improving the safety of navigation through vessel traffic

1

Improving the Safety of Navigation through Vessel Traffic

Services (VTS) at Lagos port complex, Nigeria

Master’s Degree Thesis

Facultat de Nàutica de Barcelona

Universitat Politècnica de Catalunya

Developed by:

Ateme Michael Efeturi

Supervised by:

Marcel·la Castells i Sanabra, PhD

Anna Mujal i Colilles, PhD

Master’s degree in Nautical Science and Maritime Transport

Management

Barcelona, 6 May 2021

Department of Nautical Science and Engineering

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ACKNOWLEDGEMENT

All thanks to almighty God, the giver of life and revealer of secret things (Daniel 2:

47). My sincere gratitude goes to my supervisor, Dr. Marcel-la Castells i Sanabra

whose tolerance, valuable suggestions and useful comments made this research a

success. Also, to my co-supervisor, Dr. Anna Mujal i Colilles, I say thank you ma.

I am grateful to all my lectures at FNB who have impact so much knowledge on me.

Many thanks to Capt. Agustí Mallofré, Mr Jorge Moncunill Marimon, Mariano

Badell, Clàudia Barahona, Clara Borén, Manel Grifoll and others. I specially thank

all the staff of the academic secretariat, most especially Mrs Anna Fàbregas.

I am deeply indebted to my wife, Mrs Ateme Joy Mamuzo and my children

Oghenemaro, Olorioghene and Oghenemevwe for their encouragement towards my

academic success. I also want to specially thank Mr Adebayo Ayodele and family,

who accommodate and show me great love in Barcelona. God bless you sir.

Worthy to note is Mr Usman Bala Shehu and all staff of Lagos port VTS station who

have made this research a huge success through the interviews.

I cannot but mention the support and understanding of my friends and colleagues;

Josep Canal, Erik Font, Eloy Edo, Kristel Bancroft, Marc Sopeña and Andreu

Martínez for much translations of Spanish texts to English. Thank you all.

3

Abstract

This research work titled “Improving the Safety of Navigation through Vessel

Traffic Services (VTS) at Lagos port complex, Nigeria” presents a

comprehensive study of VTS at Lagos port. The study is aimed at evaluating VTS

equipment, facilities, installations and staffing deficits with a view of upgrade to

IMO compliance. The aims also include delineation of Lagos port VTS area.

Recommendations were also made. The Lagos port is a natural harbor and located

on islands separated by creeks, while protected from the Atlantic Ocean by barrier

islands and long sand splits such as Bar beach. The port complex can only be access

by the Lagos harbor or Commodore Channel which is 10 km, 0.5 km to 1 km wide,

and a depth of 10m to 15m. The nature of the port and the volume of traffic that

called on the port make VTS a necessity. However, the present state of VTS is poor.

The data of this research were obtained from both primary and secondary sources.

Primary data included the use of interviews, observations and semi-structured

questionnaires administered to VTS operators. The secondary source of data

includes GIS data obtained from the VTS station and various publications of NPA,

NIMASA etc. The qualitative data were systematically organized in tables,

categorized and analyzed while the quantitative data were analyzed using a GIS

software, Map Maker. Findings from the research shows that although VTS is

appropriate at the port, its operations are without IMO compliance in terms of

equipment and staffing. Also, 3 AIS, 7 CCTV cameras with night vision, 7 Radar,

etc. are some of the equipment needed to upgrade the VTS system to effectively

cover the VTS area of about 258km2. Finding also shows that this upgrade may cost

about USD 1,169,000. The study recommends that the Nigeria government through

NPA should set up a committee of experts to appraise the current VTS equipment at

the port with a view of upgrade. Recommendations also include training of staff,

establishment of a coast guide and setting up VTS stations in other Nigeria ports and

the coast to monitor oil installations.

Keywords: Lagos port, VTS station, vessel traffic, equipment and facilities, AIS

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TABLE OF CONTENTS

Page

ACKNOWLEDGEMENT ........................................................................I

ABSTRACT............................................................................................. IV

TABLE OF CONTENTS ........................................................................ V

LIST OF ACRONYMS .......................................................................... VII

LIST OF FIGURES ................................................................................ X

LIST OF TABLES ................................................................................ XIII

CHAPTER ONE: INTRODUCTION

1.1 Background of the study …………………………………………..10

1.2 Statement of Problem ……………………………………………..19

1.3 Objective of Study ………………………………………………...21

1.4 Research Questions ………………………………………………..22

1.5 Methodology ………………………………….…………………...22

1.6 Scope of the study …………………………………………………23

1.7 Structure of Thesis ………………………………………...............23

CHAPTER TWO: LITERATURE REVIEW

2.1 Introduction …………………………………..…………………....25

2.2 Theoretical Framework ……….……………………………….…..26

2.3 VTS and its functions…………………….………………………...29

2.4 VTS elements and components…………………………………….32

2.5 How does VTS work? ……………………………………..………35

2.6 The nature of VTS at Lagos port complex…………………………37

2.3.2 Conclusion …………………………………………………………42

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CHAPTER THREE: RESEARCH METHODOLOGY

3.1 Introduction ……………………………………………………….44

3.2 Research Design …………………………………………………..44

3.3 Method of Data Collection ………………………………………...44

3.3.1 Qualitative data source …………………………………………….45

3.3.1.1 Opportunistic Sampling ………………………………………..…45

3.3.1.2 Interviews ………………………………………………………...46

3.3.1.2.1 Focus cluster (group) interview……………………………..….47

3.3.1.2.2 Informal Discussion Interview………………………………….48

3.3.1.2.3 Semi-structured interviews.…………………………………….48

3.3.1.3 Observations ……………………………………………………...49

3.3.1.3.1 Open-ended naturalistic observation ……………………………49

3.3.1.3.2 Participant observation ………………………………………….50

3.3.2 Quantitative Data source …………………………………..………50

3.4 Methods of Data Analysis …………………………………………51

CHAPTER FOUR: Data Presentation, Analysis and Presentation

4.1 Introduction ………………………………………………………..53

4.2 Assessing the existing equipment and installations at

Lagos port Complex……………………………………….....……53

4.2.1 Result Analysis……………….…………………………………….56

4.3 Equipment and installations need of Lagos port VTS station ……..57

4.3.1 Result Analysis……………………………………………………..58

4.4 VTS action card for Lagos port Lagos port complex ………………59

4.4.1 Presentation of findings……………………………………………..60

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4.4.2 Proposed recommended VTS action card…………………..………....62

4.5 Delineation of Lagos port VTS area ……………………………..…...62

4.5.1 Lagos port VTS area coordinates……………………….………..……62

4.5.2 Result Analysis………………………………………………….….…65

4.6 Information on safe navigation with VTS data ……………………….66

4.6.1 Result Analysis………………………………………………………...67

4.7 Discussion of Findings…………………………………………………68

CHAPTER FIVE: Conclusion and Recommendations

5.1 Conclusion ……………………………………………………………70

5.2 Recommendation …………………………………………………..…70

CHAPTER SIX: Economical budgetary to upgrade Lagos port VTS

6.1 Introduction…………………………………………………….……..73

6.2 Estimated costs of Lagos port VTS upgrade…………………………..73

6.3 Funding……………………………………………………………..…74

6.4 Final statement……………………………………………...………….75

References ……………………………………………………..…….77

Annex.……………………………………………………….……...81

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List of figures

Figure 1. Map of Nigeria showing the study area.

Figure 2. Apapa Port and Tin Can Port (Lagos port complex) and Lagos Channel.

Figure 3. The Lagos port complex, showing the position of the VTS Station.

Figure 4. Apapa port showing the number of berths.

Figure 5. Overview of the Lagos Harbor Moles, the Commodore Channel, the

beaches and the Lagos Lagoon.

Figure 6. Functions of VTS.

Figure 7. Three-component-model of VTS

Figure 8. Overview of VTS components.

Figure 9. Configuration of VTS components.

Figure 10. Operational organogram of NPA.

Figure 11. NPA Headquarters, Lagos.

Figure 12. Locations of some VTS installation.

Figure 13. Lagos port tower housing the VTS station.

Figure 14. Methods of data collection.

Figure 15. Proposed locations of some VTS equipment and facilities.

Figure 16. Lagos port VTS area.

Figure 17. Benefits of upgraded Lagos port VTS.

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List of tables

Table 1. Ship Traffic at Lagos Port Complex (Number and Gross Registered

Tonnage GRT of Vessels for 2016-2019).

Table 2. NPA performance data, 2020.

Table 3. Assessment of VTS equipment at Lagos port complex.

Table 4. Evaluation of navigation information system.

Table 5. Recommendation for equipment gap.

Table 6. presentation of interview questions.

Table 7. Analyses of interview responses.

Table 8. VTS information of vessels that called on Lagos port.

Table 9. List of facilities, technologies and equipment and their costs.

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List of acronyms

AIS: Automatic Identification System

AtoN: Aid to Navigation

CCTV: Closed Circuit Television

DSC: Digital Selective Calling

ECOWAS: Economic Community of West African States

GDP: Gross Domestic Product

GMDSS: Global Maritime Distress and Safety System

GPS: Global Positioning System

IMO: International Maritime Organization

IALA: International Association of Lighthouse Authorities

ICT: Information Communication Technology

LRIT: Long Range Identification and Tracking

NIMASA: Nigerian Maritime Administration and Safety Agency

NPA: Nigerian Ports Authority

SAR: Search And Rescue

SOLAS: Safety of Life at Sea

USD: United States Dollar

VHF: Very High Frequency

VMS: Vessel Monitoring System

VTMIS: Vessel Traffic Monitoring Information Systems

VTS: Vessel Traffic Service

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CHAPTER ONE

INTRODUCTION

1.1 Background of the Study

The International Maritime Organization (IMO) defines Vessel Traffic Service

(VTS) as “the service implemented by a competent authority, designed to improve

the safety and efficiency of vessel traffic and to protect the environment (IMO

2015)”. Consequently, one of the benefits of a VTS is the safety and efficient

management of traffic. According to resolution A.578 (14) of IMO, ‘guidelines for

vessel traffic services’ protecting marine environment through collision avoidance

is a major priority for establishing a VTS (International Association of Marine Aids,

2012). However, Resolution A.857 (20) of 1997, provides guidelines for vessel

traffic services (Southall 2019, Last et al 2015).

The duty of a Vessel Traffic Service (VTS) station is to provide navigational advice

for vessels and monitor traffic movement in a VTS area (United States Coast Guard,

2015). According to the European Commission (2008) VTS systems are intended to

provide maritime safety in areas of dense traffic. The IMO identifies three categories

of services provided by VTS systems which includes: information services, traffic

organization services, and navigational assistance services (International Maritime

Organization, 2015). A VTS systems is made up of land-based control centers which

12

integrates information from sensors such as radar, Automatic Identification System

(AIS), marine VHF radios and closed-circuit television (CCTV) (Kao 2007).

However, in recent years, some VTS systems are remotely connected to Long Range

Identification and Tracking (LRIT) centers to help them monitor ships globally.

Kuma (2015) states that “VTS installations therefore provide valuable surveillance

information on offshore infrastructures such as oilrigs, seabed cables, and pipelines”.

According to the European Commission’s report, VTS also has means of tracking,

receiving and reporting distress information in the event of maritime security bleach

and alert relevant authority (Bukhari et al 2013).

As the VTS monitor vessel traffic situation, it sends out information, warning, and

advice or instruction in case a developing risk or if an existing danger has been

identified by an operator in a VTS center (Goerlandt & Kujala 2011). Nowadays,

there is another type of VTS called Fleet Operation Centers (FOC). FOC is shore

based traffic management system operated by shipping companies to monitor their

own ship fleet. However, there has been no guidance or procedure to handle any

potential relations between VTS and a FOC. Accordingly, IMO recognizes that the

ultimate usefulness of VTS is in the management of vessel traffic in potentially high-

risk geographic areas and protection of the environment (Filipowicz 2004).

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According to Kao et al (2007), “VTS should be able to interact with the traffic and

respond to traffic situations developing in the VTS area”.

The Lagos port complex (Port of Lagos) is one port that needs VTS services because

of its geographical location. It is located at the Apapa area of Lagos, south west

Nigeria. Lagos port complex occupies a total land area of over 400 Hectares, a firm,

flat terrain, sand filled and concrete paved land area. The geographical location is

N6°27'25.1676", E3°22' 14.7252". The port operational area consists of berthing

areas, cargo handling areas, stacking areas and storage facilities.

The port of Lagos is Nigeria’s leading port and one of the largest and busiest port in

Africa (Usoro, 2008). The port complex is under the administration of the Nigeria

Port Authority (NPA) and it is split into two main sections: Apapa port and Tin Can

port. The Apapa port is situated in the main channel next to Lagos Island and has

container and bulk terminals. While the Tin Can port located in Badagry creek which

flow into Lagos Harbor from the west is major and RoRo port. The port is connected

to other part of the country via roads and a railway.

Lagos is the most populous city in Nigeria, the second fastest growing city in Africa

and the seventh in the world. The population of Lagos urban area, according to Lagos

state government is about 18 million. Lagos was reported in 2017 to have a

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metropolitan population of 21 million, making Lagos the largest metropolitan area

in Africa.

Figure 1: Map of Nigeria Showing the study area. Source: Author (2021)

The Lagos port is a natural harbor and originated on island separated by creeks, such

as Lagos Island, fringing the southern west mouth of Lagos lagoon while protected

15

from the Atlantic Ocean by barrier islands and long sand splits such as Bar beach,

which stretched up to 100km east and west of the mouth (Chukwu & Badejo 2015).

Figure 2: The Lagos port complex and Lagos Channel

Lagos

Ch

an

nel

Apapa Port

Tin Can

Port

Barrier Islands

Bar Beach

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Figure 3: The Lagos port complex, showing the position of the VTS Station. Source:

Google (MarineTraffic.com)

For improved operational activities and efficiency, the landlord Port model was

introduced by the Federal Government and this later culminated in the concession

of the terminals to private operators in 2006 (Ekpo 2012). Presently, the Apapa Port

Complex has five (5) private Terminals with expert management and personnel that

have both local and international experience in port operation. The Terminal

Operators are: AP Moller Terminal Ltd. (APMT), ENL Consortium Ltd. (ENL),

Lagos

Ch

an

nel

Apapa port

Tin Can Port

VTS

Station

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Apapa Bulk Terminal Ltd. (ABTL), Greenview Development Nigeria Ltd. (GNDL)

and Lilypond Inland Container Terminal (Ekpo 2012).

The Tin-Can Island Port was commissioned in 1977 with a total of 13 berths

covering a total length of 2185metres. It has the capacity to accommodate up to 13

vessels at once and specializes in the handling of general cargo, container activities

as well as dry and liquid bulk. Ro-Ro (Roll-on-Roll-off) port is the fourth component

of the Western port (Ekpo 2012). It was commissioned in 1977 as a part of the

modern Tin-can Island Port. The port is basically a Ro-Ro port as well as

containerized cargo. (Nigerian Ports Authority, 2020).

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Figure 4: Apapa port showing the number of berths

Data available at the Nigerian port statistics shows that about twenty-eight vessels

pass through the Lagos channel on daily basics. The Ports Statistics for 2016 – 2019

reflected that ship traffic at the Lagos ports complex recorded a total of 3,534 ocean

going vessels with 92,065,052 gross registered tonnage in 2019 as against 3,645

ocean going vessels with 94,898,545 gross registered tonnage in 2018 (NPA 2020).

Similarly, a total of 8,243 service boats with 3,910,406 gross registered tonnage was

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recorded in 2019 as against 7,418 service boats with 3,193,402 gross registered

tonnage in 2018 (NPA 2020). This is shown in the table below (Table 1):

No. GRT No. GRT No. GRT No. GRT

Apapa 1563 41652567 1387 39098256 1640 42806212 1852 45,932,763

Tin Can Island 1712 48092542 1974 51974256 2005 52092333 1682 46132289

Total 3275 89745109 3361 91072512 3645 94898545 3534 92065052

Port

2016 2017 2018 2019

Table 1: Ship Traffic at Lagos Port Complex (Number and Gross Registered

Tonnage GRT of Vessels for 2016-2019). Source: NPA (2020)

Also, the revenue generation of NPA has increased from about one hundred and one

billion naira (N101B) in 2010 to about two hundred and seventy-seven billion naira

(N277B) in 2019. The economic throughput of the port fairly remains constant

throughout period under review, though, there were some slights increase at some

point, for example in 2014.

Table 2: NPA performance data. Source: NPA (2020)

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1.2 STATEMENT OF THE PROBLEM

The Lagos or Commodore Channel, which is a coastal inlet, is the only significant

connection between the Lagos port complex and the Atlantic Ocean (Abiose 2013).

As stated earlier, the Lagos port is a natural harbor and originated on island separated

by creeks, such as Lagos Island, fringing the southern west mouth of Lagos lagoon

while protected from the Atlantic Ocean by barrier islands and long sand splits such

as Bar beach, which stretched up to 100km east and west of the mouth (Chukwu et

al 2014). The entrance to the ports lies between the East mole, which extends 150m

SSW from the SW extremity of Victoria Island, and the West mole, which extends

0.4 mile SE from the mainland shore. The Lagos harbor or Commodore Channel is

0.5 km to 1 km wide, 10 km long and a depth of 10m to 15m (Tata & Ifechukwu

2019). The Apapa port has a berths’ depth of 9.5 to 15m alongside, while the Tin

Can port berths are 161 to 298m long and have depths of 9.0 to 12.0m alongside and

a turning Basin diameter of about 400m with a depth/sounding range of 9.5m to 11m.

Some section of the harbor is cross with submarine cables and pipelines at varying

depth which post danger to navigation safety. Vessels which may impede the safety

of navigation to sea going vessels are: Fishing trawlers, Dredgers, Sand digger boats,

Local fishing boats and also Tidal situation, Weather and Traffic situations. Vessels

21

remaining outside the harbor are anchored in a depth of 15m, good holding ground,

about 2.5 miles South of Lagos Light within the VTS area (Usoro 2008).

Despite the geographical location of the ports and the many factors outline above

such as width and depth of the approach channel, volume of traffic, submarine cable

which impede the safety of navigation, the Lagos ports complex only have a partial

VTS station located at the Bullnose point of Apapa port and one Signal station at

East mole to control the flow of vessel traffic. The VTS has no IMO license and

therefore is not IMO compliance. Lack of adequate equipment and installations

hinder the optimal utilization of the VTS station. Therefore, there is need to access

the present equipment and facilities gap at the partial VTS station and provide VTS

action card that will form recommendation to the Nigeria Port Authority (NPA) with

a view of IMO compliance. There is also need to use VTS data to control the flow

of traffic with the Lagos Harbor in order to improve the safety of navigation.

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Figure 5: Overview of the Lagos Harbor Moles, the Commodore Channel, the

beaches and the Lagos Lagoon [after Google (2021)]

1.3 OBJECTIVE OF THE STUDY

The main objective of this study is to identify the measures to improve the safety of

navigation through Vessel Traffic Services (VTS) at Lagos port complex, Nigeria.

It will analyse the navigational features of Lagos channels and adjoining VTS area

with the intent of improving safety.

The specific objectives of this study are:

1. Assess the existing equipment and installations at the Lagos port complex.

2. Identify, if there are, equipment gaps.

3. Delineation of new VTS Areas of Lagos port complex.

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4. Provide information on safe navigation with VTS data.

5. Provide VTS action cards for Nigeria Port Authority.

1.4 Research Questions

The following research questions will be answered during this study:

1. What are the VTS’s equipment and installations gap at the Lagos port

complex?

2. Where does the VTS area in Lagos port cover?

3. How can VTS data improve the safety of navigation at the Lagos port?

4. What are the necessary recommendations to Nigeria Port Authority (NPA) on

VTS at Lagos Port?

1.5 METHODOLOGY

The data of this research were obtained from both primary and secondary sources.

Primary data included the use of interviews, observations and semi-structured

questionnaire which was administrated to VTS operators in the Lagos Ports

complex, Nigeria. This is because a semi-structured interview is open, giving new

ideas to the researcher through what the interviewee will say. The functionality of

VTS with the Lagos port complex was duly probed with the semi-structures

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interview as interview was recorded on paper and electronic device. The researcher

will also source primary data from observations of VTS equipment, facilities,

installations and operations.

The secondary source of data includes GIS data obtained from the VTS station and

various publications of Nigerian Maritime Administration and Safety Agency

(NIMASA), Nigeria Port Authority (NPA) publications, particularly NPA annual

report and handbook. Other secondary sources include the internet, academic

journals and magazines.

1.6 Scope of the Study

The scope of this research work is limited to Vessel Traffic Services (VTS) at the

Lagos port complex. The study does not discuss the use of VTS in other Nigerian

Port or the coastal area/territorial sea of Nigeria.

1.7 Structure of Thesis

The study is divided into six chapters. In chapter one the background of study and

research problem are presented. In this chapter, the relationship between VTS and

maritime safety is also discussed as well as the research problem and objectives. The

justifications for the research and limitations have also been discussed. Chapter Two

reviewed related literature on VTS and navigation safety. The review focused on the

25

use of VTS in safe navigation and protection of marine environment through

efficient vessels’ traffic monitoring and management. In addition, the current state

of Lagos VTS in achieving maritime safety was also reviewed. This helped identify

the gaps in infrastructural deficiency in VTS to be addressed. In Chapter three, the

research methods are discussed. This chapter also discussed the sources of data,

quantitative and qualitative research method, targeted group, sampling and analysis

technique. The fourth chapter discusses the data presentation, analysis and

interpretation of the quantitative data collected. The discussions are themed under

the sub objectives of the study. This chapter also presents the findings from the

research. Chapter five will discuss the conclusions drawn from chapter four and the

entire study. It will also state the findings of the study and recommendations for

policy makers and future studies. Finally, chapter six will discuss the economical

budget of all findings and recommendations. This will give a view of the financial

implication of upgrading the Lagos port VTS to IMO standard.

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CHAPTER TWO

LITERATURE REVIEW

2.1 Introduction

The Nigeria Port Authority (NPA) uses Vessel Traffic Service (VTS) to monitor the

movement of ships inand out of the Lagos channel leading to Lagos port complex,

Lagos pilotage area and the entire VTS area of about 258km2. This is to ensure the

safe and efficient movement of vessels to enhance safe navigation. Lagos port VTS

is under the harbor department of Nigeria port Authority, Lagos (NPA. 2020).

The Lagos VTS plans the movement of vessels and interact with vessel through VHF

radio. Also, the VTS provides important navigational information and advice

concerning navigation in the VTS area and record detail of ship movement. Ship

with length overall (LOA) of over 30m must obtained clearance from the VTS center

before entry or leaving the VTS area. Masters or pilots must obtain clearance

information before movement. At the anchorage, vessels can only anchor at the

position assigned by the VTS center and such position must be continuously relay

to the VTS center via VHF channel 12 (NPA 2020).

Finally, the Lagos VTS center is opened 24hr a day and seven (7) days a week. In

the invent of emergency, the VTS center is contacted. Other aspect of Lagos VTS

will be discussed in later part of this chapter.

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2.2 THEORETICAL FRAMEWORK

Baldaufmet et al (2020) in their paper titled “Vessel Traffic Services (VTS) to ensure

safety of maritime transportation: studies of potentials in Sunda Strait” presented at

Maritime Safety International Conference used empirical studies to collect primary

qualitative data and analysis of secondary data concerning the aspects of human

element, the technical and administrative work. A comparative study of Indonesian

Merak VTS in the Sunda Strait and German Warnemünde VTS in the South Baltic

Sea was carried out, in order to identify potentials for improvement and further

development of VTS operation to address the challenges of increasing traffic density

and ship dimensions. The focus of the studies was the technical and organizational

aspects of VTS operations. The study revealed that the Merak VTS contributes to

traffic safety and in addition with the new routing and the mandatory ship reporting

systems. The study revealed that optimized procedures, advanced equipment, and

well-trained VTS staff have the potentials to further improve and optimize the

operation of Merak VTS. The researchers recommended that operational procedures

need to be further developed, and shore-based operators will have to be trained

adequately to be well prepared for addressing their complex tasks to ensure the safety

and efficiency of maritime transportation.

28

Jun-min et al (2015) used quantitative analysis to Evaluate VTS benefits using the

port of Zhoushan China as a case study. The study presented a framework to

calculate the benefits of VTS in China. Major four key indicators of safety, traffic

efficiency, environmental protection and reducing supervising cost were used to

designed the framework. The study adopted the quantitative methods in data

collections and analysis. In order to calculate the benefits quantitatively, the traffic

condition before the expansion of the VTS was acted as a benchmark. For a case

study, the project of the expansion of VTS in Zhoushan Port, East China was

evaluated with 10-year data. According to the results, the largest contribution is from

the benefit of environmental protection. Results analysis shown that the

environmental protection benefit produced by the expansion of VTS is maximum

which occupied 32.10%, the safety benefit comes second (29.83%), followed by

efficiency benefit (27.06%). The reducing supervising cost is lowest, reaching

11.01%. Via Cost-benefit analysis the benefit cost ratio (B/C) of the VTS is up to

5.248, which shows the benefits produced by VTS are considerable. The paper

concluded that the research provides references for VTS benefits evaluation and

investment optimizing.

Gesa (2014) in her doctoral degree thesis used Field data collected through semi-

structured interviews, observations and focus groups interviews to analyze with the

aid of concepts derived from Cognitive Systems Engineering (CSE) and Resilience

29

Engineering (RE) to understand how the VTS actively contributes to safety through

monitoring, responding to and anticipating changes in traffic patterns in the VTS

area. The data were also used to model performance variability in everyday

operation with the aid of the Functional Resonance Analysis Method (FRAM).

Performance variability is necessary for a system to be adaptive, and is therefore

essential for the system’s functioning. By using the FRAM, a new angle of the VTS

system has been explored to understand how variability in its functional units affects

the overall system performance. The thesis demonstrates the importance of

understanding how performance in a socio-technical system can vary and the

consequences this may have. The study shown that the FRAM can be used to analyse

the functional design of a socio-technical system, and therefore help to identify and

assess ways in which performance variability can be monitored and managed. The

research concluded that by understanding the functional design of the VTS system

and the complexity of everyday operation, stakeholders will be able to identify

advantages and disadvantages of current system design and use this to consider how

future demands can best be met.

Flora and Carlos (2012) in their paper titled “The Vessel Traffic Management

System at the Batangas Baseport: Basis of Enhancing Vessel Traffic Services at the

Batangas Bay” used descriptive method to determine the vessels’ compliance with

the rules or provisions of the VTMS and the subsequent imposition of penalty fees

30

for non-compliance. Personal interviews were conducted with the management and

concerned offices. The gathered data were analyzed using statistical method such as

frequency, rank, sum, mean, percentage and ratio. Results of analysis showed that

there was heavy marine traffic during the period under study. Most marine accidents

involved collisions and grounding while spill incidents were mainly oil or oil

products of small manufacturing companies, cargo ships or tankers were relatively

small in quantity compared to world record of oil spills. Their results also showed

that there was an effective implementation of the Vessel Traffic Management

System at the Baseport evidenced by the vessels’ compliance with the provisions of

the VTMS that has resulted to avoidance of accidents. The study concluded that the

reasons of non-compliance are generally minor in nature which requires minimal

penalty fees.

2.3 VTS and its Functions

Vessels Traffic Service (VTS) is a maritime traffic management system established

in a port or coastal area to monitor the movement of ships in order to improve the

safety of navigation and protect marine environment. IMO regulation contained the

guideline for establishing a VTS system and the objectives it must meet.

The basic objective of VTS is ensure the safety and efficiency of navigation and

thereby improved the safety of life at sea. VTS helps in avoiding dangerous traffic

31

situation in VTS area and thereby preventing collision of vessels that will have

consequential impact on the marine environment. The VTS achieves all these

objectives through performing the following functions: Traffic monitoring,

provision of information, Traffic organization and provision of navigation assistance

services (Kuma, 2015).

Generally, the function of any VTS is explained with the diagram below (see

Figure 6):

Figure 6: Functions of VTS

• Information service (INS) Information given to master or pilot of vessel to

help them make decision.

• Navigational assistance service (NAS) These are navigational instruction

given to master by VTS operators to help them makes decision.

Vessel Traffic

Services (VTS)

Traffic

Monitoring Provide INS Provide TOS Provide NAS

32

• Traffic organization service (TOS) In this service, the VTS operators help

to organize traffic in orderly manner that will prevent collision.

However, it is important to define some terms that will be used in this study. These

terms are adopted from IALA VTS 2012 manual;

• Competent authority: the authority in a country which is responsible for

establishing a VTS system. In Nigeria, this authority is the Nigeria Port

Authority (NPA).

• VTS authority: This is the authority within the competent authority

responsible for managing and operating the VTS. In Nigeria, signal service

of the harbor department is responsible for operating the VTS.

• VTS area: This is the area delineated and designated for VTS purpose. It

covers port and adjacent water and perhaps the coastal area depending the

purpose and services render by the VTS center.

• VTS center: This is the center from where the VTS is operated. At Lagos

port complex, it is located at the Bullnose point of Apapa port.

• VTS operator: A person with the necessary certification and competency

who operate the VTS system.

• VTS services: These are services render by a VTS center which are listed in

figure 13 above.

33

2.4 VTS Elements/Component

Traffic density and the characteristics of the traffic most times determine the

elements of a VTS system (Flora & Carlos 2012). A well-trained staff who have the

necessary IMO certification and competency are also valuable component of a VTS

system. They adopt VTS operational procedures to relate necessary information to

participating vessels to enhance the safety of navigation and protect marine

environment (IMO, 1997c). The IMO guidelines, VTS manual (2012 edition)

describes the details of VTS elements in the diagram below (see Figure 7):

34

Figure 7: Three-component-model of VTS, source: Author (2021)

From the figure above, a VTS system comprises or made up of (I) the people (II) the

procedures and (III) the hardware and software.

(I) The people

A shore base center is the most important component of the VTS system. VTS

information are given from these centers by the operators to the participating vessel.

The VTS is equipped with VHF radio, Radar, CCTV cameras, AIS etc. The VHF

radios are used for communication, while the CCTV cameras are for surveillance

PROCEDURES

1. Internal procedures

2. External Procedures

PEOPLE

VTS Operator

VTS Supervisor

VTS Manager

VTS

HARDWARE

Communication Equipment, RADAR,

AIS, CCTV, Hydrological sensors,

Weather sensors, and VTS data, etc

35

purposes. Vessels entering the VTS area are tracked and monitored with the aid of

AIS. VTS operators are perhaps the most important element of a VTS system. As

stated above, they are expected to possess the certification and competencies in line

with IMO guidelines to perform VTS functions. Operators of VTS expected to

undergo regular training to be up to date with IMO standard in order to perform their

task satisfactorily. Another important component of the VTS system is the

participating vessels. Though not compulsory, it is mandatory for all vessels that

enter in the VTS area to participate in VTS. It is important for vessel entry to VTS

area to contact the VTS center to obtain important information that will help in safe

navigation and prevent marine pollution (Bowditch, 2002).

(II) Procedures

VTS operations follows both internal and external procedures. Internal procedures

are related with equipment operation procedures and those that have to do with staff

interaction. External procedures have to do with VTS station and the participating

vessels.

(III) Hardware and software

The uses of the VTS station and the services provided determine the particular

hardware that is incorporated. Modern VTS also requires sophisticated software to

accomplish certain tasks. VTS are made up of equipment such as VHF radio, radar,

36

CCTV, AIS, hydrological sensors, weather sensors. VTS also incorporates VTS data

system for effective data recording and such data are made available when need. In

recent years, software is needed to drive the VTS system for optimal operation more

especially as AIS is integrated. The diagram below shows the components of a VTS

station:

Figure 8: Overview of the of VTS station. Source: EMSA

2.5 How does VTS work?

The configuration of VTS system components is shown in the diagram below:

37

Figure 9: Configuration of VTS components. Source: Hughes (2009)

The Radar, CCTV cameras, VHF radios and GPS receiver are connected to a high-

speed switch processing server which is feed into a workstation. The workstation is

then connected to a group of display computer, the console from where vessels’

traffic is monitored. The meteorological and hydrographic sensors are connected

directly to the workstation. In addition, all AISs are remotely connected to the

workstation. The connectivity of these components provides real time particulars of

vessel and makes the tracking and monitoring of vessels possible (Jun-Min et al.

2015; Xu, Yang 2008; Last et al 2015).

Vessels in transit positions in the VTS area are known by the vessel traffic center by

radiotelephone and are in turn provided with accurate, complete, and timely

38

navigational safety information (Fraansas et al. 2012). In order to be effective in

monitoring traffic situations for the VTS, it is paramount that the service has an

option of generating, receiving, processing and broadcasting important navigational

information (Claresta. 2019; Zu, Yang 2008).

2.6 THE NATURE OF VTS AT THE LAGOS PORT COMPLEX

There is no full VTS operation at the Lagos port complex. The Lagos port operates

with a partial VTS in the form of radio/signal communication & control system

(NPA. 2020). This is because all necessary facilities and equipment are not operating

optimally in compliance with IMO and due license has not been acquired from IMO.

Therefore, this research is important and timely.

The Lagos port VTS/Signal station service is under the harbor service department of

the Nigeria Port Authority (NPA). The principal VTS operator under the supervision

of the harbor master overseas all VTS/signal activities at the Lagos port complex.

The operational organogram is shown in figure 10:

39

Harbor Department (Harbor Master)

Principal Signal/VTS Operator

VTS Supervisor

VTS Operators

VTS Trainee

Figure 10: NPA Organogram showing VTS Operator

40

Figure 11: Nigeria Port Authority (NPA) Headquarters Lagos.

The Lagos port VTS station is located at the port tower situated at the bullnose point

of Apapa port (figure 13) within the Lagos port complex. It is remotely connected

to other VTS equipment such as AIS, CCTV, RADAR, VHF etc. The configuration

of Lagos port VTS system is made up of one (1) AIS, four (4) VHF radio, two (2)

radio signal station, one (1) radar, one (1) meteorological station, seven (7) CCTV,

one (1) RDF, Email and telephone (NPA 2019). The only one (1) AIS is strategically

deployed around the harbor at port tower, though, the study later shown that three

(3) more AIS are needed at Tin can Port, east mole station etc. The 4 VHF radio are

situated at tower, west mole and Tin Can port. While the radar and the

41

meteorological station are situated at port tower. Masters of vessels or delegates call

to VTS station via Radio (VHF Channel 12 or 16) to convey; Arrival Particulars,

vessel’s information and SOLAS – emergency information (in case of an

emergency) under GMDSS channel. Master also relates “Information on Security

and Safety requirements of the Crew and Vessel departure information and

documentation to VTS station” (NPA 2020).

VTS station/Port Control relays the following to the Vessel; information on

Navigational safety, traffic information and Notices to Mariners/local regulations.

VTS station/Radio Control monitors ship movement and shifting of vessel to

ensure safety of pilotage operations of other vessels and crafts within the channel.

The VTS station documents Ship Entry Notice (SEN) Number, Rotation Number of

Vessel, Berthing/Sailing Clearance (berthing clearance on arrival of vessel and

sailing clearance at departure) and Ship Movement Schedule (Sobaruddin &

Martono, 2007). All these exchanges of information enhance maritime safety and

pollution prevention in and around the port complex. The figure below shows the

current location of VTS equipment and components in the port.

42

Figure 12: Locations of some installations at Lagos port Complex. Source:

Google earth

VTS station AIS Station

AIS Station

Radio Signal

Station

Radio Signal Station

CCTV

CCTV

CCTV

CCTV

43

Figure 13: Port Tower Housing the VTS station.

2.7 Conclusion

This chapter reviewed related literature on use of VTS. Existing literatures relating

to VTS systems and operations were reviewed. Various researchers point out that

VTS can be used to enhanced the efficiency and safety of navigation thereby

increasing the economic capability of a seaport. The chapter also discusses the

components of VTS and their uses. The functions of a VTS system in a port and

associate coastal environment and terminologies relating to VTS were discussed.

44

These functions include: navigational assistance services, information services and

traffic organization.

The chapter also reviews the current state of equipment and facilities state of VTS

at Lagos port complex. Though, very few literatures exists as regards VTS at Lagos

port, NPA annual report reviewed the lack of adequate VTS equipment and facilities

(NPA 2020).

45

CHAPTER THREE

RESEARCH METHODOLOGY

3.1 INTRODUCTION

This chapter consists of various methods used in the collection of data for this

research. It presents an overview of the methodological frame of reference of this

thesis and includes the following: research design, sampling method, instrument

used in collecting data and how the research data was collected. The chapter presents

the approach, methods used in the data collection exercise, and how data would be

analysed to model the VTS system performance at the Lagos port complex.

3.2 Research Design

This research is designed to survey the opinion of VTS managers and operators and

radio/signal communication controllers at the Lagos port complex (Nigeria) as

regard improving the safety of navigation through Vessel Traffic Services (VTS). It

is based on semi-structured questionnaire, designed to provide answers to the

research questions. The respondents are free to answer as they feel against questions

on the questionnaire, and also make comment where necessary. Under strict

approval, secondary data were also obtained from the management of the Nigeria

Port Authority (NPA).

46

3.3 Method Of Data Collection (Instrumentation)

The data for this thesis were obtained through qualitative and quantitative data

source. This is explained with the diagram below:

Figure 23: Method of Data Collection.

3.3.1 Qualitative Data Source

The qualitative data were collected using questionnaires, interviews, or observation,

and appears mostly in narrative form.

Method of Data Collection

Quantitative Data Source

Secondary Data

Qualitative Data Source

Interview Observation

(1) Focus group

(2) Informal Discussion Interview

(3) Semi-Structure Interview

(1) Open-ended

naturalistic observation

(2) Participant observation

47

Overall approach

The research presents the findings from field survey and focused on understanding

the VTS operation at Lagos port complex. Different data collection methods which

include focus group interviews, semi-structured interviews, and observations,

among others, have been used to collect field data with the aim of probing the used

VTS system at port complex in Lagos.

The methods used to collect data during the course of the research is below:

3.3.1.1 Opportunistic sampling

In data collection process for this research, opportunistic sampling was employed.

This method is based on the fact that field research is unpredictable; a researcher

may encounter something that he/she did not expect in the field during the course of

acquiring data. This is because the researcher him-/herself is one of the central of

research instruments. In collecting data in the field, he/she will have to determine

what to focus on, which questions to ask, or to which level the phenomenon under

study is influenced by the presence of the researcher. Collection of data in the field

develop with the ideal been studied, as real-world situations reveal various aspect of

a complex actuality. The use of opportunistic sampling therefore helps in flexible

designing the study to be able to follow the changes in the environment. Because the

sampling is predictable, it is important that one need to adjust his methodology

48

during the course of the survey. Also, this sampling technique makes it possible for

the researcher to data collected coincidentally.

3.3.1.2 Interviews

The qualitative interview is one among the foremost strategies utilized in qualitative

analysis approaches, as it permits the scientist to explore and enter the interviewees'

perspective concerning what is occurring in their environment, how they relate to it,

and how they interpret it (Sobaruddin & Martono, 2007). The researcher presents a

set of semi-structure questionnaires to the VTS operators, signal station operators

and harbor master. The interviews were done face-to-face.

3.3.1.2.1 Focus cluster (group)

A focus group interview is a group interview which is moderated in which several

participants are asked certain number of questions, which are then discussed openly

in the group. The group discussion presents one or two moderators who will guide

and steer the participants throughout their discussions. Focus cluster is usually smart

for understanding the basic problems and perceptions and therefore the attitudes,

thoughts and feelings of the participants. They are extremely helpful for group to

discuss exhaustively. However, the moderator has few opportunities to manage the

end result of the interview, because it is thought to steer interactions among the

participants. In the process of data acquisition, the researcher moderated interview

with the VTS manager and operators and radio signal unit operators of Lagos port.

49

3.3.1.2.2 Informal Discussion interviews

Informal discussion interviews are primarily spontaneous interviews supported

queries that emerge from the context during which the participants presently resides.

Observations which are typically in addition to this sort of interview, permits the

interviewer to explore associate participant's actions in respect to why and the way

the participant achieves his or her aims. Interview queries arise from the immediate

context, permitting the interviewer to get information on regarding why specific

actions are performed, providing the interviewer with a high degree of flexibility and

naturalness to explore several aspects of a scenario (Sobaruddin & Martono, 2007).

In the course of data acquisition for this research, there was a lot of informal

conversation interviews with the VTS operators at Lagos port.

3.3.1.2.3 Semi-structured interviews

Semi-structured interviews give the interviewer orderly details on the development

under study. Semi-structure has an interview guide, an inventory or set of questions

and topics to be debated. In structuring the interview questions, the respondents were

given the flexibility to raise follow-up queries/questions or change the order of

queries. This provides the possibility for explanations of the respondents’ answers,

and in-depth information is often obtained.

50

3.3.1.3 Observations

Apart from interviews, observations were carried to determined insights into the

operation of the VTS system at Lagos port. Observations and interviews are

correlatively reinforcing methods capable of providing great information which will

be remodeled into careful descriptions of the context and ideal been study. Patton

(2002) said that the most important purpose of observations is to explain the

ascertained settings, the actions conducted by the targeted audience been study, and

what those actions been studied meant. Observations could either be direct, carried

out in the field, or indirect by observing informants through recordings. Through

direct observation, the researcher is part of the thing or idea that is been studied.

The researcher used of two types of observations in acquiring data. This includes

open-ended naturalistic observation and participant observation.

3.3.1.3.1 Open-ended naturalistic observation

In this method an observation is conducted in the field that does not build on a

hypothesis make before the data collection exercise. This type of observation is often

used to study what is out there without being limited by a hypothesis.

Although this sort of observation is sometimes thought of ideal, because the

investigator isn't restricted by any preconceptions, it additionally poses a constrain

that the world is extremely advanced and dynamic. Albeit, if it were desired, it's

51

primarily not possible to really capture all aspects of the context inside one

observation. If only one investigator is within the field, he or she is going to

ultimately have to be compelled to opt for a spotlight that may be focus on at the

expense of other items.

The researcher conducted to observation at some point during data acquisition for

this research can be characterized as open-ended naturalistic observations. They

were meant to gain an indebt knowledge for the VTS system and the operation at

Lagos port complex.

3.3.1.3.2 Participant observation

The aim of participant observation is to gain a close and intimate familiarity with a

given group of individuals (such as a religious, occupational, sub cultural group, or

a particular community) and their practices through an intensive involvement with

people in their cultural environment, usually over an extended period of time. In the

process of obtaining data for this research, the researcher spent a lot of time in the

VTS station at Lagos port complex in order to gain deeper knowledge of VTS

operation at the station.

3.3.2 Quantitative Data Source

This is defined as the value of data in the form of counts or numbers where each

data-set has a unique numerical value associated with it. This data is any quantifiable

52

information that may be used for mathematical calculations and statistical analysis,

such that real-life decisions can be made based on these mathematical derivations.

Usually, there are measurement units associated with the data, for example metres,

in the case of the distance of travel.

The quantitative data for this research were secondary data obtained from the Nigeria

Port Authority (NPA) through the VTS manager. They were basically GPS data

showing coordinates and bearings of boundary of a proposed new VTS area of the

Lagos port complex.

3.4 Methods of data analysis

The qualitative data were analysed using qualitative-descriptive analysis which is

suitable for analysing data collected through qualitative methods. This part of the

research is basically ex-post facto research. The qualitative data were systematically

organised in tables, categorise and analyse. During the analysis, all data derived from

fieldnotes, interviews, observation and documents were jointly analysed with an

emphasis on how the VTS operation can be used to improve the safety of navigation

at Lagos port complex, Nigeria.

The quantitative data were analysed using GIS software, Map Maker to delineate the

VTS area of Lagos port complex. Map Maker is a cartographic software and a GPS

software for Windows. Map Maker is an interactive software which allows you to

work on your computer screen with web maps or digital maps that you have either

53

bought or scanned. Map Maker can also import vectorial data from the most common

formats and DEM data relevant to height information.

54

CHAPTER FOUR

DATA PRESENTATION, ANALYSIS AND INTERPRETATION

4.1 INTRODUCTION

This chapter entails the systematic arrangement of data collected in the course of the

research. It also discusses and draws inference on the responses to the questions on

the quantitative and qualitative data obtained. The discussions will base on the

subheadings generated from the interviews, observation, desk review and

quantitative data. The presentation and discussion are put under four themes to

reflect the aims and objectives of this study. They are: Assessing the existing

equipment and installations at the Lagos port complex, identify if there are

equipment gaps, Delineation of the VTS Areas of the Lagos port complex, provide

information on safe navigation with VTS data and Provide VTS action cards for

Nigeria Port Authority.

4.2 Assessing the existing equipment and installations at Lagos port complex

In assessing the current state of VTS equipment and installations at the partial VTS

station of Lagos port, the data obtained from interviews and observations were

organized into charts in form of tables show below (Table 3and 4). The VTS

55

equipment were categorized into communication, Traffic image and sensors. The

table presents the need assessment of VTS operation at Lagos port.

Service/Category Equipment

Communications

Traffic

Image

Sensors

VH

F

VH

F/D

F

Tel

ephone

Fac

sim

ile

Em

ail

Man

ual

plo

ttin

g F

acil

ity

Rad

ar

Ele

ctro

nic

Char

t/G

IS

Rad

ar

Rad

ar +

Auto

mat

ic T

rack

ing C

apab

ilit

y

AIS

CC

TV

Met

eoro

logic

al

Hydro

logic

al

Statue S NS S S S S NS S N

S

NS N

S

N

S

S S

Quantity 4 2 3 3 1 1 1 1 7 1 1

Comment/Recomme

ndation

Equip

men

t upgra

de

More

nee

ded

More

nee

ded

More

GIS

Nee

ded

More

Nee

ded

More

Nee

ded

More

Nee

ded

Moder

n o

nes

nee

ded

Upgra

de

Nee

ded

Table 3: Assessment of VTS equipment at Lagos port. Source: Field survey, 2021.

KEY;

S -------- Sufficient

NS ------ Not Sufficient

56

Also, the Status of some Selected Navigation Information Systems in Lagos Port

were also evaluated to assist in understanding VTS equipment needs. This is so as

Navigation Information Systems are also required for effective VTS operation.

Type of

Information/System

Entity in Charge Upgrade Needs/

Recommendations

Traditional

navigation aids

(buoys, lights, etc.)

A private company (Landfall

marine operation & Control,

Nigeria, MOC)

Lighting is required for

some buoys, while others

need improvement and

upgrade.

Electronic

positioning systems

A private company (Landfall

marine operation & Control,

Nigeria, MOC)

Modern Differential GPS,

Radio Beacon (UHF,

Micro Wave) should be

incorporated.

Accurate nautical

charts

Nigerian Navy Hydrography

Office (NNHO)

Survey should be done

regularly to produce

updated chart. Harbor

chart should be digitized.

Real-time

hydrographic and

oceanographic data

NNHO and Lagos channel

Management Limited.

Survey should be regular

as Lagos channel is easily

filled with mud from

Lagos Lagoon.

Real-time

meteorological data

VTS Station No upgrade needed.

Notices to mariners Nigeria Port Authority (NPA) Satisfactory.

Cargo management

information

Shipping companies Satisfactory.

Local knowledge Local pilots Satisfactory.

57

Waterways

management

NIMASA and Nigerian Navy Nigeria Government

should establish a Coast

Guard.

Bridge-to-bridge

radio telephone

Vessel operators and masters Satisfactory.

Table 4: Evaluation of Navigation Information Systems. Source: Field survey, 2021

4.2.1 Result Analysis

Table 3 shows analysis of VTS equipment and installations at Lagos port complex.

The table shows that the partial VTS operation/station is made of four (4) VHF radio

channel which are sufficient for VTS operation. VHF channel 16 is for distress signal

and can be effective from 30 miles radius. Channel 14 and 12 are for port operations

and port control respectively. Direction founder (DF) are two (2) which are not

sufficient for the VTS operation. The telephone, Fax and email services are

satisfactory. There is only one (1) radar scanning the VTS area which is adjudge to

be insufficient by the VTS manager. Also, there are seven (7) CCTV camara and

one (1) AIS unit which the researcher found out not to be sufficient to cover the VTS

area and upgrade is needed. The meteorological equipment installed alongside other

VTS equipment are installed at port tower and working perfectly. The needs

assessment revealed that the hydrological installation needs repairs and upgrade.

Assessment of some Navigation Information Systems (NIS) were presented in table

4. The table shows the type of information system, the entity in charge and

58

recommendations suggested. Government agencies and private companies are in

charge of maintenance of these navigation information systems. The table shows that

NIS such as traditional navigation aids and electronic positioning systems need

upgrade with the incorporation of modern equipment. The Lagos channel and

adjacent water (VTS area) need to be survey regularly to produce up to date nautical

charts.

4.3 Equipment and installations needs of Lagos port VTS station

From the analyses of table 3 and 4 and by extension interviews and observation, it

is obvious that there is equipment gap in Lagos port VTS system. The equipment

gap and some locations where the needed equipment will be installed are presented

in table 5 below:

S/N Equipment/

Installation and

Other Needs

Quantity

Needed

Location for

installation

Comment

1 AIS 3 Pilot station, Tin Can

port and West mole

Three more AIS are

needed.

2 CCTV 7 Tin Can port,

Beecroft Point, East

mole etc.

CCTV Cameras with

Night Vision are

required.

3 Radar 3 East mole, Apapa port

and Tin Can port

Modern radar with

capability of locating,

imaging, and identifying

targets.

59

4 RDF/VHF Radio VTS station and

Signal station.

VHF Radio with

Benefits of GPS.

Handheld portable VHF

Radio are needed.

5 Electronic

Chart/GIS

Back up electronic chart

required.

6 Helicopter 1 For Search and rescue

operation.

7 A Coast guard Interviewees advise the

Nigeria government to

set up a coast guard.

Table 5: Recommendations for equipment gap

4.3.1 Result Analyses

The table above shows that three (3) more AIS units are needed to be installed at

various location (pilot station, Tin Can port and west mole at the channel entrance).

At present, the only one (1) AIS that is connected to the VTS station is located at the

Bullnose point of Apapa port. The VTS operators requested for more seven (7)

CCTV cameras with night vision. More radars are also needed for optimal

functionality of VTS system at Lagos port complex. For search and rescue purposes,

a helicopter is required if an incident of maritime accident occurs. Nigeria, as a

maritime country, has not coast guard corps to take responsibility of maritime

security. As at present, the Nigerian Navy handle maritime security in Nigeria

waters. The VTS operators advised the Nigeria government to set up a coast guard.

60

This will assist in maritime safety and security in Nigeria port and waters. The map

below shows the position in which some VTS equipment are required to be installed.

Figure 15: Proposed locations of additional VTS equipment

4.4 VTS Action Card for Lagos port Complex

In order to provide the VTS action card, some of the interview questions will be

presented here. The researcher recorded some responses from interviewees with his

smart phone. The response to these questions helps in presenting a VTS action card

for Lagos port. The entire interview questions will be presented in Annex 2. The

Apapa Port Tin Can

Port AIS

AIS

AIS

Radar

Radar

Radar CCTV

CCTV

CCTV

CCTV

CCTV

CCTV

CCTV

61

following table summarizes the evaluation questions and the actual data collection

method used.

S/N Interview Questions Main data collection

methods

1 What organization operates the VTS? Focus group discussion

2 How would you describe the efficiency of VTS

for surveillance and management of the maritime

vessel traffic?

Semi-Structure interview

3 To what extent did the VTS achieve its immediate

objective of providing navigational safety

Key informant interviews

4 How are costs associated with the VTS operation

funded?

Key informant interviews

5 Describe the staffing structure of the VTS. Semi-Structure interview

6 What information about the VTS, its procedures,

and requirements for participants; if is provided

in advance of arrival?

Focus group discussion

7 How is compliance with procedures, regulations

and laws enforced?

Focus group discussion

8 What were the key success factors/bottle necks

that contributed/constrained implementation of

VTS at the port?

In-depth interviews

9 How well did the VTS succeed in achieving its

overall objective to improve navigational safety

and management of maritime vessel traffic in

Lagos port complex?

In-depth interviews

62

10 How sustainable are the results achieved in the

VTS project?

In-depth interviews

11 What could be done to improve VTS at the Lagos

port?

Focus group Discussion

Table 6: Interview Questions.

4.4.1 Presentation of Findings

The table below shows the findings generated from the interview questions in table

6 above.

S/N Findings Conclusions Recommendations

1 VTS system is important at

Lagos port complex to

increase safety of navigation

and in ship traffic. The

technology is appropriate. A

project to upgrade the partial

VTS to full VTS with IMO

compliance is necessary.

Efficiency and economy of

Lagos port is guaranteed

through VTS. The Lagos port

VTS is a government

parastatal under NPA.

The VTS system

is fundamental for

the navigational

safety at Lagos

port and therefore

it is relevant also

for Nigeria Port

Authority.

The Nigeria government

through NPA should set

up a committee of experts

to appraise the current

VTS equipment at the

port with a view of

upgrade.

63

2 The current state of VTS at

the port is poor and

equipment are grossly

inadequate. The station is

also understaffed with few

experts to handle operations.

Certifications of

staff require IMO

compliance.

More staff with necessary

certification should be

recruit. Training and

retraining of current staff

is needed.

3 The VTS has an impact on

creating a safer and more

secure marine environment

within the VTA area through

collision avoidance. The VTS

technology, if it worked as

expected, would fulfill all the

requirements set by IMO for

monitoring of the Lagos port.

However, at the present state

the system is not working as

it should be, and therefore

Nigeria does not fully comply

with the IMO requirements.

VTS has

increased

navigational and

environmental

safety in Nigeria

and as a

fundamental tool

for monitoring

vessels situation

to avoid collision

More VTS stations

should be established in

other Nigeria ports in

Calabar, Warri and Port

Harcourt with a

coordinating center in

Lagos to effectively

monitor the coast waters

of Nigeria.

Table 7: Analyses of interview responses

4.4.2 Proposal of VTS Action card

The Nigeria’s Ministry of transport through Nigeria Port Authority (NPA) to set up

a committee to be mandated with a project to assess the current state of Vessel

64

Traffic Service (VTS) system at the Lagos port complex with a view of upgrading

to IMO compliance. The assessment will entail equipment, facilities and staffing.

The evaluation to be made according to IMO evaluation criteria of relevance,

effectiveness, efficiency, impact, sustainability, coordination and effectiveness. The

steps to achieve the project are:

• Assess the suitability of VTS upgrade to manage vessel traffic.

• Identify the functional requirements needed to achieve the desired and

targeted level of safety and efficiency of the maritime traffic.

• Equipment and facilities deployment.

• Staff Training.

4.5 Delineation of a new Lagos port VTS Area.

The increase in volume of traffic calling on Lagos port VTS area necessitated a

proposal for a new VTS area to accommodate more ships. This will improve the

complex utilization of the available sea room.

4.5.1 Coordinates of proposed new Lagos port VTS Area

The proposed Lagos port VTS area is the area of water bounded as follows:

The waters bounded by a line commencing at:

65

The coastline at east mole of the entrance to the Lagos (commodore) channel at Point

position Latitude 06° 23′46.81 North, Longitude 003° 24′12.67 East,

• then north-west to Latitude 06° 24′20.58 North, Longitude 003° 24′08.34 East,

• then north-east to Latitude 06° 25′09.71 North, Longitude 003° 24′25.64 East,





• then west to Latitude 06° 27′42.00 North, Longitude 003°22′15.85 East,

• then south-east to Latitude 06° 26′51.65 North, Longitude 003° 22′27.59 East,


• then south-west to Latitude 06° 26′01.91 North, Longitude 003° 23′33.73 East,








66











• then generally north-west to the starting point at east mole at position Latitude 06°

23′46.81 North, Longitude 003° 24′12.67 East.

The VTS area coordinates were inputted into the GIS software, Map Maker to

delineate the VTS area. Figure 16 is the map obtained.

67

Figure 16: A proposed Lagos port VTS Area


Figure 16 shows the new Lagos port complex VTS area. The VTS area is about

280km2 and has a boundary line of 125.7km. The Lagos anchorage and the pilot

boarding point is within the VTS area. It is mandatory for all commercial vessels

and vessels over 100 GRT to participate in the VTS or all vessels with an overall

68

length greater than 30m must participate in the VTS when operating within the VTS

coverage area.

4.6 Information on safe navigation with VTS data

The VTS center, in addition to other methods, uses Logbooks to records vessels

information for VTS purposes. Format for recording (Annex 4) detail vessels

information such as: date of arrival, time, name of vessel, call sign, length, draft,

SEN, cargo tonnage, GRT, MMSI number etc. In order to obtain these set of data,

the researcher personally observed vessels movement from the VTS station for two

days (14/12/2021 & 15/12/2021) while obtaining the records of other days presented

in annex. This will provide an overview of how vessels are monitor for safe

navigation at the VTS area. In the two days, total of thirty-two (32) vessels were

recorded and only six (6) are presented in the table below:

S/

N

Vessels

Particulars

SCARABE

SINO

OCEAN

GRANDE

ABIDJAN

DOVER STONING-

TON

EAGLE

COROMEL

1 Date of

Arrival

15/12/21 08/12/21 14/12/21

2 Pilot B Q1 D T M2 D1

3 From Apapa Sea TCII Rainoil Sea Sea

4 To Sea Eko/S Sea Sea TCII Ibafom

5 Call Sign SVCE2 VRTF6 IBDE V7KW2 V7OK7 D5TT4

6 Last Port of

Call

------- Durban

S/A

-------- ------- Skagen

Denmark

Lagos

Offshore

7 Date of

Departure

15/12/21 ---------- 15/12/21 15/12/21 ---------- ---------

Vessel’s Name

69

8 Length 200m 189m 236m 128.6m 199.99m 140.95m

9 Draft fore 5.1m ------- 8.7m 4.5 ------- ---------

10 Draft aft 5.4m ------- 9.1m 5.9 ----- ---------

11 SEN

12 Nationality Greece Hung

Kong

Italy Marshall

Island

Marshall

Island

Liberia

13 Cargo Wheat in

Bulk

General

cargo

Roro

Cargo

IMB Grain A.G.O

14 Cargo

Tonnage

16000 35700 14573.4 IMB 49099.206 5972.216

15 Ship owner

16 Captain

Name

17 Rotation No

18 Voyage No

19 IMO no 9712967 9408255 9680712 9435557 9575151 9341378

20 MMSI No 24137300

0

47752880

0

2473417

00

5380073

57

53800745

0

63601927

5

21 Anchorage

Position

6021′49.4

6″

3022′15.4

8″

60119′17.1

4″

3022′50.09

″

6022′48.42

″

3023′19.75

″

22 Berth 0805 1145 1630

23 Unberth 0205 0750 0700

24 Cross in 0715 1000 1830

25 Cross out 0355 0910 1000

26 Next port of

call

Warri,

Nigeria

Tema Lagos

offshore

Table 8: VTS information of vessels that call on Lagos port during 14/12/2021 &

15/12/2021

70


Table 8 shows the VTS information/data of six (6) vessels out of the thirty-two (32)

vessels that called on Lagos port between 14/12/2020 and 15/12/2020. One vessel is

allowed to pass through the channel at a time. This is particularly important in

Badagry creek leading to Tin Can port because of its width. For example, the ship

DOVER (128.6m) which unberth at 0700hr was put on hold for the cross-out of the

ship GRANDE ABIDJAN (236m) at 0910hr because of her length. Also,

STONING-TON EAGLE and COROMEL were allowed into the channel at different

time to avoid dangerous traffic situation.

4.7 Discussion of findings

The purpose of this thesis has been generally to evaluate the current state of VTS

operation at the Lagos port complex Nigeria with a view of evaluating equipment

deficit, delineating the VTS area and providing recommendation that will improve

VTS operation. The following findings from this study presented in this section are

in synchronized with the objectives of this study:

• The research shows that full VTS system is needed at the Lagos port complex

because of the location of the port through a narrow channel and the volume

of traffic.

71

• The Lagos port operates with a partial VTS system without IMO license and

compliance in the form of radio/signal communication & control system and

equipment and installation are grossly inadequate and upgrade needed.

• 3 AIS, 7 CCTV cameras with night vision, 7 Radar, etc. are some of the

equipment needed to upgrade the VTS system to effectively cover the VTS

area. A helicopter is required for search and rescue operations.

• The research revealed that a new Lagos port VTS area is covering an area of

about 280km2 with a boundary line of 125.7km is needed to effectively

accommodate all ships calling at Lagos port.

• VTS information form the basis of ship logbook records and used for vessel

traffic control at Lagos port.

72

CHAPTER FIVE

ECONOMICAL BUDGET TO UPGRADE LAGOS PORT VTS

5.1 Introduction

The researcher has made a number of recommendations from his findings in the

course of the study. It is therefore important to make economical budget for all

recommendations in order to evaluate economically the proposal to upgrade Lagos

port VTS for improve safety of navigation in the VTS area. The implementation of

the proposed budget to upgrade the Lagos port VTS will brings so many benefits to

the government of Nigeria. These benefits are shown in the diagram below:

Figure 17: Benefits of upgraded Lagos port VTS. Source: Jun-Min M. et al (2015)

73

5.2 Estimated Cost of Lagos port VTS Upgrade Project

The proposed project costs will cover the estimated cost of equipment and

installation, staff recruitment and training, logistics, and miscellaneous. For the

purpose of this study, logistics and miscellaneous costs shall be the cost of award of

contact for VTS appraisal, installations, setting up a coast guide and purchase of

patrol boats. However, the cost estimation shall not cover the cost of establishing

VTS station in other Nigeria port since this study covers VTS at Lagos port complex.

The table below shows the estimate cost of proposed equipment and facilities to

upgrade Lagos port VTS station to IMO compliance.

S/N Items Quantity Unit Cost

(USD)

Total Cost

(USD)

1 AIS 3 43,000 129,000

2 CCTV Cameras 7 20,000 140,000

3 Radar 3 22,000 66,000

4 Radar + Automatic Tracking Capability 1 25,000 25,000

5 VHF (GMDSS) 2 5000 10,000

6 MF (GMDSS) 1 4000 4000

7 Hydrological sensor upgrade 1 25,000 25,000

8 Electronic Chart/GIS 30,000 30,000

9 Patrol Boat 2 20,000 40,000

10 Training of Staff 3 50,000 150,000

74

11 Logistics and

Miscellaneous

Appraisal contract 200,000 200,000

Equipment installations 150,000 150,000

Miscellaneous 200,000 200,000

12 Total 1,169,000

Table 9: List of facilities, technology and equipment and their costs

The table above shows that about one million, one hundred and sixty-nine thousand

dollars (1,169,000 USD) will be needed to upgrade the Lagos port VTS to IMO

compliance. Though this amount may not be realistic, it shows that more resources

is needed for VTS upgrade at the port.

5.3 Funding

Response from interviews reviewed that Nigeria government through Nigeria Port

Authority (NPA) is solely responsible for the cost of VTS operations. NPA also

financed the establishment of the VTS. However, this project of upgrade, can be

carry out through private public partnership. Therefore, the researcher recommends

that the Lagos port VTS upgrade should be contracted to private company under a

concession agreement.

75

CHAPTER SIX

CONCLUSION AND RECOMENDATIONS

6.1 Conclusion

A comprehensive research of a VTS system in the Lagos port complex in

southwestern Nigeria has been carried out in order to identify potentials for

improvement and further development of VTS operation to address the challenges

of increasing traffic density and ship dimensions. The focus of the studies was the

technical, organizational and operational aspects of the VTS system. The location of

Lagos port being connected with the sea through a narrow channel of about 25km

and the number of ships that call on the port make a VTS operation a necessity.

In spite of the geographical location of Lagos ports and other factors such as width

and depth of the approach channel, volume of traffic, submarine cable which impede

the safety of navigation, the Lagos ports complex only have a partial VTS station

located at the Bullnose point of Apapa port and one Signal station at East mole to

control the flow of vessel traffic. VTS operation is under the harbor service

department of the Nigeria Port Authority (NPA). The principal VTS operator under

the supervision of the harbor master overseas all VTS/signal activities at the Lagos

port complex.

76

The study shows that VTS system is important at Lagos port complex to increase

safety of navigation and in management of ship traffic to avoid collision as

monitoring of vessel movement during the study had shown. The efficiency and

economy of Lagos port is guaranteed through VTS.

However, the study had reviewed that the current condition of VTS at the port is

poor which is occasioned by inadequate equipment and installations. There are few

CCTV cameras, Radar and AIS which barely covered the VTS area of about 250km2.

The station is also understaffed with few experts to handle operations. Most staff do

not have IALA VTS certifications.

Finally, for effective VTS operation at Lagos port, more AIS, DF radios, Radars and

CCTV cameras with night vision are required to be situated in strategic positions to

cover the entire VTS area. There is also need to increase the staff strength with IALA

VTS certification personnel.

Finally, the research also revealed that it may cost about USD 1,169,000 to upgrade

the existing VTS to IMO standard.

6.2 Recommendations

From findings of this study, the researcher suggests the following recommendations:

77

1. The Nigeria government through NPA should set up a committee of experts

to appraise the current VTS equipment at the port with a view of upgrade.

2. The NPA should identify the functional requirements needed to achieve the

desired level of safety and efficiency of the maritime traffic through VTS.

3. Modern VTS equipment and installations should be incorporated into the

present VTS system at the port to upgrade IMO compliance.

4. The study recommends the recruitment of more IALA VTS certified staff and

training of the present staff.

5. The Nigeria government should set up a coast guard for the purpose of

maritime safety and security.

6. More VTS station should be establish in other Nigeria ports in Calabar, Warri

and Port Harcourt with a coordinating center to effectively monitor the coast

waters of Nigeria.

6.3 Final Statement

This research is open for further study most especially on establishment of VTS in

other Nigeria ports and VTMS stations in the coast. This is to enhance maritime

security of oil installations as Nigeria’s economy depends much on oil export. Also,

the setting up of VTMS stations in Nigeria will help curtail the menace of piracy in

the Gulf of Guinea.

78

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ANNEXES

Annex 1: Participants Consent

83

Annex 2: Interview and Discussion Questions

1. What organization operates the VTS?

2. How would you describe the efficiency of VTS for monitoring and

management of the maritime vessel traffic?

3. To what extent did the VTS achieve its immediate objective of providing

navigational safety?

4. How are costs associated with the VTS operation funded?

5. Describe the staffing structure of the VTS.

6. What information about the VTS, its procedures, and requirements for

participants; if is provided in advance of arrival?

7. How is compliance with procedures, regulations and laws enforced?

8. What were the key success factors/bottle necks that contributed/constrained

implementation of VTS at the port?

9. How well did the VTS succeed in achieving its overall objective to improve

navigational safety and management of maritime vessel traffic in Lagos port

complex?

10. How sustainable are the results achieved in the VTS project?

11. What could be done to improve VTS at the Lagos port?

12. Describe the charter under which the VTS operates, in terms of its role.

13. What is the relationship of that organization to to NPA?

14. Describe the equipment, facilities and installation gap of Lagos Port VTS.

15. How are costs associated with the VTS operation funded?

16. What is the VTS's area of responsibility?

17. What services are provided by the VTS?

18. What information about the VTS, its procedures, and requirements for

participants is provided in advance of arrival?

19. What information is provided by participants prior to arrival within the VTS

area of responsibility? By what means of communication?

20. What information is provided by participants during transit of the VTS area of

responsibility? By what means of communication?

21. What kind of challenges / limitations / problems do you face here?

22. What is the education and training level of staff here? Do you consider it

sufficient?

23. How would rate the role and responsibility of NPA to VTS operations at Lagos

port complex.

84

Annex 3. List of Staff interviews

S/N Staff interviews Position

1 Shehu Usman Bala VTS Manager

2 Captain Sylvester Owobu Assistant Manager, Harbours

3 Ujiro Oghenerurie Principal signal, VTS

4 Alao Adekunle VTS Operator

5 Iyang Victor VTS trainee

6 Eguolo Timi VTS trainee

85

Annex 4: Researcher’s Authorization letter from place of work

86

Annex 5: NPA format for VTS information logbook Records

87

Annex 6. VTS information recorded in Ship’s movement book

improving the safety of navigation through vessel traffic

Documents