See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/314039675

Information Technology In The Maritime Industry Past, Present And Future:

Focus On Lng Carriers

Conference Paper · February 2017

DOI: 10.1109/IACC.2017.148

CITATIONS READS
13 3,886

4 authors, including:

Habib Ullah Khan Madhavi Lalitha

Qatar University Ministry of Transport and Communications
122 PUBLICATIONS   970 CITATIONS    18 PUBLICATIONS   112 CITATIONS   

SEE PROFILE SEE PROFILE

Anjaneyulu Jinugu
Universitat Oberta de Catalunya
5 PUBLICATIONS   22 CITATIONS   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

INFLUENCING FACTORS FOR ADOLESCENT MARRIAGE IN INDIA - STUDY BASED ON THIRD NATIONAL FAMILY HEALTH SURVEY View project

Usage of Big Data in Official Statistics View project

All content following this page was uploaded by Madhavi Lalitha on 30 January 2018.

The user has requested enhancement of the downloaded file.

 2017 IEEE 7th International Advance Computing Conference
Information Technology In The Maritime Industry
Past, Present And Future: Focus On Lng Carriers
Olugbenga A. Bankole
The University of Liverpool
Liverpool, UK.
e-mail: bankolegbenga@hotmail.com
V. V. Madhavi Lalitha
Indian Institute of Health Management Research, Jaipur,
India e-mails: jinugumadhavi@gmail.com
Abstract— The maritime industry represents one of the oldest
industries known to man. From time immemorial human beings
have been navigating the water ways as a transport medium for
trade, leisure, basic transport and a myriad of other things
including war between nations over territorial rights. The water
ways also present dynamics in international relations as well with
countries vying for the control of water locked mineral resources.
The interest of nations in who controls the water ways and the
resources therein also play a critical role in conflict and high
politics amongst nations [1]. The impact of Information
Technology on organisations that provide services to the mari-
time sector is also brought under review with the aim of
identifying the criticality of IT as a strategic business tool in
positioning the organization for growth in the chosen market
place, achieving reduction in the cost of doing business as well as
criticality for survival as an organization is taken into
consideration. Literature review and information gathering
constitute the bulk of data for this research. Surveys were used to
collate responses from industry practitioners. The responses were
analysed and relevant details ascertained.
The results of the survey and studies conducted clearly
established the fact that Information Technology infrastructure is
critical to the sustenance of the LNG shipping industry. Ensuring
retention of seafarers who are key human resources to an
shipping organization is seen to heavily depend on the provision
of reliable IT infrastructure.
Keywords- Technology Adoption, Maritime Industry
I. INTRODUCTION
The United Nations (UN) Framework Convention on
Climate Change (UNFCC) can be used to show the
significance of climate change as an issue along with the
political interplay involved when addressing this issue comes
to fore. Whilst on the one hand ad-mitting the fact that human
activities have led to a substantial increase in the atmospheric
concentration of greenhouse gases which will ultimately result
in additional warming of the Earth’s surface and atmosphere,
subsequently having an adverse effect on the natural
ecosystem and humankind as a whole, which can be seen as a
negative impact on human existence; the same document is
also quick to mention that the member States of the UN as
978-1-5090-1560-3/17 $31.00 © 2017 IEEE
DOI 10.1109/IACC.2017.148
Habib Ullah Khan (Corresponding author)
College of Business and Economics
Qatar University, Doha, Qatar
e-mails: habib.khan@qu.edu.qa
Anjaneyulu Jinugu
Universitat Oberta De Catalunya, Spain
e-mails: ajinugu@gmail.com
enmeshed in the Charter of the United Nations [21] and in
accordance with the principles of international law, each state
has the sovereign right to exploit its own resources in
accordance with its own environmental and developmental
policies [22].
The Kyoto Protocol equally highlights the fact that nations are
required to reduce production of carbon dioxide and five other
greenhouse gases in order to reduce damage to the global
environment [19]. One of the globally accepted means of
reducing damaging emissions is the use of more
environmentally friendly fuels of which Natural Gas is one.
Natural gas is not a new energy source, in fact the formation
of the gas dates back into millions of years. But until recent
history methods of obtaining, transporting and bringing the
gas to use were not developed hence the resource was not
harnessed for use and its benefits were not appreciated. The
extraction and use of natural gas by the Han dynasty (200
b.c.e.) in China represents one of the earliest known to man
[17].
Identifying natural gas as a good source of energy was the first
step in a long chain. As obtains with other products and
services there needs to be a means of getting products from the
point of production (source) to the point of use or application
(destination). Due to the gaseous nature of this product,
storage and transportation in an economical way presented a
huge challenge to the players in the industry.
II. LITERATURE REVIEW
Liquefied Natural Gas (LNG) is produced as a result of
cooling natural gas (primarily me-thane) below its boiling
point, -162° C (-259° F) and storing the resulting liquid in
double-walled cryogenic containers at or slightly above
atmospheric pressure ( Liquefied natural gas (LNG) 2013.
Figure 1: Typical Natural Gas Composition source Center for Energy
Economics
760
759

Figure 2 : Typical LNG Composition source Center for Energy Economics
The ability to produce and store natural gas largely addressed
the economic transportation challenge. Because the
liquefaction process reduces the volume of natural gas by
1/600, more gas capacity is able to be stored and thus
transported in an economically viable method.
Figure 2 Liquefied natural gas storage tank Malabo, Eq Gui. Falcanary
760
761
Figure 3 Growth in LNG Demand
Based on the realization of the immense benefit inherent in
LNG, the demand for the commodity began to soar. As
indicated in the above figure, there was a demand surge of
almost 200 million tonnes over a 30 year period. To
accommodate the volume of gas to be transported and the
geographic distance to be covered, the use of cargo ships
presented the most beneficial option.
As a new field of cargo transport there were no purpose built
LNG carriers suitable for the transportation of LNG. In the
industry it was important to consider a safe way of
transporting the gas given its highly flammable nature. This
represents the first techno-logical feat for the transportation of
this flammable cargo. In 1957 a US cargo vessel, Normati,
used extensively for cargo transport during the sec-ond world
war was converted into a 5,000m3 LNG tanker and renamed
‘Methane Pioneer’ thus becoming the first oceangoing LNG
vessel [20].
Following up on the success of the Methane Pioneer, one of
the leading oil companies, Shell, commissioned the
construction of two purpose-built LNG carriers in the United
Kingdom, the Methane Princess built at the Vickers
Armstrong shipyard and the Methane Progress built by
Harland and Wolff, both UK shipbuilding organisations.
Figure 4 M.V. Methane Pioneer source Peter G. Noble
Figure 5 Methane Progress and Methane Princess source (c) Michel Devos
Whilst Methane Pioneer had a tonnage of 4,830 m3, Methane
Princess which is the sec-ond LNG carrier and the first
purpose built LNG carrier and Methane Progress had a ton-
nage of 24,607 m3 which is about six times the capacity of the
first vessel .
At an estimated building cost of over $12 billion and with a
processing capacity for over 5.3 million tonnes per annum of
liquids, Royal Dutch Shell PLC is constructing the world’s
largest floating facility, ‘Prelude’, which is an LNG processing
plant. This is indic-ative of the advancement in technology and
economic importance of LNG to the world market. When
completed in 2017 the ‘Prelude’ will also be the world’s first
floating lique-fied natural gas (FLNG) project.
(www.shell.com 2014).
Work environment: The work environment has a big impact on
the living condition of any individual. Leaving home on a
daily basis after spending some time with the family and
returning later in the evening to the family is the normal work
life pattern for a lot of people. Even for those whose work
involves a lot of commuting, spending time with the family on
a regular oc-currence is more often than not a given instance.
For seafarers this is not always the case.
The nature of work for seafarers means being on board a sea
going vessel for a long period of time at a stretch. Normally
sea time for an LNG seafarer ranges from three to six months
on board at a stretch. Unlike commercial cargo vessels that
have course to spend a long time in port whilst undergoing
cargo loading and unloading formalities the same does not
apply with seafarers on an LNG carrier who more often than
not spend about 24 hours at the loading and unloading
terminal at any given time. This equally affects the time
available to go on shore for seafarers on board the vessel, this
time is normally referred to as shore leave and is maximum of
a couple of hours during the time the vessel is at berth. In light
of this development it is normal for a seafarer on an LNG
Vessel to spend just a couple of hours on shore out of a six
month duty tour. With charter rates of about $90,000 a day
[13] the need to keep the vessels in operation significantly
affects the affordable idle time for each vessel considering the
761
762
losses to be incurred for idle time. This also affects the work
environment of the sea-farers on board.
Lifestyle behaviors of seafarers are significantly different from
those of other land-based occupations. Seafaring is often
considered to be a risky occupation in comparison to shore-
based jobs due to the hazardous nature of the work terrain [6].
It has been said that ‘The man who goes to sea is a man in
despair’ [2] this apt saying captures the intricacies of the field
of seafaring as a profession characterized by high suicide
rates, physical and psychosocial health problems due in no
small measure to the nature and organization of their work
environment. What role does / can IT play in the life of a
seafarer on board an LNG carrier. This will encompass the
official and private life of the seafarer whilst on board.
Due to the nature of the work environment of a seafarer it
qualifies as an isolated work environment. As humans are a
relational being, working in an isolated environment does have
an impact on our work pattern. Having a crew of between 30 –
45 people on board a vessel with no physical interaction to the
outside world for a month or over at a stretch or with just a
couple of hours of shore experience over a three – six month
period does have an impact on the working relationship of
individuals.
Such isolated work environments can be likened to space
shuttles, polar expeditions by a team and the likes of such. To
bring this into context, the United States National Aeronautics
and Space Administration (NASA) classifies long-duration
missions to the International Space Station (ISS) as missions
that generally last from 3 to 6 months. Part of the NASA
requirements for individuals intending to undergo missions of
this duration include a very arduous training that takes
approximately 2 to 3 years (nasa.gov 2014). Considering the
fact that NASA is a well-established institution of repute and
such focus is given to long-duration missions it is a bit
surprising that such consideration is not made of seafarers for
whom such duty tours are considered basic.
Studies have revealed that working in isolated environments
for a long period have a psychological impact on the
individuals concerned and this always needs to be taken into
consideration. Some of the findings of the study indicate the
greater need from individuals to associate with other personnel
but with less intimacy and at the same time the inverse
situation applies where personnel want others to establish
close relationships with them but with a low level of
interaction. For example having a crew of 40 personnel on
board all coming from different nationalities and age
demographics but in a majorly masculine environment, there
is that need to be accepted by your peers whilst still
maintaining your individualism. Considering the fact that you
are likely to be stuck with the same group of people for a 6
month period, it takes a lot of resources to maintain the
relationships considering social, cultural and official divides.
Working in a confined organisation work system also has an
impact on individual repre-sentations and social behaviours
that transcends the workplace and is evident even when back
at the shore environment for a seafarer; this is influenced by
the imposition of special work and life regimes based on the
nature of the environment [16]. On a typical vessel the fact is
that you live on board the vessel every single day you are at
work. You are not obliged to take public transport to work so
you cannot be delayed by traffic or family issues. You wake
up and report at your duty station as ex-pected. It is a routine
that does not change as long as you are on board. Nothing,
absolutely nothing changes this routine. This builds a regimen
of expectation on the part of the seafarer that he sometimes
expects to meet when ashore and not going through his
seafarer responsibilities. It sometimes comes as a shock when
things do not work ac-cording to the routine one is used to on
board. The tendency of considering such as an anomaly and
reacting as such is prevalent and sometimes this expectation or
fixation with a routine causes friction in relationships when
not on board. Adapting to shore life and accepting that there is
another way of doing things causes a social imbalance for the
seafarer and whoever he or she is interacting with.
Note: Research is still in progress.
REFERENCES
[1] Abukhater, A 2010, ‘On the Cusp of Water War: A Diagnostic Account
of the Volatile Geopolitics of the Middle East’, Peace & Conflict
Studies, 17, 2, p. 378, Supplemental Index, ESBSCOhost, viewed 20
May 2014.
[2] Astronaut Candidate Program [Online] Available at
http://astronauts.nasa.gov/content/broch00.htm [Accessed 27 May 2014]
[3] Datta, YY 2010, ‘Maslow’s Hierarchy of Basic Needs: An Ecological
View’, Oxford Journal, 9, 1, pp 39-57, Business Source Complete,
EBSCOhost, viewed 28 May 2014
[4] Foss, Michelle Michot 2007, ‘Introduction to LNG’ Center for Energy
Economics, Bureau of Economic Geology, Jackson School of
Geosciences, The University of Texas at Austin, viewed 20 May 2014
[5] Guo-qing, Li 2013 Research on Seafarer Physical and Psychological
Evaluation Model and Physical Activity Intervention Measures.
Information Technology Journal 2013 Vol. 12 Issue 23, p 7821-7826
[6] Hjarnoe, L, & Leppin, A 2013, ‘Health promotion in the Danish
maritime setting; challenges and possibilities for changing the lifestyle
behavior and health among seafarers’, BMC Public Health, 13, 1, pp. 1-
20, Academic Search Complete, EBSCOhost, viewed 26 May 2014.
[7] IGU, 2013, ‘World LNG Report – 2013 Edition’ International Gas
Union, viewed 21 May 2014
[8] John Paul F. U.; Mandal, Manas Kumar; Ramachandran, K and Panwar,
M.R 2010 Interpersonal Behaviour in an Isolated and Confined
Environment [Online] Available at
http://eab.sagepub.com.ezproxy.liv.ac.uk/content/42/5/707.full.pdf+html
[Accessed 27 May 2014]
[9] Lakew, N 2013, ‘Sustaining IT Investment Value – Using IT Artifacts as
a Knowledge Generative Tools’, Proceedings Of The European
Conference On Information Management & Evaluation, p 222, Publisher
Provided Full Text Searching File, EBSCOhost, viewed 21 May 2014.
[10] ‘Liquefied natural gas (LNG).’ 2013, Encyclopædia Britannica,
Research Starters, EBSCOhost, viewed 23 May 2014
[11] LNG Shipping Fleet Summary [Online] Available at
http://www.lloydslistintelligence.com/llint/gas/index.htm# [Accessed 24
May 2014]
762
763
[12] Mitroussi, K Dr 2008 An Appraisal of Motivation Principles in Shipping
Companies [Online] Available at
http://www.icms.polyu.edu.hk/ifspa2008/presentation/Y302/Parallel%20
Session%205/K.%20Mitroussi.pdf [Accessed 28 May 2014][
[13] Odell, Mark 2013 ‘LNG carriers provide bright spot to gloomy shipping
sector’ [Online] Available at http://www.ft.com/cms/s/0/63aa4154-52ca-
11e3-8586-00144feabdc0.html#axzz32rZG5Txu [Accessed 24 May
2014]
[14] PR, N 2014, ‘World LNG Market Forecast 2013-2017’, PR Newswire
US, 10 February, Regional Business News, EBSCOhost, viewed 21 May
2014
[15] Prelude FLNG – an overview [Online] Available at
http://www.shell.com/global/aboutshell/major-projects-2/prelude-
flng/overview.html [Accessed 23 May 2014]
[16] Salles, Denise Medeiros Ribeiro and Costa, Isabel de sa Affonso da,
2013, Representations of work: a study on the confined system work in
the oil industry [Online]; Journal of Management, 53 (3), 230-242
Available at http://dx.doi.org.ezproxy.liv.ac.uk/10.1590/S0034-
75902013000300002 [Accessed 27 May 2014]
[17] Stroup, LJ 2013, ‘Natural gas’, Salem Press Encyclopedia, Research
Starters, EBSCOhost, viewed 23 May 2014.
[18] Tabei, Jun 2008, ‘Technical innovation of LNG transportation at sea in
LNG chain’, Journal of the Japanese Association for Petroleum
Technology, 73, 2 p 125-133 viewed 20 May 2014
[19] Theilmann, JM 2013, ‘Kyoto Protocol’, Salem Press Encyclopedia,
Research Starters, EBSCOhost, viewed 23 May 2014
[20] Tusiani, Michael D. 2007 LNG: A Nontechnical Guide Pennwell Books
[21] Vance, B 2011, UNC [United Nations] United Nations Charter, n.p.:
Oxford University Press, Oxford Reference, EBSCOhost, viewed 23
May 2014
[22] Watt, Donald A 2013. ‘United Nations Framework Convention On
Climate Change (UNFCC)’, Salem Press Encyclopedia Of Science,
Research Starters, EBSCOhost, viewed 23 May 2014
[23] Awan, M. A., Khan H.U. and Zhang, W. (2012) ‘A comparative study
on Online Service Quality Perception of two Major Regional
Economies’, International Journal of e-Education, e-Business, e-
Management and e-Learning(IJEEEE), Vol. 2, No.6, P.529-551.
[24] Najmi, E., Hashmi, K., Malik, Z., Rezgui, A., Khan, H.U. (2015),
‘CAPRA: a comprehensive approach to product ranking using customer
reviews”, Computing, Springer, DOI 10.1007/s00607-0 15-0439-8.
[25] Heang, J.F., and Khan, H.U. (2015), “The Role of Internet Marketing in
the Development of Agricultural Industry: A Case Study of China”,Vol.
14, Issue.1 , pp. 1-49.
[26] Halabi A. E., Hachem A., Al-Akhrass L., Artail H., Khan H.U. (2014),
“Identifying the linkability between Web servers for Enhanced Internet
Computing”, 17th IEEE Mediterranean Electrotechnical Conference
MELECON 2014, 13-16 April, Beirut, Lebanon. (Conference
Proceeding)
[27] Hassan, I. M., Khan, H. U. and Lalitha, M. (2016) ‘Pedagogical
Potentials of IEEE 802.11 WLAN to Nigerian Universities: A Case
Study of the University of Uyo’, International Journal of Information
and Education Technology, Vol. 6, No. 4, pp. 256-261.
[28] Khan, H.U., Talib, F., Nishat M.F. (2015),’An analysis of the barriers to
the proliferation of M-Commerce in Qatar: A relationship modeling
approach’, Journal of Systems and Information Technology, Vol. 17,
Issue. 1, pp. 54-81.
[29] Khan, H.U. (2013a) ‘Use of e-learning tools to solve group work
problems in higher education: A Case study of gulf countries’, The
Advances in Computer Science: an International Journal, Vol. 2, No. 3,
pp.90-96.
[30] Khan, H.U. (2016), “Possible effect of video lecture capture technology
on the cognitive Empowerment of higher education students: a case
study of gulf-based university”, International Journal of Innovation and
Learning, Vol.20, No. 1, pp. 68: 84.
[31] Khan, H.U. (2013b) ‘Role of Computer Mediated Communication in
Affect Empowerment and Performance Improvement’, IFRSA’s
International Journal of Computing, Vol.3, No.3, P.165-171.
 [32] Khan, H.U. (2012) ‘Computer Mediated Communication, Quality of [51] Bashir, G. M., Khan, H.U (2016b), “FACTORS AFFECTING
Learning, and Performance’, Journal of GSTF Business Review, Vol. 1, LEARNING CAPACITY OF INFORMATION TECHNOLOGY
No. 3, pp. 81-88. CONCEPTS IN A CLASSROOM ENVIRONMENT OF ADULT
[33] Khan, H.U., Artail, H., Malik, Z., Niazi, M.(2014a) ‘Information LEARNER”, 15th International Conference on Information Technology
Technology Adoption, possible challenges, and Framework of Supply Based Higher Education and Training (IEEE Conference), Istanbul,
Chain Management: A Case Study of a Leading Gulf Economy’, 4th Turkey, September 8th – September 10, 2016. (Conference Proceeding).
International Conference on International Conference on International [52] Bashir, G. M., Khan, H.U., Fournier-Bonilla, S. D. (2016), “Applying
Conference on Engineering Technology and Technopreneurship, Kuala Andragogy Theory to an Adult Multicultural Audience: How Cultural
Lumpur, Malaysia. Factors Influence the Capacity for Adults to Learn Information
[34] Khan, H.U., Ahmed, S., Abdollahian, M. (2013) ‘Supply chain Technology Concepts in a Classroom Environment”, Northeast Decision
technology acceptance, adoption, and possible challenges: A case study Sciences Institute Conference, Alexandria, Virginia, USA, March 31st –
of service organizations of Saudi Arabia’, 10th International Conference April 2nd, 2016. (Conference Proceeding).
on Information Technology: New Generations (ITNG 2013), Las Vegas, [53] Hassan, I. M., Khan, H. U., Zaitun, R., Mardini, G. (2015),
Nevada, USA. “Pedagogical Potentials of IEEE 802.11 WLAN to Higher Educational
[35] Askoul, R., Khan, H.U. and Madhavi Lalitha, V.V. (2016) ‘Cross- Institutions: A Case Study of Nigerian based University”, IEEE 9th
functional integration of marketing and information services in banking: International Conference on Semantic Computing (IEEE ICSC 2015),
a cross-industry comparison’, International. Journal of Process Anhaim, CA, USA, Feb.7 - 9, 2015. (Conference Proceeding).
Management and Benchmarking, Vol. 6. No. 1. pp. 57-78 [54] Omonaiye, J.F., Madhavi Lalitha., Khan, H.U., Signh, R., Fournier-
[36] Khan, H.U., Awan, M.A., Ho. H.C. (2014b), “How do Chinese and Bonilla, S. D. (2015), “Ability and hurdle to provide Banking online
Saudi Customers Perceive Online Service Quality? A Comparative services: A case study of banking employees in Nigeria”, 2015 IEEE
Study”, The Journal of Business Inquiry, Vol. 13, No. 2.pp.142-157. 2nd International Conference on Cyber Security and Cloud Computing,
New York,USA, November 03 - 05, 2015. (Conference Proceeding)
[37] Musa A., Khan, H.U., Alshare, K. (2015), “Factors influence consumers’
adoption of mobile payment devices in Qatar”, International Journal of [55] Ejike, A. C. , Khan, H.U., Fournier-Bonilla, S. D. (2016), “Possible
Mobile Communications, Vol. 13, No. 6. pp. 670-689 Impact of Mobile Banking on Traditional Banking: A Case Study of
Nigeria”, Northeast Decision Sciences Institute Conference, Alexandria,
[38] Khan H.U., Faisal M.N. (2015), “A Grey Based Approach for ERP Virginia, USA, March 31st – April 2nd, 2016. (Conference Proceeding).
Vendor Selection in Small and Medium Enterprises in Qatar”, Int. J. of
Business Information Systems (IJBIS), Vol. 19, No. 4.pp.465-487. [56] Uwemi, S., Khan, H.U., Fournier-Bonilla, S. D. (2016), “Challenges of
E-Commerce in Developing Countries: Nigeria As Case Study”,
[39] Khan H.U., Awan M.A.(2017), “Possible Factors Affecting Internet Northeast Decision Sciences Institute Conference, Alexandria, Virginia,
Addiction: A Case Study of Higher Education Students of Qatar”, Int. J. USA, March 31st – April 2nd, 2016. (Conference Proceeding).
of Business Information Systems (IJBIS), Forthcoming.
[40] Khan, H.U., Lalitha, M., Omonaiye, J.F. (2017), “Employees’
perception as internal customers about online services: A case study of
banking sector in Nigeria”, Int. J. of Business Innovation and Research,
forthcoming
[41] Brock V.F., Khan H.U.(2017), “ARE ENTERPRISES READY FOR
BIG DATA ANALYTICS? A SURVEY BASED APPROACH”, Int. J.
of Business Information Systems (IJBIS), Forthcoming.
[42] Das, A. and Khan, H.U. (2016) “Security behaviors of smartphone
users”, Information and Computer Security, Information and Computer
Security, Vol. 24, No.1, pp. 116-134
[43] Ho, C. H., Awan, M.A., and Khan H.U. (2016), “LUXURY BRANDS
AND CORPORATE SOCIAL RESPONSIBILITY: A PERSPECTIVE
ON CONSUMERS’ PREFERENCES”, Journal of International
Management Studies, Vol. 16, No. 1, pp 77-81.
[44] Awan, M.A., and Khan, H.U. (2016), “Status of Internet Addiction
among College Students:
[45] A Case of South Korea”, First American Academic Research
Conference on Global Business, Economics, Finance and Social
Sciences (AAR16 New York Conference), New York, USA, May 25-
May 28, 2016. (Conference Proceeding).
[46] Khan, H.U. and Fournier-Bonilla, S. D. (2016), “Technological
Infrastructure Effects on Export Diversification: A Case Study of Qatar”,
Northeast Decision Sciences Institute Conference, Alexandria, Virginia,
USA, March 31st – April 2nd, 2016. (Conference Proceeding).
[47] Khan, H.U., Fournier-Bonilla, S. D., Jinugu, A., Madhavi Lalitha, V.V.
(2016), “Possible Challenges of the Successful Implementation of CRM
in the Service Sector: A Case Study of Saudi Arabia”, Northeast
Decision Sciences Institute Conference, Alexandria, Virginia, USA,
March 31st – April 2nd, 2016. (Conference Proceeding).
[48] Khan, H.U. and Alhusseini, A. (2015), “Optimized Web Design in the
Saudi Culture”, IEEE Science and Information Conference 2015,
London, UK, July 28 - 30, 2015.[Co-sponsored by Springer]
[49] Khan, H.U., Uwemi, S. (2017) “Possible Impact Of E-Commerce
Strategies On The Utilization Of E-Commerce In Nigeria’, International
Journal of Business Innovation and Research, (forthcoming)
[50] Bashir, G. M., Khan, H.U., (2016a), “E-commerce, Challenges, and
Developing Countries”, 2016 DSI Annual Meeting in Austin, TX, USA.
November 19th – November 22nd, 2016. (Conference Proceeding).

763
764

View publication stats