a “balkanized”, uneven system of port security and operations management as a whole.
1.2 Statement of the problem
Maritime security is, indeed, a quandary (Uadiale and Yonmo, 2010a). The disintegration of central government authority, the lack of maritime security has, therefore, become a grave problem. The Horn of Africa and the Gulf of Guinea are thus symbols of “the few cases in Africa where security onland have spilled over and affected maritime security severely”. The lack of maritime security in the region and the fact that it was not possible to enforce the law and maintain good order at sea, threatened maritime communication, maritime sovereignty and stimulated piracy. While much of the insecurity mid-wifed, piracy of the Somalia coast stems from the collapse of governance, and law and order in Somalia, in the Gulf of Guinea, the situation is somewhat different. Maritime piracy in the Gulf of Guinea is more directly politically driven. In Nigeria, politics onland directly result in offshore actions, causing the hub of insecurity onland in the Niger Delta region to spill into the Gulf of Guinea to promote bad order at sea. According to the maritime watchdog – the International Maritime Bureau (IMB), the waters of Nigeria are now the second most dangerous in the world, next to Somalia.The proliferation of piracy in the West African region has been of concern amongst government and the oil industry since 1999. With militant groups turning pirates in the Niger Delta, claiming that they are sabotaging the oil industry for political purposes in protest of the mismanagement of Nigeria’s oil wealth. However, these political grievances are increasingly taking on a criminal nature (Uadiale and Yonmo, 2010a).
1.3 Significance of the study
Information Communication Technology (ICT) refers to several forms of information exchange between two or more devices like computers, mobile PDAs and hi-tech devices through which any of the several methods of interconnection, principally through the Internet can be initiated to perform a defined task. These technologies provide speedy, inexpensive, secure and convenient means of communication.
Therefore, in developing countries Nigeria precisely, the impact of ICT in the maritime sector for maritime operations and security cannot be over emphasized.It is as a result of this that this research study is determined to assess the impact of ICT on security of Maritime operations.
1.4 Objectives of the study
1. To asses maritime security, information and communications technology.
1.5 Research questions
1. How can maritime security, information and communications technology be assessed?
1.6 Research hypotheses
Ho: Maritime security, information and communications technology cannot be assessed.
Hi: Maritime security, information and communications technology can be assessed.
1.7 Limitations of the study
Financial constraint- Insufficient fund tends to impede the efficiency of the researcher in sourcing for the relevant materials, literature or information and in the process of data collection (internet, questionnaire and interview).
Time constraint- The researcher will simultaneously engage in this study with other academic work. This consequently will cut down on the time devoted for the research work.
1.8 Scope of the study
The study focuses on assessing maritime security, information and communications technology with rivers port as a case study.
1.9 Definition of terms
Maritime: This is connected with the sea, especially in relation to seaborne trade or naval matters.
Security: This refers to protection of a person, building, organization, or country against threats.
Information and Communications Technology: This refers to an umbrella term that includes any communication device or application, encompassing: radio, television, cellular phones, computer and network hardware and software, satellite systems and so on, as well as the various services and applications.
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A STUDY OF THE APPLICATION OF INFORMATION SYSTEMS IN THE PREVENTION OF POLLUTION IN THE MARITIME INDUSTRY
ABSTRACT
Over the years there have been stories of notorious oil spillages in the Niger Delta regions of the country, deposition of deadly industrial wastes into the seas at Lagos Lagoons and beaches, deposition of Biological and medical wastes in the Nigerian sea borders etc. which have led to death of sea and land animals including man in most cases as well as other environmental hazards; yet the perpetrators’ of such dastardly acts are most times not apprehended or adequately punished. Such situations and occurrence as described above has high degree adverse effect on nature generally either on short term or long term basis. Therefore prevention of such situations from occurring is best advocated for instead of control and management. It is to this extent that only high technological expert systems such as Maritime information systems with accurate data processing, storage, retrieval and simulation as well as precise results and outputs can be used in effective protection of the Maritime environment and prevention of pollution occurrence in the country. The research design employed in this work was a survey descriptive type in which means, frequency and percentages all in a tabular format were used in the analysis of data gathered from the respondents encountered in the process. The respondents used in the study were made up of 15 senior staffs and 33 junior staffs gathered from 5 departments of the Nigeria Ports Authority (NPA) Lagos.
CHAPTER ONE
INTRODUCTION
The effects of marine pollution to coastal resources are extensive, impacting on the flora, fauna and entire ecology of the coastal environment. In most cases apart from direct impact on the living resources, marine pollutants tends to adversely alter or degrade the environment to extreme conditions that are beyond the tolerant or adaptation limits of the living resources therein. The destruction of aquatic life due to acute thermal shocks. Other effects of thermal pollution include normal physiological processes, such as growth and reproduction of aquatic species which has become severely impaired. Rampant discharge of hot effluents, untreated sewage, oil spills, plastics and other forms of debris into our coastal aquatic environment is quite common off the coasts of Lagos and major industrialized cities of the Niger delta region of Nigeria such as Warri and Port Harcourt. Also flaring of associated gas especially at the flare pits are a severe source of thermal pollution in the coastal environment of Nigeria. Within the Niger Delta region, there are so many flare pits. The scorching heat from such flare sites destroy wildlife over a considerable radius of the areas around and drastically distort the natural population density of nocturnal animals through constant illumination of the forest. The following measures are recommended to the government and relevant agencies; aggressive enlightenment and advocacy, economic empowerment of residents of coastal communities, strict enforcement of relevant laws concerning the abuse of the seas, and setting up of local scientific committees which will collaborate with such international committee to solve localized problems in the affected areas and re orientation and attitudinal change amongst coastal dwellers on the best global practice in reducing pollution of the seas.
Countries with small populations and higher levels of development may cope with globalization better, but they cannot afford to opt out of the mainstream forces that are shaping the world. There is, however, no doubt that economic and sociopolitical discontentment leads to existential discontent for populations who feel that they are marginalized either as individuals in their own societies or as nations unable to cope with the economic crises (Saighal, 2003). ICT is spearheading the current stage of globalization, which is proceeding further with fragmentation of the social state, and national governance, with wider consequences for national, regional and international security matters. Hence, the resurgence of the phenomenon of maritime piracy in contemporary Africa, the consequence of which negatively impacts on the continent’s rubrics, fabrics and ramifications of security: economic, social, political, commercial, energy, environmental, humanitarian, investments, developmental, revenue, etc, is the stepchild of both local and global explanations, and dimensions which calls for urgent attention. The development and application of risk assessment and management techniques to maritime security must take into account the complex regulatory and operational context in which the maritime industry operates. The purpose here is not to propose new securityrisk assessment models, but rather to point out some of the deficiencies of the existing ones in the broader perspective of the supply chain approach to maritime security. More specifically, the paper introduces an initial security risk assessment and management framework capable of reflecting the logistics scope of transport networks. The focus is to shift the subject of maritime security from the current agenda of facilitysecurity to an extended framework of supply chain security. The document also reviews existing approaches to measuring transport security compliance costs and funding schemes adopted by industry and governments in order to finance the costs of security regulations. While advocating the adoption of any particular security measure is not within the scope of this analysis, the paper nevertheless not only argues that the new international security regulatory framework is a challenge, but also an opportunity to be seized. Although the new security requirements impose an additional regulatory burden on all concerned parties, securitydriven business practices and operational procedures have the potential of improving efficiency and trade competitiveness. 3/11/2016
Maritime security is, indeed, a quandary (Uadiale and Yonmo, 2010a). The disintegration of central government authority, the lack of maritime security has, therefore, become a grave problem. The Horn of Africa and the Gulf of Guinea are thus symbols of “the few cases in Africa where security onland have spilled over and affected maritime security severely”. The lack of maritime security in the region and the fact that it was not possible to enforce the law and maintain good order at sea, threatened maritime communication, maritime sovereignty and stimulated piracy. While much of the insecurity midwifed, piracy of the Somalia coast stems from the collapse of governance, and law and order in Somalia, in the Gulf of Guinea, the situation is somewhat different. Maritime piracy in the Gulf of Guinea is more directly politically driven. In Nigeria, politics onland directly result in offshore actions, causing the hub of insecurity onland in the Niger Delta region to spill into the Gulf of Guinea to promote bad order at sea. According to the maritime watchdog the International Maritime Bureau (IMB), the waters of Nigeria are now the second most dangerous in the world, next to Somalia.The proliferation of piracy in the West African region has been of concern amongst government and the oil industry since 1999. With militant groups turning pirates in the Niger Delta, claiming that they are sabotaging the oil industry for political purposes in protest of the mismanagement of Nigeria’s oil wealth. However, these political grievances are increasingly taking on a criminal nature (Uadiale and Yonmo, 2010a).
Information Communication Technology (ICT) refers to several forms of information exchange between two or more devices like computers, mobile PDAs and hitech devices through which any of the several methods of interconnection, principally through the Internet can be initiated to perform a defined task. These technologies provide speedy, inexpensive, secure and convenient means of communication. Therefore, in developing countries Nigeria precisely, the impact of ICT in the maritime sector for maritime operations and security cannot be over emphasized.It is as a result of this that this research study is determined to assess the impact of ICT on security of Maritime operations.
1.4. Objectives of the study
1. To asses maritime security, information and communications technology and ways it can be used to control pollution in the maritime industry
1.5. Research questions
1. How can maritime security, information and communications technology be assessed?
1.6. Research hypotheses
Ho: Information systems cannot be used to prevent pollution in the maritime industry.
Hi: Information systems can be used to prevent pollution in the maritime industry.
1.7. Limitations of the study
1. Financial constraint Insufficient fund tends to impede the efficiency of the researcher in sourcing for the relevant materials, literature or information and in the process of data collection (internet, questionnaire and interview).
2. Time constraint The researcher will simultaneously engage in this study with other academic work. This consequently will cut down on the time devoted for the research work.
1.8. Scope of the study
The study focuses on the application of information systems in the prevention of pollution in the maritime industry with rivers port as a case study.
1.9. Definition of terms
Maritime: This is connected with the sea, especially in relation to seaborne trade or naval matters. Pollution: This refers to the presence in or introduction into the environment of a substance which has harmful or poisonous effects. Information and Communications Technology: This refers to an umbrella term that includes any communication device or application, encompassing: radio, television, cellular phones, computer and network hardware and software, satellite systems and so on, as well as the various services and applications.
HOW TO RECEIVE PROJECT MATERIAL (S)
After paying the appropriate amount (#5,000) into our bank Account below, send the following information to any of the numbers below
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OR you drop them on our WhatsApp, 08137701720
We will send your material(s) after we receive bank alert
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]]>BEFORE YOU READ THE ABSTRACT OR CHAPTER ONE OF THE PROJECT TOPICS BELOW, PLEASE READ THE INFORMATION BELOW.THANK YOU!
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THE ROLE OF CLASSIFICATION AND INSPECTION (BUREAU VERITAS) ON SHIP SAFETY IN NIGERIA
Abstract:
Maritime safety is of paramount importance in the global shipping industry, and nations with extensive maritime activities, such as Nigeria, are crucial stakeholders in ensuring safe and secure waters. This study examines the pivotal role played by classification and inspection services, with a specific focus on Bureau Veritas, in enhancing ship safety within the maritime domain of Nigeria. The research delves into the historical context of maritime incidents in the region, emphasizing the need for robust safety measures and regulatory frameworks.
The investigation evaluates the methodologies and protocols employed by Bureau Veritas in the classification and inspection processes, shedding light on their direct contributions to the prevention of maritime accidents, protection of the marine environment, and preservation of human lives. The study scrutinizes the alignment of Bureau Veritas’ practices with international standards and assesses their effectiveness in maintaining the highest levels of ship safety.
Additionally, the research explores the collaborative efforts between Bureau Veritas and Nigerian maritime authorities, examining how these partnerships contribute to the implementation of stringent safety measures. Technological advancements in ship design and construction are also considered, with a focus on how Bureau Veritas adapts inspection and classification protocols to address emerging challenges and enhance overall safety standards.
In conclusion, this study underscores the indispensable role of Bureau Veritas in fortifying ship safety in Nigeria through its classification and inspection services. The findings provide valuable insights for policymakers, industry stakeholders, and maritime professionals, emphasizing the importance of continued collaboration and adherence to international standards to ensure a secure and sustainable maritime environment in Nigeria.
CHAPTER ONE
INTRODUCTION
1.1 Background of the Study
The maritime industry serves as a critical artery for global trade, connecting nations and facilitating the movement of goods and people. In the context of maritime operations, ship safety is of paramount importance to ensure the protection of human lives, the marine environment, and the integrity of vessels navigating the seas. Nigeria, with its extensive coastline and active maritime trade, is particularly invested in fostering robust safety measures to mitigate the risks associated with maritime activities. This research focuses on examining the role of classification and inspection services, with a specific emphasis on Bureau Veritas, in enhancing ship safety within the Nigerian maritime landscape.
The maritime industry stands as a critical pillar of global trade, serving as the lifeblood for the exchange of goods, resources, and cultures among nations. In this intricate web of maritime activities, ensuring the safety of vessels navigating the seas is of paramount concern. Nowhere is this concern more significant than in Nigeria, a nation with an extensive coastline and a strategic position in international trade routes. Recognizing the imperative of safeguarding its waters and the vessels that traverse them, Nigeria places a substantial focus on upholding stringent ship safety standards.
Amidst the myriad challenges and risks inherent in the maritime landscape, the role of ship classification and inspection services emerges as pivotal in establishing and maintaining robust safety standards for vessels. One of the prominent entities contributing to this endeavor is Bureau Veritas, a globally recognized classification and inspection service provider. This research delves into a critical exploration of the role played by ship classification and inspection services, with a specific focus on the contributions of Bureau Veritas, in fortifying and enhancing ship safety within the Nigerian maritime context.
The maritime industry’s dynamic nature, marked by evolving challenges and risks, necessitates constant vigilance and adaptability. Nigeria, as a key player in the West African maritime arena, encounters diverse challenges ranging from the prevention of maritime accidents to the mitigation of environmental consequences resulting from shipping activities. Within this milieu, the role of classification and inspection services becomes instrumental in establishing and maintaining stringent safety standards for vessels operating in Nigerian waters.
Bureau Veritas, with its global footprint and reputation as a leading classification and inspection service provider, assumes a crucial role in shaping and upholding maritime safety standards. Employing rigorous protocols, advanced methodologies, and a commitment to international standards, Bureau Veritas aims to mitigate risks and ensure that ships adhere to safety regulations. This research seeks to unravel the nuances of Bureau Veritas’ contributions and methodologies in fostering ship safety, thereby contributing to the overall safety and integrity of maritime activities in Nigeria.
As we navigate the chapters ahead, we will embark on a comprehensive journey to unravel the intricacies of ship safety in Nigeria, shedding light on the indispensable role played by ship classification and inspection services, with Bureau Veritas at the forefront.
1.2 Statement of the Problem
The maritime domain in Nigeria, like in many other regions, faces challenges related to ship safety. Maritime incidents, ranging from collisions to environmental pollution, underscore the need for effective mechanisms to prevent and mitigate such risks. This study seeks to address the existing gaps in understanding the role of classification and inspection services, specifically those provided by Bureau Veritas, in safeguarding ship safety within Nigerian waters.
1.3 Objectives of the Study
The primary objectives of this research are:
To assess the methodologies and protocols employed by Bureau Veritas in ship classification and inspection processes.
To examine the direct contributions of Bureau Veritas’ classification and inspection services to the prevention of maritime accidents in Nigerian waters.
To evaluate the alignment of Bureau Veritas’ practices with international standards and their effectiveness in maintaining high levels of ship safety.
To explore collaborative efforts between Bureau Veritas and Nigerian maritime authorities in implementing stringent safety measures.
To investigate how technological advancements in ship design and construction influence Bureau Veritas’ inspection and classification protocols and contribute to enhanced safety standards.
1.4 Research Questions
To guide the study, the following research questions will be addressed:
What methodologies and protocols are employed by Bureau Veritas in ship classification and inspection processes?
How do Bureau Veritas’ classification and inspection services contribute to the prevention of maritime accidents in Nigerian waters?
To what extent are Bureau Veritas’ practices aligned with international standards, and how effective are they in maintaining high levels of ship safety?
How do collaborative efforts between Bureau Veritas and Nigerian maritime authorities contribute to the implementation of stringent safety measures?
In what ways do technological advancements in ship design and construction influence Bureau Veritas’ inspection and classification protocols, and how do they contribute to enhanced safety standards?
1.5 Significance of the Study
This research holds significance for various stakeholders, including maritime authorities, policymakers, industry professionals, and environmental advocates. Understanding the role of Bureau Veritas in ship classification and inspection and its impact on ship safety in Nigeria will provide insights that can inform regulatory frameworks, improve industry practices, and contribute to the overall safety and sustainability of maritime activities in the region.
1.6 Scope of the Study
This study focuses on the practices and contributions of Bureau Veritas in ship classification and inspection within the maritime context of Nigeria. It encompasses the examination of protocols, collaborative efforts, and technological adaptations employed by Bureau Veritas to enhance ship safety.
1.7 Structure of the Thesis
The thesis is structured into five chapters. Chapter Two provides a comprehensive review of existing literature related to ship safety, classification, and inspection services. Chapter Three outlines the research methodology, detailing the approaches and techniques employed in gathering and analyzing data. Chapter Four presents the analysis and interpretation of the data obtained. Chapter Five offers conclusions, implications, and recommendations based on the findings of the study.
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]]>BEFORE YOU READ THE ABSTRACT OR CHAPTER ONE OF THE PROJECT TOPICS BELOW, PLEASE READ THE INFORMATION BELOW.THANK YOU!
INFORMATION:
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THE IMPACT OF DIVISION OF LABOUR IN THE IMPROVEMENT OF PORT PERFORMANCE
CHAPTER ONE
INTRODUCTION
1.1 Background of the study
Sea ports are the connections between the various routes that link up activities in the maritime sector. These maritime activities are generated as a result of trade and subsequently develop into related activities which induce the continuity of trade and business activities nationally and globally. The growth of sea trade and the evolution from subsistence production to production in terms of comparative advantage has gradually increased the need for transportation that gives the benefits of economies of scale and transportation links or nodes that facilitate the speedy and cost effective distribution of today’s goods. (Alderton, 1995; Hoyle & Knowles, 2000).These needs of global trade have induced the following effects:
• Growth and evolution of shipping
• Growth and evolution of ports
• Related growth in the activities of linked industries in and around the ports
• Total growth of the economy
The business activities in ports are not regarded in isolation but rather as a chain of effects with interrelated performance that has a major effect on shipping and trade. The ineffectiveness of one of these nodes either in delays or unreliability defeats the purpose, advantages or economies of scale gained from sea transport by making it more costly. These factors have raised the need for innovation and expertise in port operations and management. How has this been gradually achieved? Mainly by the drive of private business entities willing to take the risk of investment and operation. Whether this occurred through mergers, takeovers or corporative ventures, the successes and perhaps failures of these ventures by mostly private entities now serve as benchmarks which have been applied to other areas just as successfully. This trend of private participation has facilitated the evolution of ports and shipping in some of the following ways:
– Harbours – reception of vessels and receipt and delivery of cargo
– Growth of ports with adjacent industries adding value to imported or exported cargo
– Multipurpose ports followed by subsequent specialized ports e.g. bulk ports, container terminals
– Purely national to multinational ports
– The evolution of governments
To keep up with the changes mentioned above and to promote and encourage sustenance of the multiplier effects of ports in economies, governments are gradually shifting towards policy and framework which make business easier to thrive (World Bank, 2007a). In effect there is a gradual shift from complete public ownership and management of institutions in countries to partnerships with the private sector. This trend may usually begin with subsidiary business entities and gradually shift towards national key installations. However, governments still have to instil some measures to safeguard the nations’ interest even after the shift. The trend is also characterized by streamlining of public monopolies and the gradual removal of government subsidies to enable generation of authentic competition and general efficiency in activities induced by the possible aspect of failure through non performance. It is important to note that governments or public authorities are characterized by budget restrictions, wider interests and social responsibilities that may not necessarily make it possible to take the necessary strategies or decisions needed to keep up with the changing global nature of port operations and competition. Though they need not necessarily embrace it as a whole, they may to an extent implement those activities that may enhance economic activities in their geographical and socio cultural environment. In effect, the trend has influenced governments by prompting them to create enabling environments for these institutions to operate and thrive; eventually shaping their role towards a more regulatory and legal nature while reverting commercial operational and some managerial issues partly or wholly to private enterprise (Independent Evaluation Group, 2008).
1.2 Statement of the problem
Private sector participation in ports is very broad and in theory most of these strategies are expected to have positive results. Various studies done on different aspects of this topic in the past have concluded with varying results (Song, Cullinane, & Roe, 2001a; Tongzon & Heng, 2005; Trujillo & Nombela, 2000). Some have broadly assessed the effects on management and operations while others have assessed actual effect on productivity using various methods. The results of these studies were very significant and have made it easier for subsequent studies to proceed. Most of the studies however focus on European or American ports and results are still mostly inconclusive as to whether improvement in efficiency may be attributed purely to privatization strategies.
1.3 Objectives of the study
1. To understand the impact of division of labour in the improvement of port performance
2. To understand the relationship between division of labour and the improvement of port performance
1.4 Research questions
1. What is the impact of division of labour in the improvement of port performance
2. What is the relationship between division of labour and the improvement of port performance
1.5 Research Hypothesis
H0: There is no relationship between division of labour and the improvement of port performance
H1: There is a relationship between division of labour and the improvement of port performance
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THE EFFECTS OF CREDIT FROM COMMERCIAL BANKS ON SHIPPING TRADE IN THE NIGERIA MARITIME SECTOR
CHAPTER ONE
INTRODUCTION
Small and Medium Enterprises (SMEs) have long been recognised by the World Bank and other multinational agencies as critical to economic growth and poverty reduction. They have increasingly attracted targeted assistance of these international organizations in their increasingly attracted targeted assistance of these international organizations in their interventions in developing countries. SMEs include a wide range of businesses, which differ in their dynamism, technical advancement and risk attitude. Many are relatively stable in their technology, market and scale, while others are more technically advanced, filling crucial product or service niches. Others can be dynamic but high-risk, high-tech
“start-ups” (Darlberg Global Development Advisors, 2011). SMEs are critical to job creation, contribute to economic growth and provide a platform for the development of entrepreneurial capabilities including indigenous technology. Thus, national governments have been making efforts toward providing for sustainable growth and development of economy through private sector led initiatives. However, one area attracting increasing global attention in the quest for private sector led development is SMEs in maritime shipping sector.
Maritime shipping comprises a large variety of different businesses which according to UNCTAD (2011) can be categoried as follows: Shipping building, ship owning, ship operation (container ships), ship financing, ship scrapping, ship classification, ship registration, ship insurance (Protection & Indemnity), seafarer supply and port operation (container terminal operators). These areas of maritime activities have prospects for sustained growth as supported by the positive trends in value of exports on ships, floating structures and the world seaborne trade.
Shipping as a service sector is an important component of the national economy. It makes a direct significant contribution to GDP, job creation and provides crucial inputs for the rest of the economy. Unfortunately, activities in this sector in Nigeria are dominated by a few foreign firms which afford the enormous capital required in this sector. For example, in terms of ship owning and operation, Okoroji and Ukpere (2011) document that only about eight (8) percent of the total number of vessels that called at the Nigerian port terminal between 1997 and 2006 are owned by Nigerians. Igbokwe (2006) finds that Nigeria has only three vessels duly certified for cabotage shipping services out of one hundred and fourty (140) needed by the oil industry. These statistics indicate negative implications on the growth and viability of indigenous SME’s in the maritime sector as they basically lack adequate capacity to operate competitively. Special intervention policies (albeit unproductive) have been initiated by the federal government in the past to correct this imbalance. These include direct funding through Ship Acquisition and Ship Building Fund (SASBF), Cabotage Vessel Financing Fund (CVFF), cargo reservation and outright Cabotage legislation. However, as is tradition in developed maritime nations, ship acquisition and fleet expansion is better done through debt finance which can only be provided by the banking institutions. This fact questions the commitment of the Nigeria’s banking institution especially the commercial banks in providing entrepreneurial finance to SME’s in the shipping sector.
Existing studies have identified funding as a major constraint to entrepreneurs in establishing and managing SMEs in developing countries; notable among such studies include: Abereijo and Fayomi (2005), Beck (2007), Hoff et al. and Gibson (2008). According to Dalberg Global Development Advisors (2011), SMEs which play a crucial role in furthering growth, innovation and prosperity in developing countries are unfortunately, strongly restricted in accessing the capital that they require to grow and expand, with nearly half of SMEs in these countries rating access to finance as a major constraint. A number of factors have been adduced to this development; at one extreme the government has been blamed for not providing direct funding or adequate legislative support for financial institutions to do so; see Cumming et al (2006), Lerner and Antoinette (2005); at the other extreme, financial institutions point to entrepreneurship related factor: lack of lender information, risk profile and legal environment etc. Thus, further research is needed to identify the constraints hindering banks funding in development of SMEs or the maritime businesses in the shipping sector. The outcome of this study would provide insight into factors affecting the commercial banking institutions in the provision of credit to private sector led SME development. The findings from this study would also provide basis for designing intervention policies aimed at addressing the funding issues of SMEs in the maritime sector. The rest of the paper is structured as follows: in section two, we develop the conceptual framework of this paper and examine related literature. Section three presents the methodology while results of data analysis of the study is presented and discussed in section four. In section five, we discuss the policy implication of the results and conclude the work.
There may have been previous researches in this subject. This work gives further explanations and analysis in the effects of credit from commercial banks on shipping trade in the nigeria maritime sector
H0: There is no relationship between shipping trade productivity and credits from commercial banks in Nigeria.
H1: There is a relationship between shipping trade productivity and credits from commercial banks in Nigeria
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