African Seaports and Maritime Economics in Historical Perspective

Is Africa Growing out of Poverty? Africa´s Economic Transition in Historical Perspective

The current structure of transport infrastructures in northwest Africa preserves the path designed during the colonial occupation. Ports and railways were deployed in order to serve the colonial administration encouraging the growth of the cash-crop sectors (commodities) and the increased military and political control over these regions. This paper deals with the evolution of the West African Atlantic maritime facade on Morocco, Senegambia, Cape Verde and the Canary Islands from a comparative scope. We use the port traffics figures and the trade statistics to analyze the port concentration processes, the evolution of transport infrastructures and the expansion of the external trade. This paper offers an approximation on the configuration of the regional transport network during the colonial age (path-creation) and how it influenced the long-term economic development (path-dependence).

This bibliography comprises materials used in my researches on the African Maritime Economic History. It mostly includes references for the Northwestern African regions but we recently began to expand our research to the southern regions until the Gulf of Guinea. So, we have decided to change the title of the first version in order to incorporate more regions we are studying now. It is clear that this bibliography will be improved in the next years, mainly on Southern and Eastern regions but other West African maritime regions too (mainly former British territories). We will accept the challenge! In this version (year 2016) we have distributed the references by countries (in alphabetical order and current name) to facilitate the research work and the compilation of sources. A previous index of contents (countries) has been introduced too. Finally, you could find an author index (last section). We expect that these changes on the overall structure of the bibliography will be useful. The list is intended as a research aid and is not exhaustive. We will introduce new references for the next version (2017 ed.).

LASU Journal of Transport, 2017

Maritime trade began to develop in Nigeria after the inglorious slave trade era. By the 1830s, when the second wave of European explorers poured into the West African hinterland to verify the flow of the Niger and to make geographical surveys, the essential ramparts of maritime trade such as wharves, ports and jetties were unformed. Steamers had to be loaded and unloaded at surf ports by the famous Kroomen, who used boats to lighten the laden ships. However, the onset of liner services to West Africa by Elder Dempster and Woerman Linie in the 1850s resulted in the gradual development of skeletal port and lighterage facilities. The need by colonial authorities for passenger shipping services for expatriate colonial workers and the carriage of mails and administrative materials further intensified the speed of development of ports and jetties across West Africa. From 1913, the colonial administrators embarked on basic port infrastructural facilities and railways deemed essential for the crucial transport of agricultural produce and raw materials to the metropolis. By the end of colonial rule in 1960, Nigeria's major ports were located in Lagos and Port Harcourt with minor wharves at Sapele, Calabar and Warri. This paper surveys the developmental strides of the newly independent country both to increase the stock of port facilities and to diversify their effective capacity to cope with the enlarged maritime trade of Africa's largest economy, which net worth rose astronomically with the discovery of crude oil in commercial quantities in 1959. The paper finds that in addition to the shipping needs of the population, critical political and economic factors such as the Civil War of 1966–1970 and the notorious " Cement Armada " crisis of the early 1970s both shaped the direction of maritime trade development and instigated coups d'état and bloodletting in 1975 and 1976. In conclusion, the nation's maritime trade hotspots had to be developed with an eye to compete with other regional centers such as Abidjan and Cotonou for the hub-port status which would determine both national revenue profile and the ultimate attraction of foreign direct investment in the global shipping sub sector.

This paper elucidates the evolution and subsequent development of the Nigerian Seaport between 1900 and 2015. It also highlighted its historical perspectives and subsisting dynamics responsible for the emerging ports situation in the Country. The paper is structured into nine parts of which the roles and appreciative contributions of Seaports to national development has been discussed. It further revealed through historical perspectives of Seaports Development in Nigeria, four major distinctive phases of). Apart from identifying these phases, the paper further accounted for the determinants or factors responsible for the dynamics of the stages identified. The paper further analysed recent developments between 1995 and 2010 and these development formed the foundation used to espouse emerging issues associated with the evolution of Nigerian Seaports. The dynamics of cargo traffics situation, container traffic, vessel/ship statistics in their numbers and tonnages were analysed. The paper recommends that there is need to intensify coordination of port activities, focus on Human Capacity Development, improved Information Communication Technology (ICT), strategic finance and funding especially the Public Private Partnership (PPP) options.

2020

This bibliography comprises materials used in my researches on the African Maritime Economic History as well as other references from this field of research. This bibliography is focused on the Modern and Contemporary Ages (19th-21st centuries). In this edition the overall number of references reaches 379 (articles, books, etc.) and a total of new entries of 29 references and 16 new authors. The current number of authors included in this bibliography is 173. New entries and references are marked in red. Thus, references are organized by countries and territories (alphabetical order and current name) facilitating specific searches. An overall index of context presents the bibliography. In the last section, there is a complete author index. The list is intended as a research aid and is not entirely exhaustive (the goal is to be the most exhaustive as possible). Next edition (version 2022), new entries will be introduced. Suggestions and new entries are extremely welcomed! For any demand of new reference entry, question, comment or suggestion, please contact me: [email protected] Please, stay safe and health!

The Journal of Transport History, 1992

Elementos del delito 5. Los elementos del delito a. La acción, sus especies y su ausencia; las teorías que explican la relación causal. ACCIÓN: Movimiento corporal consciente que provoca un cambio o peligro de cambio en el mundo exterior ACTO: Movimiento corporal positivo que provoca un cambio o peligro de cambio en el mundo exterior OMISIÓN: Ausencia del movimiento corporal esperado por la ley o que no evita la producción del resultado material tipificado OMISIÓN SIMPLE: Inactividad ante el deber de obrar legalmente establecido, que actualiza la hipótesis preceptiva y es sancionado conforme a ésta COMISIÓN POR OMISIÓN: No evitación de la producción de un resultado material delictivo, cuando se tiene la obligación de evitarlo, que viola la norma contenida en el tipo que lo prevé y es sancionado conforme a éste. ELEMENTOS: MANIFESTACIÓN DE LA VOLUNTAD: Hasta en tanto no se exteriorice la voluntad de manera consciente, libre y espontánea, y se a de realizar una acción (acto) o de abstenerse de realizarlo (omisión), el sujeto no puede ser merecedor de una sanción penal. RESULTADO: Para que la acción tenga relevancia para el Derecho Penal, tiene que producir un cambio en el mundo exterior, que puede ser formal (actualización de la hipótesis legal) o material (daño de un bien tutelado), y que puede colocarse en el peligro a que se sujeta un bien jurídico. NEXO CAUSAL: Entre la acción efectuada y el resultado producido debe haber una relación de causa-efecto, que puede consistir en que el acto produzca directamente ese resultado o que la omisión no impida su producción. AUSENCIA DE ACCIÓN Sólo puede hablarse de la ausencia de acción cuando los movimientos corporales realizados u omitidos, se efectúan en ausencia de la

RIVISTA ILLUMINAZIONI , 2019