Most ports around the globe have adopted ICT in a bid to improve their operational performance and remain competitive in the industry. However,</span></span><span><span><span style="fon...Most ports around the globe have adopted ICT in a bid to improve their operational performance and remain competitive in the industry. However,</span></span><span><span><span style="font-family:""><span style="font-family:Verdana;"> ports in developing economies still grapple with challenges associated with manual terminal operation. This paper evaluated the level of application</span><span style="font-family:Verdana;"> and integration of Information and Communication Technologies (ICT) and fac</span><span style="font-family:Verdana;">tors limiting their use in terminal operations in Nigerian seaports. The data for the study were obtained from copies of structured Likert scaled questionnaire administered to a random sample of terminal operators, stevedores, </span><span style="font-family:Verdana;">shipping companies’ agents, Customs licensed Clearing and Forwarding</span><span style="font-family:Verdana;"> agents (C&F) operating in Apapa and Tincan Island ports in Nigeria. Specifically, opinion of these respondents was sought on extent of ICT application, inte</span><span style="font-family:Verdana;">gration and perceived constraints to ICT use in port terminal operations.</span><span style="font-family:Verdana;"> Based on our findings using statistical model tests of proportion, the respondents stated that significant level of ICT procedures and processes have been adopted in port terminal operations. In terms of ICT applications, we found that electronic data and communication exchange applications were available in the terminals for use by the respondents. There are also in place ICT applications for warehouses and storage facilities management and e-payment </span><span style="font-family:Verdana;">systems. However, significant constraining factors were found to be: low ICT</span><span style="font-family:Verdana;"> investment budgetary allocation, lack of e-skilled manpower and poor equipment maintenance culture. Other limiting factors were lack of integrated ICT facilities operated by other port stakeholders and absence of Port Community Systems network (PCS) linking all other relevant interests connected to terminal operations. Policy implications of our findings were discussed.展开更多
This paper evaluated performance of motor insurance companies in Nigeria. The objectives were to determine the following: 1) significant effects of claims settlements on motor insurance firms’ earned premium;2) diffe...This paper evaluated performance of motor insurance companies in Nigeria. The objectives were to determine the following: 1) significant effects of claims settlements on motor insurance firms’ earned premium;2) differences in managerial/technological capabilities among the companies and 3) effects of policy (or time effect) on insurance firms’ output within the study </span><span style="font-family:Verdana;">period. Panel data obtained for this study comprised operational data on</span><span style="font-family:Verdana;"> premium earned and direct claims settlement by these companies over a period </span><span style="font-family:Verdana;">of six (6) years. Using panel data statistical models, we found that direct</span><span style="font-family:Verdana;"> claims settlement negatively affected insurance companies’ earned premium. Also, </span><span style="font-family:Verdana;">significant differences in technological and managerial capabilities were </span><span style="font-family:Verdana;">found to exist among the companies, though only one company exhibited this heterogeneity. Besides, there were no policy impacts (or time effect) on vehicle insurance firms’ output in the study period. Policy implications of the results were discussed.展开更多
There exists the challenge of seeming lack of empirically determined cargo throughput benchmark models for the privatized West African port terminals particularly in Nigeria,as target benchmarks which terminal operato...There exists the challenge of seeming lack of empirically determined cargo throughput benchmark models for the privatized West African port terminals particularly in Nigeria,as target benchmarks which terminal operators and port authorities must drive towards to ensure that the current improvement in port productivity experienced in the post concession era is sustained.The study was therefore aimed at developing benchmarks for the cargo throughput performances of the privatized five Nigeria ports of Apapa(Lagos),Port-Harcourt,Onne,Warri and Calabar.Such benchmarks developed for each seaport must be higher than the pre-privatization cargo throughput performances of the seaport.This became important following the improvements observed in the cargo throughput performances of the various ports from the year 2006 after the privatization of the ports and the recent recession faced in the Country which seems to have retarded the cargo throughput performances and other measures of seaport performance in the various Nigeria ports.Using Cp1,CL1,Cw1,Co1,Cc1,to represent the base year 2006 cargo throughput performances of Port-Harcourt,Lagos,Warri,Onne and Calabar seaport respectively;and n,d,to represent the number of post privatization years covered in the study and common difference in cargo throughput performances;the study used a historical design approach in which time series data on cargo throughput performances of the ports were obtained from the Nigeria ports Authority(NPA)annual statistical reports were analyzed using the converging and diverging arithmetic series mathematical modeling tool and MATLAB software,to determine benchmark models,for ensuring that the improved cargo throughput performances of the various seaports,are sustained to remain higher that the pre-privatization cargo throughput performances.The study developed the following Cargo throughput benchmark models for each seaport as findings.Lagos port=CL1+(n–1)d≥15223340;Onne port=Co1+(n-1)d≥15820381;Port-Harcourt port=Cp1+(n-1)d≥28016979;Warri=Cw1+(n-1)d≥4643128;Calabar=Cc1+(n-1)d≥7963434.It was recommended that to improve port revenue which is a dependent factor on cargo throughput and vessel call rate,cargo throughput benchmarks model developed for the individual seaports should be used to empirically model quantum s of cargo throughput needed to economically sustain and improve the level of port operations.It should equally influence port marketing drives.This will ensure that the performance of the ports does not recede into the poor performance indices experienced in the pre-privatization era.展开更多
The need to mitigate downtime in<span style="font-family:;" "=""> </span><span style="font-family:Verdana;">marine vessels arising </span><span style="...The need to mitigate downtime in<span style="font-family:;" "=""> </span><span style="font-family:Verdana;">marine vessels arising </span><span style="font-family:Verdana;">from propulsion system failures has led ship operating companies to devote enormous resources for</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">research based solutions. This paper applied duration models to determine</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">failure probabilities of shaft and gearbox systems in service boats. Using dockyard’s event history data on boat</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">repairs and maintenance, we applied Kaplan Meier hazard and survival curves to analyse</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">probability of failure</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">of shaft and gearbox</span><span style="font-family:;" "=""> </span><span style="font-family:;" "=""><span style="font-family:Verdana;">systems in supply, crew and tug boats. We found that average time to shaft and gearbox failure was 8.33, 5.23 and 5.21 months for tug, supply and crew boats respectively. The hazard plots however, showed that supply boats had higher probability of failure than crew boats and then tug boats in that order. Further analysis using Cox regression model showed that </span><span style="font-family:Verdana;">t</span><span style="font-family:Verdana;">he boats’ shaft and gearbox system failures were significantly affected by level of lubrication oil, stress corrosion cracking and impacts on the propul</span><span style="font-family:Verdana;">sion system’s components. The paper proposes that</span></span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">design of maintenan</span><span style="font-family:;" "=""><span style="font-family:Verdana;">ce </span><span style="font-family:Verdana;">schedules for service boats should take the following into consideration: </span><span style="font-family:Verdana;">1)</span></span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">estimated survival limits or failure times of propulsion system’s shaft and gearboxes</span><span style="font-family:Verdana;">,</span><span style="font-family:Verdana;"> 2) significant risk factors that affect failure mode of</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">the propulsion system components.</span>展开更多
Maritime shipping has been a major facilitator of economic prosperity<span><span><span style="font-family:;" "=""> <span>throughout the world and it is likely to grow t...Maritime shipping has been a major facilitator of economic prosperity<span><span><span style="font-family:;" "=""> <span>throughout the world and it is likely to grow to meet continued and growing transport needs in both developed and developing countries. However, global emissions from maritime shipping ha</span></span></span></span><span><span><span style="font-family:;" "="">ve</span></span></span><span><span><span style="font-family:;" "=""> increased considerably, causing depletion of the ozone layer and most importantly posing threat to lives and coastal environment through air pollution. This study investigated the constituents of ambient air in Onne port’s environment in Rivers State of Nigeria. Six air pollutants (O<sub>3</sub> CO, NO<sub>2</sub>, PM<sub>2.5</sub>, PM<sub>10</sub>, and SO<sub>2</sub>) were critically monitored with hand-held mobile Aeroqual gas monitors, series 500, at strategic locations within the port’s environment and Eleme Junction (</span></span></span><span><span><span style="font-family:;" "="">the </span></span></span><span><span><span style="font-family:;" "="">control). We found that mean concentration</span></span></span><span><span><span style="font-family:;" "="">s</span></span></span><span><span><span style="font-family:;" "=""> (μg·m<sup>3</sup>) of the following pollutants: O<sub>3</sub> (71.776 ± 0.726), CO, (19.145 ± </span></span></span><span><span><span style="font-family:;" "="">0.275) NO<sub>2</sub> (28.145 ± 0.965) and SO<sub>2</sub> (36.913 ± 0.378) were significantly high. The particulates (PM<sub>10</sub>, PM<sub>2.5</sub>) also showed higher mean concentrations of 48.400 ± 0.197 and 29.676 ± 0.352 respectively. The observed values were found<span> to be significantly higher</span></span></span></span><span><span><span style="font-family:;" "=""> </span></span></span><span><span><span style="font-family:;" "="">than those observed in the control group and also exceeded the safe permissible limits for gaseous pollutants when compared to the World Health Organization’s (WHO) standards. This exceedance raises questions on Nigeria’s commitments to implementations of (Annex VI) International Maritime Organization’s (IMO) Convention for the Prevention of Marine Pollution (MARPOL</span></span></span><span><span><span style="font-family:;" "=""> 73/78</span></span></span><span><span><span style="font-family:;" "="">) from Ships. Again, the findings portend ecological hazards to residents, flora and fauna as elevated levels of these gaseous pollutants have been associated with chronic respiratory diseases. The policy implications of the findings were discussed.</span></span></span>展开更多
文摘Most ports around the globe have adopted ICT in a bid to improve their operational performance and remain competitive in the industry. However,</span></span><span><span><span style="font-family:""><span style="font-family:Verdana;"> ports in developing economies still grapple with challenges associated with manual terminal operation. This paper evaluated the level of application</span><span style="font-family:Verdana;"> and integration of Information and Communication Technologies (ICT) and fac</span><span style="font-family:Verdana;">tors limiting their use in terminal operations in Nigerian seaports. The data for the study were obtained from copies of structured Likert scaled questionnaire administered to a random sample of terminal operators, stevedores, </span><span style="font-family:Verdana;">shipping companies’ agents, Customs licensed Clearing and Forwarding</span><span style="font-family:Verdana;"> agents (C&F) operating in Apapa and Tincan Island ports in Nigeria. Specifically, opinion of these respondents was sought on extent of ICT application, inte</span><span style="font-family:Verdana;">gration and perceived constraints to ICT use in port terminal operations.</span><span style="font-family:Verdana;"> Based on our findings using statistical model tests of proportion, the respondents stated that significant level of ICT procedures and processes have been adopted in port terminal operations. In terms of ICT applications, we found that electronic data and communication exchange applications were available in the terminals for use by the respondents. There are also in place ICT applications for warehouses and storage facilities management and e-payment </span><span style="font-family:Verdana;">systems. However, significant constraining factors were found to be: low ICT</span><span style="font-family:Verdana;"> investment budgetary allocation, lack of e-skilled manpower and poor equipment maintenance culture. Other limiting factors were lack of integrated ICT facilities operated by other port stakeholders and absence of Port Community Systems network (PCS) linking all other relevant interests connected to terminal operations. Policy implications of our findings were discussed.
文摘This paper evaluated performance of motor insurance companies in Nigeria. The objectives were to determine the following: 1) significant effects of claims settlements on motor insurance firms’ earned premium;2) differences in managerial/technological capabilities among the companies and 3) effects of policy (or time effect) on insurance firms’ output within the study </span><span style="font-family:Verdana;">period. Panel data obtained for this study comprised operational data on</span><span style="font-family:Verdana;"> premium earned and direct claims settlement by these companies over a period </span><span style="font-family:Verdana;">of six (6) years. Using panel data statistical models, we found that direct</span><span style="font-family:Verdana;"> claims settlement negatively affected insurance companies’ earned premium. Also, </span><span style="font-family:Verdana;">significant differences in technological and managerial capabilities were </span><span style="font-family:Verdana;">found to exist among the companies, though only one company exhibited this heterogeneity. Besides, there were no policy impacts (or time effect) on vehicle insurance firms’ output in the study period. Policy implications of the results were discussed.
文摘There exists the challenge of seeming lack of empirically determined cargo throughput benchmark models for the privatized West African port terminals particularly in Nigeria,as target benchmarks which terminal operators and port authorities must drive towards to ensure that the current improvement in port productivity experienced in the post concession era is sustained.The study was therefore aimed at developing benchmarks for the cargo throughput performances of the privatized five Nigeria ports of Apapa(Lagos),Port-Harcourt,Onne,Warri and Calabar.Such benchmarks developed for each seaport must be higher than the pre-privatization cargo throughput performances of the seaport.This became important following the improvements observed in the cargo throughput performances of the various ports from the year 2006 after the privatization of the ports and the recent recession faced in the Country which seems to have retarded the cargo throughput performances and other measures of seaport performance in the various Nigeria ports.Using Cp1,CL1,Cw1,Co1,Cc1,to represent the base year 2006 cargo throughput performances of Port-Harcourt,Lagos,Warri,Onne and Calabar seaport respectively;and n,d,to represent the number of post privatization years covered in the study and common difference in cargo throughput performances;the study used a historical design approach in which time series data on cargo throughput performances of the ports were obtained from the Nigeria ports Authority(NPA)annual statistical reports were analyzed using the converging and diverging arithmetic series mathematical modeling tool and MATLAB software,to determine benchmark models,for ensuring that the improved cargo throughput performances of the various seaports,are sustained to remain higher that the pre-privatization cargo throughput performances.The study developed the following Cargo throughput benchmark models for each seaport as findings.Lagos port=CL1+(n–1)d≥15223340;Onne port=Co1+(n-1)d≥15820381;Port-Harcourt port=Cp1+(n-1)d≥28016979;Warri=Cw1+(n-1)d≥4643128;Calabar=Cc1+(n-1)d≥7963434.It was recommended that to improve port revenue which is a dependent factor on cargo throughput and vessel call rate,cargo throughput benchmarks model developed for the individual seaports should be used to empirically model quantum s of cargo throughput needed to economically sustain and improve the level of port operations.It should equally influence port marketing drives.This will ensure that the performance of the ports does not recede into the poor performance indices experienced in the pre-privatization era.
文摘The need to mitigate downtime in<span style="font-family:;" "=""> </span><span style="font-family:Verdana;">marine vessels arising </span><span style="font-family:Verdana;">from propulsion system failures has led ship operating companies to devote enormous resources for</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">research based solutions. This paper applied duration models to determine</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">failure probabilities of shaft and gearbox systems in service boats. Using dockyard’s event history data on boat</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">repairs and maintenance, we applied Kaplan Meier hazard and survival curves to analyse</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">probability of failure</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">of shaft and gearbox</span><span style="font-family:;" "=""> </span><span style="font-family:;" "=""><span style="font-family:Verdana;">systems in supply, crew and tug boats. We found that average time to shaft and gearbox failure was 8.33, 5.23 and 5.21 months for tug, supply and crew boats respectively. The hazard plots however, showed that supply boats had higher probability of failure than crew boats and then tug boats in that order. Further analysis using Cox regression model showed that </span><span style="font-family:Verdana;">t</span><span style="font-family:Verdana;">he boats’ shaft and gearbox system failures were significantly affected by level of lubrication oil, stress corrosion cracking and impacts on the propul</span><span style="font-family:Verdana;">sion system’s components. The paper proposes that</span></span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">design of maintenan</span><span style="font-family:;" "=""><span style="font-family:Verdana;">ce </span><span style="font-family:Verdana;">schedules for service boats should take the following into consideration: </span><span style="font-family:Verdana;">1)</span></span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">estimated survival limits or failure times of propulsion system’s shaft and gearboxes</span><span style="font-family:Verdana;">,</span><span style="font-family:Verdana;"> 2) significant risk factors that affect failure mode of</span><span style="font-family:;" "=""> </span><span style="font-family:Verdana;">the propulsion system components.</span>
文摘Maritime shipping has been a major facilitator of economic prosperity<span><span><span style="font-family:;" "=""> <span>throughout the world and it is likely to grow to meet continued and growing transport needs in both developed and developing countries. However, global emissions from maritime shipping ha</span></span></span></span><span><span><span style="font-family:;" "="">ve</span></span></span><span><span><span style="font-family:;" "=""> increased considerably, causing depletion of the ozone layer and most importantly posing threat to lives and coastal environment through air pollution. This study investigated the constituents of ambient air in Onne port’s environment in Rivers State of Nigeria. Six air pollutants (O<sub>3</sub> CO, NO<sub>2</sub>, PM<sub>2.5</sub>, PM<sub>10</sub>, and SO<sub>2</sub>) were critically monitored with hand-held mobile Aeroqual gas monitors, series 500, at strategic locations within the port’s environment and Eleme Junction (</span></span></span><span><span><span style="font-family:;" "="">the </span></span></span><span><span><span style="font-family:;" "="">control). We found that mean concentration</span></span></span><span><span><span style="font-family:;" "="">s</span></span></span><span><span><span style="font-family:;" "=""> (μg·m<sup>3</sup>) of the following pollutants: O<sub>3</sub> (71.776 ± 0.726), CO, (19.145 ± </span></span></span><span><span><span style="font-family:;" "="">0.275) NO<sub>2</sub> (28.145 ± 0.965) and SO<sub>2</sub> (36.913 ± 0.378) were significantly high. The particulates (PM<sub>10</sub>, PM<sub>2.5</sub>) also showed higher mean concentrations of 48.400 ± 0.197 and 29.676 ± 0.352 respectively. The observed values were found<span> to be significantly higher</span></span></span></span><span><span><span style="font-family:;" "=""> </span></span></span><span><span><span style="font-family:;" "="">than those observed in the control group and also exceeded the safe permissible limits for gaseous pollutants when compared to the World Health Organization’s (WHO) standards. This exceedance raises questions on Nigeria’s commitments to implementations of (Annex VI) International Maritime Organization’s (IMO) Convention for the Prevention of Marine Pollution (MARPOL</span></span></span><span><span><span style="font-family:;" "=""> 73/78</span></span></span><span><span><span style="font-family:;" "="">) from Ships. Again, the findings portend ecological hazards to residents, flora and fauna as elevated levels of these gaseous pollutants have been associated with chronic respiratory diseases. The policy implications of the findings were discussed.</span></span></span>