Improving the Safety of Navigation through Vessel Traffic ...
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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.
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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
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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
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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
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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
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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.
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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
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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
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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
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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
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• 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 north-west to Latitude 006° 25′56.38 North, Longitude 003° 24′23.79 East,
• then north-west to Latitude 06° 26′23.40 North, Longitude 003° 24′07.10 East,
• then north-west to Latitude 06° 27′14.99 North, Longitude 003° 22′53.55 East,
• then north-west to Latitude 06° 27′42.00 North, Longitude 003° 22′49.23 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-east to Latitude 06° 26′17.26 North, Longitude 003° 23′44.23 East,
• then south-west to Latitude 06° 26′01.91 North, Longitude 003° 23′33.73 East,
• then north-west to Latitude 06° 26′12.96 North, Longitude 003° 22′36.25 East,
• then south-west to Latitude 06° 25′54.54 North, Longitude 003° 21′37.53 East,
• then north-west to Latitude 06° 25′57.00 North, Longitude 003° 20′04.27 East,
• then south-west to Latitude 06° 25′39.80 North, Longitude 003° 19′50.61 East,
• then north-east to Latitude 06° 25′46.56 North, Longitude 003° 21′01.74 East,
• then south-west to Latitude 06° 25′17.70 North, Longitude 003° 20′40.67 East,
• then north-east to Latitude 06° 26′04.37 North, Longitude 003° 23′02.21 East,
66
• then south-east to Latitude 06° 25′49.02 North, Longitude 003° 23′50.41 East,
• then south-west to Latitude 06° 24′30.41 North, Longitude 003° 23′30.64 East,
• then south-east to Latitude 06° 23′59.09 North, Longitude 003° 23′50.41 East,
• then south-east to Latitude 06° 23′31.45 North, Longitude 003° 23′55.98 East,
• then north-west to Latitude 06° 23′58.43 North, Longitude 003° 18′3.18 East,
• then south-west to Latitude 06° 21′30.46 North, Longitude 003° 14′40.96 East,
• then south-east to Latitude 06° 16′00.62 North, Longitude 003° 17′00.02 East,
• then north-east to Latitude 06° 17′40.13 North, Longitude 003° 26′06.36 East,
• then north-west to Latitude 06° 21′39.06 North, Longitude 003° 24′58.37 East,
• then north-east to Latitude 06° 22′2.97 North, Longitude 003° 29′37.79 East,
• 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
4.5.2 Result Analyses
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
4.6.1 Result Analyses
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
88
89