This dissertation titled ‘An appraisal of the law relating to oil pollution in the inland, territorial and maritime waters of Nigeria’ examines whether the law governing oil pollution in Nigeria is satisfactory in so far as determining issues of liability and compensation for oil pollution are concerned. The thesis examines a research hypothesis on the determination of the question whether the law adequately caters for victims of oil pollution occurring in the inland, territorial and maritime waters of Nigeria and if not, what are the observable defects and how can these defects be remedied. Not only has there been a considerable environmental degradation in Nigeria occasisoned by oil exploration and exploitation, particularly in the areas around the Niger Delta, but there has been serious socio-economic consequences pertinent to sustainable development of Nigeria as a nation. These impacts and the government’s attempts to tackle the problems have been the focus of this thesis. / Thesis (Ph.D.)-University of KwaZulu-Natal, Pietermaritzburg, 2012.

L'image du port mal famé est un thème reconnu dans la culture contemporaine. Elle se construit autour des bouges des quais, des marins en bordée et des prostituées. Ils déterminent la représentation des bas-fonds portuaires, continuité des lieux de misère, du vice et du crime. Espaces spécifiques des villes, leur image est construite par la littérature et la presse, au milieu du XIXe siècle. L'héritage de vision négative des ports, les récits de flibuste, la défiance envers les marins construisent leur représentation. Les bas-fonds de l'Ouest de la France s'inscrivent dans un univers plus large : celui des marins déviants, des quartiers mal famés des villes mais aussi d'une province arriérée et dangereuse. Dans le premier XIXe siècle, les mauvais lieux du rivage en cumulent les caractéristiques. Dans les années 1880, le port, révélé par la bordée, focalise l'attention des romanciers. En parallèle, la misère et l'insécurité constituent des thèmes privilégiés pour la presse, les observateurs sociaux et les autorités. Les figures de l'homme de mer, des prostituées, des soldats, des miséreux et des criminels jouent un rôle central de fascination et de condamnation. Cet univers revendique ses codes. La disparition des bas-fonds est annoncée dès l'entre-deux-guerres. L'effacement des mystères de la mer laisse place à la nostalgie des observateurs de la vie maritime. Leur mémoire perdure alors après la Seconde Guerre mondiale. / The image of ill-reputed harbour is a common pattern in modern culture. It's built on harbour's slum, sailor's bender, prostitutes and docks, that define the representation of this area. This image echoes other places of misery, vice and crimes. The representation of those harbour's slums, that occupy specific neighborhoods in cities, are created by writers and journalists in mid-19th century. This image is also the legacy of negative vision of port, of buccaneering's stories and sailor's distrust. The harbour's slum is part of a broader universe : sailors with deviant behaviour, ill-reputed neighborhood, backward and dangerous province. During the first part of the 19th century, some places of the coastline have rough reputation but in the 1880's, the novelists, who discover sailor's bender, focus on ports. At the same time, journalists, social commentators and authorities focus on misery and insecurity. Seafarers, who claim his belongings to the slums, prostitutes, soldiers, the poor and criminals play a central role in the fascination and the condemnation of the harbour's slum. During the inter war period, the harbour's slum is seen as dying out. As the mystery vanishes, the nostalgia begins, that lasts after World War II.

Partindo de considerações acerca da importância do mar, do comércio e das trocas com estrangeiros para o modo de vida grego, esta pesquisa tem o objetivo de entender qual era o local ocupado pelos portos e pelas cidades portuárias nessa configuração. Através da localização do porto em sete cidades fundadas durante os movimentos de expansão grega para o ocidente buscamos situar o porto em relação às estruturas urbanas importantes tais como acrópole, ágora, templos e muralhas. Ao estabelecer essas relações queremos entender não só o lugar físico ocupado pelo porto mas também e principalmente, o que a sua localização física pode representar e nos dizer acerca de sua posição na hierarquia social de cada cidade. / Considering the importance of the sea, commerce and trading with foreign people for the Greek life style, this research tries to understand the place of harbours and harbour cities in this scenario. Based on the location of the port in seven cities established during the Greek expansionist movements to the west, our aim is to establish the place of the port towards the important urban structures such as the acropolis, agora, sanctuaries and walls. By establishing these relations we try to understand not only the physical location of the port but what this location could represent and tell us about the situation of the port within the social hierarchy of each city.

Dans le cadre de cette thèse en archéologie grecque, j’ai entrepris de travailler sur l’organisation du commerce maritime grec en Méditerranée orientale et en mer Noire aux Vème et IVème s. av. J.-C., et principalement sur la nature et l'intensité des échanges qui s'opéraient dans cette partie de la Méditerranée à l'époque. Pour mener à bien mon travail, j'ai constitué un nouveau catalogue des épaves grecques que j'ai ensuite confronté aux sources textuelles, épigraphiques, et archéologiques existantes. L'étude attentive des cargaisons des bateaux à laquelle je me livre participe à une meilleure compréhension des acteurs commerciaux de l'époque, des réseaux d'échanges et surtout du véritable rôle joué par Athènes. / In this present thesis concerning Greek Archaeology, I undertook to work on the organization of Greek maritime commerce in Eastern Mediterranean and Black Sea during the 5th and 4th century BC. I worked mostly on the trade's nature and intensity occurring in this part of the Mediteranean in this time. In order to carry out my work properly, I established a new catalog of greek shipwrecks, that I then confront with textual, epigraphic and archaeological sources. The careful study of the ship's cargo takes part in a better understanding of the commercial actors, trading network and above all of the importance of Athens at this time.

There is a tendency in archaeology dealing with watercraft landing sites in a wider context to assume a direct relationship between sites in coastal and shore-bound areas and the practise of landing, without any deeper practical or theoretical exploration of the reality of any such relationship. This problem has its origins in the poor archaeological and conceptual definitions of watercraft landing sites obstructing any real understanding of the role of these sites in the maritime cultural landscape. Landing sites are taken for granted and they are undervalued as an archaeological source of explanation; notwithstanding, the concept of the landing site is readily used in archaeology in order to underpin archaeological interpretations on the maritime activities of past societies. In order to break away from the simplified understandings of past water-bound strategies based on the undefined concept of the landing site, this dissertation suggests a definition of watercraft landing sites in a wider social sense as water-bound contact zones; places of social interaction that can be archaeologically identified and investigated. This perspective integrates the understanding of the intentional character of human activity related to watercraft landing with the remaining archaeological traces. Archaeological definitions of landing sites that can be tested against the archaeological data are provided, and thereby, the dissertation contributes with the possibility to archaeologically evaluate and approach the social function of watercraft landing sites. This dissertation demonstrates that there can be an archaeology of landing sites.

Ballast water discharged from ships is considered to be one of the four biggest threats to oceans, as alien species, detrimental to the marine ecosystems, are introduced into domestic waters via ballast. Nevertheless, eight years after its adoption, the International Convention for the Control and Management of Ship’s Ballast Water and Sediments of 2004 remains unenforced. In the interim, the IMO has encouraged member countries to implement national ballast water policies in order to reduce the risk of alien invasions into their waters. South Africa was chosen as one of six countries in the world to participate as a pilot country for the GloBallast programme which was conducted in Saldanha Bay between 2000 and 2004. The purpose of the GloBallast programme was to assist developing countries to understand, develop and implement control measures relating to ships ballast water within their ports. The outcome of the risk assessment completed during the programme was that South Africa needed to implement a mandatory ballast water reporting system. The purpose of this study is to examine the status of ballast water management in the ports of South Africa and to determine the progress made since South Africa participated in the GloBallast programme. The methodology used in this study included questionnaires distributed to industry experts and the full population of Ships Agents that are members of the South African Association of Ship Operations and Agents. The findings show that whilst each port is reported to have a ballast water management plan; only three of the eight potential plans could be produced. Two of these plans, belonging to the ecosensitive ports of Ngqura and Saldanha Bay, were proven to be well-known amongst the agents. The other ports, however, reflected a weak 50% and lower level of awareness. It was further determined that the ships agents are largely unaware of the responsibilities placed upon them by these plans. The findings further revealed that these regulations have not been monitored or enforced and presently ballast water management would appear to be merely a paper exercise. Those ships agents who are aware and comply with the requirements report that they have never had a problem with obtaining approval to discharge ballast. Recent developments in July 2012 show that the Department of Transport has assembled a team to further develop legislation and regulations to address ballast water management in South Africa. / Thesis (MBA)-University of KwaZulu-Natal, Durban, 2012.

Internationally, shipping, boating and ancillary services are seen as significant contributors to degradation of the marine environment, affecting water quality, habitats and coastal amenity. As a result, it is important to ensure good practice with regard to safety issues when discharging or handling such wastes while vessels are in the port's jurisdiction. The international standards for regulating the prevention of marine pollution through ship generated waste are clearly outlined primarily in the United Nations Convention on the Law of the Sea 1982 ("UNCLOS") and the International Convention for the Prevention of Pollution from Ships1973 as amended by the Protocol of 1978 ("MARPOL 73/78"). The proposed study will explore compliance to MARPOL 73/78 Convention's requirement for governments to ensure the provision of adequate port reception facilities capable of receiving ship board residues and mixtures, containing oil, noxious liquids or garbage, without causing undue delay. The paper further reviews the implementation of the Conventions in the European Union and South Africa as it aims to provide a profile of the availability of waste reception facilities to assess their effectiveness in addressing the problem of marine pollution through ship generated waste. It is concluded that a variety of South African legislation is also applicable to marine pollution, but inadequately enforced. Further, that there was a considerable range of legislation intended to protect the North Sea and European waters in general from marine pollution but marine pollution from vessels is still considered to be a significant problem. In conclusion, it is recommended that South Africa should urgently develop effective mechanisms to monitor the enforcement oflegislation adequately. / Thesis (M.Com.)-University of KwaZulu-Natal, Durban, 2010.

Seaborne container shipping plays a major and important role in the world transportation system and the global supply chain. Shipping lines have designed their product offering to shippers around providing regular calls at designated ports. This works well for most firms that operate on a just-in-time philosophy. The real costs of trade – the transport and other costs of doing business internationally – are important determinants of a country’s ability to participate fully in the world economy. This is an important indicator for port performance in a globalised economy; therefore, any inefficiency that increases costs must be addressed. This means that ports have to ensure very high productivity and efficiency levels so that ships have a quick turnaround. Clark et al., (2002) conclude that a 50% improvement in port efficiency can reduce shipping costs by about 12%. The general question that is studied in this research is: How can the Marine Services within the Port of Durban assist in reducing ship turnaround times? This study seeks to determine what role the marine services plays in ship turnaround. The analysis in this study will be to determine the source of delays and ways to improve on efficiency. The resultant improvement in efficiency should lead to a possible reduction in shipping costs. The Market Demand Strategy employed by Transnet in 2012 must be implemented in such a manner that it must not only address the current infrastructural backlogs but it must also endeavour to alleviate several logistic chain bottlenecks that tend to constrain the economy. When analysing 2010-2011 a worrying trend emerges that the average waiting times for ships at anchor has increased significantly and the time on the berth has also increased significantly despite a reduction in the number of ships calling to the port. This is partly due to the fact that much larger ships now arriving at the port and more crucially are working a larger number of containers per port call. However, there is still concern about the operational efficiency of the terminals in the port (Pier One and Durban Container Terminal). The Marine Operations service times have also increased marginally 1.23% (0.98 hours) but this is due to longer time required for berthing and sailing of larger ships. This study has clearly shown that the Marine Operations within the Port of Durban do not significantly impact on overall ship turnaround time. However, there are areas of improvement that can be implemented to ensure high service levels within the port. By increasing the tug fleet and ensuring adequate human resources, the service offering can immediately be improved. Extremely lengthy anchorage waiting times and high berth occupancy impact negatively on ship-owners, shippers, and the economy at large. The Port Authority must interrogate these areas to understand clearly what is driving these extended times and determine strategies and performance measures to mitigate these. / Thesis (M.Com.)-University of KwaZulu-Natal, Durban, 2012.

Partindo de considerações acerca da importância do mar, do comércio e das trocas com estrangeiros para o modo de vida grego, esta pesquisa tem o objetivo de entender qual era o local ocupado pelos portos e pelas cidades portuárias nessa configuração. Através da localização do porto em sete cidades fundadas durante os movimentos de expansão grega para o ocidente buscamos situar o porto em relação às estruturas urbanas importantes tais como acrópole, ágora, templos e muralhas. Ao estabelecer essas relações queremos entender não só o lugar físico ocupado pelo porto mas também e principalmente, o que a sua localização física pode representar e nos dizer acerca de sua posição na hierarquia social de cada cidade. / Considering the importance of the sea, commerce and trading with foreign people for the Greek life style, this research tries to understand the place of harbours and harbour cities in this scenario. Based on the location of the port in seven cities established during the Greek expansionist movements to the west, our aim is to establish the place of the port towards the important urban structures such as the acropolis, agora, sanctuaries and walls. By establishing these relations we try to understand not only the physical location of the port but what this location could represent and tell us about the situation of the port within the social hierarchy of each city.

Ancient harbour sediment archives can provide long-term records of changes in coastal palaeoenvironments, settlement history, and anthropogenic impacts on coastal systems. In this study, multi-proxy geoarchaeological investigations were conducted at two long-occupied coastal archaeological sites (Liman Tepe-Clazomenae, western Anatolia, Turkey; Lechaion, northeast Peloponnese, Greece) to document coastal palaeoenvironmental change and harbour basin evolution. Multi-proxy core analyses (micropalaeontology, sedimentary facies) were integrated with geophysical mapping and micro-XRF core scanning (chemofacies) to investigate harbour sediment archives and to reconstruct coastal palaeoenvironments. At Liman Tepe-Clazomenae, the Neolithic to Early Bronze Age (ca. 6700-3000 BCE) coastal palaeogeography was reconstructed using a large subsurface database (>20 cores, ~600-line km geophysical surveys) to determine palaeoshoreline positions and potential locations of prehistoric proto-harbour basins. Geophysical mapping revealed a submerged palaeolandscape with relict river channels and shorelines recording inundation of a middle Neolithic coastal plain. A transgressive systems tract was identified by marine foreshore and shoreface deposits overlying paleosol and lagoonal sediments. Shoreline positions were estimated by back-strip analysis of the de-compacted sediment thickness from the marine transgressive surface. During the middle Neolithic (ca. 6700 BCE) the shoreline was >500 m seaward of the modern shore and transgressed to its maximum extent (~1 km inland) during the Chalcolithic (ca. 4000 BCE). After 4000 BCE, sea level decelerated and the coastline prograded under a high-stand systems tract by barrier accretion. The transition from a Late Bronze Age (LBA) proto-harbour to Iron Age semi-enclosed harbour basin was recorded by shifts in geochemical proxies (Ti/Ca, Si, Br), foraminifera, and sedimentary facies. Shifts in Ti/Ca record potential signals of land clearance and evidence for a 300-year LBA drought period (“Greek Dark Age”). Geophysical mapping of Clazomenae’s Archaic (ca. 7th-6th c. BCE) harbour basin revealed two rubble-constructed breakwater structures and a submerged headland separating east and west basins. Linear magnetic anomalies within the eastern mole indicate a buried (LBA?) pier or breakwater within the rubble mass. At Lechaion, a multi-proxy analysis was conducted on seven cores to determine the timing and causes of the Roman harbour decline and abandonment. Coring identified a basin-wide paraconformity surface separating harbour sediments and overlying marl deposits, which records a rapid transition from a marine-estuarine to restricted evaporitic lake environment. Rapid basin restriction was indicated by a decrease in terrigenous elements (Si, Ti, K, Fe), increased Sr and δ18O, and a shift from marine-estuarine to marsh-freshwater taxa. The event records the 6th c. CE tectonic uplift and destruction of the harbour basin, linked with uplift on the nearby Perachora Peninsula (~1.1 m) during destructive earthquakes in 524 and 551/552 CE. No evidence was found for tsunami events proposed in previous work. This study has documented the development, evolution, and abandonment of harbour basins on two tectonically active coastlines with complex relative sea level histories. Palaeogeographic mapping at Liman Tepe has identified a drowned palaeolandscape with areas of high archaeological potential for submerged prehistoric sites and proto-harbour anchorage areas. At Lechaion, multi-proxy analysis has resolved a long-standing debate, demonstrating that the harbour basin decline in the 6th c. CE was caused by coastal tectonic uplift and rapid basin restriction. / Dissertation / Doctor of Science (PhD)