The Guardian’s investigations revealed that any vessel that requires about 15 meters’ water depth and above cannot berth at any of the six ports in the country.
The situation is having adverse effects on international trade, as many large ships are diverted to neighbouring countries while others berth on the high sea, requiring feeder vessels to transship their consignments. This attracts additional charges, which further increases the cost of transportation and production in the case of raw materials for industrial goods, which is ultimately transferred to the final consumer.
Apart from the Lagos water channel that has about 14 meters’ draught, other ports in Calabar and Port Harcourt are currently facing the challenge of shallow water which limits their ability to receive big cargo vessels.Today’s ships are worth about 4000-5000 twenty-foot equivalent units (TEUs), 1988 evolution of ships, with a depth requirement of about 13.5 meters. These are the vessels that mostly come to Nigeria. But the 2013 vessels (Tripple E) are of 18,000TEU with depth requirement of 15.5 meters. The next generation vessels are targeting 22,000TEU and above.
“Mega ships” reduce transportation costs by half, accommodating more cargoes and saving fuel and manpower.
According to some stakeholders, bigger ships always mean more profit, but they also mean deeper and longer docks as well as bigger container cranes, wider storage space and a more developed logistic infrastructure.
Currently, the Apapa water channel is 14.5 meters, Port Harcourt is seven meters while Calabar ports are six point four meters. This is a far cry from what could freely sail a large ocean liner which is currently being pursued by shipping lines across the world. One of the reasons the Lagos port is usually congested, compared to others in the country, is because it has the deepest draught.
Already, port operators are contending with the high cost of shipping, clearing and multiple charges by a numbers of government agencies. The poor state of the scanners prolongs cargo clearing while also creating a leeway for illegal movement of arms, ammunition and other unwholesome goods into the country. The dilapidated roads to the ports coupled with the high customs tariff and other inefficiencies have impacted negatively on port operations, making the operators to declare 2016 as the “worst year.”
Indeed, recent statistics from the Nigerian Bureau of Statistics (NBS) indicate a drop in the number of vessels that berthed in all the ports from 5,369 in 2013 to 4,025 in 2016.
Although efforts are being made to float three new deep seaports in Akwa Ibom, Lekki and Badagry, hopes are deeming daily as these projects have overshot estimated costs and construction plan.
Efforts by the Nigerian Ports Authority (NPA) to dredge the waterways in many cases have hit brick walls. For example, a particular company collected about $56 million to dredge the Calabar channel, but nothing was done after many years.
Around the world, demand for “mega ships” has increased in recent years and countries that lacked seaports with sufficient size and logistics to take them in are fast adjusting.
The Group General Manager, EcoMarine International, Balogun Moruf Adedayo, told The Guardian that the current position of the ports, in terms of shallow draught and technological advancement, might jeopardise the national aspiration of becoming a maritime hub for the West African region.
Adedayo said: “Nigeria really needs to look at dredging of its ports very sincerely because the dynamics in the shipping world today are in the direction of bigger tonnages. The global shipping industry is now in an era where we can do 7,000-14, 000 TEU capacity vessels. Nigeria will need to have deeper channels to be able to accommodate these bigger vessels (bigger tonnages) because shipping is about economics of size.”
Balogun decried the shallow water in Calabar port, saying: “Looking at the strategic importance of Calabar port to this country in terms of its proximity to 16 northern states and accessibility to the neighbouring countries of Cameroon and Equatorial Guinea, it has the potential of also becoming a trans-shipment hub for the land-locked countries such as Chad and Niger. It is only natural that such a port should be provided with the required infrastructure and should be dredged to be able to realise such enormous potential. It will also go a long way to reduce overdependence on the Lagos ports.”
The NPA had last year launched a probe into the $56 million Calabar channel dredging contract to ascertain why so much was spent on the project without achieving the desired draught to attract bigger vessels to the port.
The Federal Government awarded the contract at N3 billion in 1996. It was re-awarded in November 2014 at N20 billion to complete the project, and later re-awarded in 2006 at $56 million. The contract, which was signed by the NPA, the Bureau of Public Enterprise (BPE) and the Calabar Channel Management, was to dredge the port up to 9.8 metres.
On the investigations, the General Manager, Public Affairs of NPA, Chief Michael Ajayi, said the matter was being handled by the Economic and Financial Crimes Commission (EFCC). But the anti-graft agency could not give details when contacted by The Guardian.
On the shallow channel, Ajayi said the Lagos carriage could accommodate big vessels but could not go to Calabar due to the shallow water.
On attracting bigger vessels, Ajayi said: “That is why there is an emergence of deep seaports that would require little or no dredging. We have other ones under construction in Akwa Ibom, Lekki and Badagry. These ports will be able to accommodate bigger vessels. By the time the newer bigger vessels are ready globally, our own deep seaports would have been on stream.”The President, Association of Nigerian Licensed Customs Agents (ANLCA), Olayiwola Shittu, said: “We have been very poor at maintaining our ports.
We need a draught of nothing less than 16 meters. In some places, we have nine meters or eight meters. Now we are building several other new ports when we have not maintained the existing ones.”
골드 킹
Fang Jifan은 “폐하, 이들은 모두 저에게 개인적으로 훈련받은 장관입니다. “라고 말했습니다.
골드 킹
Wang Hua는 이것이 결말이라는 것을 알고 일어나서 Wang Souren을 위해 논쟁하기를 원했습니다.
에그벳 스포츠
그래서 이번에는 이른바 공격이 더 상징적이다.
트레져스 오브 아즈텍
반면 Shen Wen은 자신과 아무 관련이 없는 것처럼 보였습니다.
에그벳 주소
그는 “가서 장 여왕이 쉬도록 도와주세요. “라고 말하는 것을 잊지 않았습니다.
온라인 슬롯 머신
Wang San은 Fang Jifan에게 순종하며 “예, 은인에게 감사합니다. “라고 겸손하게 말했습니다.
123 슬롯
Qi Zhiyuan은 현금을 받았을 때 목구멍에서 심장이 뛰었습니다.
프라 그마 틱 슬롯 사이트
이른바 전염병 열 가지 중 일흔여덟 가지가 그런 수단을 통해 전염된다.
파라오 슬롯
Fang Jifan의 시선은 Zhu Xiurong의 몸에 떨어졌고 그는 응답으로 간주되는 “아”라고 말했습니다.
5 라이온스 메가웨이즈
선글라스 뒤에 숨어있는 Wang Bushi는 무표정했습니다.
슬롯 모아 무료
하지만 누가 알았겠어… 신나게 Xiao Jing을 보내줬지만 그가 얻은 것은 그런 결과였다.
슬롯 무료 쿠폰
Shen Wen은 격렬하게 몸을 떨었고 갑자기 기분이 좋지 않았습니다.
슬롯 머신 무료
폐하, 그의 말도 안되는 젊은 주인을 비난하지 마십시오.
트레져스 오브 아즈텍
사람들은 다정한 공작이 자신들을 지켜줄 것이라고 굳게 믿고 있습니다.
프라그마틱 슬롯 추천
“…” Fang Jifan은 갑자기 자신의 캐릭터에 대해 극도의 자신감을 갖게 되었습니다.
에그벳 도메인
그때야 Zhu Xiurong과 Concubine Fang이 반응했고 Concubine Fang은 “형제”라고 말했습니다.
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더 그레이트 피그비 메가페이
결국 Zhang Mao는 Fang Jifan의 어깨를 다정하고 매우 따뜻하게 두드렸다.
토토 캔 배당 분석
Hongzhi 황제가 개입했고 내부에 약간의 혼란이있었습니다.
에그벳300
“이해가 안 돼요!” Zhu Houzhao는 여전히 이해하지 못한 채 고개를 저었다.
슬롯 꽁 머니
다섯 명의 조공생이 한 명씩 줄을 서서 모든 준비를 마치고 스승에게 작별을 고하기 위해 기다리고 있습니다.
피망 슬롯
오늘 밤 폐하를 볼 수 없다는 것이 유감스럽기 때문에 인내심을 가지고 내일 아침까지 기다려야 궁에 들어갈 수 있습니다.하지만 분명히 Fang Jifan은 이 문제를 더 적절하게 처리할 다른 방법을 생각해야 합니다!
sm 슬롯
전하는 선하지만 그의 주변에는 나쁜 사람들이 있습니다.
아바타 슬롯
“공격은 할 수 있지만… 손실이 엄청나다.” 주 자이모가 한숨을 쉬었다.
파워 오브 토르 메가웨이즈
대신 그는 자신을 검열관으로 여기고 정의를 위해 목소리를 높여야 합니다.
입플
밖에는 아르바이트를 하는 서산학원 교수들이 있다.
777 슬롯
장빈은 곧바로 주먹을 쥐며 “기공을 봤다…”고 말했다.
아리아나 슬롯
Xinhe의 통치 제목은 유교 학자에 의해 선택되었습니다.
슈가 슬롯
Zhu Houzhao Ren Fang Jifan의 다양한 불만, 그도 약간 말문이 막혔지만 그가 할 수있는 일은 없었습니다.
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