CERTIFICATION

This is to certify that the research project titled “A STUDY OF THE

IMPLICATION FOR SUSTAINABLE DEVELOPMNENT OF THE MPACT OF
SHIPPING ON NIGERIA ECONOMY NIGERIA (A CASE STUDY OF NIGERIAN
PORT AUTHORITY - NPA)” is carried out by AJIBOLA TAIWO SOLOMON with
Matriculation Number ITMT/6275/43/2020 of the department of shipping
management of Institute of Transport and Management Technology, Badagry,
Lagos.

___________________ ___________________
Mr. Francis Enahoro Date
Project Supervisor

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 DEDICATION
I dedicate this project to God Almighty my creator, my strong pillar, my source of
inspiration, wisdom, knowledge and understanding. He had been the source of
my strength throughout this program and on His winds only have I soared.

I also dedicate this to my parents and my love ones who encouraged me all the
way and whose encouragement have made sure that I gave it all it takes to finish
that which I have started may the blessing of God be with them now and always
“AMEN”.

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 ACKNOWLEDGEMENT

My deepest gratitude goes to God who has provided all that was needed to
complete this project and the program for which it was undertaken for. There was
never lack or want throughout this entire study, he took care of everything that
would have stopped me in my tracks and strengthened me even through my
most difficult times.

I would like to express my gratitude to Dr. Lillian Chibor for her guidance,
academic encouragement, and friendly critique. I would also like to press my
gratitude and appreciation to my supervisor Mr. Francis D. Enahoro whose help,
stimulating suggestion and encouragement helped me in all time of fabrication
process and in writing this report. I also sincerely thanks for the time spent proof
reading and correcting my many mistakes.

I also acknowledge with a deep sense of reverence, my gratitude towards my

parents and other faculty members of the school for their valuable suggestions
given to me in completing the project.

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 TABLE OF CONTENTS
Certification.…………………………………………………………………. i
Dedication.…………………………………………………………………… ii
Acknowledgement…………………………………………………….…… iii
Table of Content……………………………………………………………. iv
Abstract……………………………………………………………………… vi

CHAPTER ONE: INTRODUCTION

1.1 Background of the Study…………………………………………… 1
1.2 Purpose of Study…………………………………………………….. 2
1.3 Significance of Study……………………………………………….. 2
1.4 Statement of Problem……………………………………………….. 2
1.5 Aim and Objectives…………………………………………………... 3
1.6 Scope of the Study…………………………………………………… 3
1.7 Research Methodology……………………………………………… 4
1.8 Research Hypothesis………………………………………………… 4

1.9 Limitation of Study……………………………………………………. 5

1.10 Definition of Terms……………………………………………………. 5

CHAPTER TWO: LITERATURE REVIEW

2.1 Conceptual Framework………………………………………………. 8
2.2 Literature Review……………………………………………………… 9

CHAPTER THREE: RESEARCH METHODOLOGY

3.1 Research Design………………………………………………………... 45
3.2 Data Collecting Instrument…………………………………………... 45
3.3 Research Population and Sample Size……………………………. 46
3.4 Limitation/Constraints………………………………………………… 47

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CHAPTER FOUR: DATA PRESENTATION, ANALYSIS AND
INTERPRETATION
4.1 Data Presentation…………………………………………………….. 48
4.2 Test of Hypothesis……………………………………………………. 57

CHAPTER FIVE: SUMMARY, CONCLUSION AND RECOMMENDATION

5.1 Summary………………………………………………………………. 62
5.2 Conclusion……………………………………………………………. 63
5.3 Recommendations…………………………………………………… 64

BIBLIOGRAPHY……………………………………………………….. 65
QUESTIONNAIRE……………………………………………………... 67

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 ABSTRACT
African States and their Airlines operate in a global aviation market where
uniform Standard and Recommended Practices (SARPS) apply to all
participants. These uniform rules and codes of conduct are set and
monitored for compliance by the International Civil Aviation Organization
(ICAO). The economic situation and stage of development in the continent
of African does not distort a level playing field for full liberalization of air
transport, also the African business environment may improve if the policy
of liberalization is embraced as this will encourage competition among
practitioner in the field of aviation. In the recent years in the continent air
transport liberalization is anchored on Bilateral Air Services Agreement
(BASA) between two states, even though some multilateral air services
agreement, involving a number of states are beginning to emerge in the
continent. The Yamoussoukro Decision which embodies the African model
of liberalization has not achieved much because African States lack the
political will to implement the provisions. Airlines in the continent are
undercapitalized and so would need to pull resources together through
merger and acquisition before going into alliances to face the mega carriers
of the developed countries. The lack of a national carrier at this point in
time can only compound the problem and position Nigeria Air Transport
System as an onlooker in the air liberalization and open skies agreement in
Africa.

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 CHAPTER ONE
INTRODUCTION
1.11 BACKGROUND OF THE STUDY
Sustainability Development (SD) are a set of comprehensive agenda
agreed upon globally that aims to stimulate actions toward economic,
environment and social sustainability. Being one of the key stakeholders, the
international maritime industry plays an important role in contributing to global
sustainability.

In 2015, the United Nations (UN) released the influential document entitled
“Transforming our world” the 2030 agenda for Sustainable Development Goals
(SDGs) along with 169 targets were announced. The document aims to address
a broad range of sustainable development issues such as poverty, hunger,
health and well-being as well as education etc. For the first time, a
comprehensive agenda was agreed upon globally that could stimulate actions
toward economic, environmental and social sustainability (UN, 2015). The
seventeen (17) SDGs collectively serve as a shared normative framework that
entails actors’ at all level including governments, civil society and private sector
(Ntona and Morgera, 2018, Recuero Vinto, 2018). The international maritime
industry plays an important role in global sustainability as one of the key
stakeholder (Benamara et al 2019, Yuen et al, 2018). By supporting world trade
and facilitating global economy, maritime industry in associated with each SDG.
Firstly, shipping industry may make a primary contribution to SD914, a dedicated
goal to conversation and sustainable use of oceans, seas and Marine resources
(Cornier and Elliot, 2017, Recuero Vinta, 2018). However, the responsibility of
shipping industry goes far beyond SDG 14 such as reducing port – related
pollutions in coastal regions, which contributes to the health and well-being of
coastal residents (SDG3), ensuring decent working conditions of seafarers,
which`is an important component of SDG8 and sustainable development of cities
and communities (SDG11) that depends on secures global logistics system.
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 To this end, the inherited development of maritime industry is highly
relevant to the implementation of the UN’s 2030 agenda and the associated
SDGs, by way that a sustainable maritime industry contributes directly to
achieving the SDG’s, Whereas the SDGs, acts as the universal framework that
effectively guides the sustainable development of the shipping industry
(Benamara et al, 2019, 1mo, 2017).

1.12 PURPOSE OF STUDY

The main purpose of this project is to study the impact of shipping on the
economy of Nigeria and the implication of such impact on the sustainable
development goals as it relates to shipping in Nigeria with the hope of
determining the basic or extended sustainability practices that can be adopted by
shipping industry in Nigeria to meet the sustainable development goals as well as
to determining the form of collaboration with value chain partners in the shipping
industry in Nigeria to meet the sustainable development goals.

1.13 SIGNIFICANCE OF STUDY

The project shall proffer a study of the implication for sustainable
development of the impact of shipping on Nigeria economy using the Nigeria Port
Authority (NPA) as a case study, thereby bringing up ways and approach to be
adopted by the shipping industry operations in Nigeria toward ensuring that the
sustainable development goals as it relates to the shipping industry are achieved
in Nigeria within the stipulated and agreed time frame.

1.14 STATEMENT OF PROBLEM

The major statements of problem in this project work have to do with
describing the features and trends of development of the shipping transportation
industry that predetermine issues of sustainable positioning of system as a whole
and its individual subsystems. At the sometime there coordinated by a single
body to allow for exchange of ideas among the individual systems that form a
united single central coordinating system. Also determination of peculiarities of
change of the trend of economic growth from another statement of problems of
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sustainable development of shipping transport industry in Nigeria considering the
accumulation of these problems over the years is a major problem in this project
work having refining the economy contribution of shipping to the economy of
Nigeria.

1.15 AIM AND OBJECTIVES

The aim of this project is to study and evaluate the implication for
sustainable development of the impact of shipping on Nigeria economy. Other
objectives includes

 Define challenges arisen in the shipping industry due of sustainable

shipping development

 Determine the problems of sustainable development in Nigeria shipping

industry

 Discuss the impact of shipping on the economy as Nigeria

 Navigating through the factors that include the development of shipping

industry in Nigeria

 Determination of the driving forces toward achieving sustainable

development in shipping industry in Nigeria.

1.16 SCOPE OF THE STUDY

The project work shall be limited to the area of sustainable development as
it concern shipping or maritime as spelt out by International Maritime
Organization (IMO) and domesticated for local execution in the Nigeria maritime
domain in relation to the impact of shipping on the nations economy, using the
Nigeria Port Authority (NPA) as a case study. The major problem of attaining
sustainable maritime development will be highlighted especially in the Nigeria
maritime or shipping domain. A major limitation to this study is how a country
without a national carrier can fit into achieving sustainable maritime development
looking at the importance of national carrier to positive impartation on the

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econo0my as well as achieving the sustainable development goal in the shipping
industry in Nigeria.

1.17 RESEARCH METHODOLOGY

This project work is accomplished using the survey method to gather data
as it relates to the topic. Precisely for the purpose of further statistical analysis
questionnaire were set out to respondents who are aware of the shipping
industry activities as well as the sustainable development as it affect the shipping
industry. Questions that arise include:

 Challenges to shipping industry due to sustainable development

 Problems of sustainable development

 Impact of shipping on the economy of Nigeria

 Factors that influence shipping in Nigeria

 What specific sustainable practice do shipping utilize to manage

environmental aspects such as air pollution, water and hazardous
substances.

 What are the driving and constraining forces in achieving sustainable

development in shipping?

1.18 RESEARCH HYPOTHESIS

Two hypotheses are considered for testing using the chi-square (X 2)
statistical method with data supplied from the responses from the respondents
who form the sample size that emanated from the sample population.

HYPOTHESIS 1
Ho (NULL): Sustainable development will encourage shipping to impact
positively on the economy of Nigeria.

Hi (ALTERNATE): Sustainable development will discourage shipping to impact

positively on the economy of Nigeria.

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 HYPOTHESIS 2

Ho (NULL): lack of a national carrier will hinder the achievement of sustainable

maritime development goal in Nigeria by the year 2030.

Hi (ALTERNATE): Lack of a national carrier will not hinder the achievement of

sustainable maritime development goal in Nigeria by the year 2030.

1.19 DEFINITION OF TERMS

Sustainable: Ability to continue without causing damage to the environment

Development: The process of gradually becoming bigger, better stronger or

advanced

Shipping: The delivery of goods especially by ships

Economy: The system by which a country’s money and goods are

produced and used.

Seafarers: Sailor or someone who travels regularly by ship

Reefer trade: Trading in a cigarette continuing the drug marijuana

Ecosystem: All the animals and plants in a particular area, and the way in
which they are related to each other and to their environment

Cargo reservation: Allotment of space for cargoes to be transports onboard

a ship

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Wet cargo: Goods that contain liquid e.g. frozen or fresh fish or meat or
liquid cargoes

Dry cargo: Goods which are not liquid in large quantity by ship or another
large vehicle e.g. metals.

Decarbonization: Conversion to an economic system that sustainable reduces

and compensates the emission of carbondioxide (C02).

Biosphere: Part of earth surface where plant and animal can live

Mooring: Securing a boat to a fixed object.

S.D: Sustainably Development

U.D: United Nations

M.E.T: Maritime Education and Training

ITCP: Integrated Technical co-Operation Programme

STCW: Standard of Training, Certification and watch keeping

WMU: World Maritime University

LNG: Liquidity natural gas

IMLI: International maritime laws institute

ISPS: International Ship and Port Facility Security

UNCLOS: United National Convention on Law of the Sea

NNSL: Nigerian National Shipping Line

RORO: Rool and Rool Off

UNCTAD: United Nations Committee on Trade and Development

MDGS: Millennium Development goals

DSDGS: Division of sustainable development goals

UNDESA: United nations department of economic and social affairs

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GSDR: Global Sustainable Development Report

TURF: territorial use of right for fisheries

ICEP: Index of Coastal Eutrophication

IOT: Internal of Things

GPS: Global Positioning System

BWTS: Balance Water Treatment System

PH Podus Hydronum

Inter Alia: Among Other Things

Multimodal transport: Transportation of Goods under a single contract, but

performed with at least two different modes.

Marine Phytoplankton: The autotrophic components of the plankton community

and a key part of ocean and freshwater ecosystems

Plankton: These are small and miscopies organism drifting or

floating in the sea or fresh water mode up of diatoms,
protozoanus, small crustaceous etc

PH: Podus Hydronium

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 CHAPTER TWO
LITERATURE REVIEW
2.1 CONCEPTUAL FRAMEWORK OF SUSTAINABLE DEVELOPMENT
As early as 1970s, the term “sustainability” was employed to describe an
economy in equilibrium with basic ecosystems (Stivers, 1979). In 1980s, the term
‘sustainable development’ was widely publicised by the World commission on the
environment and development (Known as the Brundtland commission),
conversed by the United National (UN) and led by Northway’s former prime
ministry Gro Harlem Brundtland. The commission adopted the following
definition.
“Sustainable development is developed that meets the needs of the
present without compromising the ability of future generations to meet their own
needs” (UN, 1987. Page 43). Sustainable development (SD) has since become
central to the thinking on environment and development due to its holistic nature
that embraces economic, environmental social dimensions (Koppenjan &
Enserink, 2009; strong, 2009). Sustainability is also increasing recognized as an
essential part of long – term business strategies and corporate social
responsibility (CSR) (Baker, 2009).
CONCEPT OF SUSTAINABLE DEVELOPMENT TO SHIPPING
The pressure to integrate with the global supply chain, the demand for
greater shipping expansion, the urgent requirement to conserve natural
resources and increasingly stringent international regulations necessitate
shipping not just declare their intentions for environmental sustainability but also
concretise and demonstrate innovative and sustainable practices (AIVP, 2008;
MISL, 2009, Tilman 2008). The concept of sustainability is gaining awareness in
the shipping industry, requiring them to attain new expertise and apply new
practice (e.g Balbaa, et al 2009; Comtois & slack, 2007, Darbra, et at 2009;
Oliver, 2007; shipping strategy, 2008; Sletmo 2002; Port sustainable
development is defined as the situation in which shipping transport is able to
meet its needs without endangering its own future (Abbott, 2008). Thus, for
shipping, sustainability implies business strategies and activities that meet the
current and future needs of the enterprise and its stakeholders, while protecting
human and natural resources. This means shipping must balance their riles and
coastal – stewards, facilitator of commerce and transportation and members of
their respective communities (Goulielmos, 2000)

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2.2 LITERATURE REVIEW

Oceans are an essential component of the biosphere. They provide not

only balance for life support systems such as climate and biodiversity but also a

platform for human activities vital for progress, such as transportation of goods

and people along with exploration and exploitation of marine resources.

Inevitably, these human activities have resulted in an impact on the marine

ecosystem due to the rapid pace of industrial economic growth firstly recognized

in a series of United Nations (UN) conferences held in the 1970s and 1980s. In

the following decades, the United Nations took a leading role in establishing

institutional framework to develop action plans to tackle effectively emergent

environmental and social concerns under the umbrella of Sustainable

Development (SD)

The international community is working towards elaborating global solution

in accordance with the vision agreed in the United Nations Conference on

Sustainable Development in Rio – de Janero (Brazil) in 2012. This initiative

echoed through all UN agencies including International Maritime Organisation

(IMO). Sustainable development IMO’s contribution beyond Rio – 20 was

announced as the World Maritime day, 2013, calling Governments and Shipping

industry to contribute towards formulating sustainable maritime development

goals (IMO, 2013). Initially IMO specified eight (8) pillars around which

sustainable maritime development goals should be set, and maritime education

xv
and training (MET) was stated as one of the gaols. Accordingly, the interrelation
issue between sustainable development and MET was raised, which is
subsequently elaborated in the undertaken IMO while drafting its vision of
sustainable maritime development. The sustainable development in shipping
transportation system include

 Safety culture and environmental stewardship

 Education, training in maritime professions and support for seafarers

 Energy efficiency and ship – port interface

 Energy supply for ships

 Maritime traffic support and advisory system

 Maritime security

 Technical cooperation

 New technology and innovation

 Finance, liability and insurance mechanism

 Ocean governance

To achieve the goals, IMO elaborated a set of actions and named

stakeholders responsible for their implementation. However, those goals and
actions are not measurable, but rather an expression of a desirable state (IMO,
2013F P.5). A sustainable shipping system must cover a broad range of activities
over some which IMO has traditionally only had marginal influence. In presenting
this vision of sustainable shipping transportation system, the intention is not to
broaden the scope of IMO’s activities, but rather to widen awareness of the
importance of the system through increased understanding of the coordination
opportunities the system provides at the regional sub regional and national levels
and at both government and industry level. The sustainable development in
shipping transportation as mentioned above will now be discussed

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 SAFETY CULTURE AND ENVIRONMENTAL STEWARDSHIP

Each actor within the shipping transport system must operate in a

responsible manner, adhering to best practices and applying them from the ships
design stage through all phases of operation, to its ultimate disposal for recycling
at the end of its useful life. Sustainable shipping system must promote a safe
culture, fostered through global standards and their rigorous enforcement. These
global standard should ensure a level playing field, but safety culture should go
beyond mere regulatory compliance and deliver added value for the system
through promotion of safety. Sustainable shipping transport system must
minimise the environmental impact of shipping and the activities of shipping
industries. Environmental stewardship should be reflected in the development
and implementation of global standards for pollution of the shipping environment

 EDUCATION, TRAINING AND SUPPORT

The shipping sector will continue to evolve the use of ever – more
sophisticated equipment for enhancing the safety to ships and navigation, cargo
handling, energy efficiency monitoring, vessel – source pollution control and
prevention, and environmental stewardship. Retrofitted or new equipment,
together with evolving shipboard procedures throughout a seafarers career, will
necessitate follow up training. The shipping industry will face greater pressure to
provide a better and more attractive work environment for seafarers. Failure to do
so will make it increasingly difficult to recruit and retain quality seafarers and to
attract the calibre of people capable of being trained and who can continually
adapt their knowledge base in response to constantly evolving technologies and
shipboard procedures. Sustainable shipping system requires properly trained and
educated seafarers. Such training and education should be based on, inter alia,
the STCW convention and include refresher training and education upgrade as
necessary safety and environmental awareness should be the priorities. There is
a need to develop capacity – building activities under IMO’s Integrated Technical

xvii
Co-operation Programme (ITCP), as well as co-ordination with ILO’s Maritime
Labour Convention for maritime training and education. The quality of life of
seafarers at sea is important in order to maintain and develop the shipping sector
as an attractive carer option for talented professionals seeking a varied career
involving both ship and shore based employment. The retention of qualified
professionals is perhaps the greatest challenge for the sector due to recurring
issues such as criminalization of seafarers, denial of off shore leave and
repatriation rights and lack of recreational facilities for seafarers to support
shipboard work and living condition on a level comparable with that enjoyed by
shore – based professionals these issues should be considered in collaboration
with ILO

To underpin the continuous global development of the maritime/shipping

industry, non – seasoning shipping professionals must also be trained and
educated, especially in the developing would professionals needs training for
legal, engineering, ship management and port careers. This can be achieved
through maritime education and training and capacity building at educational
institutions, including the World Maritime University (WMU) and International
Maritime Law Institute (IMLI)

 SHIP – PORT INTERFACE

Shipping is continuously exploring ways to further reduced fuel

consumption with a view to improving ships’ energy efficiency (and reduce their
carbon footprint). As ship do not operate independently from shore–based
entities in the maritime transport system, efficiency must extend beyond the ship
themselves to shore – based entities, such as ports, cargo handling, vessel traffic
management and renting protocols.

Inherent is a sustainable maritime transport system should be efficient

beyond the ship, addressing the ship–shore interface through streamlining and
standardisation of the documentation for both the delivery and the reception of
xviii
cargo, improving co-ordination and promoting the use of electronic systems for
clearance of ships, cargoes crews and passengers.

Sustainable shipping needs efficient port facilities to keep the operational

efficiency of ships at the highest level (e.g. hull cleaning and propeller polishing
facilities, specialised fuel and paper supply services). The logistics infrastructure
should allow ships to sail at optimal speeds for their charted trajectories (e.g.
cargo logistic and port planning, just – in – time berthing, weather routeing). All
these elements would form part of “holistic” energy efficiency concept for the
whole system. Innovation and best practices for efficient ship operation and ship
– to – shore interfacing should be rigorously pursued.

 ENERGY SUPPLY

In order to meet stringent emission control measure, innovation and new

technology are necessary – on board treatment facilities and new engine
technology, for example, the quality of fuel oil relates directly to emission quality,
therefore proper quality standard for fuel should be improved.

For a sustainable shipping system, global distribution and availability of

marine fuel must be ensured. Point facilities to provide fuel to ships should be
arranged, based on a proper assessment of future fuel demand. It is vital for the
smooth functioning of the shipping transport system that quality fuels are readily
available globally.

As modern society increasingly demand can air, so the sustainable

shipping transport system will need to have access to an example amount for
clean energy, such as LNG and low sulphur fuel oils. Furthermore the burden
and cost for compliance with stringent emission control standards such as the
sulphur regulations, should be shared by society equitably rather than pushed
onto the users, i.e. the shipping industry

xix
 A sustainable shipping system should promote partnership between the
energy supply industry and the ship sector in order to address the need for
bunkering facilities for new fuel types. This goal evidently involves port planning
interests, flag administration and national maritime administration as well as
cargo owners and industries relying on stable transport services.

 MARITIME TRAFFIC SUPPORT AND ADVISORY SYSTEM

In more crowded seas, with greater traffic density and larger ships,
shipping routes will need to be supported by better and cleaner information
system E. Navigation is expected to integrate existing and new navigational
tools, in an all-embracing system that will contribute to enhanced navigational
system while simultaneously reducing the burned on the navigator

Sustainable shipping system require co-operation and harmonization in the

development of optimal systems for navigation, including pilotage and ice
breaking service where necessary, the use of intelligent routeing system and aids
for weather routeing, including e – navigation so as to optimise safety and fuel
efficiency, without undermining the master’s authority and competing in the
operation of the vessel. Reliable charts based on up – to – date hydro graphic,
oceanographic and environmental data are of paramount importance
consideration should also be given to further expansion of traffic information
systems such as the marine electronic highway concept.

 MARINE SECURITY

The underlying causes of piracy and armed robbery are complex and often
rooted in the political, economic and social conditions of coastal states, giving
rise to lawlessness and criminal acts on land, as well as at sea – particularly so
in the case of piracy off the coast of Somalia. These threat (such as terrorism),
will continue to exist. As world trade expands, extending to new sea routes and
new ports and leading to more congested shipping traffic in certain regions, new
security challenges will present themselves.
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 In order for the shipping transport system to be sustainable, seafarers,
ships and shipping land must be protected by the communities that rely on them
and benefit from sea trade. Protection measures must respond to the threats
posed to sea trade and to the ships and the seafarers in its service. Due account
must also be taken of the increased cost of providing security which erodes the
sustainability of shipping. The ISPS code is required to be implemented and
enforced met only board all ships, but also in the ports engaged in international
maritime transport.

 TECHNICAL COOPERATION

Existing aids to navigation will be reviewed and new aids will need to be
introduced in emerging trading area. Marine capacity – building in developing
countries should be actively supported, while all governments should strive to
coordinate their respective marine policies, in order to ensure sustainability of the
shipping transportation system.

To ensure a sustainable shipping transport system, new and sustainable

finding sources and partnership for technical cooperation should be developed,
to enhance existing programmes of technical assistance and to meet future
needs, both for ship and shore based functions in critical areas activity (such as
shipbuilding and repair, port facility development and management and marine
personnel training). Increased coordination of capacity – building activities will be
necessary to reduce duplication of efforts, and to ensure that the assistance that
is received is not only what is asked for but is also what is needed, and to
expand the capacity to ensure a proper and functioning shipping administration
as well as maritime activities in, for example, ship management and other related
professions. This should involve the development of national shipping policies,
focusing on competiveness in the shipping sector of the country concerned and
on the sector’s safety and security, as well as on the broader spectrum of the
country’s maritime activities including the sustainable use of sea area under

xxi
national jurisdiction. Technical cooperation should extend to the development
and maintenance of oceanographic, hydro graphic and meteorological
information and aids to navigation in support of shipping sector development in
developing countries and include capacity building for vessel traffic information
and management services all weather search and rescue and pollution
emergency response

 NEW TECHNOLOGY AND INNOVATION

Continuing technological advances call for increased sharing of

knowledge, experience and know how in order to maximise the benefits of
innovation and new technology for shipping safety and environmental
stewardship and thus for the cost effectiveness of the sector.

Sustainable shipping transport system requires a platform for the

facilitation of innovation, showcasing new technology and its applications. This
will also entail partnerships between government, shipbuilders, classification
societies, manufacturers R&D establishments and academic institutions. The
shipping transport industry should take advantage of new technology in order to
maximise its environmental performance as well as to enhance safety, and be
prepared for new cargo types and new trades. Governments should provide
incentives to advance new technology and innovation for shipping transportation
system.

 FINANCE LIABILITY AND INSURANCE

The financial consequences of shipping accidents can be considerable for

ship owners, cargo interest, ships crews and passengers as well as for the
environment and those who’s well-being or livelihood depends on clean seas.
Prompt and adequate compensation for legitimate loss or damage suffered in
both necessary to sustain sound business and expected by civil society.

xxii
 Sustainable maritime transport system should be supported with available,
sound financing for construction of new ships or conversion or modification of
existing ships in order to meet requirements for safety and the environment
bearing in mind and cyclical nature of the shipping sector.

Sustainable marine transport system relies on regulation governing liability

and compensation in the event of shipping incidents as these provide much
needed liability limits and compensation for loss or damage caused to third
parties. An international regulatory framework that promote a harmonised
approach to the allocation and enforcement of liabilities and related insurance
requirements will help to ensure that costs are kept at reasonable levels, while
those suffering loss or damage are assured prompt compensation

 OCEAN GOVERNANCE

As the world economics develop, and the use of the world’s oceans
intensifies, new challenges in the resolution of competing interests need to be
overcome taking into account the principles of the United Nation convention on
the law of the sea (UNCLOS) and global standards of other relevant instruments.
Coordination between competing interests is required, so that a balance can be
achieved and cost fairly disturbed.

Actors engaged in different uses of the ocean must engage in outreach

and coordination in the interest of ocean protection and good governance. The
aim should be harmonisation of initiatives and there should be through
discussion of the effects of envisaged measures and regulations on the maritime
transportation system in order to ensure that it is sustainable and can continue to
provide its services effectively.

xxiii
2.3 IMPLICATION FOR SUSTAINABLE DEVELOPMENT OF THE IMPACT
OF SHIPPING ON NIGERIA ECONOMY

Throughout the ages human kind as an integral part of nature, has

interacted with the environment. The unique ability of humans to change the
environment, which largely enables our life and well-being now bring negative
global result and could even threaten life on the earth. The development of
technology that allow unlimited utilization of nature utilization of natural
resources, together with a constant desire for growth and improvement has
altered and exploitation. Practised in the long term, such attitude brings
considerable risks for future generation.

Being deeply concerned with the path of degradation, the international

community has raised awareness and has taken certain actions to stop
threatening trends and to restore equilibrium. Numerous instruments, norms and
standards have been elaborated in the last decade in order to reconcile
technological and economic development with protection of the environment and
social wellbeing, which is now embraced under the umbrella of sustainable
development

Sustainable development is a development that meets the needs of the

present, without compromising the ability of future generation to meet their oven
needs. This implies that economic development is both inclusive and
environmentally sound, and to be undertaken in a manner that does not deplete
the natural resources those societies depends on in the long term. The key
components of sustainable development lie in the balance of economic, social
and environmental dimension of sustainable development. The sustainable
development structure for Nigeria is to address equity in access, development
and sharing of benefits from marine resources, also offer scope for human
development re-investment and the alleviation of national debt burdens. An
effective sustainable development will entails preserving socio economic

xxiv
development from environmental degradation, efficient and optimised use of
resources, regards for environmental and ecological parameters, sustainable use
of biodiversity, advancement of the narrow resource base, environmentally sound
and socio inclusive economic growth in the Nigerian shipping industry.

2.4 AN OVERVIEW OF NIGERIAN SHIPPING INDUSTRY

Shipping in Nigeria basically started during the second half of the last
century via efforts of the foreign shipping lines. Woreman line started as a trading
house in Hamburg (Germany) and developed into a visible shipping company on
1894. Their first ship “Theresa Henrietter” left Hamburg for West Africa on March
24th 1849. Elder Dempster commenced services in Nigeria in 1982 with their first
ship “Fore runner”. This was followed by another British line “Palm line” which
came into being after the Second World War. In 1960, Nigerian shipping line
joined the trade as a junior. This period marked the formation of the Nigerian
National Shipping Line (NNSL) in 1958. This marked the beginning of our
national carrier’s participation in sea borne trade from humble beginning of three
second hand vessels, it grew to twelve (12) owned vessels in 1970. By 1977,
NNSL contracted to build 12 new vessels which were successfully delivered
making a total of twenty four (24) vessels (Iniodu and Ukpong, 2004: 39). Today,
the ships have all been grounded and some put to scarp due to poor
management of the national fleet. However, there has been a renewed interest in
the venture due to lack of alternative to maritime transport.

FACTORS THAT INFLUENCE THE DEVELOPMENT OF NIGERIAN SHIPPING

INDUSTRY

There are three major factors that influence the development of shipping
industry in Nigeria, they are:

 Lack of capital: Shipping is a highly capital intensive venture whether

vessel acquisition is based on ordering or second hand vessel. Nigeria

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 with very low capital formation makes it difficult if not impossible to
mobilize the needed capital for investment in shipping

 Poor incentives for investors: modern shipping is highly sophisticated

and capital intensive. To this extent, shipping has very high commercial
risk. That is rely the traditional maritime countries accord shipping very
favourable and attractive investment incentive (Fmot 1995:90). In Nigeria,
shipping is not accorded similar concessionary fiscal and monetary
incentive like countries in developed maritime nations

 Poor integrated transport system: Integrated transport is the

transportation of goods under single contract, but performed with atleast
two or three different means of transport. The carrier is liable for the entire
carriage, though performed by several mode of transport (rail, sea, air and
road). The carrier does not need to possess all the means of transport
(Miller, 2011). It is also known as combined transport. Integrated transport
is an organ through which logistic supply chain management can function
effectively. The legal infrastructure needs to be developed for intermodal
transport to be meaningful. There are series of international legislation that
affects intermodal transport, but full implementation has always been a
problem in Nigeria.

CHANGES IN WORLD SHIPPING AND IMPACT ON NIGERIA MARITIME

There are some important developments and changes in shipping which

impact on the Nigerian shipping industry, these developments and changes in
shipping venture are as follows:

 Technological innovation

In the last three decades, there have been accelerated technological

innovations in shipping in the area of design and cargo utilization (Ma, 2011:9).
This is to make for efficient and cheap transportation of goods in the world trade.

xxvi
Innovation have been recorded in bigger seize of vessels, cellular container
vessels, the roll on/roll off (RORO) and IT which increase the cost of ships to the
disadvantage of less developed economics like Nigeria.

 Institutional changes in shipping

Latest changes in legislation, code modification, labour conventions in the

last two decades make it rather too difficult for compliance for less developed
countries and developed countries alike

 Impact of liberalization

Certain global policies make it difficult for implementation at the national

level. One of such is the liberalization by the United Nation Committee on Trade
and Development (UNCTAD). Developing economics are ill equipped to embark
on it. Some of the policies contain ambiguities at the implementation stage and
impact seriously on the national regimes

 Inadequate shipping management skills and experience.

Shipping arrangements and organizational structure are formed to respond

to the emerging trends in shipping. The multimodal transport and short sea
transport has placed more responsibility on the shoulders of operators having
been given the duty transport goods through all modes from origin to destination
and the liability for damage or loss done to goods in the course of carriage
(Donor, 2011:11)

ECONOMIC OPPORTUNITIES IN THE NIGERIAN SHIPPING INDUSTRY

The investment climate in the Nigerian shipping is guided by the current

national economic development policy which has the objective of promoting a
strong private driven industry with the government as the enabler. Some of the
key specific investment opportunities in the Nigerian maritime sector are:

 Dry bulk shipping

 Tanker shipping
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 Liner/container shipping

 Coastal passenger/cruise services

 Off shore and coastal service

 Ship finance and maritime insurance

 Port development

 Ship yards

 Ship breaking and recycling

 Reefer trade

 Pollution control

 Search and rescue

 Carbotage trade

The cabotage regime came into force on May 1 st, 2004. The regime was
introduced to strengthen the participation of Nigerians in the economic
opportunities created by shipping and maritime activities. Investment in this area
accommodates foreign and domestic trade through joint ventures. A broad list of
the investment corridors with the domestic shipping market includes

 Dry docking

 Ship repair

 Coastal shipping service

 Trawlers

 Terminal/jetty infrastructure

 Offshore construction and fabrication

 Supply boats to offshore oil fields

 Crew boats

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 Tug boats/Achor handling

 Diving support laying vessels

 Barges/house boats

 Dredgers

 Passengers/ferry services

 Tourism services

IMPACT OF SHIPPING ON THE NIGERIAN ECONOMY

The impact of shipping can be positive or negative, but the positive impact
for outweighs the negative impact. On the positive side, shipping provides a host
of economic benefits like job provision, aiding export promotion, helping in
diversifying trade by providing competitive service, increasing foreign exchange
earnings, opening doors to foreign competition. Trade and the ability to compete
in overseas markets are dependent on an efficient, secure and reliable maritime
structure. United Nations Committee on Trade and Development (UNCTAD,
2008:1) Usoro (2005) insisted that shipping should be regarded as the first global
industry accounting for about 90% of World Sea borne trade. In spite of the
enormous positive impact created, negative impact also suffices.

The environmental issues are still giving the world enough headache. The
major environmental impact are reflected in air quality, dredging, endangered
and threatened life species, oil pollution and solid waste explained as follows:

AIR QUALITY

Vessels emit harmful pollutants to the air as hydro-carbons, nitrogen oxide

(Nox, Sox). Other sources of air pollution from shipping include the release of
oxyleme, toluene, xylene and other toxic from fuel vapour during loading and
unloading of marine tank vessels (Prasad, 2010:14). According to the united
state environmental protection agency (EPA), impacts of these pollutants may
include adverse health effects such as respiratory and cardiovascular diseases
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using damage, learning impairment and even death. Depletion of the ozone
layer, damage to agricultural resources and increase in acid rain are other
negative consequences (Donovan, 2006:10)

DREDGING

To maintain sage navigation depth, many harbour channels must be

periodically dredge. The sediments contain contaminants which when released
pose serious threats to the ecosystem, particularly through bio accumulation in
the food chain (Bellefontaine, 2010:16)

OIL POLLUTION

Oil released into the ecosystem is a major environmental problem

associated with the shipping industry. Large spills occurs during transportation
through tanker accidents and spills during loading and off loading. Waste water
from tank washing discharge from bilges and engine maintenance and common
cause of smaller spills. These are hazardous to human beings and the
environment through bioaccumulation of toxins through the food chain. In
addition, oil pollution degrades coastal habitats, smothering tidal pools and killing
marsh grass (Bellefontaine, 2019:19)

SOLID WASTE

All ships produce solid waste during voyages. Most of these wastes can be
legally disposed at sea, as long as they are released at a distance from the
shore. Plastic must be properly incinerated on land. Solid waste from shipping
enters the environment when cargo is lost at sea or accidentally released during
loading and unloading

2.5 THE SUSTAINABLE DEVELOPMENT GOALS

The 2030 agenda for sustainable development adopted by all United

Nations member states in 2015, provides a shared blueprint for peace and
prosperity for people and the planet, now and into the future. At its heart are the

xxx
17 sustainable development goals (SDGs), which are an urgent call for action by
all countries developed and developing in a global partnership, reduce inequality
and spur economic growth all while talking climate change and working to
preserve our oceans and forests. The SDGs build on decades of work by
countries and the United Nation department of economic and social affairs

 In June 1992, at the earth summit in Riodejaneino, brazil, more than 178
countries adopted agenda 21, a compressive plan of action to build a
global partnership for sustainable development to improve lives and
protect the environment

 Member states unanimously adopted the millennium declaration at the

millennium submit in September 2000 at UN headquarters in the New York
(USA). The submit led to elaboration of eight millennium development
goals (MDGs) to reduce extreme poverty by 2015.

 The Johannesburg (South Africa) declaration on sustainable development

and the plan of implementation, adopted at the world summit on
sustainable development in South Africa in 2002, reaffirmed the global
community’s commitments to poverty eradication and the environment,
and built on agenda 21 and the millennium declaration by including more
emphasis on multilateral partnerships.

 At the united nations conference on sustainable development (RIO+20) in

Rio de Janeiro, Brazil, in June 2012, member states adopted the outcome
document “the future we want” in which they decided, inter alia, to launch a
process to develop a set of SDGs to build upon the MDGs and to establish
the UN High – level political forum on sustainable development. The Rio +
20 outcome also contained other measures for implementing sustainable
development, including mandates for future programme of work in
development financing, small island developing states and more

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 In 2013, the General Assembly set up a 30 member open working group to
develop a proposal on the SDGs

 In January, 2015, the General Assembly began the negotiation process on

the post 2015 development agenda. The process culminated in the
subsequent adoption of the 2030 agenda for sustainable Development,
with 17 SDGs at its core, at the UN sustainable development summit in
September 2015

 2015 was a landmark year for multilateralism and international policy

shaping, with the adoption of several major agreements

 Sendai framework for Disaster Risk Reduction (March 2015)

 Addis Ababa Action Agenda on Financing for Development (July 2015)

 Transforming our world; the 2030 Agenda for sustainable Development

with its 17SDGs was adopted at the UN Sustainable Development summit
in New York in September 2015

 Paris agreement on climate change (December 2015)

 Now, the High Level Political forum on sustainable development serves as

the central UN platform for the following and review of SDGs

Today, the division of sustainable development goals (DSDGs) in the

united nations department of economic and social affairs (UNDESA) provides
sustainable support and capacity building for the SDGs and their related thematic
issues including water, energy, climate, oceans, urbanization, transport science
and technology, the Global Sustainable Development Report (GSDR),
partnerships and small island developing states. DSDG plays a key role in the
evaluation of UN System Wide Implementation of the 2030 Agenda and an
advocacy and outreach activities relating to the SDGs. In order to make the 2030
Agenda a reality, broad ownership of the SDGs must translate into a strong

xxxii
commitment by all stakeholder to implement the global goals. DSDG aims to help
facilitate this engagement

THE PILLARS OF SUSTAINABILITY

Sustainability is often broken into three (3) intertwined categories: social

sustainability, economic sustainability and environmental sustainability

Together, these three forms of sustainability are known as “three pillars of

sustainability”. The three pillars of sustainability provide a framework for applying
a solutions – oriented approach to complicated sustainable issues like fisheries
management

The concept of the three “pillars” is fundamental to many companies,

institutions and government agencies today including the United Nation (UN) and
the U.S environmental protection agency. Despite their widespread application,
the three pillars have no clean origin. Instead the three pillars of sustainability are
thought to have formed gradually through economic, environmental and social
critiques in early academic literature. It wasn’t until 1980s that the three pillars of
sustainability became a part of mainstream culture.

The three pillars of sustainability lack a clear and consistent definition.

Today the three pillars, along with the definition of “sustainability” itself, are
subject to several different interpretations while interpretations of individuals
pillars vary, together the three pillars are meant to work in connection to one
another with true sustainability occurring when the three pillars are balanced.

 Social sustainability

Social sustainability includes environmental justice, human health,

resource security and education among other important social elements of
society. Under the three pillars concept, efforts to promote social sustainability
should also aim to foster economic and environmental benefits too.

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 For business, efforts to generate social sustainability could include
focusing company efforts on employee retention instead of economic priorities.
For example, investments in the well being of employees are likely to generate
economic benefits for the company by increasing employee motivation. Efforts to
increase social sustainability can also benefit environment. For example,
people’s diet choices can have a substantial impact on both human health and
the health of the environment, therefore advocacy for healthier eating can benefit
the environment

 Economic sustainability

Economic sustainability includes job creation, profitability and proper

accounting of ecosystem service for optimal cost benefit analyses. When it
comes to the job market, research shows high rate of employment benefit both
the economy and the people’s social well-being through the resource security
employment provides. In this way, the economic drivers requiring companies to
need employees and for people to need job can also foster social sustainability of
employment offers people security.

However, today’s gig economy places social and economic sustainability

at odd with one another. The gig economy causes many people to contribute to
the economic sustainability of companies without receiving the social safety net
typically provided by employment in return

Efforts to be more environmentally sustainable can also benefit the

economic sustainability of an organisation. For example, recycling valuable
materials such as electronic waste and textile waste, can lower operating cost
and reduce the intensity of resources extraction required to sustain businesses.

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 Environmental sustainability

Environmental sustainability focuses on the well-being of the environment.

This pillar includes water quality, air quality and reduction of environmental
stressors, such as greenhouse gas emission

Human health depends greatly on the quality of a person’s environment,

inextricably linking human health and state of the environment. Therefore, efforts
to preserve and restore the environment benefits people too. The environment
also provides natural resources necessary to foster economic. Companies rely
on the extraction of natural resources to be economically sustainable for the
environmental will also provide economic sustainability through the continued
availability of resources

APPLICATION OF THE THREE PILLARS

Since the 1980s, when the three pillars were widely popularised,
businesses, government and organisation have applied the pillars to their
practice with variable success. Conceptually, true sustainability requires even
consideration of the three pillars.

 Commercial fishing

When it comes to the three pillars of sustainability, some say the economic
drivers of the fishing industry are in direct conflict with both environmental
sustainability and social sustainability. To achieve economic sustainability, the
fishing industry is accused of overfishing the world’s oceans to the detriment of
both environment and the people who depend on its resources. Some says the
economic drivers of the fishing industry are inherently in opposition to
environmental sustainability.

Despite the apparent conflict between the commercial fishing industry’s

economic sustainability and the other two pillars, a recent study argues that when

xxxv
it comes to the fishing industry, the three pillars of sustainability are actually
complementary.

The key, the study explains is to eliminate the trade-off between the fishing
industry’s short term social and environmental destruction through proper
fisheries regulations because the short – term economic drivers of overfishing
also hunt economic sustainability itself. To correct the incentive structure, the
study suggest the establishment of harvest rights through catch shares
cooperative or territorial use right for fisheries (TURF’s)

 Development

The United Nations applies the three pillars the three pillars of
sustainability of its development initiatives. Today, the UN agenda includes
seventeen (17) Sustainable Development Goals (SDGs). However, the UN’s
goals have been criticised for being too simple to where they are rendered weak,
impractical, or altogether meaningless. Others argue with UN’s goals would be
better met if each goal focus on a single pillar.

However, based on public perception of the UN’s 17 Sustainable

Development Goals appears to be successful considering all three pillars. In fact,
public feedback indicated each pillar was relatively equally represented by the
UN’s goals. Since even consideration of all three pillars in fundamental to proper
implementation of the three pillars of sustainability, public sentiments indicate the
UN is successfully implementing the three pillars framework to its Sustainable
Development Goals.

SUSTAINABLE DEVELOPMENT GOALS AND SHIPPING

Ocean are the point at which planet, people and prosperity come together
and that is what sustainable development is about. It is about all of us as
shareholders of earth, incorporated, acknowledge and acting on our
responsibility to the planet, to the people and its bloodstream, the oceans.

xxxvi
 The Sustainable Development Goal 14 is centred on ocean. The captain is
“conserve and sustainable use of oceans, seas and marine resources for
sustainable Development”. The ocean covers nearly three quarter (¾ ) of the
entire earth therefore the most prominent feature on the planet and is essential
for planetary survival. Just as a person cannot live without a healthy heart lungs,
the earth cannot survive without healthy oceans and seas. They serve as Earth’s
respiratory system, producing oxygen for life and absorbing carbondioixde and
waste. The oceans provide storage and absorb 30% of the world’s
carbondioxide, while marine phytoplankton generates 50% of the oxygen needed
for survival. The oxygen regulates the climate and temperature, making the
planet hospitable to diverse form of life.

The ocean and seas are essential for national and global economic well-
being. The global ocean economic activity is estimated to be between USD3
trillion to USD6 trillion contributing to the world economy in many important ways
which includes:

 90% of global trade moves by shipping transport

 Submarine cables carry 95% of all global communication

 Fisheries and aquaculture supply 4.3 billion people with more than 15% of
annual consumption of animal protein

 Over 30% of global oil and gas produced is extracted offshore

 Coastal tourism is the largest market segment in the world economy.

Comprising 5% of the global gross domestic product (GDP) and 6% to 7%
of global economy

 Expanding knowledge on marine biodiversity has provided breakthrough

advances in sectors such as pharmaceuticals, food production and
aquaculture

 13 of the world’s 20 megacities are coastal

xxxvii
 Tides, waves, currents and offshore wind are emerging source of energy
that have sufficient potential to contribute to low – carbon energy in many
coastal countries

The package of ocean and seas issue reflected in SDG 14 “conserve and
sustainable use of ocean, seas and marine resources for sustainable
development”, with its seven targets and three provision on means of
implementation is a very important one. The goal itself, its targets and means of
implementation reinforce and give renewed focus and urgency to existing
international prescription on oceans and seas emanating from the 1992 United
Nations conference on environment and development, the 2002 World summit on
sustainable development (RIO+20) and the United Nations convention on the law
of the sea, which came into force in 1994

Several other SDGs, as well are related to and can be used to help
achieve SDG14 on ocean and sea, including SDG 1 (on poverty), SDG 2 (on
food security) SDG 6 (on economic growth) SDG 9 (on infrastructure) SDG 10
(on reduction of inequality) SDG 11 (on cities and human settlement) SGD 12 (on
sustainable consumption and production) SDG 13 (on climate change) SDG 15
(on biodiversity) and SDG 17 (on means of implementation and partnerships).
These goals constitute an integrated, indivisible set of global priorities for
sustainable development. The goals and target integrate economic, social and
environmental aspects and recognised their inter-linkages in achieving
sustainable development in all of its dimensions.

TARGETED FOR IMPLEMENTATION OF SDG 14 ON SHIPPING

Most SDG 14 targets are not measurable in quantitative terms because the
data is not available. The targets include:

xxxviii
 Reduce marine pollution

Target 1 of SDG 14 is to prevent and significantly reduced marine pollution

of all kinds in particular from land – based activities including marine debris and
nutrient pollution. It has one indicator (Index of coastal eutrophication and floating
plastic debris density). The index of coastal eutrophication (ICEP) refers to the
inputs of nutrients (nitrogen, phosphorus and silica, in different forms) from rivers
and corresponding nutrient ratio sub – indicator. The “floating plastic debris
density” refers to the modelled and macro and micro. The amount of plastics in
large marine ecosystems are measured based on “a model of surface water
circulation and the use of proxy input”. The final floating plastic debris density
indicator will be ready by 2020. Marine pollution caused by plastic substances is
recognised as an issue of highest magnitude from a pollution perspective. A lot of
the plastic that are used in people’s day to day lives are never recycled up to
90% and over 8 million metric tons of plastic waste is thrown into the ocean every
year. If this continues, then by year 2050 there will be more plastic than fish in
the world by weight

 Protection and restore ecosystem

Target 2 of SDG 14 is to sustainably manage and protect marine and

coastal ecosystem to avoid significant adverse impacts, including by
strengthening their resilience, and take action of their restoration in order to
achieve healthy and productive ocean

 Reduce ocean acidification

Ocean acidification means seawater Pondus Hydronum (PH) i.e. the

measure of acid present in seawater. Ocean acidification is directly impacting on
the ecosystem of marine environment that provide food, livelihood and other
ecosystem services for a large proportion of the human population. Some 1
billion people are wholly in partially dependent on the eco system services
provided by the coral reefs in terms of fishing, tourism and coastal management
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SDG 14 is fully inter-wined with the impact of ocean acidification, as its focus
includes the protection and restoration of ecosystems, sustainable fishing,
protection of coastal and marine areas and protecting the economic benefits from
marine resources.

 Sustainable fishing

Target 4 is aiming at effectively regulate harvesting and overfishing, illegal,

unreported and unregulated fishing and destructive fishing practices and
implement science – based management plans, in order to restore fish stock in
the shortest time feasible, at least to levels that can produce maximum
sustainable yield as determined by their biological characteristics

 Target 5 is to conserve coastal and marine areas. The intention here is to

by 2020 conserve at least 10% of coastal and marine areas, consistent
with national and international law based on the best available scientific
information. The term “marine areas, no – take zones, marine sanctuaries,
ocean sanctuaries, marine parks, locally managed marine areas and
others

 Target 6 is to end subsides contributing to overfishing. This aim at

prohibiting certain forms of fisheries subsides which contribute to
overcapacity and overfishing, eliminate subsides that contribute to illegal
unreported and regulated fishing and refrain from introducing new such
subsidies, recognising that appropriate and effective special and
differential treatment for developing least developed countries should be
an integral part of the world Trade Organization (WTO) fisheries subsides
negotiation

 Target 7 is to increase the economic benefits from sustainable use of

marine resources. This target aimed at increasing the economic benefits to
small island developing states and least developed countries from the

xl
 sustainable use of marine resources, including through sustainable
management of fisheries.

One resource issue that should be taken account of to a higher degree

than present within the SDGs are non – living resources. Mining and marine
environment will be one that can be assisted by a greater focus from SDG14.
Marine minerals includes sea – dredge and seabed minerals. Sea dredge
minerals are normally extracted by dredging operations within coastal zones to
maximum sea depth of about 200m. Minerals normally extracted from these
depth includes sand, silt and mud for construction purposes, mineral rich sand
such as ilmenite and diamond

MAIN BENEFITS OF SDG 14 TARGETS ON SHIPPING

 Increase scientific knowledge, research and technology for ocean health:

Develop research capacity and transfer marine technology, taking into
account the intergovernmental oceanographic commission criteria and
guideline on the transfer of marine technology , in order to improve ocean
health and to enhance the contribution of marine biodiversity to the
development of developing countries, in particular small island developing
state and least developed countries

 Support small scale fishers: This SDG target to provide access for small
scale artisanal fishers to marine resources and market though the
application of legal/regulatory/institutional framework which recognised and
protects access right for small scale fisheries. Small scale fisheries
contribute to the nutrition, food security, sustainable livelihoods and
poverty alleviation especially in developing countries. Also the small scale
fishers will be empowered to participate in decision making with dignity and
respect through integrated management of the social, economic and
ecological systems.

xli
 Implement and enforce international sea law: Enhance the conservation
and sustainable use of oceans by implementing international laws as
reflected in the United Nation Convention on the law of the sea, which
provides the legal framework for the conservation and sustainable use of
oceans and their resources, referred to as “the future we want”.

PROBLEMS OF SUSTAINABLE DEVELOPMENT OF SHIPPING

In spite of the globalization of economic relations and the interest of each

country in the effective growth of the national economy, the problems of
sustainability within the sustainability development project life cycle or the
individual subsystems are formed and expanded. It is noted the asymmetry of
access and timely implementation of innovation ideas. Untypical volatility is
formed because of attempts of priority of political methods of resolving of
traditional or emerging issues. Even the presence of international institutions,
regulations, standards and rules does not hold back national governments from
inadequate approach to resolving common tasks. The variety of economic
theories explaining the modern nature of economic development and
contradicting each other, containing criticism of traditional economic ideas, is
based on the analysis of the current trend. It does not take into account system
changes in the development of the community, which significantly limit the
manifestation of historical standard. Therefore, no theory in fact contains
predictions of subsequent progressive development. In this circumstance, two
principals of selection strategies regarding management of national economy’s
development are formed.

First, is the resignation of external recommendations perception by the

global institutions and by the so-called economic leaders. The bright
representative of this approach is the Ukraine.

Second, it is rigid self-appraisal of features of economic growth as a whole

and the formation of self-sufficient original position in the choice of development
xlii
strategy. In this group of countries China, India, Iran, Belarus and Vietnam stand
out. These countries, in spite of the non-standard approach to system-wide
principles hold adopted trend of development. Factors of innovative directions of
development reinforce the significance of investment support and problem of
access to investment resources.

Shipping industry due to its importance for the stability of World production
and trade is characterised by a relative activity of investment processes.
Furthermore, asymmetry of distribution tonnage to the real owners regarding the
role of individual countries in the international labour division keeps its special
influence on the parameters of the investment process. In the same process
attention should be drawn to the internationalization of the process of
corporatization and the formation of international port management structures
and their cash flows, specially created by holding companies. Often, regardless
of the nature of political relations possessory alternative technologies are formed
on the concession.

DEVELOPMENT OF SUSTAINABLE PRACTICES FOR SHIPPING

The shipping sector is of critical significance to present day culture. The

overall population have a restricted insight and enthusiasm for its impacts and
part as a fundamental component regarding social and financial turn of events,
and as a likely wellspring of amazing business and profession openings, with a
few million individuals as of now working in exercises and organisations
straightforwardly and in a roundabout way identified with sea and ocean around
the world.

Variably, the transport and fishing industry have encountered a proceeding

with pattern of increment both in their armadas and in the all-out exchange
volume and fishing limit individually.

Shipping organisations have consistently utilized conventional techniques

for transportation and correspondent, for example mass transporters, freight
xliii
ships, radio signs, and that’s only the tip of the iceberg. Nowadays,
notwithstanding , with the presentation of progressive innovation and thought s, it
has gotten basic for the exchange businesses to receive new mechanical
patterns for giving a much quicker and more efficient exchange administration.

Progression in innovation has presented various procedures that can

guarantee an overhaul in the general activity of the transportation business. The
presentation of megaships, robots supplanting labour, new and updated
materials, elective emergises are set to achieve an extraordinary change in
shipping business. A portion of the significant delivery drifts here, which are
forming the fate of shipping business.

 The growth of sensor technology: Sensor innovation is quite possibly

the most exceptional and very much created advancements today. With
the presentation of sensors, there is no requirement for checking gear on
the ship physically. Interfacing all the apparatus to sensors through remote
availability empowers the team on the ship to keep exact tabs in the
working state of machines, the support needed at customary spans, and
their total operability on ships.

 Robotic automatic: The utilization of robots in each area has gotten very
normal in the previous few years. In the delivery business, robots are step
by step being utilized to help all the undertakings. Exercises like pressing,
conveying, assessment, fire lightning, and so forth can be completed by
robot easily.

Since robots work all the more successfully and with no breaks, the
shipping business is foreseen to come to depend intensely on the
utilization of robots for each capacity. These robots will likewise have the
option to kill a danger if there should arise an occurrence of an assault.
New kind of robots called “smaller than expected robots”, are being
matched with the sensors to distinguish and record all information in the
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 ship and work on it. The robots will reduced significantly labour on board
the ship.

 Autonomous Ships: Self-sufficient frameworks in delivery are acquiring

huge fame because their ability to convey merchandise with no
obstruction. These frameworks work at top productivity for fundamentally
longer term than is required in the shipping business. Driving innovation
organisation has put resources into the innovative work of these self-
sufficient frameworks. Surface, submerged, and air-based vehicles are
being utilised to screen action, tap alluring areas for oil and gaseous petrol,
and other such exercises.

 IOT (Internet of Things): IOT essentially comprises of a Geographical

positioning System (GPs) and a cloud based data set which store all the
information gathered by gadgets on the ship. IOT likewise associates the
sensors, robot and different gadgets through a remote organisation. The
upside of utilizing IOT is that, since it monitors all gadgets and shipment.

 Advanced Environment-Friendly Material: The shipping business has

caused a great deal of contamination and ecological harm squander
effluents, fuel from ships, oil slicks, and other transportation related issues
have made it important to receive a greener methodology in the shipping
business. Megaships are being planned with more feasible materials,
similar to fibre-fortified plastic to convey an enormous amount of freight at
a time, thus reducing traffic. The decreasing traffic will likewise guarantee
diminished carbon impression of the ship.

 Efficient Propulsion Techniques: The enormous measure of fuel utilised

in ships effectively affects the climate. New innovation joined with
imaginative reasoning has prompted the replacement of regular fills with
low carbon energizes and elective powers, in this manner lessening the
emanation of ozone depleting substances like carbon and sulphur.
xlv
 Changes to the sails, frames and different pieces of ship can likewise build
impieties, which have a positive ecological effect.

 Port Management: Enhancement of working methodology at the harbour

with the assistance of innovation can diminish the time the ship needs to
stand by at the port. The diminished holding up time will ensure less fossil
fuel by product from ships at the harbour. To make the dumping of the boat
quicker, it is essential to utilise robots and other hardware to lift hefty
payload.

 Green Technology: With the World’s significant venture devoting the

following decade for the decrease of their natural impressions, the shipping
industry will likewise need to look out for the equivalent. Green technology
can assist the sea area with doing its activities in an exceptionally savvy
and climate neighbourly way. The most recent elective fuel-LNG is ending
up being a more brilliant arrangement as of now and might be the
response to the developing natural dangers caused because of the
discharge of risky gases during transportation.

 Cloud Based Technology: Cloud based innovation is known for giving

admittance to the information effectively and subsequently will end up
being an earth-scattering innovation for the shipping business. Directly
from reducing down the expense to forestalling any information misfortune,
offering distant admittance to corporate information to improving the
correspondence channel between the staff adrift and land. Cloud based
innovation is simple one more resource for the shipping business.

 Voice Controlled Devices: With its suggestion in flying and truck armada
examination, voice-controlled gadgets will contact the oceanic area very
soon. While these gadgets can get the data rapidly and effectively, it will
be intriguing to watch their job in vessel and load review. Constant
assessment and without hand documentation are now on the card-on
xlvi
 account of voice controlled gadgets that are prepared to change the review
cycle.

 Ballast Water Treatment Framework: Balance Water Treatment System

(BWTS) is a framework intended to eliminate and obliterate latent natural
life forms (zooplankton, green growth, micro-organism) from
counterbalance water. The critical worry of the subject of improvement of
new and maintainable practise for the shipping business is generally
dispersed to various portions, for example, the climate, wellbeing and
security of life adrift and life beneath water and security of the production
network in the shipping industry.

IMPLEMENTING SUSTAINABLE DEVELOPMENT GOAL 14 IN NIGERIA,

NIGERIAN PORTS AUTHORITY (NPA) PERCEPTIVE

The United Nations Sustainable Development Goals (SDGs) are designed

to ensure efficient use of the earth’s resources, protect the environment, improve
livelihood, and conserve a future for successive generation by 2030. The
environmentally forced Goal 14-to conserve and sustainably use the oceans,
seas, and marine resources for instance, highlights a critical correlation with
other goals on reducing poverty, hunger and social inequality. The marine
environment is facing a number of pressures arising out of the needs of people,
and the multiple issues that coastal and marine areas can put it to. These
pressures contribute to the depletion of marine resources and degradation of the
marine environment. There is therefore the need for the proper management and
protection of marine resources through the aid of institutional framework. No
amount or quality of legislations can effectively protect the marine environment
without the aid of institutional framework. Therefore, the roles of Nigerian Ports
Authority towards the implementation of the global mandate will be looked into.

xlvii
2.6 NIGERIA SHIPPING ENVIRONMENT

Marine environment is one of earth’s most precious and delicate resources

and there is a growing awareness among nations of the world that drastic and
sustainable measures need to be adopted and implemented to protect it from
further deterioration. Nigeria is a maritime nation with a coastline of
approximately 853km on its southern border and a population of over 120million
inhabitants. 20% of which inhabit the coastal zone. The importance of the marine
environment to Nigeria is underscored by the fact that about 90% of its
international trade i.e. imports and export are dependent on shipping transport.
Nigeria has about nine (9) major ports which are for navigational and
administrative purposes divided into five (5) Navigational Districts namely: Port
Harcourt, Warri, Lagos, Calabar and Onne navigational districts.

HISTORY, OBJECTIVES AND FUNCTIONS OF NIGERIAN PORTS

AUTHORITY (NPA)

The significance of the marine environment to Nigeria is underlined by the

fact that about 90% of its international trade i.e. imports and exports are
dependent on Maritime transport. Nigeria being a major oil producing and
exporting country records approximately 1,000 petroleum tanker vessels calling
at her port annually, with an average tanker size of about 95,000 GRT. All the
vessels calling at these ports carry enormous amount of waste including bilge,
sludge, garbage, sewage, chemical waste (toxic and non-toxic) and in the
absence of reception facilities all the ship generated waste are discharged into
the sea with the vicinity of the ports. Recent event including the oil spill resulting
from collision of The Agulhas and The Asian Star, the Marina bay rice pollution
and Tank farm spillage at Tin can Island of June 2002 together emphasis the
problem of pollution in the shipping industry. Thus, the Nigerian Port Authority
was set up to regulate and control safety of activities at the ports. The functions

xlviii
of the Authority are as stated in section 7 of the Nigerian Port Authority Act 2004.
The section provides. The functions of the authority shall be to:

a. Provides and operate in the ports, such as facilities as appear to it best

calculated to serves the interest of Nigeria.

b. Maintain, improve and regulate the use of the ports.

c. Ensure the efficient management of port operations, optimal allocation

and use of resources, diversification of sources of revenue and
guaranteeing adequate returns on its investments, in order to continue
effectively to the wellbeing of the Nigerian society.

d. Provide for the approaches to all ports and the territorial waters of Nigeria,
such pilotage services and aids, including cleaning, deepening and
improving of all waterways.

e. Provide facilities for:

i. Berthing, towelling, mooring, moving of dry docking of ships in

entering or leaving a port or its approaches.

ii. The loading and unloading of goods or embarking or disembarking of

passengers in or from a ship.

iii. The lighterage or the sorting, weighing, warehousing and handling of

goods.

iv. For the carriage of passengers or goods.

f. Manage, supervise and control or take part in the management,

supervision and control of any company or undertaking in which the
Authority is interested, by reason of shareholding or otherwise and for that
purpose appoint and remunerate directors, accountants, other experts
and agents.

xlix
 g. Provide and use appliances for the towage and protection, or salvage of
life and property or for the prevention of fire within Nigeria and on vessels
on the high seas.

h. Supply water to shipping vessels.

i. Control pollution arising from oil or any other substance from ships using
the ports limit or their approaches.

j. Provide and operate such other services as the ministry may from time to
time require.

k. Carry out such other activities which are connected with or incidental to its
other functions under this act.

The following are some of the notable challenges to the Nigerian Marine
Environment.

 Over fishing

 Population Increase

 Poverty and coastal settlement

 Pollution

The Nigerian Ports Authority have put certain measures in place to protect the
Marine Environment in Nigeria and guarantee a safe maritime/shipping domain.
These measures includes and not limited to:

 Aids to Navigation

 Regular carrying out of Bathymetric survey

 Removal of wrecks

 Dredging campaign

l
 CHAPTER THREE
RESEARCH METHODOLOGY

3.1 RESEARCH DESIGN

The survey method is adopted across sectional design for the purpose of
this project work with structural questionnaire administered to respondents on the
topic, with the view of obtaining response on the implication for sustainable
development of the impact of shipping on Nigerian economy. The adoption of this
method is justified by the freedom it granted to the respondent to guarantee
unbiased responses to generate greater efficiency and accuracy at a much
lesser cost.

3.2 DATA COLLECTING INSTRUMENT

Without missing words, a faulty data will generate a faulty result, therefore
cane must be taken in selecting a data collecting instrument. Two kinds of major
collecting instrument are employed in this project work. These are primary and
secondary data

 Primary data

These are original information for a specific purpose at hand (Frand and
Williams 1989). The responses to the structured questionnaire from a major
primary data, personnel interview and observation

 Questionnaire

This from the major research instrument for this project work and is
intended to retrieve the needed information from stakeholders. It is expedient to
use questionnaire considering the importance of this topic to the wellbeing of
Nigerians. These structured questions requires the respondents to freely respond
Agree (A) or Disagree (D)

li
 Observation

The explanatory procedures in this project are based on observation in the

port through the Nigerian ports Authority to observe most precisely the impact of
shipping on the environment around the port as the SDG14 has in it centre the
sustainability of marine environment and has their effect social and economic
wellbeing of individuals and the economy of Nigeria.

 Personnel interview

The imperativeness of this topic to human race in the general and

especially increase my desire to have personal interview with important
stakeholder relating to the subject matter. Among the personnal interview and
management staff, senior staff, intermediate staff as well as junior staff in the
shipping industry as every contribution are important to this noble topic. Among
staff interviewed are staff of Nigerian Port Authority (NPA), Nigerian Maritime
Administration and Safety Agency (NIMASA), Federal Environmental Protection
Agency (FEPA), Seaport Terminal Operators of Nigeria (STOAN), seafarers
dockworkers, shippers, clearing and forwarding agents etc.

 Secondary data

These are already existing information somewhere been collected for

another purpose but related to this topic. The secondary data used in this project
work consists of published articles, statute books, textbooks, professional
journals relating to shipping, newspapers, magazines, projects and most
importantly information from the internet

3.3 RESEARCH POPULATION AND SAMPLE SIZE

Considering the sensitivity of this topic to the wellbeing of human race in

general and Nigerians especially, it is expedient to note that the population will
cut across all facest of human class i.e. the high middle and low, as a classes are
victim of the economic prowess of shipping on the hundred (100) respondents

lii
which cut across all classes. The respondents includes management staff of
NPA, NIMASA, FEPA, STOAN, clearing and forwarding agents, seafarers,
dockworkers, ordinary people around the ports, petty traders, shippers etc. The
total number of questionnaire completed and returned stood at sixty (60) out of
which ten (10) are not properly completed and cannot be used for statistical
analysis. Therefore the sample size for this project work stood at fifty (50).

3.4 Limitation/constraints

The problems encountered in the stage of data collection for this project
includes:

 Poor or lack of enough knowledge about the global issue of sustainable

development and its impacts on the shipping industry as it relates to
Nigerian economy.

 Lack of a natural shipping carrier makes it abruptly impossible to monitor

closely the content of shipment to Nigeria bearing in mind the koko toxic
waste of deposited in Nigeria water domain in 1988

 Most top management staff of various important stakeholders are difficult

to meet for interview due to their flexible and tight work schedule

 Some sort of information such as causalities of marine environmental

degradation are classified as strategic and net for public consumption

 Traffic in the city of Lagos which house the largest and busiest ports in
Nigeria was a major problem as few appointments were aborted due to
traffic problems

 The required level of education required to handle an important topic like

this is missing among the majority of the respondents hence such low
sample size from the population

 The financial requirements to back up this project was not readily available
as transport, printing and data for browsing require a great deal of finance
liii
 CHAPTER FOUR
DATA PRESENTATION, ANALYSIS AND INTERPRETATION

This chapter will examine data presentation. Analysis and interpretation of

the study using the simple statistical formular of percentage. This will be applied
to the social demographic features of the respondents which includes features
like sex, age, marital status, educational qualification, religion etc. that from the
section A. The section B will apply the simple percentage statistical method in
presenting analyzing and interpreting the responses from the respondents.

4.1 DATA PRESENTATION

Section A (Social demographic features of respondents)

Table 1: Sex distribution of respondents

Variables Frequency Percentage (%)

Male 32 64
Female 18 36
Total 50 100
Source: field survey, 2023

Table 1 above shows that majority of the respondents (32) representing (64%)
are male, while the remaining (18) respondents representing (36%) are female

Table 2: Age distribution of respondents

Variables Frequency Percentage (%)

20 – 30 years 10 20
31 – 40 years 15 30
41 – 50 years 15 30
51 – 60 years 5 10
61 years above 5
10
Total 50 100
Source: Field Survey, 2023

liv
From table 2 above age bracket 31 to 40 yrs and 41 to 50yrs have the same
representation of (15) respondent each i.e. (30%) each (10) respondents are
within the age bracket of 20 to 30 yrs and the remaining 10 respondent i.e. 20%
is showed equally between age brackets 51 to 60 yrs and 61 yrs and above

Table 3: Distribution of respondents by marriage

Variables Frequency Percentage (%)

Single 8 16
Married 34 68
Divorced 4 8
Widow and widower 4 8
Total 50 100
Source: Field Survey, 2023

Table 3 above reveals that majority of the respondents (34) representing (68%)
are married (8) respondent representing (16%) are single, the remaining (8)
respondents representing (16%) is shared equally between the divorced and
widow and widower

Table 4: Distribution of respondents by educational qualification

Variables Frequency Percentage (%)

WASC and SSCE 5 10
NCE & OND 10 20
HND & BSC 25 50
MSC 6 12
Others 4 8
Total 50 100
Source: Field Survey, 2023

From the above table majority of the respondents (25) representing (50%) are
holders of Higher National Diploma (HND) and Bachelor of Science (Bsc), (10)
respondents i.e. (20%) are holders of National Certificate of Education (NCE)
and Ordinary National Diploma (OND), 6 respondents representing (12%) are
lv
Masters of Science (Msc) holders educationally, (5) respondents i.e. (10%) holds
West African School Certificate (WASC) and Senior School Certificate
Examination (SSCE) ordinary level.

Table 5: Religious distribution of respondents

Variables Frequency Percentage (%)

Christianity 22 44
Islam 20 40
Others 8 16
Total 50 100
Source: Field Survey, 2023

The above table shows that (22) respondents i.e. (44%) are Christian, while (20)
representing (40%) are Muslim while other religious shared (8) respondents
representing (16%)

SECTION B

The responses to the structured statement of questions will be presented,

analyze and interpreted in this section. Respondents are to freely express their
opinion by choosing Agree (A) or Disagree (D) as it relate to the project topic

Question 1: shipping is the blood and life of international trade globally and
especially Nigeria

Table 6

Variables Frequency Percentage (%)

Agree 40 80
Disagree 10 20
Total 50 100
Source: Field Survey, 2023

Table 6 shows that (4) respondents representing (80%) agree that shipping is the
blood and life of international trade globally and especially Nigeria while (10)

lvi
respondents representing (20%) disagree that shipping is the blood and life of
international trade globally and especially Nigeria

Question 2: shipping has positive and negative impact on the Nigerian economy

Table 7

Variables Frequency Percentage (%)

Agree 20 40
Disagree 30 60
Total 50 100
Source: Field Survey, 2023

From table 7 above forty percentage (40%) of the respondents representing (20)
respondent agree that shipping has positive and negative impact on the Nigerian
economy and the remaining respondents (30) representing the majority (60%)
disagree that shipping has positive and negative impact on the economy of
Nigeria

Question 3: Sustainable development is set of United Nation (UN) agenda aim

at stimulating action toward economic, social and environmental sustainability
today and the future

Table 8

Variables Frequency Percentage (%)

Agree 32 64
Disagree 18 36
Total 50 100
Source: Field Survey, 2023

Table 8 shows that sixty four percent (64%) of the respondents representing (32)
respondents agree that sustainable development are set of United Nation (UN)
agenda aim at stimulating action towards economic, social and environmental
sustainability today and the future which eighteen (18) respondent i.e. (36%)
disagree that sustainable development are set of United Nation (UN) agenda aim
lvii
at stimulating actions toward economic, social and environmental sustainability
today and the future

Question 4: Lack of national carrier will hinder the achievement of sustainable

maritime development and in Nigeria by the year 2030

Table 9

Variables Frequency Percentage (%)

Agree 35 70
Disagree 15 30
Total 50 100
Source: Field Survey, 2023

Table 9 reveals that seventy percent (70%) of the respondents agree that lack of
national carrier will hinder the achievement of sustainable maritime development
goal by the year 2030. In Nigeria while the remaining fifteen (15) respondents i.e.
(30%) disagree that lack of national carrier will hinder the achievement of
sustainable maritime development goal in Nigeria by the year 2030

Question 5: shipment to Nigeria are not effectively and efficiently monitored from
the exporting countries until they arrived in Nigeria

Table 10

Variables Frequency Percentage (%)

Agree 28 56
Disagree 22 44
Total 50 100
Source: Field Survey, 2023

From table 10 it is vividly shown that fifty six percent (56%) of the total
respondent agree that shipment to Nigeria are not effectively and efficiently
monitored from the exporting countries until they arrived in Nigeria, while forty
four percentage (44%) disagree that shipment to Nigeria are not effectively and
efficiently monitored from the exporting countries until they arrived in Nigeria.
lviii
Question 6: The federal environmental protection agency (FEPA) is not
equipped enough to successfully monitor Nigeria aquatic environment

Table 11

Variables Frequency Percentage (%)

Agree 30 60
Disagree 20 40
Total 50 100
Source: Field Survey, 2023

The above table reveals that (3) respondents i.e. (60%) agree that the federal
environmental protection agency (FEPA) is not equipped enough to successfully
monitor Nigeria aquatic environment, while the remaining (40%) disagree that
FEPA is not equipped enough to successfully monitor Nigeria acquatic
environment

Question 7: Foreign shipping companies are paying only lip service towards the
achievement of sustainable shipping development goal in Nigeria by 2030

Table 12

Variables Frequency Percentage (%)

Agree 28 56
Disagree 22 44
Total 50 100
Source: Field Survey, 2023

Table 12 shows that twenty eight (28) respondents representing (56%) agree that
foreign shipping companies are paying lip service towards the achievement of
sustainable shipping development goal in Nigeria by 2030 while twenty two (22)
respondents i.e. (44%) disagree that foreign shipping companies are paying lip
service towards the achievement of sustainable shipping development goal in
Nigeria by 2030

lix
Question 8: Nigerian port authority (NPA), Nigeria maritime administration and
safety agency (NIMASA) and other maritime agencies are committed to the
achievement of sustainable shipping development goal by 2030

Table 13

Variables Frequency Percentage (%)

Agree 35 70
Disagree 15 30
Total 50 100
Source: Field Survey, 2023

From table 13 above, it is clearly shown that only thirty five (35) respondents i.e.
(70%) agree that NPA, NIMASA and other maritime agencies are committed to
the achievement of sustainable shipping development goal by 2030, while the
minority fifteen (15) respondents i.e. (30%) disagree that NPA, NIMASA and
other maritime agencies are committed to the achievement of sustainable
shipping development goal by 2030

Question 9: sustainable development will encourage shipping to impact

positively on the economy of Nigeria

Table 14

Variables Frequency Percentage (%)

Agree 28 56
Disagree 22 44
Total 50 100
Source: Field Survey, 2023

Table 14 shows that twenty eight (28) respondents i.e. (56%) agree that
sustainable development will encourage shipping to impact positively on the
economy of Nigeria, while the remaining twenty two (22) respondents i.e. (44%)
disagree that sustainable development will encourage shipping to impact on the
economy of Nigeria

lx
Question 10: Overfishing on Nigerian waters will be reduced and this may lead
to unemployment, poverty and reduction in protein intake among the citizenry

Table 15

Variables Frequency Percentage (%)

Agree 30 60
Disagree 20 40
Total 50 100
Source: Field Survey, 2023

From table 15, thirty respondents representing (60%) agree that overfishing on
Nigerian waters will be reduced and this may lead to unemployment, poverty and
reduction of protein intake among the citizenry, while twenty (20) respondents i.e.
(40%) disagree that overfishing on Nigerian waters will be reduced and this may
lead to unemployment, poverty and reduction in protein intake among the
citizenry.

Question 11: sustainable underwater mining will be initiated and monitored to

support the economy through job creation, taxes and royalties thereby increase
the contribution of the sector to the Gross Domestic Product of the country

Table 16

Variables Frequency Percentage (%)

Agree 32 64
Disagree 18 36
Total 50 100
Source: Field Survey, 2023

Table 16 show that (64%) of the respondent represent (32) respondent agree
that sustainable underwater mining will be initiated and monitored to support the
economy through job creation, taxes and royalties thereby increase the
contribution of the sector to the Gross Domestic Product (GDP) of the country

lxi
Question 12: Pollution of the ocean and sea is a severe problem facing the
inhabitancy of the coastal areas as well as the aquatic life and a major threat to
achieving the sustainable development goal 14 (SDG14) designed for
sustainable shipping

Table 17

Variables Frequency Percentage (%)

Agree 35 70
Disagree 15 30
Total 50 100
Source: Field Survey, 2023

Table 17 shows that majority of the respondents thirty five (35) representing 70%
agree that pollution of the ocean and sea is a severe problem facing the
inhabitant of the coastal areas as well as the aquatic lives, and a major threat to
achieving the Sustainable Development Goal 14 (SDG 14) designed for
sustainable shipping, while fifteen (15) respondents representing 30% disagree.

Question 13: Environmental degradation which is a major cause of global

warming a significant threat to the global community can be reduced through the
sustainable development goal in Nigeria.

Table 18

Variables Frequency Percentage (%)

Agree 26 52
Disagree 24 48
Total 50 100
Source: Field Survey, 2023

Table 17 shows that twenty six (26) respondents agree that environmental
degradation which is a major cause of global warning a significant threat to the
global community can be reduced through the sustainable development goal in
Nigeria, while the remaining twenty four (24) respondent representing 48%

lxii
disagree that environmental degradation which is a major cause of global
warming a significant thread to the global community can be reduced through the
sustainable development goal in Nigeria

Question 14: There must be synergy among all the stakeholder championed by
the NPA is the maritime sector in Nigeria to achieve the objectives of sustainable
development goal 14 (SDG 14) in Nigeria by 2030

Table 19

Variables Frequency Percentage (%)

Agree 40 80
Disagree 10 20
Total 50 100
Source: Field Survey, 2023

From table 19 above forty (40) respondents representing (80%) agree that there
must be synergy among all the stakeholders championed by the NPA in the
maritime sector in Nigeria to achieve the objectives of sustainable development
goal 14 (SDG14) in Nigeria by 2030, while the majority (10) respondents
representing (20%) disagree.

4.2 Test of hypothesis

The CHI SQUARE (X2) statistical tool will be applied for the testing of two
hypotheses in the project work

HYPOTHESIS 1

Ho (Null): Sustainable development will encourage shipping to impact positively

on the economy of Nigeria

H1 (alternative): sustainable development will discourage shipping to impact

positively on the economy of Nigeria

lxiii
Responses to questions 9, 10, 11, 12 and 13 adopted for the testing of this
hypothesis

Responses Q9 Q10 Q11 Q12 Q13 TOTAL

Agree 28 30 32 35 26 151

Disagree 22 20 18 15 24 99

Total 50 50 50 50 50 250

Expected frequency

Agree:  = Row X Column = 50 X 151 = 7760 = 30.2

Grand Total 250 250

Disagree:  = Row X Column = 50 X 99 = 4950 = 19.8

Grand Total 250 250

Degree of freedom V

V = (nr – 1) (nc – 1)

V = (2 – 1) (5 – 1)

V = (1) (4)

V=1X4

V=4

Level of significant = 0.05

lxiv
Expected frequency table

o−¿ √ n2
√
Ɛ
O Ɛ O–Ɛ n2
Ɛ
o−¿
ε
28 30.2 - 2.2 4.84 0.160
22 19.8 2.2 4.84 0.244
30 30.2 - 0.2 0.04 0.001
20 19.8 0.2 0.04 0.002
32 30.2 1.8 3.24 0.107
18 19.8 - 1.8 3.24 0.164
35 30.2 4.8 23.04 0.762
15 19.8 - 4.8 23.04 1.162
26 30.2 - 4.2 17.64 0.584
24 19.8 4.2 17.64 0.890
4.078
Table of value 9.488

Criterion for decision: If the calculated chi square is less (<) than the chi square
table of value, do not reject H0 (NULL), but if the calculated value is greater (>)
than the chi square table of value reject H 0 (NULL) from the above calculation,
the calculated value is 4.078 which is less than (<) than 9.488 value of chi square
table of value. Therefore, the H0 (NULL) hypothesis which state that “sustainable
development will encourage shipping to impact positively on the economics of
Nigeria” is hereby accepted, with the H1 (alternative) which state that “sustainable
development will discourage shipping to impact positively on the economy of
Nigeria” is hereby rejected.

HYPOTHESIS 2
lxv
Ho (NULL): lack of a national carrier which hinder the achievement of
sustainable maritime development goal in Nigeria by the year 2030.

H1 (ALTERNATIVE): lack of a national carrier will hinder the achievement of

sustainable maritime development goal in Nigeria by the year 2030.

Responses to questions 4, 5, 6, 7 and 8 are used in testing of this

hypothesis

Response Q4 Q5 Q6 Q7 Q8 TOTAL
s

Agree 35 28 30 28 35 156

Disagree 15 22 20 22 15 94

Total 50 50 50 50 50 250

Expected frequency

Agree:  = Row X Column = 50 X 156 = 7800 = 31.2

Grand Total 250 250

Disagree:  = Row X Column = 50 X 99 = 4700 = 18.8

Grand Total 250 250

Degree of freedom V

V = (nr – 1) (nc – 1)

V = (2 – 1) (5 – 1)

V = (1) (4)

V=1X4

V=4

Level of significant = 0.05

Expected frequency table

lxvi
 o−¿ √ n2
√
Ɛ
O Ɛ O–Ɛ Ɛ n2
o−¿
ε
35 31.2 3.8 14.44 0.462
15 18.8 - 3.8 14.44 0.768
28 31.2 - 3.2 10.24 0.328
22 18.8 32 10.24 0.544
30 31.2 - 1.2 1.44 0.046
20 18.8 1.2 1.44 0.076
28 31.2 - 3.2 10.24 0.328
22 18.8 3.2 10.24 0.544
35 31.2 3.8 14.44 0.462
15 18.8 - 3.8 14.44 0.768
4.326
Table of value 9.488

Criterion for decision: If the calculated chi square is greater (>) than the chi
square table of value do not accept H 0 (NULL) hypothesis, but if the calculated
value from the frequency table is less than (<) the table value, accept the H 0
(NULL) hypothesis which state that “lack of a national carrier will hinder the
achievement of sustainable maritime development goal in Nigeria by the year
2030 is hereby accepted, while the H 1 (alternative) hypothesis which state that
“Lack of a national carrier will not hinder the achievement of sustainable maritime
development goal in Nigeria by the year 2030 is hereby rejected

lxvii
 CHAPTER FIVE
SUMMARY, CONCLUSION AND RECOMMENDATION

5.1 SUMMARY

It is unfortunate that many developing countries of the world particularly in

West African sub region have not been very successful, active and prominent in
the theater of world shipping. There is need for a deliberate attempt to seek for
the future of world sustainable shipping and the integration of Nigeria in the
serious global shipping initiative. It is glaring that the economy is externally
dominated about 85% of the nation’s external trade, import and export, passes
through the nations seaport. Since 1990’s net less than 2,500 vessels are
recorded in the Nigerian seaports annually (Badejo, 2001:40)

The United Nation conference on sustainable development, 2012 has

brought the issue of sustainable development to the consideration of international
community once more. Despite all the efforts in proliferation since the Brundtland
Report sustainable development is still far from being universally implemented
and achieved. This is due to lack of adequate appreciation and misinterpretation
of the nation of sustainable development.

Sustainable development should be considered a paradigm as defined by

Thomas Kuhn, meaning a model with particular principles. Categorizing
sustainable development as mere concept is underestimating its role and scope,
and amounts to its denial. Applying Morin’s complexity theory, sustainable
development would become revolutionary if it was considered a replacement to
the current concept

The application of the sustainable maritime development seems to be

problematic because it lacks a globally acceptable definition of what sustainable
shipping development is. Furthermore the term is often used in the sense of
“Perpetuation” of the current state of shipping affairs, but now with the
consideration of environmental and social aspect
lxviii
 Moreover, sustainable shipping development is frequently associated with
economic growth, however, it might not necessarily have the impact on the
contrary, the application of the principle of sustainable shipping might result in a
decline of economic activities in the traditional sense.

In all, the determinant for successful implementation of the sustainable

shipping development is education. Therefore the United Nations has been
making vigorous efforts to spread the concept of ESD as transformative
pedagogy to prepare society for transition to the new change. Consequently
sustainable shipping development in Maritime Education and Training (MET)
requires reorientation, resources allocation and capacity building to implement
sustainable shipping development. Instead, it is often related to “continuous”
supply of seafarers, or MET institution’s financial stability, which are unsuitable
association. Although these associations are misleading, they might be actually
the result of improper education

5.2 CONCLUSION

After the Second World War nations of the world combined efforts and
established the United Nations organization with the primary aim “to save
succeeding generations from the scourge of war”. Taking into consideration the
current threats to humanity, the United Nations has adopted a new goal “to meet
the needs of the present without compromising the ability of future generations to
meet their own needs in all field of live most importantly in shipping taken into
account the importance of shipping to the global businesses and by extension its
contribution to achieving the set goals of United Nation in sustainable
development. This vision still needs to be accepted at the paradigmatic level, and
education is the most powerful tool in this regard

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5.3 RECOMMENDATIONS

The following recommendations are suggested after a detailed study of the

implication for sustainable development of the impact of shipping on Nigeria
economy using the Nigerian Ports Authority as a case study
 Education and awareness must be vigorously pursued across board to
ensure that coastal area inhabitant are carried along on issues relating to
sustainable shipping development
 The sabotage law establishing local content in shipping must be executed
to the latter to ensure that foreign shipping companies obey offenders are
dealt with in accordance to the law
 All the stakeholders in the shipping industry in Nigeria must syngise to
achieve sustainable shipping development. This is necessary because the
failure of a section or sub – section of the industry will have a negative
impact on the whole project of achieving sustainable shipping development
goal in Nigeria
 The nation must be in partnership with the United Nation (UN) on issue
relating to sustainable development goals by signing all the treaties
signalling to the foreign shipping companies that they can be punish under
the international law whenever they are caught cutting corners on issues
relating to sustainable shipping development
 It is imperative that a national carrier be in place to reduce to the bearest
minimum situations of illegal dumping of waste by foreign shipping
companies on Nigeria water, and providing jobs for Nigerian thereby
reducing poverty which is a major goal of sustainable development
 The shipping industry is capital intensive, the establishment of maritime
bank to give financial assistance guaranteed by the federal government to
investors in the sector will be a way to attract investors to the industry
 Advance and technological system of fishing without endangering aquatic
lives must be encouraged, and enough education and awareness created
among the teaming traditional fishermen and women of the importance of
the system.
 The federal environmental protection agency (FEPA) must be strongly
financed and equipped to thoroughly monitor the century water space and
environment using technological and scientific approach

lxx
 BIBLIOGRAPHY
Association of University Leaders for a sustainable future (n.d) sustainable
Assessment Questionnaire www.ulsf.ord/programssaq.html
Badejo, D. (2001) future of shipping in Nigeria. A paper presented at the maritime
summit February (20 – 24 at Abuja).
Bellefontaine N. (2010), lecture handout on Marine Environmental Science.
World Maritime University, Malmo, Sweden.
Elem R. (2008) Economic opportunities available in the Nigerian Maritime Sector
(The Voyage Magazine by NIMASA, April 2008, Page 12)
Enahoro Francis (Marine Environmental Protection – 101 Facts and Prospects)
Sezod Global Nig. Ltd.
FAO (2013) sustainable pathways www.fao.org/nr/sustainability/en/
Hopkins, S.A & McKeowa, R. (1999) Education for Sustainable Development
Forum for Applied research and Public Policy, 14(4) 25-28
International Journal of Business and Social Science Volume 8 No 8. August
2017. Problems of Sustainable Development of Maritime Industry –
Nicholas Primachev and Natalia Primacheva (Center for promoting ideas-
USA) www.ijbssnet.com
International union for the conservation of Nature Resources (1980). World
Conservation Strategy. http://data.iucn.org/dbrw.wpd/edocs/wcs-004.pdf
Investopedia (3 Pillars of Corporate Sustainability)
www.investopedia.com/articles /investing/100515/three-pillars-corporate-
sustainability.asp
IMO (2013) World Maritime Day. A concept of sustainable maritime
transportation system. Londo Author.
NIMASA (2022) World Maritime Day – Nigeria join International Maritime
Organization (IMO) on greener shipping for sustainable development
www.nimasa.gov.ng/world-maritime-day-nigeria-joins-imo-on-greener-
shipping-for-sustainable-development/
Ojinnaka, I.P. (2005) development in the petroleum subsector and their impacts
on the Nigerian Economy, paper presented at the CBN introduction policy
course, Lagos Nigeria.

lxxi
SIPM – Key Success factors for maritime sustainability practice
www.publication.spimm.edu.sg/key-success-factors-maritime-sustainabiity-
practices/
Safety4Sea – Understanding Sustainability in Maritime Industry: Key Priority
www.safety4sea/cm-understanding-sustainability-in-maritime-industry-key-
priorites
TaylorFrancis – Implementing the sustainable development goals in Nigeria.
www.taylorfrancis.com/chapters/edit/10.4324/9781003133469-19towards-
inclusive-implementation-sustainable-sea-marine-resources.sdg14-
ifesinachi-okafor-yarwood-clement-sefanyanko
UN (2010) sustainable development from Brundtland to Rio 2012.
www.un.org/WCM/webdav/site/elimatechange/shared/gsp/docs/GSPI-
6_background%20cn%sustainable%20Dvt.pdf
UN (2013) nd Global sustainable development report 2013. Sustainable
development knowledge platform,
http://sustainabledevelopment.un/org/index. php?menu=1621
UN – Highlight Role of Shipping in 2030 agenda, workshop addresses illegal
trade in chemicals and waste (news) www.sdg.iisd.org/news/un-highlights-
role-of-shipping-in-2030-agenda-workshop-addresses-illegal-trade-in-
chemicals-and-waste/
UN chronicle (Goal 14 – Conserve and sustainable use oceans, seas and marine
resources for sustainable Development)
www.un.org/en/chronicle/article/goal-14-conserve-and-sustainable-use-
oceans-seas-and-marine-resources-sustainable-development
UNCTAD (2012). Review of maritime transport 2012 New York – Geneva: United
Nations
UNCTAD (2008) Marketing promotion tools for shipping Geneva UNCTAC office.
UNESCO (n.d - b): sustainable development
www.unesco-org/news/en/education/theme/teaching-the-internation-
agenda/education-for-sustainable-development/sustainable-development/
Usoro M. (2008), optimal utilization of maritime manpower, the role of policy
market and stakeholders, maritime quarterly, Lagos. Maritime Publication
Limited
Vijay Hiranandani L.L.M, M.B.A. Sustainable Development in Maritime Industry –
A multi case study of seaports hiranandani.pdf www.bank.info>hiranandani

lxxii
 QUESTIONNAIRE
Institute of Transport and Management
Technology,
KLM 43, Lagos Badagry Expressway
Agbo Malu Bus-Stop, MTN
Badagry-Lagos.
Dear Respondents,

REQUEST TO COMPLETE QUESTIONNAIRE

I am a final year Associate Degree student of shipping management of the above

named institution, I am currently carrying out a project work on the topic “A
STUDY OF THE IMPLICATION FOR SUSTAINABLE DEVELOPMNENT OF
THE MPACT OF SHIPPING ON NIGERIA ECONOMY NIGERIA (A CASE
STUDY OF NIGERIAN PORT AUTHORITY - NPA)”.

Therefore your frank answer to these questions will be highly appreciated and
will be of great assistance. Be assured that all information given will be
specifically used for academic purpose and will be treated with ultimate
confidence.
Thanks for your cooperation.

Yours faithfully,

Ajibola Taiwo

lxxiii
INSTRUCTION:
Please kindly complete the information required in the question below and tick ()
the appropriate box that suit your options.
SECTION A (SOCIAL DEMOGRAPHIC FEATURES OF RESPONDENTS)
1. Sex: Male ( ) Female ( )
2. Age: 20 – 30yrs ( ) 31 – 40yrs ( ) 41 – 50yrs ( )
51 – 60yrs ( ) 61 and above ( )
3. Marital status: Married ( ) Single ( )
Divorced ( ) Widow and Widower ( )
4. Educational qualification: WASC & SSCE ( ) NCE & OND( )
HND & BSc ( ) MSc ( ) Others ( )
5. Religion: Christianity ( ) Islam ( ) Other ( )

SECTION B
INSTRUCTION: Please indicate whether you Agree (A) or Disagree (D) with the
structured questions below by ticking () the appropriate column which entails
the option of your choice.
1. Shipping is the blood and life of international trade globally and especially
Nigeria A ( ) D( )
2. Shipping has positive and negative impact on the Nigerian economy A( )
D( )
3. Sustainable development is set of United Nation (UN) agenda aim at
stimulating action toward economic, social and environmental sustainability
today and the future A ( ) D( )
4. Lack of national carrier will hinder the achievement of sustainable maritime
development and in Nigeria by the year 2030 A ( ) D( )
5. Shipment to Nigeria are not effectively and efficiently monitored from the
exporting countries until they arrived in Nigeria A ( ) D( )

lxxiv
6. The federal environmental protection agency (FEPA) is not equipped
enough to successfully monitor Nigeria aquatic environment A ( ) D( )
7. Foreign shipping companies are paying only lip service towards the
achievement of sustainable shipping development goal in Nigeria by 2030 A
( ) D( )
8. Nigerian port authority (NPA), Nigeria maritime administration and safety
agency (NIMASA) and other maritime agencies are committed to the
achievement of sustainable shipping development goal by 2030 A ( ) D(
)
9. Sustainable development will encourage shipping to impact positively on the
economy of Nigeria A ( ) D( )
10. Overfishing on Nigerian waters will be reduced and this may lead to
unemployment, poverty and reduction in protein intake among the citizenry
A( ) D( )
11. Sustainable underwater mining will be initiated and monitored to support the
economy through job creation, taxes and royalties thereby increase the
contribution of the sector to the Gross Domestic Product of the country
A( ) D( )
12. Pollution of the ocean and sea is a severe problem facing the inhabitance of
the coastal areas as well as the aquatic life and a major threat to achieving
the sustainable development goal 14 (SDG14) designed for sustainable
shipping A( ) D( )
13. Environmental degradation which is a major cause of global warming a
significant threat to the global community can be reduced through the
sustainable development goal in Nigeria. A ( ) D( )
14. There must be synergy among all the stakeholder championed by the NPA
is the maritime sector in Nigeria to achieve the objectives of sustainable
development goal 14 (SDG 14) in Nigeria by 2030 A ( ) D( )

lxxv
INSTITUTE OF TRANSPORT AND MANAGEMENT
TECHNOLOGY, BADAGRY, LAGOS

A STUDY OF THE IMPLICATION FOR SUSTAINABLE

DEVELOPMENT OF THE IMPACT OF SHIPPING ON
NIGERIA ECONOMY NIGERIA (A CASE STUDY OF
NIGERIAN PORT AUTHORITY - NPA)

BY

AJIBOLA TAIWO SOLOMON

MATRICULATION NUMBER:
ITMT/6275/43/2020

BEING A PROJECT SUBMITTED TO THE DEPARTMENT OF

SHIPPING MANAGEMENT, INSTITUTE OF TRANSPORT AND
MANAGEMENT TECHNOLOGY, BADAGRY, LAGOS IN
PARTIAL FULFILLMENT OF REQUIREMENT FOR THE
AWARD OF ASSOCIATE DEGREE IN SHIPPING
MANAGEMENT.

lxxvi
A STUDY OF THE IMPLICATION FOR SUSTAINABLE
DEVELOPMNENT OF THE IMPACT OF SHIPPING ON
NIGERIA ECONOMY NIGERIA (A CASE STUDY OF
NIGERIAN PORT AUTHORITY - NPA)

BY

AJIBOLA TAIWO SOLOMON

MATRICULATION NUMBER:
ITMT/6275/43/2020

DEPARTMENT OF SHIPPING MANAGEMENT OF

INSTITUTE OF TRANSPORT AND MANAGEMENT
TECHNOLOGY, BADAGRY, LAGOS.

JUNE, 2023

lxxvii