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Using pre- and post-privatization data, this report investigated the impact of privatization on the performance of Nigerian seaports. The data (secondary) on two major indices of port operation were subjected to a Mann-Whitney Wilcoxon (MWW) test (average berth occupancy and average turn-around time). The investigation revealed that berth occupancy and turn-around time improved on average from 51.35 percent to 72.47 percent and 8.18 days to 4.83 days, respectively. The concession of Nigerian ports was also found to have significantly increased average berth occupancy and average turnaround time of vessels calling at Nigerian ports at a 0.05 level of significance. The study emphasizes the need of creating an enabling environment through the development and implementation of good policies.




Maritime activity can be seen of as a lifeline for a growing economy. In the international interchange of goods, shipping has become the most efficient form of transportation. The most cost-effective way to transport bulk items over a long distance is by water. This is further aided by technological advancements, which have resulted in a more efficient, reliable, and demand-oriented transportation system. Over 90% of worldwide trade is believed to be carried by sea [1]. This indicates the extent to which international commerce transactions rely on shipping for the movement of products.

Port reforms are government policy actions aimed at improving port efficiency and productivity by renewing and upgrading operational and functional modes [2]. In the context of Nigeria,

The Nigerian government adopted the port concession reform model, in which the government retains ownership of the infrastructure while contracting out management and operation to the private sector on a competitive basis for a set length of time. According to Bousquet and Fayard [3, a concession arrangement is one in which the government (or her agency) grants a private sector operator the right to fund, build, own, improve, upgrade, maintain, or operate public infrastructure for a limited period of time, and charge users for the cost of services. In Nigeria, the official position on concession appears to be stated in the Infrastructure Concession Regulatory Commission Act (2005), which defines concession as:

a legal agreement in which the project proponent. AConcession refers to the leasing of port terminals and the reorganization of stevedoring enterprises in the context of port operations [5]. The concessionaire’s technical attributes and practices are specified in the contract, which encapsulates service objectives. Perhaps the government’s continued investment in the enterprise pushes it to ensure that her ideas are implemented in both technical and social dimensions, as [6] points out.

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