| Content | ABSTRACT
Congestion and delay at the airport are used in measuring the performance indicator (PI) of an airport. One key determinant of the expected activities at a given aerodrome is the airfield component and characteristic in which the runway is of great significant. According to ICAO Annex 14 which addresses Aerodrome, runway is defined as rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. This research looked at the current status of runways at Murtala Muhammed airport and the role the runway plays in ensuring flight efficiency and reduction in flight delay. The instruments of data collection include; the current aerodrome chart collected from the Nigerian Airspace Management Agency (NAMA) which helped understand the various airfield component and their characteristic in the understudied aerodrome, interview were made to cover pilot and air traffic controller as the key players in flight efficiency and delay, and observations of flight activities at Murtala Muhammed airport, especially as it concern aircraft arrival and landing were made by the researcher. Based on the current layout of the Murtala Muhammed airfield and its strategic location in Lagos state, Nigeria, research question was built to consider the need to create addition runway to help facilitate flight efficiency and reduction of flight delay. This question was presented in form of a hypothetical statement and was tested. With emphasis on arrival delay which includes approach and landing of an aircraft at the understudied aerodrome, the hypotheses stipulateddefinedthe quantity of time for an aircraft to land and exit the runway which determine the runway occupancy time in other to expedite landing for other arriving aircraft. This research therefore quantified the expected delay at Murtala Muhammed airport and proffer solution to how best it can be managed. The Hypothesis were tested and the correlation between the numbers of runway presently available at Murtala Muhammed was made against the recorded delay as determined in this research.
CHAPTER ONE
INTRODUCTION
1.0 Background to the Study
Transportation is a vital activity in moving both freight and passengers around the world. It is one of the tools that civilized societies need soas to bring order out of chaos, because it cuts across every phase and facet of our existence. Air transport is relatively expensive when compared with other modes of transport likewater, road and rail system respectively.
However, air transport is the fastest of thesemodes. Aviation industry plays important role in providing for the world economies. One of the main challenges facing the aviation industry is to develop capacity to meet demand; by reducing flight delay which is one of the Key performance indicators (KPI) for aviation industry. Traffic delay is experienced whether in the departure, enrouteor arrival stage of flight operations. If an aircraft arrives late at its destination, the delayed inbound flight may not only be delayed on its next flight leg but it may also affect other flights within the airline network. Delay as defined by the oxford leaner’s dictionary is a period of time when somebody or something has to wait because of a problem that makessomething slow or late. Air traffic delay may be referred to as arrival or departure flight in excess of the estimated time on the flight plan. The root cause of delay can be either manmade or natural. The former is caused by airmen (personnel involved in flight movement) which could range from slow facilitation process, technical or maintenance problems, airspace cognition, movement breakdown while the later is caused by natural occurrence such as bad weather, natural disaster like volcano eruption, tornados. The causal effect of these factors is that goods and passengers will not get to their destination has scheduled. Apart from increasing the operational cost on the airline, it also increases fatigue on airmen, passengers etc. hence, in all ramification,` air traffic delay boilsdown to loss of resources.
Prompt performance of airlines schedule is keyfactor in maintaining satisfaction of both current and new customers in airline industry. Also,maintaining economical operations during irregular conditions is essential to achieve expected revenues. These require clever management of the different operation resources (aircraft, pilots and flight attendants) to ensure their on-time readiness for each flight in the planned schedule. However, flight schedules' are often subjected to numerous sources of irregularity. According to Rosenberger, Schaefer, Goldsman, Johnson, Kleywegt and Nemhauser, weather accounts for nearly 75% of system delays. In an air traffic flow management (ATFM) initiative for each controlled flight, a controlled time of arrival or arrival slot is assigned at the regulated area or arrival airport. Therefore, it is good to note that ATFM approach introduces a controlled flight system as a way to manage flight delays through proper sequencing of flight strip.
Based on filed flight plans and weather forecasts, trip times (total time it takes a flight to move from origin airport to destination airport) can be estimatedwith reasonable accuracy and consequently, the controlled time of departure (CTD) at the origin airport. Thus, the control time of departure (CTD) is equal to the control time of arrival (CTA) minus the trip time, and the total delay assigned (D) is the control time of departure (CTD) minus the estimated (scheduled) time of departure (ETD).
Various studies made on airport congestion have identified several factors which generate flight delays. Such factors include;
Saturation of airport capacity (includingair transportation control activities), airline problems, reactionary delays, passengers and cargo, weather and other unpredictable disruptions (e.g. strikes). Among all these factors, delay time experienced by flights and passengers can be mostly attributed to problems caused by airtraffic control, airports infrastructure, and airlineoperations. In addition stormy weather causes delays not only at airports experiencing the inclement weather, but also at airports with flights connecting from the airports experiencing inclement weather. During stormy weather, airport capacity is reduced due to increased aircraft separations. Because of this weather condition, instrument landing systems (ILS) are required for aircraft navigation in these conditions, this situation is called Instrument Meteorological Conditions (IMC).In a Clear weather, this condition is known as Visual Meteorological Conditions (VMC).Furthermore, studies have identified the stages of flight in which delays occur and the causalfactors that result in delays. In a research conducted by Mueller the data shows that 84% of all delays occur on the ground (gate, taxi-out, taxi-in), out of which 76% are prior to takeoff (gate, taxi-out), suggesting that focusing on ground delay prediction will have the most impact on improving forecasting algorithms.Air traffic delay has become a major problem for air traveler and airline operators. Occasional delays are part of air travel today, as much as we dislike delays; we cannot avoid them even in well run airlines. Murtala Muhammed international Airport encounters the highest amount of traffic movement in Nigeria. Recently, there have been series of reports related to delays in air traffic at Murtala Muhammed airport. This delay often results in the increase in fuel consumption of aircrafts, affects passengers getting to their destination on time. In most cases the connecting flight is missed and the airline operators have no other option order than to take their passengers back to their point of departure and the ticket fair refunded back to them. Airtraffic delay cannot be averted but can be managed. Arising from the above scenario, this, study attempts to examine the relationship between airport delay and airport capacity and how best this relationship can be managed.
1.2 Statement of Problem
Apart from the direct costs imposed on the airline industry and its customers, flight delays have indirect effects on the national economy. Specifically, the role it plays toward inefficiency in the air transportation sector therefore increases the cost of doing business for other sectors, making the associated businesses less productive.
There are vase records of flight delays at many commercial airports all over the world. At Sao Paolo’s Guarulhos and Congonhas International Airports only 41% and 43% of all flights, respectively, left on time, making them the third and fourth worst cities for departures. Sao Paolo is also one of the worst places in the world for arrivals. Just 54% of the flights at Congonhas and 59% of the flights at Guarulhos arrived as scheduled.
Brazil, of course, isn’t the only country with a poor track record for flight delays. At Beijing Capital International Airport just 33% of its flights took off on time in 2007, putting it just behind Brasilia on list of worst departure airports. Egypt’s Cairo International, Africa’s second busiest airport behind Johannesburg, only saw 47% of its flights take off most time with the average wait of 43 minutes. And at sprawling Charles de Gaulle Airport in Paris–the worst place in Europe to catch a timely flight–barely 50% of its commercial passenger planes left as scheduled.
Airport authorities typically use arrival times when tracking late flights, which are considered delayed if they reach their destination at least 15 minutes behind schedule. According to conventional wisdom, pilots can make up for lost time on the ground a concept referred to as Ground holding program which is one of the basic methods of lowering the cost problem that usually occur during delay and congestion incur due to uncertainty of future landing capacity It means to have a flight wait on the ground at its point of origin than to have it circle the airport at its destination, unable to land once they’re in the air. But travelers find few things more frustrating than having to wait more than necessary at their gate or on the runway. So therefore we can have delay at departure, arrival and enroute as components of flight delay.
In the U.S., New York City has become synonymous with delayed flights as commercial and corporate jets crowd limited airspace over the city. With just 58% of its flights arriving on time in 2007, LaGuardia airport beat out Newark International (slightly more than 58% arrived as scheduled) for the worst airport in the U.S. for arrivals. They round out the top five of the world’s worst airports for delayed arrivals. Incidentally, John F. Kennedy International–New York’s largest airport with 44 million passengers annually–was barely behind them, with more than 40% of its flights arriving late.
Robert Poole, founder of the Reason Foundation and a frequent adviser to the U.S. government on transportation issues, says that, in New York, airlines have caused the delay problem by substituting smaller planes for larger ones. At John F. Kennedy International, the number of planes with less than 100 seats has grown by 128% during the last 5 years.
In this research we are looking at the Arrival delay based on available aerodrome infrastructure presently at Murtala Muhammed airport. with the following questions in mind; if an aircraft departing from origin aerodrome as scheduled why should there be Arrival delay at the destination airport? How can this delay be best managed?
1.3 Aim and Objectives
The Aim of this project is to study the currently available airport infrastructures, there effects on flight Arrival delay at Murtala Muhammed airport and to proffer solution to best manage this Arrival delays.
The objectives of this research is as follows
1. To study the available airport infrastructure in Murtala Muhammed airport.
2. To relate these available airport infrastructure to arrival delay by creating and testing hypothetical statements (hypotheses).
3. Proffer possible solution to the Arrivaldelay at Murtala Muhammed airport.
1.4 Research Questions
1. Does the number of runway determines the flight efficiency and or the delay at Murtala Muhammed airport?
2. Does the cumulative runway occupancy time directly responsible for arrival delay at Murtala Muhammed airport?
1.4 Research Hypotheses
Consequently, the following hypotheses were postulated:
1. The number of runway determines the flight efficiency and delay at Murtala Muhammed airport.
2. The cumulative runway occupancy time is directly responsible for the arrival delay at Murtala Muhammed airport
1.5 Scope of the Study
The study area is the Nigerian Airspace which is referred to as Kano Flight Information Region (Kano FIR) according to International Civil Aviation Organization (ICAO). The aerodrome of study is Murtala Mohammed International Airport located at Ikejain Lagos state. It is also important to note that the Nigerian Airspace is divided into two sectors by international civil aviation organization(ICAO) which are the Northern and Southern sector. Lagos airport (Murtala Mohammed airport) takes over the jurisdiction of all aerodromes in the Southern sector, while Kano airport (Aminu Kano International airport) takes control of all aerodromes in the Northern sector. Below is a pictorial representation of Nigerian Airspace (Kano FIR) as published by Nigerian Airspace Management Agency (NAMA).
Figure 1.1: Kano FIR enroute chart.
1.6 Study Area
1.6.1 Murtala Muhammed Airport (MMIA).
Murtala Muhammed International Airport is an International airport located in Ikeja, Lagos State, Nigeria. It was originally known as Lagos International Airport and was renamed in the mid 1970s during the construction of the new international terminal, after the former Nigerian military head of state, General Murtala Muhammed. The Murtala Muhammed International terminal was modeled after Amsterdam Airport. This new terminal was opened officially on the 15th March, 1979. It is the main base for Nigeria's flag carrier airlines such as Aero Contractor and Arik Airline.
Figure 1.2: Photograph of Murtala Muhammed Airport, Ikeja.
Murtala Muhammed Airport consists of an international and a Domestic terminal, located about one kilometer from each other. Both terminals share the same runways. The International operations moved to the new international airport when it was ready while domestic operations moved to the Ikeja airport, which became the domestic airport. the domestic operations were relocated to the old Lagos domestic terminal in 2000 after a fire outbreak. a new domestic privately funded terminal known as MMA2 has been constructed and was commissioned on 7th April 2007.
The airfield parameter of Murtala Muhammed aerodrome consist the runway and the taxiway. The runway is designated as 18R/36L which is for the runway on the International wing of the airport. On the local wing of the airport is the runway 18L/36R. The runway at the international terminal has a parallel taxiway attached to it while the runway at the local terminal has two parallel taxiways east and west of the runway. There is also an interconnection taxiway which links both the runways at the local terminal and the runway at the international terminal together. These taxiways are designated as western (A), central (B) , interconnected (F) and eastern taxiway (C) with their assigned alphabet as signage.
Each parallel taxiway has links to the runway. for the eastern taxiway to the local runway, a total number of seven links are available to the runway. each runway is dual designated (18R/36L); this means that a single landing strip can be landed into through the two ends of the runway.
Figure 1.3: Map of Ikeja showing Murtala Muhammed Airfields
1.6.2 Runway
According to ICAO Anne 14, runway is defined as a defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft
There are two type of runway base on the available navigational aids
1. precision approach runway
2. non-precision approach runway
Precision approach runway is defined based on the presence of instrument landing system (ILS) coupled with very high frequency omini-directional radio range and distance measuring equipment (VOR/DME) navigational aids to help facilitate safe landing at the particular aerodrome.
Non- precision approach runway on the other hand isbased on the usage of very high frequency omini-directional radio range and distance measuringequipment (VOR/DME) or locator for safe landing at the particular aerodrome.
The importance of ILSis to facilitate landing even in Instrument Meteorological Condition (IMC) where the viability at the aerodrome is very poor. ILSconsists of both the Glide path and the Localizer. Together they give an aircraft an angular measurement in order for the aircraft to touch down safely on a runway even in a very bad visibility condition.
Both the international runway and the local runway at Murtala Muhammed airport are equipped withILS making the runway to belong to a precision approach runway category.
A runwayconsists of two runway directions. In MMIA the local runway has 18R and 36L, therefore giving the runway designation as 18R/36L. The international runway hasalso 18L and 36R, therefore giving the runway designation as 18L/36R.
Table 1.1 Murtala Muhammed Runway characteristics
RUNWAY
LENGTH
WIDTH
STRENGTH
SURFACE TYPE
18R/36L
2 745
45
PCN 91/F/B/W/T
asphalt | ABSTRACT
This study focuses on the effectiveness of containers in the movement of cargo in the out of Tincan Island Port. Data obtained from the NPA statistics showed that between the year 2000-2005. In the 2000 a total of 31,363 TEU laden containers came in as imports while 4,243 TEU went out as export.
In the 2001 45,854 TEU laden containers came in as imports while 4,546 TEU went out as export. In the 2002 48,890 TEU Laden containers came in as imports while 4,680 TEU Laden Containers came in as imports while 4,964 TEU went out as export. In 2004 39,651 TEU Laden containers came in as imports while 3,398 TEU went out as export. In 2005 51,197 TEU while 4,887 TEU went out as export.
CHAPTER ONE
1.0 Introduction
Transportation in a simple sense means the movement of people and goods from one place to another. The need for transport is fundamentally the desire of Man to bridge the gap between the areas of resource surplus and areas of resource deficits. Therefore areas lacking in such resources but need them demand from areas with surplus. To be able to achieve this transport is required.
There are five main modes of transport namely: Road, Rail, Water (sea and river), Air and Pipeline. For the purpose of this study, focus will be on sea transport. Sea transport has certain advantages over the land mode. It makes use of waterways such as river, sea and ocean as channel of movement. Unlike roadway and railway, water transport requires little maintenance. Water surfaces are two dimensional, although sea-going vessels frequently keep to shipping lanes. Ship can travel within a limited number of constraints in any direction.
Sea transport has the ability to carry the largest number of passengers and freight compared to all other modes. It is international in nature, cheap and comparatively has a low speed. The movement of ocean vessels is restricted by physical conditions, economic consideration and political factors. Its operation is subject to international rules and regulations. And it requires sophisticated terminal facilities and equipment.
Ships carry transport units by sea between different parts. They can vary considerably in size depending on the distance to be covered and the volumes to be transported. Most often they sail in set routes arranged by the shipping companies and the shippers. In the case of deep sea shipping, they only carry “sea containers”, complying with the technical features stipulated in the ISO standards in force. Containers lead to better logistical management of the areas used for loading and unloading goods, since their rigid structure enables them to be stacked up three high. Container lengths have been standardized at 20 and 40 feet, making them the ideal transport unit for sea shipping.
Containerization was pioneered by sea land, a shipping company founded by Malcolm McLean in 1957. Though McLean did not invent containerization, he was the first to successfully commercialize the technology. Containerization can be broadly defined as stowing irregularly shaped freight goods in sealed and reusable containers of uniform size and shape that can be easily transported across different modes of transport. The key benefit of containerization has been that it has greatly facilitated the transport of cargo, particularly with respect to the on and off loading of ships. This had far reaching consequences for the transportation industry, leading to improvements in efficiency as well as an overall increase in trade volumes. Furthermore, by facilitating the combinations of multiple transport modes, containerization drove consolidation and vertical integration in the transport industry.
Nigeria imports large quantity of industrial and mechanical equipment with other consumer products to the country. The development of sea port in Nigeria started in the mid 19th century in the era of meaningful exploration and trading activities in the country.
The research will try to examine the satisfaction Nigerian consignees derive from the use of containers in order to determine the effectiveness of containers in the movement of cargo at the Tincan Island Port.
1.1 STATEMENT OF PROBLEM
The use of any innovation or technology does come with some challenges, likewise the use of containers in Nigeria at the Tincan Island Port.
1. Containerization of cargo has a multiple effect on unit cost of production due to excessive usage charges.
2. Block stacking of containers in the terminal couple with the non-chalant attitude of terminal operators causes unnecessary delay for consignees.
3. Providing adequate security for containers in the terminal has become very difficult.
4. Containers handling has become time consuming owing to inadequate supply of plant equipment and specialized container truck.
Thus the following highlighted problems need to be resolved to enhance the benefits of using containers.
1.2 Aim and Objectives of the Study
The aim of this study is to examine the effectiveness of containers in the movement of cargo in and out of Tincan Island Port. Below are the objectives to achieve this aim.
1. To examine the operational effectiveness of container handling on cargo movement.
2. To identify the constraints on the use of containers.
3. To assess the level of security for the contents of the containers at the terminal, port or in transit.
4. To examine the global acceptance of containers in easing shipping operations thereby facilitating international trade.
5. To identify the contractual agreement in use of containers between the shipping companies and consignees.
1.3 Scope of Study
The study area is Tincan Island Port in Lagos. The study involves the assessment of effectiveness of containers in the movement of cargo in and out of the study area.
In addition, the study area will also focus on the satisfaction derived by consignees in the usage of containers, taking into consideration the number of containers that make inward and outward movements.
1.4 Study Area
Tincan Port is uniquely equipped to handle large number of vehicle and general cargo containers. In fact, over 80 percent off all imported vehicle pass through the Port. The Port consists of berths 9 and 10. The part has a quay length of 705 meters. There are also two wave houses of 6,800 square meters each with a modern administrative block. The Port is located North-West of Apapa Port and has a bearing of latitude 6.27 degree North and longitude 3.3 degree East.
1.5 Statement of Research Hypothesis
H1: If there is significant relationship between the number of consignees who use container and the shipping charges.
HO: If there is no significant relationship between the number of consignees who use container and the shipping charges.
H1: If there is significant relationship between the security of goods and pilferage.
HO: If there is no significant relationship between the security of goods and pilferage.
1.6 Limitation and Constraints
The study will focus only on Tincan Island Port in Lagos, as time and cost are major hindrances as at the time of writing. Experienced some difficulties in obtaining container throughput data from Nigerian Port Authority (NPA).
In administering the questionnaires, there were difficulties as the respondents were reluctant, but after pleading and persuading them, they co-operated with me.
1.7 History of Container Development
This section will develop the context in which containerization was introduced; first we establish the commercial imperative behind the technology.
a. Transportation before the advent of colonization
b. Containerization benefits and value creation
c. Impact of containerization on the transportation industry.
1.8 Definitions of Terms
Cargo: This refers to a goods transported vice the ship. It includes all kinds of movable personal property other than animals.
Vessel: This refers to a ship of any kind whatsoever whether self propelled or otherwise towed other than a ship belonging to a foreign government not engaged in commerce or trade.
Cargo Throughput: The totality of inward and outward cargo handled in a port within a givens period. It excludes tonnage of crude petroleum oil handled.
Tonne: (a) where charges are assessed on the gross weight of the commodity and all packaging, 10 kilos, but any consignment weighing less than 50 kilos shall be charged as if such consignment were weighing 50 kilos.
(b) Where charges are assessed by measurement, 1m3 or 1.416m3 in the cases of logs, unless otherwise specified by a special agreement.
Stowing: This is a process where goods (cargo) are packed in the right or convenient places without waste of room. It is simply the process of placing cargo where is will not cause obstruction.
Quarry: This is a solid stationary artificial place usually of stone or iron lying along side or projecting into water for loading or unloading ships.
Terminal: Where containers are stored for examination and delivery before being released to the consignees.
TEU One unit 20’ Foot container. | Introduction
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.
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. 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. 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.
Consequently, we postulate and test the following hypothesis at α = 0.05:
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.
AN ANALYSIS OF DETERMINANTS OF ACCIDENT INVOLVING MARINE VESSELS IN NIGERIA’S WATERWAYS | CHAPTER ONE
INTRODUCTION
· Background of the Study
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 socio-political 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 security-risk 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 facility-security 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, security-driven business practices and operational procedures have the potential of improving efficiency and trade competitiveness.
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
The objective of this study is to assessthe application of information systems in the prevention of pollution in the maritime industry.
1.5 Research Questions
1. How can information systems be used in the prevention of pollution in the maritime industry?
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 rerlation 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. | ABSTRACT
Although it is now generally acknowledged the operation of Nigeria Immigration service The Nigeria Immigration Service has witnessed series of changes since it was extracted from the Nigeria Police Force in 1958. The issue of poor service in most of our immigration service has become a dilapidating issue in the world. The quest to eradicate this treat in our country is the major and primary problem that is associated with this work. Literature review The Nigeria Immigration Service (NIS) has witnessed series of changes since it was extracted from the Nigeria Police Force (NPF) in 1958. The Immigration Department, as it was known then, was entrusted with the core immigration duties under the headship of the Chief Federal Immigration Officer (CFIO). The department in its emergent stage inherited the Immigration Ordinance of 1958 for its operation. Research Methodology The aim of this chapter is to briefly intimate the reader with various research designs used by the researchers. The term methodology is a system of explicit rules and procedures in which claims to knowledge are evaluated (Ojo, 2003). Presentation, Analysis And Interpretation Of Data This chapter deals with the presentations, analysis and interpretation of the data collected.
CHAPTER ONE
1.0 INTRODUCTION
The Nigeria Immigration Service (NIS) has witnessed series of changes since it was extracted from the Nigeria Police Force (NPF) in 1958. The Immigration Departmentas it was known then was entrusted with the core Immigration duties under the headship of the Chief Federal Immigration Officer (CFIO). The department in its embryo inherited the Immigration Ordinance of 1958 for its operation. At inception the department had a narrow operational scope and maintained a low profile and simple approach in attaining the desired goals and objectives of the government. During this period, only the Visa and Business Sections were set up.
On August 1st, 1963, Immigration Department came of age when it was formally established by an Act of Parliament (Cap 171, Laws of the Federation Nigeria). The head of the Department then was the Director of Immigration. Thus, the first set of Immigration officers were former NPF officers. It became a department under the control and supervision of the Federal Ministry of Internal Affairs (FMIA) as a Civil Service outfit.
1.1 THE BACKGROUND OF CASE STUDY
Nigeria immigration service Owerri has two oil palm plantations namely, then Ohaji plantation and Umogu plantation. The Ohaji plantation has been given its pride of place ever since the year 2005. Thus as at February 15 2010, the Ohaji plantation has no motorable access roads. Its palms were not pruned and about 65% of it was “colonized” by thick forest. There was zero replanting activity to sustain the plantation future and fortunes. At Umuogu Plantation, the Story was the same.
1.3 AIMS AND OBJECTIVES OF THE STUDY
This research work is aimed evaluate the operation of Nigeria immigration service in the control of exotic disease in Nigeria, using Imo State immigration service as the case study.
1.4 SIGNIFICANT OF THE STUDY
There have been a lot of out break of disease, security challenges and illegal immigrant in Nigeria and the world at large. Owing to this fact, the findings of this research work will be of great significant to Nigerian immigration service. Though the research work was carried out within Nigeria immigration service Owerri, the findings will be of great help to all Nigerian immigration service at large.
1.5 STATEMENT OF THE PROBLEM
The issue of poor service in most of our immigration service has become a dilapidating issue in the world. The quest to eradicate this treat in our country is the major and primary problem that is associated with this work. The secondary problem is on how to use immigration service to control the security challenges in the country.
1.7 STATEMENT OF HYPOTHESIS
A hypothesis is a proposition that is stated in testable form and prediction of particular relationship between two or more variables.
Ho: There is no significant relationship between Nigeria immigration service and the control of exotic disease in Nigeria.
Hi: There is great significant relationship between Nigeria immigration service and the control of exotic disease in Nigeria.
1.8 SCOPE OF THE STUDY
For the sake of coherency and clarity, the scope of this work does not involve in totality all the means to eradicate exotic disease but limits itself to the extending the immigration service on the security challenges in the country.
1. Our resolve is to have an IT driven security outfit that can conveniently address the operational challenges of modern migration.
2. To give the service a new sense of direction that can make it relevant at all times to the world security order and global trend.
1.9 DEFINITION OF TERMS
IMMIGRATION
Immigration is the movement of people into another country or region to which they are not native in order to settle there.
EXOTIC DISEASE
Exotic diseases are infectious diseases that normally do not occur in the region of your pig farm either because they have never been present there or because they were eradicated and then kept out by government control measures.
PREVENTION
The act of preventing or impeding.
CONTROL
The act of putting in order or reducing the effect of a particular entity. | TABLE OF CONTENTS
Title Page
Approval Page
Dedication
Acknowledgement
Certification
List of Tables
Table of Contents
Abstract
CHAPTER ONE:
Introduction
1.1 Background of the Study
1.2 Statement of the Problem
1.3 Purpose of the Study
1.4 Significance of the Study
1.5 The Scope of Study
1.6 Research Questions
1.7 Research Hypotheses
CHAPTER TWO:
Literature Review
Theoretical Perspective
Summary of Related Literature
CHAPTER THREE:
Research Methodology
3.1 Research Design
3.2 Area of Study
3.3 Population of the Study
3.4 Sample and Sampling Technique
3.5 Instrument for Data
3.6 Validation of the Instrument
3.7 Reliability of the Instrument
3.8 Method for Data Collection
3.9 Method of Data Analysis
CHAPTER FOUR:
Data Analysis and Result
4.1 Result Research Analysis
4.2 The t-test Analysis for Hypothesis
4.3 Summary of Findings
CHAPTER FIVE:
Discussion, Conclusion, Implication and Recommendation
5.1 Discussion of the Finding
5.2 Conclusion
5.3 Implications
5.4 Recommendation
5.5 Suggestions for Further Research
Bibliography
Appendices |
