Omonibeke: Marine Operations Remains the Centre of Port Activities
Nigeria Ports Authority’s Executive Director, Marine and Operations, Mr. David Omonibeke, told journalists in Lagos that amongst other responsibilities, marine operations remain the operational centre of port activities in the nation’s seaports. John Iwor
Directorate of Marine and Operations
Marine and Operations in the Nigeria Ports Authority (NPA) remains the largest directorate in the Nigerian Ports Authority (NPA). It is also the core operational centre for ports activities in the nation’s seaports. This is not unconnected with the fact that going by the provisions of the Act establishing NPA, the Habour Master communicates to ships; ships that are coming into Nigeria and even the ones operating in the coastal areas to move or to berth. The Habour Master gives the licence for such movements. In case of bigger vessels coming in, before you get into Nigerian waters, the ship captain must apply for what we called Ship Entry Note (SEN) so that NPA will be aware of such movements. It is required that before vessels berth in conventional ports or may be the SPSC offshore, there is need for the Habour Master to give clearance, and you need the assistance of a tug boat to enable such movements. This is due to the fact that they do not really have what is called bow thruster and stern thruster that can allow a vessel move sideways because it is what we call single screw proportion-just one main engine so, you need a tug boat to move it to the berth. Service boats do not really need the assistance of tug boats because they can move by themselves to get to a berth. For the vessels also, you need a pilot on board.
Once the Habour Master is contacted, he makes the necessary arrangements for the pilot to go on board so as to guide the ship captain through the channels and the various buoys. That way, the vessel will not go aground. There are some vessels that have captains that are familiar with the channels they operate. Such captains are expected to apply for Pilot Exemption Certificate (PEC) for that Pilotage District.
In NPA, we have four Pilotage Districts namely, Lagos Pilotage District, which covers two ports (Lagos Port Complex and Tin Can Island Port Complex). In the East, we have the Delta Pilotage District covering Delta Port and there is also the Rivers Pilotage District. Onne and Rivers Ports are in Rivers Pilotage District. We also have Calabar Pilotage District where we have the Calabar port. For issuance of the Pilot Exemption Certificate, we have the Pilotage Board that determines the competency of the captain for the exemption. It is only then that such vessels will not be escorted by a pilot. Any vessel that sails without the exemption, in the case of an accident, that is a serious breach. The issuance cannot be paid. These are part of our operations.
Nigeria Ports Authority is also in a joint venture partnership with some channel management companies for the dredging of the channel and maintenance of the draft in order to attract certain types of vessels into Nigerian ports. In the Lagos Pilotage District, there has been tremendous improvement on the draft. This is where you have Lagos Channel Management Limited (LCM) in operations. While some areas are 13.5 metres, others are 10.5 metres. In the Rivers Pilotage District, we have the Bonny Channel Management Company Limited too. There is tremendous improvement in the channels too. Not too long ago, we had bigger vessels calling at Onne, the WAFMAX vessels bringing containers. They have been calling at Lagos Pilotage District all these while but now we have them calling at Onne also with some level of assistance from tug boats. The Federal Government of Nigeria is also fine tuning ways and means to ensure that Calabar Channel Management Limited (CCM) also attain the same good results in Calabar channel which will soon result in a lot of port activities in those areas too.
In Delta Port, there is the Ogidigben project which has a gas-to- liquid component and the federal government is considering having another port there-the Gbaramatu deep seaport- and definitely, channel management will come up in that area so that we can also have lots of port activities there. Recently too, the go ahead was given for the building of Lekki deep seaport. There is the Badagry seaport in Lagos State and Ibaka seaport in Akwa Ibom State. You can see from the foregoing that marine services are the core business activity. Nevertheless, in NPA we also have other directorates. We all work hand-in-hand because no one can stand alone on its own. We work hand-in-hand with other directorates to ensure that we achieve our main objective and mission which is to be the leading port in Africa and to make sure that we satisfy our customers by giving efficient services. Generating Efficient Manpower
We have manpower but if you look at it, the maritime industry all over the world is in dire need of maritime experts. To meet our basic needs, we will keep employing. Not long ago, we requested for some marine experts and engaged some. But they are very scarce to find. For our existing staff, we continuously train and re-train them to ensure that they are up to date with modern trends and technology in the marine world. We also send our pilots on simulations overseas. That is one of the reasons why we want to have the Maritime Training Centre. We are also into partnership with some other operators so that some of those trainers can be resident here in Nigeria, and that will reduce the need for sourcing for foreign exchange to train personnel overseas. Some experts with us under our joint venture arrangement will be working with us in this direction. Maritime is an international business and the centre is more in London. So, we will continue to work with our various partners to make sure we carry out our business in line with international standard and practice. Navigation Aids
There are various navigational aids in the maritime industry. For instance, the buoys tell you which area in the waterways is shallow. They have various colours and by the training of seamen, particularly the ship captain they can chart the course. They know the channel. They also use charts to plot the movements of the vessels. The Lighthouse also serves as an aid to navigation. Before the age of technology, the lighthouse served as the mark that told the Captain that they were close to where they are going. Then, they do everything required. Charting is always done manually. You do your drawing and take your chart. You have to chart your own course. That is no longer the case nowadays. These days, with a laptop, you can do some of it . It will give the channel and the vessel will just move in. Even today, where technology fails, the Lighthouse is still the last option. That is why it cannot be removed. It is good it’s always there with the revolving light. It is always located close to the anchorage. Impact of Technology on Operations and Services
Not too long ago, we talked about e-payment systems. Previously, it took up to five or six days before shipping companies could confirm payments at our various ports from NPA Headquarters at Marina, Lagos. It was very cumbersome. Now, with the e-payment system, confirmation of payment can be achieved within minutes. Once they get their alerts, they can clear their vessels and the Port Manager gives authorisation to the Harbour Master. That is an aspect where technology has helped, in terms of reducing the downtime. The e-payment system has also affected the way we issue the Ship Entry Notes. In the past, we were downloading volumes of it but now we are into e-ship entry. That also reduces man hour because we have one office in the Eastern Zone and one in the Western Zone. Before now, if someone in Calabar wants his vessel, he had to travel to Port Harcourt, to the Eastern Zone. Now, you do not need to do that. Just on your desk, once you are registered with us, and you have your password, you can just key in the information and await clearance. It moves within the system and in a very short time and it is cleared. It also reduces the cost. The technology also reduces the cost of doing business with our customers. Jetties and Terminals
We have the International Ship and Port Facility Security (ISPS) Code. Ordinarily, ocean going vessels should only call at approved conventional ports so as to meet the provisions of the Safety of Life at Sea (SOLAS). However, this is not often the case. With the vandalisation of pipelines coupled with the refineries are not working, we have to import petroleum products from overseas. Since our conventional ports are not supposed to take some of those dangerous cargoes, relaxing the law, discharges are done in private jetties. Presently, the Nigerian Maritime Administration and Safety Agency (NIMASA) is the designated authority for the implementation of ISPS Code in Nigeria. We work in conjunction with them. We support NIMASA like a secondary arm to ensure that issues of security, meeting standards at all times in all these platforms is strictly adhered to. This is due to the fact that it is the NPA that has the authority to withdraw marine services. So, when NIMASA goes around and find out that there is breach in security, it draws our attention to it and then, we call the operators. If the operators do not adhere to standards, we withdraw marine services from them. Maritime Training Centre
We will be training in all aspect of maritime. These include pilots, fire fighting men, even marine surveyors. That is all the people required in the maritime industry would be trained in the centre when it kicks off. It is not only meant for NPA personnel. We oversee the terminals and their personnel too need to be trained so, it will be open for them to participate. And I must mention the Nigerian Liquefied Natural Gas Limited (NLNG), Bonny Island, Rivers State. It is even ahead of us in terms of the pilots training. We have some pilots with them that man their vessels trying to assist them. Theirs is just for simulation for pilots and it is going to be open not only to NPA but all others because the simulation centre would not only take one channel like maybe the Lagos channel. It will take Delta and others so that they are trained to know all the locations, movement of the wave and have the ability to take decisions knowing which way a vessel must go, and with the calculation of the wave movement, know how to berth a vessel. It is a very sensitive training that will be open to all Nigerians so that we have more pilots trained because we really need them and other marine experts such as surveyors. Standard Operating Procedures
When we came on board in 2012, we were the fifth in Africa, but I think now, we are rated third. That tells you that we have put in some form of innovation, and always, we try to improve on the standard operating procedures. It is not easy. We are working to ensure that in doing business in Nigeria’s maritime domain, the insurance premium will go down. And through technology, we can remove unnecessary charges and delays so that people can really come and do business in Nigeria the way it is obtainable in the developed maritime nations.