University of Nigeria Research Publications

AFFIA, Okon Isaac

Aut

hor

PG/M.Sc/95/19118

Title

Water Transport Terminal Oron Akwa Ibom State

Facu

lty

Environmental Studies

Dep

artm

ent

Architecture

Dat

e October, 1997

Sign

atur

e

WATER TRANSPORT TERMINAL ORON

AKWA IBOM STATE M.Sc. (ARCH) THESIS REPORT

AFFIA, OKON ISAAC PG/M.Sc.195/19118

DEPARTMENT OF ARCHITECTURE UNIVERSITY OF NIGERIA

ENUGU CAMPUS

OCTOBER, 1997

WATER TRANSPORT TERMINAL ORON

AKWA IBOM STATE

CERTIFICATION

I, AFFIA OKON ISAAC, a postgraduate student in the department of ARCHITECTURE and with the registration number PG/M.SC/95/19 1 18 has satisfactorily completed the requirements for the course and researched work for the degree of MASTER OF SCIENCE in ARCHITECTURE.

OCTOBER, 1997

SIGNATURE OF AUTHOR:

STUDENT

CERTIFIED BY: ARC, N.-M. OBINEGBO

SUPERVISOR

ACCEPTED BY:

DEDICATION

DEDICATED TO MY BROTHERS AND SISTERS For their high state of endurance over the years which has culminated in making this thesis research work a reality

v ACKNOWLEDGEMENT

The author acknowledges assistance and encouragement from the following:

My parents Mr and Mrs I.U. Affia, my brothers and sisters - Mr Ette Affia, Mrs E.M. Gordor, Squadron Leader O.U. Affia, Engr. Ime Affia, Mr Mfon Affia and Mrs Eno Magnus.

My good school friends.

The library at National Museum and Monuments with Mr. J.O. Nwagba as Director, Mr. A.J. Attai as Personnel Officer who took out time in taking me round the beach at Oron and the library attendant, Mrs. Glory Annang.

The 'library at Maritime Academy, Oron and that of the Akwa Ibom State at Uyo as well as that of the Architecture Department at the University of Nigeria and the main school library at Enugu campus.

Officials at the Lagos Marina Transport terminal.

My supervisor Arc. N. M. Obinegbo and other lecturers at the Architecture Department, Enugu Campus.

Other individuals, who in one way or the other have contributed to the success of this thesis research.

Finally, to the almighty God for His wisdom, and immeasurable love throughout my stay in the University.

AFFIA OKON 1997

TABLE OF CONTENTS

CHAPTER ONE

CHAPTER TWO

HISTORY OF WATER TRANSPORTATION IN NIGERIA BEFORE THE COLONIAL RULE. ............................. METHOD OF CONSTRUCTION OF CANOE .................... RAFTS ........................................................ DUGOUTS ........................................................ LOG CANOES ........................................................ HISTORY OF WATER TRANSPORTATION DURING THE COLONIAL RULE. ........................................................ ESTABLISHMENT OF REGULAR TRANSPORT ----------- THE STEAM ENGINE AND OTHER DEVELOPMENTS ------ THE HISTORY OF W ATER TRANSPORT AFTER THE COLONIAL RULE ........................................................ THE CENTRAL WATER TRANSPORT COMPANY ----------- PARAMETERS THAT INFLUENCE SAFE NAVIGATION. ---- CHANNEL DEPTH ............................................... CHANNEL WIDTH ............................................... WATER VELOCITY ............................................... INLAND WATERWAYS NETWORK AND PROBLEM IDENTIFICATION ............................................... ZONAL CHARACTERISTICS ...................................... LAGOS ZONE ........................................................ DELTA ZONE ........................................................ NIGER PROPER ........................................................

vi

PAGE

1 . . . 111

iv v vi xii . . . X l l l

2 4 5 6 7 7 7

8 8 8 8 11

11 12 13

14 14 16 16 17 17

22 22 22 23 23

ROUTES ................................................................. FINANCIAL RESOURCES OF THE INLAND WATERWAYS. ---

CHAPTER THREE

BOATS ................................................................. FERRY VESSELS ........................................................ RAIL TRANSPORTATION AND AIR SERVICES -----------

CHAPTER FOUR

vii 23

CHAPTER FIVE

HAZE ................................................................ CLIMATIC CONSIDERATION ..................................... TEMPERATURE ....................................................... PRECIPITATION ....................................................... HUMIDITY ................................................................ PREVAILING WIND .............................................. SUNSHINE ................................................................

CHAPTER SIX

... Vll l

57

CHAPTER SEVEN

CHAPTER EIGHT

LIST OF TABLES xii

TABLE 1.0 INLAND WATERWAYS FERRIES AND NET REGISTERED TONNAGE: 1993

TABLE 2.0 INLAND WATERWAYS EXISTING FERRY ROUTES TARRIF AS AT 1993

TABLE 3.0 LIST OF INLAND WATERWAYS VESSELS AS AT 1993

TABLE 4.0 INLAND WATERWAYS FERRIES CAPACITY AND NET REGISTERED TONNAGE: 1993

TABLE 5.0 INLAND WATERWAYS EXISTING FERRY ROUTES AND TARIFF AS AT 1989

TABLE 6.0 FEDERAL FERRY SERVICE SUMMARY OF PASSENGERSIREVENUE RETURNS FOR 1986 - 1989

TABLE 7.0 PRIVATE TRANSPORT OPERATIONS AT ORON BEACH AND TARIFF AS AT AUGUST, 1997

. . . Xll l

THESIS ABSTRACT

Transportation development reflects the state of advancement of a nation. Thus, for a sound communication network, organized commercial transaction, and general development of a community, an efficient transportation system is of utmost necessity. The Nigerian situation cannot however be said to be fully in consonance with accepted standards laid out for such a system. The Nigerian Government has been much inclined to the development of road and air transportation without adequate socio-economic appraisals. This however has led to an inefficient transportation system in our coastal areas which have been quite supportive to the growth of our national economy, in terms of their agricultural products, oil and mineral deposits.

The Study of this thesis report on the proposed water transport terminal for Oron is done with a view to achieving an effective transportation system that will satisfy the yearnings of our river-side communities.

This thesis report is divided into eight chapters. The first chapter dwells on the introductory part of the thesis, its motivation, aims and objectives, research methodology and problems encountered during the research work, etc.

Chapter two deals with the history of water transportation in Nigeria: befbre, during and after the colonial rule, as well as parameters that influence safe navigation, the inland waterways network and problem identification. The chapter that follows analysis details of local transportation system in Akwa Ibom State with particular reference to Oron.

Chapter four appraises the local and foreign case studies of water terminal, while chapter six deals with proposed site for the project with its climatic .data and consideration respectively.

Chapter six and seven dwells on the design criteria and special design considerations while the last chapter highlights the design concept, space requirements and programme.

I am optimistic that those concerned with the planning and development of water transport terminals in the country with find this thesis research work very relevant during their course of duty.

CHAPTER ONE

1 .O INTRODUCTION

Nigeria is endowed with an extensive inland waterway system. The principal drainage is formed by the River Niger, the third longest river in Africa, running about 1,271.3krn in Nigeria and its main tributary, the River Benue which runs for 796.6km in the country. The Benue River originates form the Cameroon mountains and flows into Nigeria through Yola. The Gongola and Kongo Rivers are its main tributaries. The River Niger enters Northern Nigeria through Republic of Niger and receives the Sokoto and Kaduna Rivers. It forms a confluence with the River Benue at Lokoja. The Anambra River joins the Niger at Okija town. The river finally divides into fourteen outlets into the sea. Two of the main outlets are the Bonny and Forcados Rivers. The former provides Port Harcourt with an outlet to the sea while the latter is the gateway to the ports of Warri and Burutu. There are many rivers along the southern coast. The major ones include the Ogun River which flows into the Lagos Lagoon, the Benin river, the Escravos, the Sombteiro, the Qua Iboe Rivers and Cross River. Another major drainage system is provided by the Central Plateau Lake Chad, These rivers constitute an impressive network of in-land waterways that have served as transportation routes for passengers and freight for many decades in the past. Various ferry routes on these rivers are at present used to provide transport services. Detailed analysis and locations of these routes will be shown later in this thesis report.

Water transportation is the cheapest and safest among the other modes and can be relied upon for pleasurable and relaxing journeys when good quality services are provided. Nigeria's earliest involvement in importation and exportation of goods depended largely on maritime transport, because other modes - air, rail, pipeline, and roads were either n~n~existent, und'er-developed or very expensive. With adequate dredging, the inland waterways can take 10,000 tons Flat Bottom ship and barges. Annual transport on this 4,500 Km of inland waterways in the country reached 300,000 tons in the best of years. They can still be explored to serve as interconnecting links among the major sea-ports and as ready supplements to land modes of transport to the interior. Among other advantages, water transport excels in the long haul freighting.

Unfortunately, very little use is presently made of inland waterways both as passenger and freight carrier even though the country's seaports are responsible for over 90% of its 'international trade traffic the problem is that inspite of our confused and chaotic transportation situation resulting largely from our heavy dependence on an unbalanced investment in favour of the roads for our intra and inter-city movements, this great national resource has remained neglected and unexploited. Yet considerable man-hours are lost daily in places like Lagos by commuters who wait endlessly for the rickety busesltaxis on our poorly maintained roads to and from the various activity centres. Therefore, it is pertinent to determine the extent of optimal development of our waterways in the interest of our overall economic development.

4 The envisaged difficulties of low water levels on the Niger and Benue Rivers that reduce navigability, the rapids and falls especially at the the upper Niger above Jebba, silt, and tortous narrow winding channels as well as uneven river beds are not htractable. Even the perennial lack of maintenance of existing vessels, inadequate terminal facilities including jetties and restrictions on draught can be greatly improved upon with comprehensive planning and judicious application of investible funds.

In this direction it is interesting to note that the government which is expected to take the initiative in providing water transport facilities, because of the externalities and indivisibilities involved, has started to express support for the development of inland waterways. For example, it established the Central Water Transportation company in 1973 as a parastatal to operate vessels along the river transport routes. The Department has about nineteen vessels in its fleet. The quality of services provided by the Department is however crippled by the Civil Service bureaucracy under which its fleet are presently out of commission due to unstable policies and "fire fighting" kind of management approach to the solution of problems.

here' are enough reasons to believe that government is still interested in the development of inland waterways transportation. For example, one of the objectives of the National Transport Policy is to ensure year round navigation of the Niger and Benue Rivers. In the fourth National Development plan (1980-'85) government made it clear that Mass Transit facilities in the areas where ferry services are viable options, would continue to receive its support. Government has also recognized that apart form draught, excessive silt on the Rivers Niger and Benue have compounded year round navigability of these natural waterways and pledged adequate support to river dredging training activities to ensure improvement on the navigability of the rivers. Yet not much has been done practically to back up these government policy statements in the way of planping and development of inland waterways. The result is more transport investments are being made in isolation and without adequate socio-economic appraisals.

The high cost transport modes, mainly the highways, have greatly been favoured to the detriment of complete and efficient transportation development. Yet the highways are in a state of disrepair.

The essence of this study, therefore is to call for the proper development of the Nigerian inland waterways with a view to giving it practical attention, thereby making bur inland waterways an integral part of our transport system.

1.1 MOTIVATION

Oron, being a coastal town in Akwa Ibom State, is of economic importance to the state since it serves as a transit point to travellers going to Calabar, Okobo, Itu, Bakassi and other coastal towns within the axis, and to foreign countries like Cameroon, Equatorial Guinea, Sao Tome and Gabon (see fig.2). The water transportation system is poorly organized and its existing facilities are shoddy and inadequate with no terminal buildings in most cases. Where such building exist, there is poor circulation, like the existing one

5 in Oron. All these limiting factors add up to make a very uncomfortable experience for travellers. This is very disappointing as a water transport terminal plays a very important role in transporting people to many other important towns that are of economic importance to the state and the country as a whole as it will ease and facilitate trade and tourism.

In Nigeria the approach to water transportation planning, as in other sectors, has been haphazard with little or no co-ordination and without the application of economic rationality in project selection. The method of analysis in this thesis is an attempt to ask transport planners particularly at the sectoral and national levels to realise the urgent need to start applying transport planning techniques in the assessment of further transport investments and operations. They must of necessity, desist from siting transport infrastructures in isolation, but rather co-ordinate within and among the transport modes and apply economic appraisal techniques in projects' selection so that the nation will begin to realise the benefits of optimal transport development.

This .. approach will eliminate or greatly reduce instances of under-investment, over- investment or mis-investment, as only viable projects will thus pass the selection test. This is important for a reasonable return on investment and continuous maintenance of equipment. Transport users will benefit from efficient transport system. The society benefits form complete transport development leading to decongestion of cities and reduction in transport costs as each transport mode carries the traffic it can more advantageously bear. The overall effect is a possible economic development.

Based on the above analysis, Akwa Ibom State being bordered by the coast has no proper water transport terminal building, hence this prompted me to propose a development of a water terminal for Oron which will be of a befitting status to Akwa Ibom State at large as an attempt to alleviate the transport as provide a well-designed terminal building analogous to the departurelarrival lounge of an airport or train station.

1.2 SCOPE OF THE PROJECT

The scope of the project will encompass the following:

a. Solid jetties for easy and safe boarding and disembarkation of passengers and that of goods with good mooring facilities of ferries.

b. Good terminal building analogous to the departurelarrival lounge of an airport or train station.

c. Fuelling and maintenance facilities for ferries.

d. Free flow of people from vehicles via terminal to ferries.

e. Provision of ticketing booths, arrival and departure lounges, check-in information counters, restaurants, bars, shops, lettable spaces, administrative office, toilet facilities, stores, and lodging.

f. Proper organisation of commercial activities with elimination of touts, hawkers, and other unwanted persons.

g. Proper security and organisation of the water front.

(h) Adequate handling of baggage

1.3 AIMS AND OBJECTIVES

The aim of this research is to identify the problems and needs of water transportation in Akwa Ibom with particular reference to Oron, and to proffer solutions in the form of a proper water transport terminal for Oron. The volume of passengers will be assessed so that proper analysis of the. traffic situations will be arrived at for an adequate architectural solution in order to reduce the transportation problem in the coastal areas.

The aims of the research are as shown below:-

The provision of a terminal building that will improve the architectural character of Oron waterscape.

The provision of a terminal building that will improve the water transport system as well as encourage people, especially those of higher classes to travel by water.

The provision of a terminal that will encourage free flow of passengers and goods without any conflict between those arriving and departing.

The provision of a terminal that will ensure safety of passengers and goods.

The provision of a terminal with proper organised boarding and berthing facilities.

The provision of economically viable terminal able to support itself.

To enable these aims to be achieved, certain objectives have to be followed which are mapped out as follows:-

(a) The provision of adequate waiting and recreational facilities to enable travellers relax while waiting to commence their journey or after arrival.

(b) To direct the flow of arriving and departing traffic so as to eliminate conflict and reduce usage of sign boards.

O The provision of adequate check-in systems to enable traffic to the water

front to be controlled, encouraging free flow of traffic and also security of goods.

1.4 STATEMENT OF ACHITECTURAL PROBLEMS

The main problem to be identified by the research is poor circulation. This is a major problem as this is a transport terminal involved with movement of people, goods, and vehicles. There should be a free flow of people from their cars or buses into the terminal and into the berthing ferries and also of arrival passengers from the boats into the building and into their waiting cars or buses. The circulation lines of these should be well-defined and directed so that it is comfortable, time saving and sequential.

1.5 RESEARCH METHODOLOGY

The method to be used in carrying out this research can be classified as follows

(a) Field Visits. . (b) Literature Review 0 Personal Interviews. (d) Data collection, analysis and summary.

1.6 LIMITATION OF THE PROJECT

The major problem was the lack of a proper water transport terminal in the country to make references to the existing ones are at best large water sheds.

Another problem was that of taking pictures at Oron beach due to the suspicious nature of most Nigerians and the absence of adequate statistical data on water transport operations to make up charts and tables.

Lastly, lack of funds prevented me from visiting the foreign case studies which I could have appreciated firsthand.

CHAPTER TWO

2.0 HISTORY OF WATER TRANSPORTATION IN NIGERIA BEFORE THE COLONIAL RULE

The history of transportation is intimately tied to the long history of mankind. It is a story of man's courage and ingenuity in overcoming obstacles to conquer the land (in case of land transportation), to conquer the air (in case of air transportation) and to conquer the sea (in case of water transportation). The history of water transportation in Nigeria did not occur in isolation from other parts of the world.

Several thousand years before the laws of floating and immersed bodies were first enunciated by Archimedes, Greek Mathematicians and inventor of third century B.C., neolithic man had observed and had begun putting to his own use the phenomenon of buoyancy undoubtedly his craft was a floating log used to assist his imperfect natural swimming powers. He soon improved, however, for dugout canoes, rafts, skin boats and even planked boats are in evidence as far. back as history goes. Many types of boats evolved from these simple vessels although essentially primitive craft are still found in remote corners of our environment.

From a point of view of basic hull design, the simple floating log had three drawbacks as a water vessel: it was wet, limited in carrying capacity. And unstable because local conditions placed varying importance on each of the factors, and sometimes added to others, such as portability and suitability to available methods of propulsion, development proceeded along several lines.

From the floating log, two types of craft evolved: the raft and the dugout canoe. Extremely primitive, but highly evolved, examples of these two basic crafts are found in everyday use though out the world. The canoe is usually a small craft of long and narrow proportions, pointed at both ends, propelled by paddles or sails, and used for racing, tracking, exploring and as pleasure boats in some parts of the world, the term "canoe" is applied to a light, open boat of primitive design, used for transportation and fishing by maritime people. ( see plate 2 )

2.0.1 METHOD OF CONSTRUCTION OF CANOE

2.0.2 RAFTS

.Constructed by simply fastening a number of logs together, side by side, into a flat buoyant capacity, stability, and dryness than the single log. It remains an essentially wet, uncomfortable means of transportation, and its form is not readily adopted to efficient propulsion by oars, peddles and sails. It is suited for shallow water, placid waters where they may be propelled by poling and for downstream river transportation

2.0.3 DUGOUTS

A dugout canoe, or dugout, is formed of a singly tree trunk hollowed out by hewing and burring and rounded off on the outside. In its crudest form, it has more resistance to water than rafts

11 canoe, carrying capacity and stability than the basic floating log and it is suitable for propulsion by paddling.

2.0.4 LOG CANOES

One log is shaped to form the keel and adjoining garb-boards and other logs secured alongside are hewed to the desired model outside and hollowed on the inside to form the bilge and topside. One or two more are thus prepared and formed on each side.

Other types of canoes include the basket, skin, bark, and planked boats. The commonly used wood for canoe construction in Oron that have produced the desired characteristic is the red- wood which has a greater dimensional stability. During the early days before the colonial government, the means of canoe propulsion had been mainly by paddling. The coming of the Europeans improved our local navigation system.

2.1.0 HISTORY OF WATER TRANSPORTATION DURING THE COLONIAL RULE

It took centuries before enough advanced navigational skills were developed by the shipments to venture any great distance. But with the bold examples set by Viceroy Francisco d'Almeida, Vasco da Gama, Nuno da Gunha and Meixo da Menezes who navigated round Africa, searched their way to India, plundered the rich trade cities of East African Coast and disrupted the peaceful Indian Ocean trade, the superstitions and fears of unknown waters and lands soon disappeared. Thus, water transport revolution was one of the important changes introduced by colonial rule. The growth of water transportation occurred in same as in other parts of the world.

Ths first known European navigators to reach West Africa came during the beginning of the 1 5th Century. This arose from the development of naval technology and the quest for wealth from West African trade potentials. During this early contact, European activity along the Nigerian coast was limited. Gold Coast (now Ghana) was then the centre of attraction in West Afiica. Benin , through its port of Gwato, was the leading area of trade. The Bonny port was beginning to gain influence and the Europeans had relatively feeble contacts with other riverine areas. The Portuguese who were the first to arrive also attempted the christianization of West Africa. Backed by Papal authority, the Portuguese initiated christianity in the Guinea Coast and

,succeeded in converting the Oba of Benin and his chiefs. Chapels were built and sons of the aristocrats were taken to Portugal for Christian education. One of such was Domingos, son of Olu Sebastiao of Warri who returned from Portugal in 1609 with a priesthood training and a Portuguese wife.

By the end of the 1 5th Century, the French, Spanish and other merchants adventurers had joined in the West African trade, which took the form of peaceful exchanges among equal partners. European goods like cloth, beads, trinkets, hardware, copper and bracelets (manilas), arms, and cowrie shells, were brought in and traded for gold, ivory, gum, pepper, feathers, and slaves through the local chiefs. The Europeans then returned to their ship and moved off to another location, while the coastal people prepared for the next ship's visit.

The first English ships reached the Bight of Benin in 1533 under the command of Captain Windham. Within the next century, English merchant enterprises, predominantly from the large sea port of Liverpool, established a large regular system of trade along the coast, backed by Royal Charter Companies e.g. the Royal African Company (1670) and the rising English naval might.

With the increase in the volume of trade, the Portuguese built the first trading stations (factories) at strategic positions along the coast of Elmina in the Gold Coast, Badagry, Warri, New and Old Calabar and on the banks of the Cameroon River among other places.

By the 17'" Century, nearly all European nations had joined in the trade and the Portuguese had lost their monopoly of the West African (Guinea) trade to the Spaniards. At the beginning of the 17th Century, they forcibly established their presence in the area and built many more fortified trading ports (forts) along the coast, which however passed into English hands by the end of the century.

By the middle of the 18th Century, Bonny had taken over the lead in slave trade when the slave trade became illegal, Bony switched over to palm produce trade and maintained its leading position. During the first half of the 19th Century, Badagry developed as the leading port in the Bight of Benin owing to the decline of Onidah and Porto Novo ports in Dahomey and became the base for recalcitrant slave traders.

In the scramble for Africa and partitioning of Africa, the British established new inland ports in Nigeria such as the ports of Koko, Sapele, Warri, Degema, Opobo (Egwenga) that could serve as centres for the political and economic control of the interior.

The discovery of suitable waterways to the interior of Africa was put ot practical use in establishing regular commercial transportation and communication link between Africa and Britain.

With government assistance, Mac-gregor Laird started a regular mail service in 1852 between Liverpool and West Africa. By 1857, his steamship "Dayspring" had ascended the river as far as . Jebba and his company, the African Steamship Company, was given a government contract to maintain a steamer on the River Niger for the next five years. He not only maintained the communicating systems, assisting the exploration, surveying, development of trade and the spread of the gospel, but he also opened factories on the banks which exported 4 - 5,000 tons of palm oil and great quantities of red wood every year. After his death the enterprise collapsed, but his path was followed by other enterpreneurs.

The means of regular transportation and the discovery and use of quinine against malaria fever made possible a great expansion in the volume of West African trade which then became open to "new comers". These small independent traders took over from the explorers and pushed into the hinterland markets. Earlier on, by 1856, nearly 200 Liverpool firms were operating in Niger

13 Delta area, opening new factories and signing treaties with the native chiefs. Fierce competition between the European Companies and Independent Traders, and between Foreign and African Traders interfered with the trade and triggered various social and political crises on the coast. The British government decided to resolve the problem by allowing the establishment of government by the British Company along the Niger. The largest company, which monopolised the waterways transportation on the coast was Elder Dempster Company, successor to the 1869 British and African Steam Navigation Company of Alexander and John Dempster.

British secretary of state for the colonies between 1910 and 191 5 allowed John Holt and U.A.C to develop their own seaport at Warri, Burutu, Sapele, Calaber as evacuating points for imports and exports in and out of Nigeria.

In 1920, the Calabar agents G. H. Arezathe, put a 10-ton lighter towed by a launch on a daily run between Calabar and Oron. Since then, Elder Dempster exclusively maintained the communication link on the Cross river and along the Nigerian Coast in addition to the ship line between Britain and West Africa.

By the mid 2oth Century, in the early 50s and early 60s, inland waterway transport companies such as Holts Transport Limited, which I have earlier mentioned, the Niger river Transport Limited, "Compagime de Tranport et Commerce" were already operating on our waterways evacuating mainly agricultural products which were shipped down to the seaports. In those days, the Niger river was navigable only up to Jebba. Beyond this point, rocks and rapids constituted great hazards to navigation.

2.1.2 THE STEAM ENGINE AND OTHER DEVELOPMENTS.

After centuries of gradual development in ship building and seafaring, the industrial revolution opened a new era of rapid change in water transport. The introduction of the steam engine in the late 1 8th Century led to the development of the steamboats. The steamboat first was used mainly on rivers. By the last half of the 1 9 ~ ~ Century, steamships were taking the place of slower sailing vessels on the open seas.

During the century that followed, passenger and cargo fleets and powerful navies were built following the swift and remarkable advances in marine technology. Particularly popular is the moulded fibre glass boat, in which fibre glass is combined with liquid resin under heat and

,pressure to produce a one-piece, leak proof hull that is durable and resistant to marine borer's and to rot. During the 1960s fibre glass replaced wood as the most popular construction material for small sailboats and power boats. On the other hand, wooden hulls were replaced first by iron and then by steel hulls. The paddle wheel gave way to the screw propeller - steam turbines displaced the early reciprocating engines, wood and coal fuels were succeeded by oil and nuclear power. The submarine was developed for war. For the future, there is the possibility of greater application of nuclear power, wider employment of air cushion vessels and increased underwater navimtinn.

14 2.2.0 THE HISTORY OF WATER TRANSPORTATION AFTER

THE COLONIAL RULE

Water transportation in Nigeria after the colonial rule had been under the control of our indigenous government after the nation became independent in 1960. A study in the existing condition of some of the rivers in the country was carried out between 1953 and 1958 by a Dutch Engineering Consultant Firm. The final report submitted to the Federal Government in 1959 was accepted. On the acceptance of the report, the Federal Government established Inland Waterways Department and charged it with the responsibility, under the Honourable Minister of Transport, for aiding inland navigation and working for progressive improvement of the Niger and Benue River.

In Nigeria, inland waterway transportation has remained relevant in the overall transport system in the country. This is largely due to the cast coast-line including several rivers, creeks and lakes with both cargo and passenger traffic. In order to take advantage of the creeks. Rivers and lakes, the Inland Waterways Department was formed in the Ministry of Transport to take care of all the existing ferries and their various routes. However. Many companies like UAC, John Holt, Niger River Transport etc. continue to enjoy the benefit of Inland Waterways. There are about nineteen (19) ferries being managed by the Inland Waterways Department of the Ministry of Transport. The ferries, their various routes, capacity and net registered tonnage are stated for the year 1993 in Table 1 .O overleaf.

2.2.1 THE CENTRAL WATER TRANSPORTATION COMPANY

This Company is a parastatal under the Ministry of Transport. It was established in 1973 for the purpose of investigating the feasibility of all-the-year-round navigation on Rivers Niger and Benue with the aim of operating vessels on them.

This Company has not been effective as a result of lack of working capital, efficient management and clearly defined objectives. This is coupled with unnecessary government bureaucracy

INLAND WATERWAYS FERRIES CAPACITY AND NET- REGISTERED TONNAGE: 1993

TABLE 1.0

VESSEL

MIF New Bussa MIF New Yola MIF New Warri MIF New Asaba MIF New Idah MIF New Ibi MIF New Oron MIF New Onitsha MIF New Lokoja MIF New Jimeta MIF New Maroko MIF New Jebba MIF New Yauri MIF New Baro MIF New Apapa MIF New Calabar MIF New Yelwa MIF New Donga

MIF New Effiat Mbo

:CE: - Inland Waterway

ROUTE

Marina - Apapa Marina - Apapa Marina - Apapa Marina - Apapa Marina - Apapa PH - Abonema Calabar - Oron Calabar - Oron Calabar - Oron Calabar - Creek Town Calabar -Creek Town Lokoja - shintaku Yauri - Dolekaine Ganaja - Shintaku Ganaja - Shintaku Idah - Agenebode Ibi - Sarkinkudu Donga - Nassarawa

Enwang - Ebughu

Headquarters, Lagos

CAPACITY

800 800 800 400 400 400 400 800 800 125 125 125 125 (20 cars) (20 cars) (20 cars) (20 cars) Small Vehicular Small Vehicular

NET REGISTERED TONNAGEE

128.5

However, in the appraisal of our present water transportation system in the country, ferry services suffer from some problems such as ferries tied up by the Inland Ways Department (IWD), as only few of the department's nineteen (19) vessels are on commission. There is also

,the problem of lack of maintenance owing to:- (a) Inadequate trained staff (b) Lack of spare parts O Inability to use Lokoja and Warri Dockyards for maintenance of

vessels. (d) Lack of funds, because of civil service bureaucracy (e) Non-navigability of the rivers all the year round.

Other problems of the ferry service include infrequent and erratic services, fear of water by users (hydrophobia), insufficient patronage because ferry services are provided as supplements to other transport modes. There are also inadequate facilities such as jetties at the terminals for

16 embarkation and disembarkation of passengers, warehouse, transit sheds and mechanical cargo handling traffic charges are unreasonably low and ferries face competition from other modes. Navigation in other routes face obstruction from weeds, wreckages, silt and unstable water level. There are shortages of vessels also and at time it has the problem of being slower than other transport modes.

It was in the light of these problems that the former Transport Minister, Mr. Ebenezer Babatope in 1995 found it difficult to understand why the ferry service of the Federal Inland Waterways was abandoned and likewise those of the states had not been functioning properly. The Honourable Minister further stressed that ferry services could go a long way in ameliorating the condition of the people. That apart from improving transportation, the inland waterways department, if properly managed will provide employment for the unemployed in the society.

However, in proffering solutions for effective mass transportation ferry service, the following operational requirements are necessary:-

Identification of viable routes by studying the movement of characteristics of the city dwellers Securing the right type of vessels to match expected number of passengers on the identified routes; Solid jetties for easy and safe boarding and disembarkation of passengers. Proper terminal building devoid of circulation conflict. The employment of right calibre of staff for continuous and hitch free operations and most importantly honesty in management of the transport system. Continuous supply of fuel oil and lubricants in the right quantities; Provision of shipway or dry dock analogous to vehicle maintenance workshop.

There should be a need for public enlightenment to educate people on the fact that water transport is the safest means of transportation and remove the phobia attached to it. The management should guard against break in services as it deters passengers, and there should be dredging of waterways from time to time.

The advantages of water transport over other modes are enumerated as cheapest and safest mode, ability to carry bulk cargoes over long distance, unit tug boat alone carry the load equivalent to

,200 trailers, economic use of fuel. For these natural advantages, waterways need to be developed for effective water transportation system.

2.3.0 PARAMETERS THAT INFLUENCE SAFE NAVIGATION

2.3.1 Channel depth

Deep channels reduce the drag on a moving vessel, enhance its ability to manoeuvre and therefore ensures safe navigation. On the other hand, shallow channels increase vessel drag, thereby raising operational costs and also affecting the ability of the vessel to manoeuvre.

17 2.3.2 Channel width

Wider channel enhances and safety curvature (small curvature at bend) reduce tow speed significantly and affect the manoeuvring of the tow.

2.3.3. Water Velocity

The velocity of water current of about l m - 1.5m per second will reduce speed for vessels on tow moving upstream.

To provide safety, efficiency and reliability of navigation on the waterways, the following hydraulic engineering options are suggested:-

(a) Recurrent Dredging (Bed Regulation) This is a temporary measure to provide deeper channels through crossings. It has been used on the lower Niger.

(b) Permanent channel regulation works (Bed - Regulation) The channel is stabilised at low water by means of transverse or longitudinal structures to concentrate low water flow in the channel and thereby promote scouring which increases channel depth.

The method has been planned for the River Niger from Baro to Forcados (560Km) (it can be done in phases). When completed, the river can be as navigable as the Rivers Rhine and Danube where this method has been used.

O Storage Dams (Discharge Regulation)

By this method storage dams are built to control flow by holding floodwaters of the rainy season and releasing the during the dry season to keep up water level for navigation. This has been built at Jebba, Kainji on the River Niger and Shiroro on Kaduna River. The method is widely used in U.S.A e.g. on the Mississippi and Ohio Rivers.

(d) Barrages (water level regulation)

These are low dams along the river to ensure a minimum water level during the dry season low flows.

Apart from these hydraulic works, the installation and maintenance of navigation aids like buoys, beacons and leading lines will facilitate and guide navigation.

L A G O S ZONE

PEL%+% Z O N E

2.4.0 INLAND WATERWAYS NETWORK AND PROBLEM IDENTIFICATION

Due to the geographic nature of the country, there is a need to zone the inland waterway resources (By resources, I mean the navigable natural, man-made or riverine water courses) for clarity the county is sub-divided into six (6) zones viz:-

(a) Lagos water courses (b) Delta zone 0 Cross River zone to include Imo river (d) Niger Proper zone (e) Upper Niger zone ( f ) Lake Chad zone

(see fig.5 to fig. 11)

2.4.1 .. ZONAL CHARACTERISTICS

2.4.2 Lagos Zone

This is the most extensive of all the zones in terms of the number of navigable courses. It equally has the greatest potential especially when thinking of freight and passenger ferrying services. Among the existing routes are:-

(i) Mile 2 to Marina (ii) Apapa (Flour Mills) to Marina

However, more potentials routes could be established along the following routes:-

(i) Lekki to Marina (ii) Agbara to Mile 2 to Marina (iii) Badagry to Mile 2, through Apapa to Marina (iv) Ojo town to Mile (v) Epe to Marina (vi) Ikorodu to Marina with several stops ,(vii) Marina to Atijeke to Okitipupa to Aiyetoro

Some of the routes mentioned above could be specifically for freight, e.g. Agbara, Ikorodu and Epe. This zone has an existing ferry service managed by Lagos State Government. Their services are restricted to the Mile 2 - Marina route only. Due to the fact that there is a functional service in this area, there is bound to be good competition and the new comer will have to work hard by enhancing its services.

All the proposed routes are navigable all year round, although the need for periodic dredging and channel clearance should not be underestimated.

2.4.3 Delta Zone

This zone is the most diverse. It covers several areas and being largely made up of creeks need no emphasis to indicate that the primary mode of transportation would be water. It covers Escravos, Port - Harcourt up to Kwale. This zone equally has a large catchment area, comprising the heavy industrial concerns like iron and steel, glass industries, petroleum industries, as well as the trade of the indigenous people on native gin (Ogogoro) transportation. All the above mentioned products need a cheaper mode of transport and water transportation offers the best option.

The zone has several existing facilities at the following places:-

(i) Warri (ii) Burutu (iii) .. Port Harcourt (iv) Escravos (v) Bomadi (vi) Patani (vii) Degema and Yenegoa

This notwithstanding, new routes could be sought to link other industrial areas like Aladja, Abua, Sagbama, Kaiama, Ashaka and Ojobo, including any other area within the zone that would have enough passenger and/or freight potential.

2.4.4 Niger Proper

This is a course washed by river Niger between NDOM and LOKOJA. There are existing facilities along the course at Lokoja, Aganebode and Onitsha. However, these facilities may not be functional due to long period of abandonment. Infact, history has it that the shipway built in Lokoja since 1973 has never been visited by a vessel since its completion. The catchment areas would include Ajaokuta, Idah, Aganebode, Ilushi, Onitsha, Asaba and Nnewi. These are industrialised areas that are certain to have heavy freighting problems including passenger delivery, and water transportation is its panacea to some extent.

The zone, despite its good potential, has some crippling problems. These are the seasonal low water levels due to the seasonal nature of our climate and the damming of its primary water source at Mali and Kainji. Also there is the problem of silting which could be checked by Dam control measure which involves opening of sluice valves (gate ways) at the dams to increase the water levels and thereby enhance its draught potential.

2.4.5 Upper Niger Zone

The zone would likely include the Niger course from Fako on the Southern edge of Kainji Dam to Lokoja, while the following towns are nodes:-

Mekarfi Batati Zungeru Eggan Baro Pategi Jebba Lokoja Other viable node especially along River Kaduna.

The route (zone) has a very short usable life annually as the rainy season influences greatly its water level, while during the dry season, it may not be able to contain a craft with draught exceeding half a metre. There is generally the problem of silting and sand bars. Therefore it will still need to be dredged.

However, the useful level could be enhanced to extend the usehl period by Dam control measure at ~ a i n j i . The bridge at Jebba offers North - South highwayhail transportation, thereby not affording an East - West movement except through the river. It is therefore re-emphasizing the waterways as socio-economic necessity.

2.4.6 BENUE I GONGOLA ZONE

The zone has Rivers Benue and Gongola influencing it. River Gongola is the main tributary of the River Benue which empties into the Niger River at the confluence town of Lokoja. Abandoned existing facilities litter the course. Such locations are at the following places:-

(i) Loko (ii) Ibi (iii) Lau (iv) Mutum Biyu (v) Gboko (vi) Yola (vii) Numan

The river is navigable only during the rainy season ( May - September ). Both rivers take their source from the Cameroon mountain and they water the planes of Gongola, Bauchi, Borno, and Benue states. The watershed is blessed with large arable acreage that produces a lot of vegetables sugarcane. These products in turn feed the Savannah and Vegfruit factories, both located at Numan. The Ashaka cement factory is also within this zone.

There is an interstate highway running south of the river course and it links Yola and Makurdi but those on the far bank have no access to this highway except by use of the proposed ferry service. These cut-off areas have the farming populace that produce the vegetables.

28 The River Benue is plyable during the rainy season (May - September) and it still needs dredging and a serious surveying for buoying.

2.4.7 THE CROSS RIVER ZONE

This zone is watered by the Cross River itself with its tributaries. The Imo River, though smaller, is within this zone. The Cross River is navigable all year round up to 40km into Cameroons. The Cross River route could service Imo, Akwa Ibom and Cross River states. There are existing facilities at Calabar, Oron, Opobo, and Eket, though they are not up to standard. However, for effective commercialization and for the objective of the system to be achieved, more facilities could be located at other places along these river courses at Itu, Nwaniba, Afikpo, Ikom, Obubra, Umuahia, and Agbo hill. These nodal points are suggested because of the industrial establishments existing along these river courses which would enhance trans-shipment of raw materials and finished products, e.g. Newsprint Company at Itu needs the river for movement of logs and for transporting finished paper to the seaport at Calabar. The Asbestonite and Ceramic Industry at Umuahia, all need a larger mode of transportation other than the highway. The Quarry for limestone is at obubra and the Calcemco is at Calabar. If there are ficilities at both ends then costs would be reduced.

There is the general problem of sitting and mud bars on the rivers which delimit their attendant draught. This is caused by the difference in sources of water and the tidal effect of the ocean which engenders silting. The solution is constancy of dredging as the water level throughout the year is constantly high, there would be no need for Dam control. This makes it a route to be seriously exploited and this is one of the factors that led to my proposal of a befitting transport terminal for Oron to enhance its transportation and commercialization purposes.

2.4.8 LAKE CHAD ZONE

This zone has River Yobe and the lake itself, but due to the draught effect and capacity of the waterline recession, the need to establish any permanent infrastructure would be foolhardy. However, because of geopolitical reasons, bearing in mind the incessant Cameroonian incursions, and the Chadian unrest which led to war during President Alhaji Shehu Shagari's administration, there is the need to establish a social facility there. At least as a base for evacuating Nigerians in case of emergency, and for easy deployment of troops to defend the nation against external aggression. The facility may be a token one ferry with a RO-RO landing capability.

NODES AND CHANNEL CHARACTERISTICS

With Nigerias' many rivers that lead to the sea, very few have been developed to cater for the ports and the riverine people as regards freight and passenger service. Those developed are:- (a) Lagos Lagoon that leads to Apapa Port, Ijora fishing Jetty and Tin Can

Island Port, Snake Island Dock, Apapa Dry Dock, Oil Jetties, and Naval Dockyard. (b) Escravos River which leads to the Delta Ports of Koko, Sapele (which is

29 now a Nigerian Naval Naval Base). Warri Refinery Jetties, Warri Old and New Ports, Warri Inland Waterways Department Shipway, the Delta Steel Plant Jetty and Burutu Port which has a shipway as well.

O The Bonny River which leads to Port Harcourt Refinery Jetties, Port Harcourt Jetties, Port Harcourt Port and Onne Port (Onne lighter Terminal).

(d) The Cross River which leads to Oron Jetty, the Oil Jetty and Calabar Port.

2.5.1 SOME UN-DEVELOPED RIVERS

Some of the rivers and lakes that are not developed are:- 1 . . Lekki Lagoon 11 ... Mahin River 111 Benin River iv Forcados Sea Entrance which could allow ships of 20,000 tonnes dead

weight and even bigger tankers to come to Warri Port and refinery. v River Dodo which brings water to Ojobo up to Bomadi to the River Niger. vi Pennington River vii Opobo River which joins the Imo River viii The Kula River which joins Oguta Lake .

All these rivers have access to the sea.

2.5.2 CROSS RIVER AND AKWA - IBOM STATES

There are lots of places in both Cross River and Akwa Ibom States which need to be connected with ferry services, such as Oron to Calabar, Itu, Obubra, Ofunatam, Ogada, Oferekpe, Ikot Akpora Ediba, Ekori, Ugbem, and others. In these states, the water level throughout the year is constantly high and this calls for maximum utilization.

2.5.3. RIVERS STATE

In this state, ferry services have been improved to some extend by the provision of about twenty- nine (29) jetties through the efforts of the Directorate of Food, Roads, and Rural Infrastructure (DFRRI) who thought it was wise to lay more emphasis on the development of the inland waterways in that area during the former military regime. Of recent, the state government have made provision for a number of speed boats to boost its water transportation system. The provision had been made to places like Opobo, Bonny to Port Harcourt, Degema, Buguma, Abonema, Abua and other places.

2.5.4. UPPER NIGER, BENUE AND GONGOLA

These areas need to be treated separately because of the water level. In Sokoto, about three areas need ferry services, namely:-

1. Zarnare to Rofia; . . 11 Dolekiana to Lollo; and . . . ill Tuga-Tuga to Gendene.

2.5.5 BENUE-KWARA

This area had ferry facilities long ago. The facilities need to be reactivated. This area includes Lokoja to Tsitaku in Benue, Buruku Egadaba (Ida/Oderu). Even though the operation here is seasonal, a lot of passengers and goods abound in these areas to use the inland water transport.

2.5.6 GONGOLA

Inland Waterways Department provided ferry facilities in this area before, but lack of fund ferry services defunct. It could be reactivated with adequate provision of funds.

2.5.7. IMO

The Imo River needs to be explored and exploited as it links the Oguta Lake which has good jetties and craft to run the ferry service. This is a tourist centre which makes it readily socio- economically viable.

2.6.0 ROUTES

To identify the routes that are important and justify the Mass Transit Programme, Lagos should not be the only focal point.

(a) The routes mentioned below should as well be considered:- Lagos to ~j i r in , Epe, Okitipupa, Mahin, Aiyetoro, Akotogbo to Sapele and Warri.

It is on record that these routes were offered ferry services by the Old maritime (known as Creek Mail) before Nigeria got independence. Actually telecommunications and weekly marine transport services were established between 1901 to 1906. The waterways were cleared and roads were built to the interior. The Marina was built between 1901 and 1907 and the quay wall was erected in 19 10.

. (b) Another route is Warri to Escravos and Warri to Burutu to Forcados.

O The third route covers Warri to Ophorigbala, Okuagbe (Ganagana) up to Bomadi and Ojobo on River Dodo.

(d) The Calabar route which includes Oron.

Because of the fact that these areas are thickly populated,it is an observable and goods, provision of water transport would be a viable economic enterprise. This as well applies to the Ondo State riverine are whose populace depend mostly on water transportation. What the Inland Waterways Department needs only is to reactivate the ferry facilities which are already there.

3 1 The Inland Waterways Department should determine the type of craft and ferries required for each area and should try and reactivate them and buy new ones as appropriate for full operational activity. The craft are mostly shallow vessels which can go into creeks used in Inland Water transport. Usually, they are of different sizes between 11/2 metres and 21/2 metres draught, depending on where they are used. The vessels to be bought should be those whose repairs and spare parts could be easy and available to avoid a repeat of the "sorrowful" episode of the Hovercraft bought for Lagos Takwa Bay run whose life was short owing to the unavailability of parts and lack of technical know-how as regards its maintenance and repairs on the part of our engineers \ technicians.

2.7.0 FINANCIAL RESOURCES OF THE INLAND WATERWAYS

The burden of providing infrastructure and operational costs for the development of Inland Waterways has been borne over the years by the Federal and some State Governments. Private Water Transport Services, where they exist, have been limited to fishing boats and canoes. The bulk of infrastructure and services of the Inland Waterways are provided by the Federal Government through the Inland Waterways Department - that is solely responsible for the development of the Waterways.

One problem that has continued to paralyse the operation of the inland waterways transport service is the complete dependence on the treasury for budgetary allocations. The funds are not only inadequate, the allocations also follow the long process of the Civil Service bureaucracy so that before they come, services have been disrupted significantly, and equipment further deteriorated.

At the same time tariff charges are vidicously low. The public have no choice but lose confidence in such a system that has competing alternatives. In actual fact, Government allocations to water transport system has been small over the years when compared with those of the highways out of each allocation to water transport in the various plan periods a great bulk of the sum has been going to other Maritime activities with little left for the development of Inland Waterways. For example, in the 1981-1985 plan period, a total public sector expenditure was #70,276.225 million while transport sector as a whole got #10,706.616 million and water transport was allocated $4964.524 million from which the inland waterways got #I52 million. Further analysis shows that the percentage share of the transport sector of the total plan size was 15% , out of which water transport got 9%. land transport 85% with the road mode taking a lion

.share of 60%. The share of Inland Waterways from the water transport allocation was about 14%. Since the government have been privatising/commercialising most of its companies, the operation of the Inland Waterways Transportation Service should be handed over to a commercialized company like the Central Water Transportation Company. Under such a company and with government subsidies out of the question, new revenue and cost structures must be involved. Operations must also be strictly based on economic considerations with a view to reasonable returns on investment. Since the company will be left free to compete in the market it must also be allowed to determine its pricing and tariff structures. A realistic tariff and pricing policy must be adopted, using the marginal cost pricing argument so that resources used up in providing one more unit of water transport service is taken into consideration. This ensures

32 efficiency in resource utilisation. In this case, full financial and economic appraisal of projects must have been made, bearing in mind that all past government subventions should be regarded as loans payable with interest, and that fresh loans obtainable through the moneylcapital market, operational costs, and maintenance of infrastructure must be met from revenue returns from such operations as unviable service routes must have been reviewed with a view to closing them down or making the persodpersons who are interested including the government, pay the company the extra costs of providing them. It is only in this way that the company will be independent of government for its financial resources. Moreover, the management will thus be more conscious of cost controls and also weigh investments in terms of projects' viability before embarking them.

TABLE 2.0 INLAND WATERWAYS EXISTING FERRY ROUTES TARIFF AS AT 1993

FERRY ROUTE TARIFF CALABAR - ORON N15.00 CALABAR - CREEKTOWN N2.00 ENWANG - EBUGHU N 2.00 MARINA - APAPA N 1.00 LOKOJA - SHINTAKU N 1 .OO GANGA - SHINTAKU N 1.00 YAURI - WARN N 5.00 YAURI - DOLEKAINE N 5.00 PORT HARCOURT - ABONEMA N 5.00 PORT HARCOURT - BUGUMA N 5.00 BUGUMA - ABONEMA N 5.00 DONGA - NASSARAWA N3.00 IBI - SARKINKUDU N2.00 IBI' - DALA N 2.00 ID AH - AGENEBODE N4.00 SOURCE: Inland Waterways Headquarters, Lagos.

33

TABLE 3.0 LIST OF IWD VESSELS AS AT 1993

S/No VESSEL YEARLY MAIN ENGINE GENERATOR BUILT TYPE

1 M/F ASABA 1981. 2XKELVIN TBSC8 2XLISTER HRW6 2 M/F IDAH 3 M/F NEW BUSA 4 M/F W A R N 5 M/F YOLA 6 M/F EFFIAT-MBO

7 M/F JIMATA 8 M/F LOKOJA 9 M/F MAROKO 10 M/F ONITSHA 11 .. M/F ORON 12 M/F IBI 13 M/F CALABAR

14 M/F JEBBA 15 M/F APAPA

2XKELVIN TBSC8 2XKELVIN TS8 2XKELVIN TS8 2XKELVIN TS8 2XCAT3 3 06 SCHOTTEL DRIVE 2XCAT 3306 2XKELVIN TS8 2XCAT 3306 2XKELVIN TS8 2XKELVIN TBSC8 2XKELVIN TBSC8 4XKELVIN RS6115 SCHOTTEL DRIVE 2XKELVIN RS6115 4KELVIN RS6 SCHOTTEL DRIVE

2XLISTER HRW4 2XLISTER HRW4 2XLISTER HRW3 2XLISTER HRW3 1XLISTER LT2

SRP 5015 1 IXLISTER LT2 2XLISTER HRW4 2XLISTER HRW4 2XLISTER HRW4 2XLISTER HRW3 2XLISTER HRW6

SRP 100 2XLISTER HRW3 BATTERY

SRP 100 2XLISTER HRW3 16 M/F B A R 0 1977 4x6 CYL CAT 3306

SCHOTTEL DRIVE SRP 100 2XLISTER HRW4 17 M/F YELWA 1977 4x6 CYL CAT 3306

SCHOTTEL DRIVE SRP 103 2XLISTER HRW4 18 ' M/F DONGA 1983 2XKELVIN RS6115

SCHOTTEL DRIVE SRP5015 1 1 XLISTER LT2 19 M/B WARRI 1982 2XKELIVN RS6 2XLISTER HRW4

SOURCE: INLAND WATER WAYS HQTS., LAGOS.

CHAPTER THREE

3.0.0 DETAILS OF LOCAL TRANSPORTATION IN AKWA IBOM WITH PARTICULAR REFERENCE TO ORON.

This will be analysed based on the different transportation modes.

3.0.1 ROAD TRANSPORTATION

Akwa Ibom State is very compact in land mass and consequently the various towns and villages are very contiguous. Intra state road network planning and development should therefore be relatively less expensive than for most other states with larger land mass and spread. Uyo traditionally has always been the centre of economic activities in what is now Akwa Ibom State and early road network planning has centred around Uyo, State Capital linking the city with the other local government headquarters.

The Oron - Uyo route is approximately 25km. This route is a federal trunk road and is in good condition. It is understood that a proposal has been made for its dualization . It links Ikot Ekpene and Aba in Abia State. The road ends with a cul-de-sac at the Oron beach. From Oron the road runs through Eket thereby eliminating the long tortuous journey through Etinan. These routes have strengthened the economic development within the area through ease of transportation. The Oron - Uyo route serving as the central road links Oron town to other urban centres like James town, Iquita, Eyo Abasi, Eyotong and the Maritime Academy area. Most of these roads need proper maintenance to facilitate transportation, especially in transportation of goods and agricultural products to and from the beach.

Akwa Ibom State ,is also linked to the neighbouring states - Cross River, Abia and Rivers by Federal Highways. These Federal Highways still require improvement in alignment, carriageway width, and pavement strengthening and surfacing in order to be adequate for the anticipated traffic growth resulting from the development of the state.

The transport for passengers and goods have been possible through the use of the following means :-

3.0.2 HANDCARTS ( see plate 1)

The handcarts remains as the early forms of wheeled transport for passengers and goods. The earliest wheeled vehicles were in the form of cart and were used by peoples of Mesopotamia by the last half of the fourth milleniurn B.C. It is most likely that the Mesopotamia was the centre of invention of wheeled transport. Before the development of carts, transport goods other than on the back of man or use of animal, had been by sledges.

As at now, the handcart still serves in the transportation of agricultural product and goods that are moderately heavy especially in the Oron beach. There have been evident in the use of wheelbarrows and trucks in goods transportation also in our local environment.

36 3.0.3 THE BICYCLE

The bicycle is of some importance in the history of transportation, not only as a local transport, but also because of the part the bicycle industry played as a nursery of automobile builders. One of the ancestors of the modern bicycle was the hobbyhorse, or dandy horse, which could be seen on the English macadamized roads after 18 18. The wheels of these machines were of wood, with tires of iron, and the riders push themselves along their feet on the ground. There was a steady improvement in the bicycle throughout the 19th century until the safety bicycle, with pneumatic tires, at last appeared. Some of the earliest automobiles ran on four bicycle wheels.

The bicycle has been commonly used from the time past in local transportation. Mostly family people that have farmlands far away used the bicycle in getting to their farms and when returning take farm products home on their bicycles.

3.0.4 AUTOMOBILE

The automobile has been most effective in our local transportation. It seemed for some time after 1800 that the future of mechanical road transport lay with the steam carriage, in England. Between 1820 and 1830, the inventors Hancock, Garney, Pance, and Ogle were working on steam carriages. In the U.S., Oliver Evans was also making steam carriages during the same period. Steam traction engines were a familiar sight on many roads throughout the world towards the end of the 19th century and steam automobiles were also manufactured after the development of the pneumatic tire. Even before this in 1853, J.K. Fisher of New York had built a steam carriage which travel at 15mph, but the roads of the time made this and similar vehicles uneconomic to manufacture.

The future of mechanical road transportation lay with vehicle driven by the internal combustion engine, the invention of which is usually attributed to the Frenchman Etienne Lenoir. By 1865 there were 400 Lenoir gas engines in France, doing light work, such as cutting chaff, and driving panting presses. Lenoir took a step toward the invention of the modern automobile when he put one of his gas engines in a carriage and drove around his factory. This carriage also made a journey of some miles to paris and back.

Two German inventors, Nikolans Otto and Gottlieb Daimler, pioneered the man facture of gas engines and Daimler later became a successful manufacturer of automobiles. At the same time a

.small army of inventors were at work in various countries on the development of early type of automobiles. The invention of the pneumatic bicycle tire by Scot, John Boyd Dunlop in 1888 gave a tremendous impetus to this early work on automobiles.

The use of these automobiles in regular inter-urban road transport service between Oron and her neighbouring towns has greatly improved the local transportation system in the area. Passengers and goods transportation are mainly done by motorcycles, station wagon cars, saloon cars, mini buses and luxury buses. There is also an intercity bus transport system, the Akwa Ibom State Transport Company (AKTC) organized by the state and those of the local governments organized by the local councils.

37 3.1.0 WATER TRANSPORTATION

Water transportation has remained at a very low level of utilisation owing to lack of adequate provision of marine facilities. The State has many water fronts, and is almost sonounded by water. The water fronts are at Oron, Ikot Abasi, Eket, Itu, Ifia-Enyong etc.

Transportation by water is possible through the following means:-

3.1.1 CANOE ( see plate 2.)

The canoe is usually a small craft of long and narrow proportions, pointed at both ends, propelled by one or more paddles or sails. The canoe is also applied to a light open boat of primitive design, Like in Oron Sea, it is mainly used for transportation and fishing by the local inhabitants. It is mostly constructed from red wood.

3.1.2 BOATS

A boat is a small, primarily open, vessel built for use on water, and propelled by paddles, Oars, sails or some form of engine. The general term "boat" is usually applied to all small craft less then 35ft (1 lmetres) long, whether decked or open, and is also applied to larger open or essentially undecked vessels which, on the basis of size alone would not otherwise be called boats. The word "boat" is also used to refer to such larger vessels as steamboats, tugboats, ferryboats, and fishing boats, which are properly discussed under the terms inland waterways vessels, labour vessels, fishing vessels and the like.

The specific term "small boat" generally refers to boats less than 15ft (5metres) long. In U.S. however, the term, connotes a boat used primarily for pleasure or sport and in this sense is sometimes applied to larger boats. The distinction between a small boat, in this connotation, and a yatch has come to be largely one of size, although consideration is also given to the accommodations provided and the elegance of design and finish. To be called a yatch, a pleasure boat 20 to 25ft (6-8m) long must have accommodations for two or three people, including some sort of galley, and bunks for sleeping. Otherwise, it will lie in the category of the small boat.

Speedboats are also used in navigation in Oron waters. It is mostly used in transporting .people to far distances like Calabar, Bakassi, Cameroon, Sao Tome and Gabon. A seaman which I interviewed said that with the speedboat, one can get to Cameroon within three hours. They cany mostly passengers and light loads.

There is the one that they call the Outboard Engine. This one is larger in size than the speedboats. They mostly carry heavier loads than the speed boats and mostly utilized by traders that wants to transport their goods.

41 3.1.3 FERRY VESSELS

The ferry services are being handled by the Inland Waterways Department. Its structure can be grouped in terms of the capacity of the vessel, type of ferry (whether vehicular or passenger), ferry routes, tariff, and net registered tonnage.

There is presently a jetty at Oron ( see plate 3 ) Vessels like M/F Oron, M/F Onitsha, M/F Lokoja have been plying the Calabar - Oron route with a passenger capacity of 400, 800,800 and net registered tonnage of 152.7, 128.5, 128.5, respectively. (This is obtained from table 1.0).

As at now the ferry vessels have not been punctual and effective in the Oron waters. There is a fleet being maintained by Mobil Oil Nigeria Plc at Eket, this aid in boosting the local transportation system although it is not enough.

3.2.0 RAIL TRANSPORTATION AND AIR SERVICES

At the moment, there is no rail service in Akwa Ibom State. The nearest railway stations are at Port-Harcourt, Umuahia and Aba. There were plans to extend rail line to Akwa Ibom but it has not materialised up till now.

In terms of air transportation, there is only an airstrip at Eket being maintained by the Mobil Oil Nigeria Plc for its operations. There had been plans for its expansion. The nearest airports are at Calabar and Port-Harcourt.

TABLE 4.0

INLAND WATERWAYS FERRIES CAPACITY AND NET REGISTERED TONNAGE: 1993

NET REGISTERED SINo. VESSEL ROUTE CAPACITY TONNAGE

M/F New Bussa Marine - Apapa 800 128.5 M/F Yola M/F Warri M/F Asaba M/F ldah M/F Ibi M/F Oron M/F Onitsha M/F Lokoja M/B Jimata M/B Maroko M/B Jebba M/B Yauri M/F Baro M/F Apapa M/F Calabar M/F Yelwa M/F Donga M/F Effiat Mbo

Marine - papa Marine - Apapa Marine - Apapa Marine - Apapa PH - Abonema Calabar - Oron Calabar - Oron Calabar - Oron Calabar - Creek Town Calabar - Creek Town Lokoja - Shintaku Yauri - Dolekaine Ganaja - Shintaku Ganaja - Shintaku Idah - Agenebode Ibi - Sarkinkudu Donga - Nassarawa Enwang - Ebughu

SOURCE: Inland Waterways Headquarters.

800 800 400 400 400 400 800 800 125 125 125 125 (20 cars) (20 cars) (20 cars) (20 cars) Small Vehicular Small Vehicular

Lagos.

TA

BL

E 5.0

INL

AN

D W

AT

ER

WA

YS E

XIS

TIN

G F

ER

RY

RO

UT

ES

AN

D T

RA

IFF AS A

T

1989

S/No

1. 2.

I Lorry N

20 & C

ar & Pickup N

5.00

RO

UT

ES

3. 4. 5. 6. 7. 8.

Lagos - A

papa M

arine - Mile 2

TY

PE O

F FER

RY

PH - B

uguma - D

egema

Port - Harcourt - A

bonema

Lokoja - Shintaku

Calabar - O

ron C

alabar - Creek T

won

Ew

ang - Ebugbu

9. 10. 11. 12.

Passenger Passenger

13. 14. 15.

SOU

RC

E: Inland W

ater ways D

epartment of Federal M

inistry of Transport. C

APA

CIT

Y

Passenger Passenger Passenger Passenger Passenger V

ehicular

Donga - N

assarawa

Ganaja - Shintaku

Ibi - Sarkin Kadu

Idah - Agenebode

1 16.

1 Warri - D

ockyard ( N

A

TA

RIFF

400 400

Yelw

a - Dolekaine

Yelw

a Lolo

Yelw

a - Zam

are -

1 NA

1 Ok 30k

400 400 125 400 125 -

Vehicular

Vehicular

Vehicular

Vehicular

N1.00k

N2.00k

N10.00k

50k 30k Passenger 10k T

railer N20k

Vehicular

Vehicular

Vehicular

- - - -

Car &

Pickup N5.00

Car &

Pickup N5.00

Car &

Pickup N5.00

Car &

Pick

u~

N5.00 125 - 125

Car &

Pickup N5.00

Car &

Pickup N5.00

Car &

Pickup N5.00

TA

BL

E 6.0

FER

RY

- RO

UT

ES

Marine-A

papa M

arine-Mile 2

PH-A

bonerna C

alabar-Oron

Calabar-C

reek Tow

n E

nwang-E

bugbu L

okoja-Shintaku G

anaja-Shintaku Idah-A

genenbode Ibi-K

udu D

onga-Nassaraw

a Y

anri-Dolekaine

Warri-D

ockyard T

otal

FEDERAL FER

RY

SER

VIC

E

SUM

MA

RY

OF P

AS

SE

NG

ER

S/R

EV

EN

UE

RE

TU

RN

S FO

R 1986- 1989.

1986 R

EV

EN

UE

1987

RE

VE

NU

E

1988 R

EV

EN

UE

1989

RE

VE

NU

E

PASSE

NG

ER

S #

PASSE

NG

ER

S #

PASSE

NG

ER

S #

PASSE

NG

ER

S #

:SOU

RC

E:

Inland W

aterways D

epartment

of Federal M

inistry of Transport.

TABLE 7.0 PRIVATE TRANSPORT OPERATIONS AT ORON BEACH

AND TARIFF AS AT AUGUST 1997.

ROUTE

ORON - CALABAR FERRY (BY IWD) SPEED BOAT OUTBOARD ENGINE

ORON - OKOBO CANOE OUTBOARD ENGINE SPEED BOAT

ORON - ISHIET URUAN CANOE OUTBOARD ENGINE - SPEED BOAT

ORON - BAKASSI OUTBOARD ENGINE SPEED BOAT

ORON - CAMEROUN OUTBOARD ENGINE SPEED BOAT -

FARE Pb

SOURCE: ETIM OKON ANIEKA N, CHAIRMAN OF SEA LORD TRANSPORT ASSOCIA TION, ORON BEACH, AGED 50, ORON, AUGUST, 1997.

CHAPTER FOUR

4.0.0 CASE STUDIES

The terminals in Nigeria are lacking in organization and facilities. They are only of a temporary nature. Therefore, I have decided to write on one local case study (The Lagos - Apapa Terminal) which I think is the most developed in the country. The next three foreign case studies are the Passenger and Cargo Handling Terminal, La Guaira, Venezuela; Passenger and Cargo Terminal at Southampton Rocks, England; and lastly the Terminal/Hotel/Convention Centre, Vancouver, Canada.

4.1 .O LAGOS - APAPA TERMINAL, MARINA. ( see fig 12,13 and plate 6 ) ARCHITECT: FEDERAL MINISTRY OF TRANSPORT.

4.1.1 LOCATION

This terminal is located along the Lagos Marina, adjacent to the inner ring road, in Lagos. The site is on a recently reclaimed land which has the tendency to settle.

4.1.2 AIM OF PROJECT

To provide a point from where passengers can travel to Apapa and vice versa.

TERMINAL FACILITIES AND SERVICES

It consists of two rectangular buildings housing a waiting area, turnstiles, canteen, kitchenette, general office, landing jetties, fuelling facilities, offices for the beach master, senior master, divisional marine engineer, able seamen, and a radio room.

For daily operations, three ferry boats are used. One of the ferries run between the terminal and Apapa, the other run between the terminal and Mile I1 while the lest one serves as a standby in case of emergency.

The terminal operations which started in 1986 is maintained by the Inland Waterways Department of the Federal Ministry of Transport, Osbome Road, Ikoyi, Lagos. The five fleet of ,ferries in operation are:-

M/F New Bussa with a capacity of 800 passengers M/F Warri with a capacity of 800 passengers M/F Yola with a capacity of 800 passengers M/F Asaba with a capacity of 400 passengers M/F Ida with a capacity of 400 passengers

SOURCE: Inland Waterways Headquarters, Lagos. (1993)

4.1.4 CONSTRUCTION

Due to the nature of the soil, pile foundations had to be used. The floor structure is made up of reinforced concrete finishes such as screed, and terrazzo on the inside and concrete slabs on the outside.

The building structure is made up of external load bearing block walls and reinforced concrete columns placed at intervals. These columns support concrete beams which carry the roof structure.

The walls are finished with emulsion paint on the inside, and gloss paint on the outside. Doors and windows are fitted with transluscent glazing, except on the waterside where the windows are louvred Burglar-proofing device is used on the windows.

The roof structure companies long span galvanized roofing sheets covering timber trusses which slope with a good pitch.

The jetty is made of reinforced concrete laid on ground beams which are supported on reinforced concrete piles.

4.1.5 EVALUATION OF PROJECT

The building form is very simple, comprising two rectangular blocks covered with two pitched roofs of different heights. Door and window openings are joined together. Also, the placement of the building is adequate and economical as all the space seems to be properly utilised.

Cir~ulation is well-defined and straight forward, making it good and effective without conflict. Access to the terminal is through the gate and by an overhead pedestrian bridge which delivers people from marine. The only drawback is that circulation is external with no shelter for travellers.

4.2.0 PASSENGER AND CARGO HANDLING TERMINAL, LA GUAIRA, VENEZUELA. ( see fig. 14 )

ARCHITECT: ANDERSON J. ASSOCIATES.

The terminal has some facilities for the convenience and pleasure of its users and for the speedy and efficient handling of cargo.

The passenger terminal building of rigid - frame reinforced concrete construction is mostly two storeys high, but a third storey housing a restaurant and cocktail lounge tops part of it. On the second floor are a waiting room, customs inspection area, and additional cargo area.

54 The general arrangement of facilities for handling passengers and cargo are shown in the diagram.

When a boat docks, a self-powered platform moves along the apron of the pier on rails to a position opposite the passenger disembarkation point on the boat. A portable gangway is then placed between the boat and the platform which is at the second floor level.

When the passengers disembark, they walk along the second floor apron to the nearest entrance to the custom inspection area. From custom inspection, passengers walk through a gate into the waiting room where are found; offices for some shipping lines, rest rooms, concessions, and the stairway to the restaurant above. A lobby at the end leads to the main entrance. Between the main entrance and the shore end of the pier is a parking area, 46 (forty-six) in number.

4.2.1 EVALUATION OF PROJECT

The passenger and cargo terminal of La Guaira, Venezuela has well co-ordinated functional areas devoid of conflict for result - oriented services. But the area which will not really augur well in Nigeria is that of its mechanised aspect. This is due to the fact that our electricity supply services are plagued with disruptions.

4.3.0 PASSENGER AND CARGO TERMINAL AT SOUTHAMPTON DOCKS, ENGLAND ( see fig. 15 ) [ THE DECEMBER 1957 ISSUE OF " DOCK AND HARBOUR

AUTHORITY" FEATURED THE TERMINAL ]

This is another foreign example of terminal facilities. The terminal demonstrates its ability to handle heavy cargo and provide passenger standard of service. The docks along Southampton waters extend for a distance of about one and a half miles. The following are among the unique features which have created a favourable impression of the efficiency of operation of the terminal: the terminal building is 2 - storeys high, the minimum headroom on the lower floor, which is used for passengers and their baggage and for perishable cargo is 17.5ft at the dockside and diminishes to 14.25ft at the back of the building, owing to the upward slope of the floor to provide a railroad loading platform at a height of 3.25ft above the rail level. The minimum headroom on the upper floor which is used for cargo is 18ft.

Joining the building on the land ward side of the shore is a semi - open gantry crane bay containing electrically operated traversing cranes which are used for transferring cargo from the upper floor directly into railroad cars below. On the dockside is a single storey portion, the roof which serves as a platform on which to land cargo unloaded from the slip by electric level luffing wharf cranes. The cargo on the upper level platform is distributed into the shed by forklight trucks. Truck loading facilities are provided at the west end of the building, where there is a platform for loading 6 trucks at a time. Three 3,000Ib traversing electric hoists, above wells in the upper floor, lower goods

57 from the upper floors to the lower truck loading plat form. An elevator of 3 - ton capacity provides for the transfer of mechanical equipment between the upper and lower floors. Two large areas are provided at the east and of the working area of the lower floor as lock -ups for bonded cargo and for stevedore's gear. Above these enclosures on the dock side are the offices of the shed operating personnel.

The eastern section of the building contains the passenger waiting room. Above the waiting room, at the mezzanine level immediately below the upper floor, are the offices for general administration, shipping companies, and customs. Passengers arriving or departing are routed through the waiting room, either to the ground floor cargo area or to the customs inspection area. The baggage examination tables are constructed of aluminium and can be easily dismantled and stored when not needed.

4.3.1 EVALUATION OF PROJECT

The passenger and cargo terminal at Southampton Docks, England portrays a terminal which. handles standard services on heavy cargo and passenger transportation. Its structure and facilities suits ideally that of a seaport design due to its organized functionalities in its cargo shipments. The passenger transit area in the terminal is co-ordinated.

4.4.0 TERMINAL/HOTEL/CONVENTION CENTRE, VANCOUVER CANADA ( see fig. 16- 18 )

LOCATION

It is located at the foot of the business district of Vancouver

4.4.2 AIM OF PROJECT

To provide a convention centre, hotel, and a point where passengers can travel to other parts of Canada, the USA, and other parts of the world. Terminal facilities have been provided for the comfort of travellers.

4.4.3 TERMINAL FACILITIES AND SERVICES

,The terminal has a bus stop right in the building. There is a passenger lobby in close proximity to shops, a restaurant, an information station and an amphitheater. There is a customs station for international travel, and a passenger concourse. It has been designed to accommodate 5 cruise ships simultaneously.

There is also a big hotel, and topping the terminal is an exhibition hall roofed by a white tent which is consciously intended to look like sails over water.

59 4.4.4 CONSTRUCTION

The foundation type used is a pile foundation on the seaward side and on the landlord side, a raft foundation. The floor structure is a solid beam and slab construction.

The walls comprise of reinforced concrete column and blockwork in-fill with precast concrete in some places. For the hotel, white metal cladding and reflective glass is used. A concrete deck is used to roof the complex.

4.4.5 EVALUATION OF PROJECT

The building architecture recognizes the presence the presence of water as an attempt has been made to give the building a nautical appearance. Intending passengers are dropped off right in the building protecting them from weather elements.

Circulation within the building is free flowing as spaces are largely uninterrupted and interrelated. There are no changes in level and all facilities except the hotel, are provided on one floor. Passengers board the ships by means of gangways.

Source of lighting is largely artificial and thus unsuitable to Nigeria.

THESE FOREIGN TERMINALS DO NOT EXIST ONLY FOR PASSENGERS WITH THEIR ACCOMPANIED LIGHT LUGGAGE LIKE THE ONE I AM PROPOSING, THE TERMINALS COMPOSE OF OTHER FACILITIES FOR CARGO TRANSPORTATION AND HOTEL SERVICES AS SUPPORT FACILITIES.

. . . . . . . . . " .- . y . ~ --. '

I" . ..,'E . ,,.i; L . . - . - - j- v r u P i ;).J.\. \. 5 " 3 9 ' ~ .; ' I

A U I A 1 '. r n . r E '. ! /.--./ . \. \. AKWA lBOM STATE \.-. \. I \ I Id I \ \ N I G f l t l A

S E C T \ O N A L M A P OF AKNA W O M S T A T E S.HOWING ~ I T E L o c a r \ o w .

1 - T- S I T S Stv<'fA

S O U K C - E . :. , Mt1-l \ - S - T d - < OF LR?4K75 SUKVEYS

UYo.

-F\g 21

66 CHAPTER FIVE

5.0.0 SITE STUDIES (see fig. 19 to fig. 27 and plate 7a to plate 7 f )

5.0.1 LOCATION OF ORON

Geographically, Oron lies in the hot, wet equitorial climatic zone which is found between 0' and 10' North and South of the equator. Its location ranges between Longitude 8' 00"- 8' 307E and Latitude 5' 00" and 4'30' N, as such it experiences all the characteristics of the equitorial climate.

To the North-East and South-East of Oron lies the sea and is bordered by Etinan, Eket and Uyo Local Government Areas North-West and South- Westwards.

5.0.2 SITE LOCATION

The site in Oron beach is a strip of land that lies between the Calabar beach and the Police beach. The site stretches over a distance of 400m along the sea front and about I lOm' of inland breadth. This gives an approximate area of 44,000sq. metre.

5.0.3 ACCESS ROUTE TO THE SITE

Accessibility becomes a very vital factor in the choice of a particular site for a project. It is required that the site for the water terminal of this type must be lie along the main access route by water into or out of the town and access by land to the site should be taken from a secondary road off the major road, to avoid possible traffic problems.

In line with this requirement, therefore, and for the reasons of availability of land, suiable site conditions, present traffic situation, and available secondary road, the chosen site shall be accessed from the Uyo - Oron Road through an already created minor road.

5.0.4 SLOPE AND DRAINAGE

The presence of a very shallow slope is so convenient because surface water wili easily be drained off into the sea. Drainage gutters shall be provided to accommodate the wzter run-offs.

5.0.5 SOURCES OF POLLUTION

In this respect, the location chosen is ideal for the water terminal development in that, it is bordered by the town's residential and commercial areas and devoid of industrial activities, it is free of industrial pollution.

5.1.0 THE SITE

The proposed site for this project which is located off the major road axis that cuts across the town (Uyo - Oron Road) will be discussed in terms of its physical and climatic features.

5.2.0 PHYSICAL FEATURES

5.2.1 EXISTING AND NEIGHBOURING LAND USE

The site is bordered on the North-East and South-East by the sea while residential and commercial areas occupy the North-West and South-West of the site. The site is accessed from a minor road which links the major route (Uyo-Oron Road) to the site. The minor road links another secondary road which serves as an exit that links the major road again. It is about 200 metres from Oron Motor Park to the site, and this will help facilitate ease of transportation for in-coming passengers and goods. Since the proposed terminal is not far away from the town axis, this will help boost trade and commercial activities, hence the proposed terminal will be maximally utilized.

5.2.2 SIZE AND SHAPE

The site is rectangular in shape and covers about 44,000 sq. metres. The beach is slurn- like, -,being presently uitlized as a market area where foodstuffs from the sea and the locality are displayed for sale. It has make - shift structures which houses the different transport associations in the beach, restaurants, bars, the immigration service and the marine police.

Most areas in the beach are usually filthy due to the diverse economic activities that take place there without regard for proper sanitation. There is also a make-shift structure made of zinc and wood which serves as a store for storage of goods. This fact gives credence to the idea that the proposed terminal will be maximally utilised at the proposed site. The beach is usually full incoming or outgoing passengers and people carrying out commercial transactions.

Rectangular -shaped sites are considered most ideal if efficiently utilized. This enhances clear and uninterrupted traffic flow. This area is considered sufficient for the proposed terminal and for future expansion because of its length on the seafront.

5.2.3 TOPOGRAPHY

There is no real topographic map of the area. However, from actual observation and , visual survey of the site, the actual land lies well above the sea level in that it takes off some-what steeply from the water's edge before levelling to a gentle gradient.

5.2.4 VEGETATION

Oron is in the equitorial rain-forest region which supports a luxuriant type of dense vegetation because of the heavy rainfall (over 2032mml80inches) and a uniformly high temperature (27' ~ 1 8 0 ' ~ ) . Plant growth is continuous throughout the year. Budding, flowering, fruiting, and decaying do not take place in a seasonal pattern.

N

.*,A.,,~,,,,~~,,,C,IO I W ~ W I I l i~ni l / , a w i t I I 11IIIIIN1 0 ~ 0 1 300 i lnnxitvn r;~ltJall lor ovel

5(vX 01 I lw vuilfs Tow113

76 The various types of trees are divided into the following groups:

i. The top level made up of tall, stoutly trees which grow as high as 18 - 45m high and form a canopy over the forest floor. They include Isoko and Obeche.

. . 11 The middle level made up of trees of about 15 - 18m high. They include rubber

tree, and palm trees, etc.

. . . 111 The low level comprising climbers, vines, etc. They form a thick layer of

undergrowth.

5.3.0 CLIMATIC DATA ( see Fig. 28 )

5.3.1 TEMPERATURE

The most outstanding feature of an equatorial climate is its uniformity of temperature throughout the year. The mean monthly temperature hovers around 27' C ( 80' F ) with very little variation. Cloudiness and heavy precipitation help to moderate the daily temperature. In addition, regular land and sea breezes help maintain a truly equitable climate. The diurnal temperature range is small and so is the annual range.

5.3.2 HUMIDITY

This is constantly very high around the region under study. The average monthly relative humidity is generally between 90 - 100%. As a result the atmospheric condition is very humid and adequate consideration is required in this zone for physiological comfort with respect to body sweat.

5.3.3 PRECIPITATION

The site under study is subject to usual convectional rainfall of coastal regions. Precipitation is heavy - about 2,699mm (108.4 inches) which is well distributed all the year round. The period of maximum rainfall lies between the months of June and October, least rainfalls are between the months of November and March.

, Due to the great heat in the equitorial belt, mornings are bright and sunny. There is much evaporation and convectional air currents are set up, followed by heavy down pours of the convectional rain in the afternoons. Thunder and lightning often accompany the torrential showers, and the amount of rainfall recorded in one single afternoon may be as much as the deserts receive for an entire year!

PREVAILING WIND

Climate within the country is dominated by two major air masses, namely:- the Tropical Continental Air-mass and the Tropical Maritime Air-mass. However by virtue of the town's location within the coastal area, the later is prevalent and dominated. The tropical

78 continental air-mass creates the dry season, while the tropical maritime air-mass creates the rainy season. The harmattan effect is noticeable only between November and February.

5.3.5 SUNSHINE

During the dry season, sun intensity is high and low during the rainy season as a result of rain clouds which obstruct the sun. The highest amount is 48 hours in April and the lowest 17 hours in August.

5.3.6 CLOUD COVER

Clouds affect the temperature of a place by absorbing the incoming solar radiation in the day and blanketing the out-going radiated heat of the earth. This partly explains why temperatures in equitorial regions like Oron with their thick layer ( cumulonimbus ) clouds are never unbearable. Similarly, the nights are not extremely cold since much of the radiated heat from the ground is then reflected back by the thick clouds above. Reflection from the sky is therefore the main source of heat and glare since direct solar radiation is rare because of cloudiness.

HAZE

This is caused by smoke and dust particles in industrial areas, or may be due to unequal refraction of light in air of different densities in the lower atmosphere. The term is usually used in connection with the connection with the reduction in visibility in regions of lower humidity i.e. less than 2Krn ( 1% miles) haze is present.

The Oron beach is fresh and free of industrial pollution, and because of its high relative humidity ( 90% - 100% ) it is less free of haze. Also visibility is very good.

CLIMATIC CONSIDERATION

For each of the climatic elements, certain design considerations should be made.

5.4.1 TEMPERATURE

The relative high temperature ranges, especially in the dry season, can affect the texture and appearance of materials such as plastic, bitumen and in some cases timber

To ensure adequate comfort of users and protection of materials, building parts should be well shaded by wide eaves or sunshading devices. Expansion joints should be introduced. Also, adequate ventilation should be provided for. The building should be properly oriented so that the longer side is not exposed to direct solar radiation.

80 5.4.2 PRECIPITATION

Rainfall in Oron is relatively high, so roofs of buildings should be given a good slope for quick water run-off. Flat concrete roofs should be avoided. Overhangs and eaves should be wide enough and as much as possible. The ground should be raised high enough to avoid moisture from seeping through by capillary up-take.

A proper drainage system should be provided to drain off rain water within the shortest possible time.

5.4.3 HUMIDITY

Relative humidity ranges are quite high, so adequate precautions should be taken. Adequate ventilation should be provided for and the building should be properly oriented to promote ventilation which will help reduce the problem.

5.4.4., PREVAILING WIND

Fenestration should be introduced preferably on the north and south walls to promote ventilation. Wind breakers should be introduced against the north - east trade winds and the dust it carries. Trees and shrubs should be planted to reduce the wind effect on the windward side of the building.

5.4.5 SUNSHINE

Openings should be introduced on the walls facing the north and south with minimum openings on the east and west walls. Courtyards could help light up the building interior. Adequate shading devices should be introduced.

buggoge roules ........ - . - po5sible connections

CHAPTER SIX

6.0.0 DESIGN CRITERIA

6.1.0 DESIGN CRITERIA FOR A WATER TRANSPORT TERMINAL IN AKWA IBOM STATE.

Certain factors have to be taken into consideration for a satisfactory design solution to be arrived at for a water transport terminal in Akwa Ibom State. These factors include:-

a. The location of traffic routes within the site to guide proper planning of entrance and exit routes, in addition to location of terminal facilities.

b. The nature and volume of traffic (pedestrian, goods and vehicles). This will serve as a determinant in arriving at the size, arrangement and type of facilities required in the terminal.

c. The type of services to be rendered in the terminal.

d. Space organization in the terminal.

e. The nature of ferry and boat operations as well as the nature of the site.

With these factors being taken into consideration, certain facilities have to be provided for the terminal to function effectively. These facilities shall serve both the passengers and staff and could be zoned as follows:-

1. Passenger facilities.

. . 11. Staff facilities.

... 111. Administration.

iv. Service and maintenance facilities.

v. Supporting facilities.

These facilities will be analysed accordingly.

6.2.0 PASSENGER FACILITIES

These facilities are those that serve the passengers. These are:- Vehicular parking spaces for passengers, the entrance, waiting room, information facilities, ticketing facilities, check-in facilities, arrival and departure lounges, shops, kitchen, restaurant and bar, rental

Depends OII

yat l~ertt anti clearance

. -.. --

1600

--

FKoNT STAFF ACCESS

%3*CHECK - IN. TICKETS ANV BAGGAGE, CGN'TKAI, $ GA1

.......................................................

I I I I I - 1 1 1 1 ' ~ I I . ?(,IN! ..... I I ....... 2 1 : 5 ..... I I.. . . . ,;-,,I I ! l : I l 11 l l ~ ~ ~ l l ~ i s l ! . ~ ~ , ~ ~ : ! ~ ~ ! ) Ill (;I11111 1 1 W ~ ~ l ~ ~ ~ ! ~ t l t l t ! t ~ t t I2 VAllt c I w ~ # h l ~ + t l t v u l ~ ;

.. .. .. ....................................

5 I1 slairs wide R slrc~iglrl tlislarico or wall( lino I I~I I I Itnlitl~nll 660

G W of sli~irs ellowing 2 p o o ~ l o lo I pass I

87 services, first aid facilities and that of lodging, as well as landing facilities, accommodation and service route.

Each of these facilities will be discussed.

VEHICULAR PARKING SPACES FOR PASSENGERS

Parking spaces should be provided for the public as some passengers may arrive in hired cars and may wish to keep their cars overnight or much longer. It should not be far away from the entrance and the number of parking spaces will be determined by the number of passengers projected to arrive in cars. Circulation in and out of the spaces should be easy and free.

6.2.2 THE ENTRANCE

The entrance of a public building should be prominently emphasized to make for easy accessibility in order to eliminate the problem of users asking for directions. It is one of the most important architectural elements, and as a channel of movement from the vast, open, outer spaces into the interior, the users should enjoy a pleasant transition experience.

6.2.3 INFORMATION FACILITIES

These refer to facilities that provide information regarding services of the terminal such as routes operated by ferries, arrival and departure times of ferries, fares, etc.

The best place for the location of such facilities should be at the lobbylreception areas for* easy identification.

6.2.4 TICKETING FACILITIES ( see Fig. 34 )

These are where passengers can pay for their fares and luggage and they will be issued with tickets. They should be located also within the entrance lobby or its vicinity and should not conflict with the internal circulation.

, Cubicles should be provided to ensure smooth transaction, and enough should be provided to cater for the volume of traffic passing through. The cubicles should have access to the staff facilities as well to storage spaces for tickets. Security measures should be provided to guard against robbery.

6.2.5 WAITING ROOM

This is where passengers relax while waiting for information, buying tickets, checking in or bidding farewell to friends and relations. To enhance their comfort, adequate sitting arrangements, lighting, ventilation and conveniences should be provided.

I Accumulation Rollers

\ Belt Stoppirig Device

I I I

0.9 + -4 - 0.9 r m

Conlainer & Dolly

Sortation Lane

3.0 --

Container & Dolly

Sor tation Bypass Area Lane

Additimal Bag Sortalior

Area

(Dimensions in Meters:

89 6.2.6.0 CHECK-IN FACILITIES ( see fig. 34,37 )

These are facilities to ensure that only prospective travellers proceed to the next point. They are set as a check on traffic and they are where tickets are checked. They also provide luggage handling facilities.

BAGGAGE CONVEYOR SYSTEM.

Baggage handling conveyor system should be designed in such a way to provide for smooth movement of the baggage through the terminal complex as fast as the passenger himself. They should be based on simple considered relative to the total job of moving baggage from the passenger to the vessel and vice versa.

Handcarts and trolleys should be available as back-ups in case of break downs in the conveyor system or power failure.

The -following are points to be considered in evaluating proposed systems:-

1 Compatibility with electronic check-in systems e.g. auto-routing of baggage by check-in key operation.

. . 11 Economic justification.

. . . 111 Ease by which system can be used both by employees and passengers.

iv Ability to handle a variety of sizes and shapes of baggage without damaging or destroying baggage tags.

v. Space requirement for installations.

vi . Ability to convey baggage directly to sorting point, or be used satisfactorily with other systems to transport baggage across quay walls to ferries.

vii Adequate storage facility for out bound baggage received early, and for unclaimed or unaccompanied baggage.

Special provisions should be made for the handling of such articles that cannot be processed through the conveyor system.

6.2.7 ARRIVAL AND DEPARTURE LOUNGES

These are transition areas where arriving or departing passengers can rest before continuing on their journey. The sizes of these areas will depend on the volume of traffic as well as the length of stay of passengers in the lounges.

lnr slool L

3 Motllur~r 11 bor slool

92 6.2.8 RESTAURANT AND BAR ( see fig. 38, 39 )

Restaurant and bar provide food and refreshments for passengers., visitors and staffs and as such they terminal. The seating arrangements should 1 be flexible and the public and service entrance routes should be separated to avoid conflict.

6.2.9 KITCHEN

The kitchen should serve the bar and restaurant and should be located next to the restaurant. The layout of the Kitchen should depend on the nature, sizes and function of equipment. The size of the kitchen should be determined from the expected number of customers. A ratio of 3:l between the dining and kitchen should be used. The bar should be about 50% of the total Kitchen and dining area while circulation space should be about 30% of the total area.

6.2.10 PUBLIC CONVENIENCES

These include toilets, changing rooms and baths. They should be provided for both male ad female, and accessible to the waiting lounges. The number of public toilets will depend on the projected passenger volume. A ratio of 1 toilet to about 25 passengers is adequate.

6.2.1 1 FIRST - AID FACILITIES

These should be provided to take care of emergency situations, like accident and sick passengers etc. They could be temporarily treated before being transferred to hospitals. The space should include consulting and treatment rooms.

6.2.12 SHOPS

Shops will be provided to cater for the needs of travellers, arriving and departing, and visitors. Shops should be strategically located so that visitors to the terminal will be attracted to the spots. The size and number will depend on the volume of users.

These shops could be rented out to private individuals or managed by the terminal .authorities. This should serve as a means of generation of revenue.

6.2.13 RENTAL OFFICES

Apart from the shops, other spaces could be let out to post offices, banks, travel agencies, business centres and courier services. They should be easily accessible to the public.

93 6.2.14 LANDING FACILITIES

Landing Facilities include platforms or jetties for berthing, lodging and unloading of ferries. The size of the jetties or platforms will depend on the volume of loading or unloading passengers at a time. Their height will be determined by the height of the tide at its peak.

6.2.1 5 ACCOMMODATION FACILITY

This will be provided to cater for late might arrivals. These are normally rooms designed to take twin or double beds for passengers arriving late in night or who wish to rest before embarking on another trip. The passengers pay for this services and this also serve as a source of revenue generation for the terminal.

6.2.16 STORAGE FACILITIES

Storage facilities shall be provided to cater for goods of passengers that could not be readily cleared form the terminal on arrival. The store could also serve as a temporary storage place for goods of passengers departing while they are waiting for their departing timelday.

6.2.17 SERVICE ROUTE

A service route shall be provided by the side of the terminal for passengers with bulky goods. This will serve as a route for delivering the goods to the seaside part of the terminal for loading and possible departure.

6.3.0 STAFF FACILITIES

These are facilities which provide easy working conditions for the staff of the terminal. Their facilities are:- Staff Canteen, Recreation Room, Staff Toilets as well as Parking Spaces.

Each of these facilities will be analysed.

6.3.1 STAFF CANTEEN

This is a canteen solely provided for the staff. It shall help foster togetherness between the senior and junior staff. It should be close to the Kitchen and its size will depend on the staff strength.

6.3.2 RECREATION ROOM

This is provided for staff for relaxation after a strenuous work or serve for staff dining break. These facilities include a lounge, indoor games and television/video.

94 6.3.3 STAFF CONVENIENCES

Toilets provision shall be made for male and females. The number will depend on the staff strength.

6.3.4 STAFF PARKING SPACES

Separate parking spaces apart from that of the public will be provided for the staff. They should be located near the staff facilities. the staff strength will determine the number of parking spaces and it shall be assumed that one out of every 20 (twenty) workers has a car.

6.4.0 ADMINISTRATIVE FACILITIES

These ensure efficiency of staff productivity. The administrative division is divided into the following sections:-

6) Administrative Section (i i) Engineering Section (iii) Diving Section (iv) Navigation as well as service, fuelling and maintenance unit. ( 4 Ferry Section

6.4.1 ADMINISTRATIVE SECTION

This is the unit that is responsible for general administration ofthe terminal. Issues such as payment of salaries, preparation of staff leave etc. are handled by this section. Offices r and spaces shall be provided for the terminal manager, assistant manager, common room, conference room, accounts room and general office.

6.4.2 ENGINEERING SECTION

All engineering concerns are taken care of by this unit. They undertake the operation and maintenance of ferries, technical repairs, fabrication and welding, as well as machinery maintenance.

Provision shall be made for a control room which will house all communication gadgets and equipment connected to all parts of the terminal. It requires longer hours of operation with the following facilities:- a radio control base, telephone switchboard and tele-printer table, typing space and office desks for operations.

Offices shall be provided for the Quarter Master, Marine Engineer and Engineering Superintendent.

95 6.4.3 DIVING SECTION

This unit shall teach certain members of staff skills on swimming and diving to make them good divers, life guards and skin divers etc. they are also involved in the recovery of materials lost underwater. They go on rescue missions.

Maintenance of underwater parts of ferries and boats and servicing of propellers, rudders etc. are carried out here.

Provision shall be made for the chief trainer, his assistants and a common room for swimmers.

6.4.4 SERVICE, FUELLING AND MAINTENANCE

The terminal dockyard shall serve as a place for repairs and servicing. Fuelling pumps shall be provided away from the terminal building.

6.4.5.0 FERRY SECTION

This section controls the ferry traffic which should be planned effectively to avoid conflicts between arriving and departing ferries. Arrival and departing sections should be demarcated properly.

TERMINAL CONTROL TOWER

This is the facility responsible for monitoring, directing and supervising of the terminal traffic. It also checks the clearance of water route up the fairway buoy or even more for I

ocean going vessels.

6.4.5.2 DESIGN AND FUNCTIONS OF CONTROL TOWER

There is no conventional shape borne in mind when considering the design of control towers. They have different shapes, owing to the fact that they at least have to fit into the design of the terminal complex. Generally speaking the tower cabin should be the tallest structure on the complex, 80 as to enable the cabin traffic controllers have an ,unobstructed view of all parts of the terminal.

It is from the control tower that all vessels approaching the terminal building get their clearance, it is also from here that pilots and captains are provided with information on wind, temperature, pressure and other operating conditions at the terminal of all vessels already berthed, or moored along the quay wall. All vessels departing are provided with information on clearance of the channel or sea-route from the control tower.

-

Manual Searcli Oooll1

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Passenger

(Dimensions in Mete

C U S T O M 5 L A Y O U T

EQUIPMENTS OF THE CONTROL TOWER

The following equipment are installed to enable them carry out their functions:-

( 9 Transmitter - Receiver Sets (ii) Volume Control And Loud Speakers (iii) Microphones And Head Sets (iv) Back Signalling or Remotely Selected Equipment (v) Intercom, Telephones with Equipment Room (vi) Weather Instruments and Time Indicator (vii) Monitoring Scanners To Other Important Area of The Terminal Complex.

6.5.0 OTHER SUPPORT FACILITIES

Other support facilities to be provided for smooth operation of the terminal include security facilities, refuse collection and disposal , fire-fighting facilities, storage and a generator house (for a stand-by generator).

6.5.1 SECURITY FACILITIES ( see fig. 40 )

Provision of security measures is of utmost importance in a terminal that is not only domestic but international in operation. The primary security control point for personnel searches is at entry to the 'sterile' waterside concourse area, and this is essential for all entries to that area. Additional or alternative secondary search positions may be at the entry to the water vessel. Security, to be thorough and therefore worthwhile, is labour - intensive and costly, and best carried out in the greatest volume practicable . Policy dictates that consideration be given to total checking of check-in baggage at or adjacent to 'the check-in desk. Checking could be through either manual searching or X-ray.

6.5.1.1 OUTBOUND AND INBOUND IMMIGRATION ( see fig. 41 )

The checking of passports and entry documents is central to national security. The layout of the 'comb' through which passengers must pass is critical.

6.5.1.2 CUSTOMS ( see fig. 42 )

Almost universally adopted are the conventions of a green channel for passengers with no goods to declare and a red channel for those with goods to declare. Customs checks may be carried out on exit and X-ray units may be integrated Special rooms shall be provided for the examination of passengers who may be suspected of carrying drugs.

Offices, rest rooms and other conveniences shall be provided for the security, immigration and custom officials. These may either be centralised, for economy of staffing.

100 6.5.2 REFUSE COLLECTION AND DISPOSAL

Adequate provision shall be made for the collection and disposal of refuse to ensure a decent environment, with facilities like refuse bins, a refuse yard and a vehcle for the disposal of the refuse.

6.5.3 FIRE-FIGHTING FACILITIES

Water hydrants, fire extinguishers, fire alarm system, water hoses etc. shall be provided to check against the spread or an outbreak of fire.

The use of some inflammable materials like fuel facilities, the dockyard (in repairs of engines) make them prone to outbreak. Therefore, fire services should be given utmost attention in a terminal of this nature to guard against the high fire risks involved. Some special fire - fighting facilities like automatic fire alarm systems, fire tanks, and trained firemen should be provided.

6.5.4 ELECTRIC GENERATOR HOUSE

The generator house should be constructed and located away from the terminal in order to reduce the level of noise. Pad foundation should be used for the structure with a rubber mounting to reduce vibration.

The horsepower of the generator shall depend on the power needed by operations.

6.5.5 STORAGE FACILITIES

terminal for its

at places where Adequate storage facilities should be provided throughout the terminal they are needed e.g. of such places are Kitchen, Locker rooms, General offices etc.

6.6.0 GENERAL VEHICULAR PARKING SPACES AND LANDSCAPING

Parking spaces shall be provided as discussed earlier into three categories Viz;-

' 0) The short stay parking (ii) The long stay parking (iii) The busltaxi stop.

These categories are discussed below:-

6.6.1 THE SHORT - STAY PARKING

This parking is for a short while for taxi and private cars. Due to the short time required to drop off or pick passengers, small parking spaces shall be provided. It will

10 1 be located not far away from the terminal entrance for easy accessibility to passengers to get to the terminal from their cars or when arriving.

6.6.2 THE LONG-STAY PARKING

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The number of parking spaces provided for the long-stay parking shall depend upon the number of vehicles estimated to park daily on the site and also on the available land. Normally a ratio of 1:8 is adopted to handle passenger parking.

Provision of the long-stay parking is for automobiles that will possibly wait overnight or days as the case may be. These vehicles parked at the long-stay area are usually private cars parked by passengers who had travelled out and would want their cars awaiting them on return.

These are basically three parking layouts. They are the 45°,600,900 parking. Their usage will depend on the building form as well as vehicular flow route.

6.6.3 THE BUSITAXI STOP

Provision shall be made for the busltaxi stop for dropping off passengers and parking by both commercial taxis and buses. These form the bulk of transportation of passengers to and from the terminal.

LANDSCAPING

The site shall be properly landscaped with grasses and shrubs with the exception of area 4 being covered by. the terminal building, roads and quay. Tress like coconut, raffia palm, 1 seaiide grape and cashew nut thrive in the coast. This will reduce greater solar radiation and glare and produce aesthetically pleasing environment. Trees and shrubs shall be planted to act as a buffer between the residential/commercial areas and the terminal.

CHAPTER SEVEN

7.0 .O SPECIAL DESIGN CONSIDERATION

Certain technical details and design considerations have to be analyzed for a specialization design like the water transport terminal. In this chapter, detailed analysis and considerations shall be highlighted.

7.1 .O SPECIAL DESIGN CONSIDERATIONS FOR A WATER TRANSPORT TERMINAL IN AKWA IBOM STATE.

Each and every pest of the building shall be discussed under the following headings to make for clearer understanding of the special design considerations. The headings are:- the walls, floor, foundation and the framing system.

7.1.1 THE WALLS

The wall encloses the building, divides the internal space, and may support upper floors as well as the roof. It is usually vertically continuous.

It can be either load-bearing or non load bearing depending on its use. The functional requirements of wall include strength, stability, protection from harsh weather conditions, insulation from heat and sound, fire resistance and durability.

Materials such as wood, steel, stone, bricks, glass, concrete etc. can be used for wall construction.

For'the terminal building, concrete masonry shall be used and the walls shall be plastered and ' finished with suitable materials as required.

7.1.2 THE FLOOR

The floor is that part of the building that rests on the ground and/or the foundation. It is the lower surface of the room; the part on which one walks.

Floor requirements include strength, fire resistance, stability, moisture-proof, and should insulate against sound.

Usually floors are horizontal with charges in level as designed. Floors have different finishes, depending on use and desired aesthetics. The choice of materials of construction and finishes on factors such as:-

(i) Weight of load acting on the floor, e.g heavy equipment, different traffic situations etc.

(ii) Where resistance to chemicals, abrasion, etc. is required.

(iii) Where sound absorption is required

(iv) The kind of qualities (colour, smoothness etc.) being required.

(v) The available funds for the floor construction.

The different floor finishes include clay tiles, terrazzo, closely laid granite tiles, PVC tiles, cement sand screed, marble tiles, linoleum, etc. It is important not to use materials that will be slippery during construction of jetties and gangways in order to avoid passengers falling.

7.1.3 THE FOUNDATION ( see fig. 43 )

The foundation transmits load from the building structure to the ground. It is the strong base of a building , usually, below ground level, on which the building rests. There are various types of foundations such as strip, raft, pad and piles. Their use depends on the soil structure.

Pile foundation shall be used for the construction of the terminal. This is due to the location being partly on water and on land. The depths of the piles can range between 4.5 to 3.0m depending on the building type.

The material used for the construction of the piles shall be reinforced concrete. The piles can either be formed on site by boring a hole and pouring the concrete and placing the reinforcements inside, or by during the already formed piles into the ground.

7.1.4 THE FRAMING SYSTEM 1

This is a structural network made up of concrete columns and beams. It shall be determined during the design stage.

The frame shall be constructed of hollow concrete masonry blocks and reinforced concrete seams. Where unobstructed space is needed, waffle good may be used.

7.2.0 CONSTRUCTION MATERIALS

In the construction of the terminal, different building materials shall be used and the use of each shall depend upon certain factors like:-

(i) The ability of the material to withstand wear and tear occasioned by the volume of traffic

(ii) Its ability to withstand climatic elements such as rain, sun, humidity, etc.

(iii) Aesthetic appearance derived from the material (which should be appealing).

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7.3.0 VENTILATION

Ventilation is the constant flow of air from the outside of the building into its interior thereby displacing the expired air. Ventilation keeps the building interior cool, fresh and comfortable for living.

It can be natural or artificial.

7.3.1 NATURAL VENTILATION ( see fig. 44,45 )

This is the natural flow of air through a building. It is influenced by building orientation, fenestration and the topography.

(i) Building Orientation

This refers to positioning of wall openings to maximize directional wind flow through a building.

(ii) Fenestration

The size and position of windows is of utmost importance as it determines how effective a building shall achieve proper ventilation. Windows shall be opened on the windward and leeward sides of the terminal to ensure cross - ventilation.

(iii) Topography *,

This refers to features like rivers, valleys, etc. of a place. These features affect the micro climate of the area, by influencing the air flow within buildings in an area.

7.3.2 ARTIFICIAL VENTILATION

This refers to man made means of achieving ventilation in a building it could be by use of fans or air conditioning

Fans comprise shaped blades that generate air movement when in motion. The fans and air circulation but do not filter or cool the air. They are suitable for small spaces, but if used in large spaces many of them will be required to achieve a desired result.

On other hand, the air conditioner filters and cools the air in a space. The air in the space is sucked through the air conditioner, refined and then blown back into space.

The air conditioning system has two basic systems - the single unit and the split unit.

The single unit is an individual unit used to cool a particular space it is normally placed on the wall and has the disadvantage of being noisy and can only be used for small spaces.

109 The split is a central air conditioner that is channelled by ducts to various space at the same time. It can be used to ventilate large spaces and it is aesthetically pleasing.

7.4.0 LIGHTING ( see fig. 46 )

For smooth operations of a terminal, it must be adequately lit. It enable passengers identify circulation routes easily, hence it enhances free movement. It also enables staff to carry out their duties effectively. A well lit space gives one visual comfort without one having to strain hidher eyes.

Lighting could be natural or artificial.

7.4.1 NATURAL LIGHTING

This lighting source is from the sun it is variable as it depends on the time of the day, sky visibility, and time of the year. It also depends on the number and sizes of window openings and orientation. Natural light travels a maximum of six metres from an external wall.

Window sizes should be large enough and windows should be adequate to enhance proper lighting of a space. Sun-shading device and recessing of windows could regulate the intensity of light entering a space. It makes the interior space to be free from excessive brightness or glare.

7.4.2 ARTIFICIAL LIGHTING 1

The light source is man-made (i.e. electricity). Artificial lighting augments that of natural 4

lighting by making up for inadequacies of natural lighting during the day and night for effective i illumination.

Proper lighting is desired especially in the public spaces such as lobbies, restauranthars, waiting lounges, etc.

7.5.0 WATER SUPPLY

This shall be sourced from the mains. It will be connected to an overhead tank from where it shall be distributed to the terminal building. Hence water could be stored for a later use, and constant pressure will be maintained.

7.6.0 WATER DRAINAGE

Covered channels shall be constructed to drain surface water which will eventually flow into the sea. This shall aid in draining out rain water within the shortest possible time. Oron experiences torrential rainfall so that one has to guard against flooding.

111 7.7.0 WATER AND SEWAGE DISPOSAL

Water from baths, kitchen, water closets, etc., shall be passed through the septic tank into the soakaway pit which shall be located away from the terminal building in case of smells and leakages. Sewage pipes shall be properly concealed in ducts so that they will not distort the landscape.

7.8.0 ELECTRICTY SUPPLY

Oron being linked to the national grid, electricity supply shall therefore be supplied by National Electric Power Authority (NEPA). Due to the intermittent supply of electricity by NEPA, a generating plant shall be provided and sited away from the terminal building to reduce the problem of noise.

7.9.0 FIRE PROTECTION AND CONTROL ( see fig. 47 )

This should be given high priority since an outbreak of fire could cause loss of lives and properties. Adequate measures should be taken to put out fire in case of an outbreak in the terminal.

This could be achieved by zoning areas that are more prone to fire outbreak form less likely ones. It will be necessary to provide exit routes to ensure immediate evacuation of people out of the terminal building. A design measure would aim at reducing the use of combustible materials especially in areas more prone to fire outbreak.

5

Use of inflammable materials such as matches, cigarette smoking should be controlled in the . terminal especially in the location of fuelling facilities.

Facilities like fire extinguishers, water hydrants, taps, etc. should be located at strategic points in the terminal.

7.10.0 TRAFFIC PLANNING

Traffic planning should be properly carried out and co-ordinated to ensure free flow of departing and arriving passengers, pedestrian movement as well as service routes.

The basic traffic types obtainable in a terminal are:-

(a) Vehicular Traffic

(b) Pedestrian Traffic

O Ferry Traffic

7.10.1 VEHICULAR TRAFFIC

Vehicular traffic can be divided into 3 categories:-

i Passenger Vehicular Traffic , . 11 ". . Staff Vehicular Traffic 111 Service Vehicular Traffic.

PASSENGER VEHICULAR TRAFFIC: Access to the site is off Uyo - Oron Road which is linked by a secondary road, and shall be properly located to avoid traffic conflict. A drop off shall be provided for passengers to protect them from rain or sun. The passenger vehicular traffic should be one-way so as to ensure smooth traffic flow within the terminal.

STAFF VEHICULAR TRAFFIC: Provision shall be made for separate parking spaces for staffs. The staff vehicular traffic shall be linked with the rest of the passenger vehicular traffic. It will be located close to the staff entrance.

SERVICE VEHICULAR TRAFFIC: This route will service facilities like kitchen, restaurant, bars, shops, stores, etc. It might still function in delivering passenger goods to the seaside part of the terminal for possible evacuation. It should be properly designed to avoid confusion.

7.10.2 PEDESTRAIN TRAFFIC i Since this will take in a lot of passengers from the town, it shall be properly designed so that pedestrians have a short and direct access to the terminal building.

7.10.3 FERRY TRAFFIC

This had been treated earlier on.

7.1 1.0 VESSELS

These are seacraft. Vessels range from canoes to ferries, which can be mechanically or manually powered.

7.11.1 TYPES OF VESSELS

The types of seacraft commonly used in Oron are the speed or flying boats, large wooden boats which way be powered by engines, and the ferries managed by the government.

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116 7.11.2 VESSEL SIZES

Sizes of seacraft are categorized according to their dead weight carrying capacity; gross register tonnage; net register tonnage; and cargo carrying capacity.

I The dead weight carrying capacity is the difference between the unloaded ship weight and the loaded ship weight i.e. when it is loaded to its specified limits. It is usually indicated by painting a loadline on the sides of the ship.

. . 11 The gross register tonnage is the total weight in cubic feet of all enclosed space in the

ship divided by hundred (1 00).

iii The cargo carrying capacity is deduced from the dead weight minus the weight of the passengers, crew, load and fuel.

iv The net register tonnage refers to spaces in the ship that cannot be used to carry ., passengers or goods. These include crew quarters, engine room, space for the engine,

stores, propulsion gear and navigation facilities.

7.12.0 MOORING AND BERTHS

Mooring connotes tying a craft to a post, buoy or alongside another sea craft. A berth is a place where a ship can be hooked on a jetty or wharf.

7.12.1 MOORING DEVICES ( see fig. 48 and plate 7b & d )

These are chats mooring rings, bollards, cleat, double bit, open and closed chock, quick release hodks etc. They vary in size according to type of sea craft as well as use.

The bollard is the most commonly used and efficient mooring device. It is a cast-iron post that is low and has loops for holding securely the ship's ropes. Usually upright post on a quay or a ship's deck for making ropes secure.

7.12. 2 BERTHS ( see fig. 49 )

Mooring devices shall be provided at the anchorage points. Steps or ladders shall be provided. These are necessary for smaller vessels which have a low board and also in cases of emergency,.

7.13.0 PONTOON AND JETTY SIZES (see fig. 50 )

A pontoon is a floating hollow metal structure, supporting a roadway over a river.

The main spine pontoons and fixed jetties usually have a width of about 2.5m and only a shortening of the length should lead to a reduction of this width. The acceptable length is usually 100m. To help stabilize a pontoon, floating fingers or out riggers can be put on either side of the spine.

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122 The acceptable live lead on a pontoon is 150kg per square metre and up to double that for jetties which require heavier human traffic. The distance between main pontoons should be a minimum of the width of the pontoon, plus twice the boat lengths. Pontoons are usually arranged to fit between guided piles which allow them to rise and fall with the tide. These piles are located at 30cm centres though the distances can vary in accordance with stress that spine pontoons are subjected to.

Other ways in which pontoons can be secured are by using anchorage cables linking the pontoons to the sea bed or linking rows of pontoons to a horizontal chain located at a depth deeper than the deepest draught of any of the boats and securing the ends of the chains to sea walls or sinkers.

Floatation units can be constructed in polystyrene enclosed in elkalite, expanded polystyrene covered by ferro - cement, steel or steel filled with polystyrene foam.

7.14.0 QUAYS AND JETTIES

A quay is a solid, stationary landing place usually built of stone or iron, alongside which ships can be tied up for loading and unloading.

A quay could be linear or built into sea ( see fig 5 1 ). Quays are of various types, depending on their form of construction. There are the anchored bulkhead wall, the block work retaining wall and the open-piled marginal quays.

1

Jetties are structures built out into a body of water as a break water or as a landing place for boats and ships. It could be of steel, wood, bamboo poles, etc.

7.14.1 THE ANCHORED BULKHEAD WALL ( see fig. 54 )

In this type, anchored steel sheet pile retaining wall is used for the quay wall it is usually used in cases where the required height of the quay wall is not too high and where the soil is medium dense sand. As steel piles are very expensive, they can be substituted for by concrete piles. Concrete piles are however heavier and present a problem of piercing into the soil.

7.14.2 THE BLOCK - WORK RETAINING WALL ( see fig. 55 )

In this type, a foundation that cannot be eroded is required. This could be still day or rock.

The wall could be built up using individual blocks laid in horizontal courses. They could also be laid in slice-work where the blocks are laid on sloping courses to allow for settlement.

Block work retaining walls are usually built under water in a situation where dry construction can be used for the wall. The most suitable form of construction should be mass concrete

124 7.14.3 OPEN PILED MERGINAL QUAYS ( see fig. 56 )

This is one of the most commonly used forms of marginal quay construction. It may include inclined piles and / or tie rods connected to some distance from the quay in addition to normal vertical piles. It is built on a rock riveted slope or over a rock embankment that is used to retain firmer soils. It is usually used on reclaimed soils.

7.15.0 ANTHROPOMETRIC AND DISABILITY FACTORS ( see figs 57 - 59 )

The design of any facility for human use is directly influenced by the dimensional characteristics of the people. Usually, the average or mean dimensions of these characteristics are taken as criteria in these designs. This is so because it is not always economic or practicable to cover 100 percent of the population by catering for people at the extremes and attempts to do so can compromise the convenience of solutions for the broad range of normal people.

Also the community or environment designed for the average person often does not take into consideration the aged, physically handicapped. Such persons are often isolated and segregated from the mainstream of the society because of their inability to use the facilities available in their community.

Although a lot is being done by specialized institutions and organizations to rehabilitate the handicapped into normal life, their houses, offices, shopping centres, markets and other facilities like roads, etc. are not mostly designed to their taste.

I

In developing countries like Nigeria, where resources are not available for special projects for the disabled, a good step towards achieving the integration of the disabled into the society would be to plan public facilities like water terminals in a such a way that everyone in the society would utilize such facilities satisfactorily.

The United Nations Expert Group on Barrier - Free Design suggested the following minimum performance standards for all buildings and facilities to which handicapped people have a legitimate right to use whether publicly or privately owned. These standards include:-

WALKWAYS

' The functional requirements of walk-ways is to provide a hard surface road sufficiently wide to permit a person in a wheel chair to traverse it with safety. Space to be provided should be such that at some points along the walkway, wheel chair can turn conveniently or bypass another.

7.15.2 CORRIDORS

The width of corridors should be such as to allow a person in a wheel chair to move through and to avoid conflict with the swing of doors. It should also permit the passage of two wheelchairs at a time.

128 7.15.3 DOORS AND ENTRANCES

At least one public entrance to every public building should be at ground level and ramped to provide access to people in wheel chairs. Doors must be designed to open easily and have hardware activated by a simple push or pull action.

WASHROOM AND TOILETS

Doors to public washroom and toilets should permit easy passage of wheel chair. The space provided should be enough to allow the occupant enter the cubicle, close the door and transfer to the water closet or a moveable grab bar and another fixed to the adjacent wall.

Towel dispensers, wash-hand basins, mirrors, etc. should be mounted at a height that is usable by persons in a wheel chair.

7.15.5 LIFTS

Space in escalators should be wide enough to contain at least one wheel chair passenger and an attendant. The control panel and emergency system in a lift should be within the reach of a disabled person.

7.15.6 PARKING LOTS

Parking spaces provided for handicapped should have sufficient space at the sides to allow wheel chair.

7.15.7 GRADIENT OF RAMP

Slope of a ramp should be as gentle as possible so as to allow a person in a wheel chair to propel himself independently on it with ease. Ramp of more than 9metres long, should have intermediate landings.

Short ramps should not exceed a slope of 1 : 12 and long ramps are preferably of 1 :20 slope.

7.15.8 THRESHOLDS

Thresholds should be discouraged throughout the building. Where they are necessary, the maximum height should be 25mm to allow passage of a wheel chair.

7.15.9 HEIGHT OF SWITCHES AND CONTROLS

Electrical switches, emergency, systems, control panels, door and window hardware that must be operated by hand should placed so that they are within reach of a disable person in a wheel chair.

129 7.15.10 FLOORS

Floor surfaces are to be made of non-skid material which is durable to minimize resistance to the movement of a wheel chair.

If these standard are taken into consideration during the design process of this water terminal, the disabled will full utilize the terminal facilities efficiently.

CHAPTER EIGHT

8.0.0 DESIGN CONCEPT

According to Barness, "Every building must have a strong idea that is architectural rather than painterly, one that is related to the activity in the building .. . .. ... 9 ,

concept should therefore be appropriate, support the main intentions and goals of a project, as weII as respect each project's unique characteristics.

The concept of this proposed design shall therefore be developed around the main issues of the design - the Goal - and will be aimed at achieving the purpose of the design which has been identified in the previous studies. The fundamental concept of this design would be that of controlling the movement of people in such a way as to enhance speed, safety and convenience.

In order to enhance ease of circulation, the first step in evolution of a concept was to group" the separate proposed activities into units with circulation as the main element of integration. These units are:-

(a) The domestic ferry facility (b) The international ferry facility O The recreation 1 tourist facility (d) Transport services such as bus-stops and car parks

The travel movements among these units are grouped under four headings namely: Those of high - incidence, fairly - high incidence, low incidence, and negligible incidence. They are shown as overleaf:

BUS STOP TO

'CAR PARK TO

DOMESTIC SERVICES TO

INTERNATIONAL SERVICES TO

RECREATIONAL FACILITY TO

BUS STOP

x

-

x

X

x

CAR PARK

-

x

0

0

0

DOMESTIC SERVICES

x

0

X

0

INTERNATIONAL SERVICES

0

0

0

-

RECREATIONAL FACILITIES

X

0

-

X

KEY X 0

-

HIGH INCIDENCE FAIRLY HIGH INCIDENCE

LOW INCIDENCE NEGLIGIBLE INCIDENCE

The pedestrian travel movements for convenience are grouped into two categories:

(i) Movement from outside the terminal to the various activity units and

(ii) Movement out of the terminal from the various activity units

The analysis of these travel movements becomes pertinent in order to ensure ease of movement and easy identification of circulation routes. The site which has a predominantly linear configuration imposes a lot of physical restrictions on the design and as a result circulation routes have to oriented along the longitudinal axis of the site, with the various activity units arranged off them. The vehicular movement had to be oriented along the same longitudinal axis in order to achieve simplicity of movement with respect to the direction of traffic along the adjoining secondary route.

8.1.0 ORGANISATION OF UNITS

In a transport terminal, be it railway or air terminal, circulation is the major problem to be solved. The water transport terminal is not different. Spaces should be organized to ensure smooth, uninterrupted space into various activity units and provision should be made for a definite circulation core. Transition points will be provided to give a sense of 6rientation which the traveller can identify with. Also, circulation for pedestrians will be kept at a minimum by proper arrangement of activity units.

To avoid overcrowding and conflict of routes at the waterfront, the quay shall be divided into different jetties to facilitate movement of domestic and international passengers.

All these measures will enhance the travelling experience of the traveller as the physical ,and psychological requirements of the traveller shall be met.

8.2.0 THE TERMINAL'S IMAGE

There is a general opinion that a water terminal like most transport stations should reflect a high-tech image to depict the industrial inventiveness demonstrated in the design of buses, trains, airplanes, ferries and speed boats. Although this project does not disagree with this opinion, high-tech presupposes tension in the mind especially in a system where such technology is not vast. According to Peter Crook, technology could be likened to a ferocious cosmopolitan machine polishing us for a more acute cultural perception. The terminal should, to certain degree, present a high-tech image but should

132 not be a dominant factor. The architecture should reveal the terminal, not as a static enclosed space, but as a place of movement and transition as well as expressing the drama and excitement of travelling. The spaces in terminal building should flow in such a manner as to achieve the dynamism and mobility expected in a terminal.

8.3.0 THE TERMINAL

8.3.1 OWNER

The Akwa Ibom State Government shall be the sole owner of the terminal and shall undertake the construction of the project as well as day - to - day running and management of the terminal.

8.3.2 USERS

Users of the terminal shall comprise the passengers travelling within the domestic and international routes; those on commercial purposes as well people coming for recreation and tourism.

ADMINISTRATION

The terminal shall be administered by the Akwa Ibom State Ministry of Transport. The marine division of the ministry shall take care of its operations, administration and maintenance.

8.3.4 FINANCING

~ i n k c e for the construction of the terminal shall be provided by the state government, and the project will be constructed in phases.

The state government shall provide about 60% of the capital, while the local governments in the state shall contribute 40%.

The terminal shall be maintained after completion from the fares collected from passengers, car parks, accommodation, shops, office rentals; etc.

8.4.0 SPACE REQUIREMENTS

For a domestic and international water terminal to be functional and responsive to the needs and aspirations of the users, the spaces in the terminal must be established based on an estimated passenger strength. Unfortunately, accurate records on total passenger strength do not exist. As such, the passenger strength will be estimated based on volume of ferry / boat services and data collected from personal interviews, making the necessary allowance for peak periods and expansion of services.

ESTIMATED PASSENGER STRENGTH

An estimated 5,000 passenger are expected to make use of the terminal daily ( This figure is based on informal interviews). This figure is for arrival and departure passengers expected in the terminal per day. Assuming a capacity of each boat to be 150 passengers,

The total number of boats expected to make use of the terminal per day is 50001150 =

33.

On the average, a boat can be used twice daily, hence 3312 17

Allowing extra 3 boats for safety factor = 1 7 + 3 = 20

Therefore, total number of boats expected to make use of the terminal shall be twenty (20) (' the figures are for to and fro daily)

About 30% of the total passenger strength shall patronize the water terminal at peak periods.

Total passenger strength at peak period: 301100 x 5,000 = 1,500

The space therefore required for each facility shall be based on the estimated passenger strength of 1,500.

8.4.1 SPACE PROGRAMME

Based on the projected 1,500 persons as the passenger strength at peak period, the terminal shall be made up of the following:

A PASSENGER FACILITIES

1. ARRIVAL AND DEPARTURE LOUNGES

At 1 seat 1 3 passengers ( i.e. 1:3 ratio ) The number of seats required = 150013

= 500 seats Allowing 2 m2 per seat Total Area = 2 x 500

=lo00 m2 for both lounges.

2. TICKETING FACILITIES I BOOTHS

Using 1 ticket booth for 30 waiting seats No of booths = 500130 = 17 booths Assuming a standard length of 1.5m per booth Total length of booth = 1.5 x 17

= 25.5m Depth of booth 3 .Om :. Ticking Area = 3.0 x 25.5 m2

= 76.5m2

3. PASSENGER CONCOURSE

This is the platform for passengers arriving and departing. Provision has to be made for queuing of passengers. Using, 2m2 per seat and an additional 150m2 Total area = 2 x 500 + 150

= 1.150 m2

4. LOADING BERTH

The number of loading berths depends on the passenger volume at peak period and the average boat capacity. For a passenger volume of 1,500, No of loading berth is 1,5001500 equals 10 loading berths. Using 1 00m2 per. berth, Are'a of loading berth = 100 x 10m2

= 1.000 m2

5. BAGGAGE FACILITIES

Rule of thump method is adopted here. 20% of the total loading berth area = 201100 x 1,000

= 200m2

6. SHOPS

Each shop is proposed to have a floor space of 20m2

7. PUBLIC TELEPHONES

Using a standard of 1 telephone booth for 70 waiting seat, Number of phone booths = 500170

+ 7 phone booths Assuming standard length of 1.5m per booth and standard depth of 3.0m per booth

.

Total booth area = 1.5 x 3 x 7 = 31.5 m2

8. DESPATCH OFFICE

15m2 is proposed for it.

9. PUBLIC TOILET

Using 1 toilet space for 50 passengers No of toilet spaces = 1,500150

= 30 Assuming standard area of 4m2 per toilet space Total toilet space = 3 0 x 4

= 120 m2

10. RESTAURANT

Making an allowance of 1 seat 1 10 passengers per hour, number of seats in restaurant = 15001 10 = 150 seats

Using 1.5m2 per seat, Total dining area = 150 x 1.5

= 225m2

11. KITCHEN AND STORAGE

Allbwing 50% of dining area = 501 100 x 225 = 112.5 113m2

12 BAR

Allowing 50% of the total dining and kitchen area for the bar = 501100 x 338 = 169m2

13. CHANGING ROOM

A changing room each shall be provided for both male and female workers each measuring 30m2 Total area = 3 0 x 2 =60m2

14. OFFICES Catering officer Store Keeper General Office Rest Room

TOTAL

B. ADMINISTRATIVE FACILITIES

1. ACCOUNTING OFFICES Accountant Cashier Clerks and Typist Vault

TOTAL

ONE PERSONNEL OFFICE Personnel Manager Clerk and Typist

TOTAL

ONE DIRECTORS OFFICE Assistant Confidential Secretary Clerks and Typist Conference Room 5 Supervisors room each 10m2=5 x 10m2

TOTAL

TRANSPORT SECTION Transport Manager Able seamen Divers / deckheads

TOTAL

ADMINISTRATION Administrative Manager General Office

TOTAL

CONTROL TOWER

C. SUPPORTING FACILITIES 1. First Aid Room 2. Plant Room and Storage 3. Switchboard room 4. Bank 5. Insurance Office 6. Postal Agency 7. Exhibition Hall 8. Accommodation Facility

Size of twin bed: 990 x 1900 Size of wc and bathroom: 4.6 m2 :. Size of a twin bedroom = 22.95 m2 Proposed number of twin bedroom for the terminal = 25 Area for 25 twin bedroom

= 25 x 22.95 m2 = 574 m2 excludin~ lobby

D. MAINTENANCE AND SERVICE SECTION

1. FUELLING FACILITIES Allowing for 2 pumps at 18m centres Width of space required - 18 m2 Length of clearance - 15 m2 Storage - 25 m2 Office ( Supervisor ) - 10 m2

TOTAL 68 m2

2 MINOR REPAIR PARTS AREA Storage - 40 m2 Issuance area - 25 m2

TOTAL 65 m2

3. ADMINISTRATIVE FACILITIES FOR MAINTENANCE SECTION

i. Divisional marine engineer . . 11. Assistant marine engineer iii Quarter masters office iv. Higher masters office v. Secretary's office vi General Office

TOTAL

4 TOILET FACILITIES FOR MAINTENANCE SECTION Changing room for males Changing room for females Cleaners room No of toilets are 4 Allowing 4 m2 per toilet Toilet area = 4 x 4 = I6 m2

TOTAL

E. STAFF RECREATIONAL FACILITIES 1. Restaurant - 80 mz 2. Kitchen and storage space

allowing 50% of dinin space 8 501 100 x 80m = 40m2 - 40 m2 Bar Area of bar = 50% of ( dining + kitchen area )

= 501100 x ( 4 0 + 80) = 60 m2

3. OFFICES Same as in passenger restaurant

4. TOILETS 2 for restaurant staff and 8 for other staff Area of toilets at 4 m2 = 10 x 4m2

= 40 m2 Changing Rooms Male changing room Female changing room

TOTAL

F. SECURITY FACILITIES I. Security office

Immigration office Immigration rest room Search room 10 m2 for 2 rooms = (10 x 2) m2

=20 m2 General office

2. Customs office Customs rest room Search room 10 m2 for 2 rooms = ( 10 x 2 ) m 2

= 20 m2

Strong room Inspection room Duty off room Unclaimed baggage room

G. CAR PARKS 1. PUBLIC CAR PARK

Assuming 1 parking lot18 passengers at peak period ( i.e. 1:8 ratio ) Number of parking lots = 150018

= 188 A parking lot = 5.5 x 2.5 = 13 m2 Area of 188 parking lots = 188 x 13

= 2,444 m2 CIRCULATION Circulation area for parking lot assuming 90' parking is adopted = 3 x 2.3 m2

= 7m2 Area of 188 parking lot = 188 x 7

= 1,316 m2 Net area of public park = 3,760 m2

2. STAFF CAR PARK Assuming 400 workers Allowing 1 parking lot I20 members of staff ( i.e. 1 :20 ratio ) Number of parking lot = 400 I 20

= 20 Area of 80 parking lot = 20 x 13

= 260 m2

CIRCULATION Circulation area for 20 parking lots at 90' parking = 20 x 7 m 2 = 140 m2 Net area of staff parking lot = 260 + 140 = 400 m2

8.5.0 SUMMARY OF SPACE PROGRAMMES Passenger Facilities Arrival Lounge Departure Lounge Ticketing Facilities / booths Passenger Concourse Loading berth Baggage Facilities Shops Public Telephone Dispatch Office Public Toilets Restaurant and Bar 1 Dining Area . . 11 ... Kitchen and Storage 111 Bar iv Changing room v Offices

Administrative Facilities 1. Accounting Offices 2 Personnel Offices 3. Director's Offices 4. Transport Section 5 Administration 6. Control Tower

Supportive Facilities 1 First Aid Room 2. Plant Room and Storage 3. Switch Board Room 4. Bank 5. Insurance Office 6. Postal Agency 7. Exhibition Hall 8. Accommodation Facility

Maintenance and Service Section 1. Fuelling Facilities 2. Repair Parts Area 3. Administrative Area 4. Toilet Facilities

E. Staff Recreation Facilities 1. Restaurant 2. Kitchen and Storage Space 3. Bar 4. Toilets 5. Changing Rooms

F. Security Facilities 1. Security Office

Immigration Office Immigration Rest Room 2 Search Room General Office

2. Customs Office Customs Rest Room 2 Rest Rooms Strong Room Inspection Room Duty Off Room Unclaimed Baggage Room

G. Car Parks 1. Public Car Park

Number of Parking Lots Area of Parking Lots Net area of Public Carpark

2. Staff Car Park Number of Parking Lots Area of 20 Parking Lots Net area of Staff Parking Lot

CONCLUSlON

Nowadays, there have been rampant cases of air - crash in our country and beyond. Our highways have always been in a state of disrepair, thereby endangering the lives of our citizens. Commuters are known to have been wasting considerable man-hours daily on our roads. Our coastal areas have been c~ntribrrting greatly to the growth of o w national economy, but still their transportation system have been inefficient. In order that our teeming population can satisfactorily utilise the gains of a good transportation network, an efficient communication system is necessary. A water transport terminal that is domestic and international in operation, situated at a place like Oron, would be of a relieve.

BIBLIOGRAPHY

BLOW, CHRISTOPHER J.,

CHURCH, HARRISON R. J.,

CHING, FRANCIS D. K.,

EKPO, OKPO EYO

ENCYCLOPEDIA INTERNATIONAL

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NEUFERT

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PERSONAL INTERVIEWS

Personal interviews were conducted with:

CHIEF EYO OKOP IDEM VILLAGE HEAD OF IQUITA COMMUNITY, AGED 65, AT ORON, 25@/9?

ETTE, INYANG OBONG FISHERMAN ORON BEACH, AGED 61, ORON. 26/8/97

ETIM, OKON ANIEKAN

OKOKON, UMOH MKPAT

KWAME, AKPAN INYANG

CHAIRMAN OF SEALORD TRANSPORT ASSOCIATION, ORON BEACH, AGED 50, ORON. 25/8/97

TRADER, ORON BEACH, AGED 55, ORON. 26/8/97

LEADER OF SEAMEN TRANSPORT ASSOCIATION, ORON BEACH, AGED 45, ORON. 24/8/97