Friday, 1 November 2013

A TRIBUTE TO EMERITUS PROFESSOR M.O. FILANI: THE ACADEMIC, THE PROFESSIONAL, THE LEADER - By Joseph Nashakyaa

Professor (Emeritus) Michael O. Filani was a personification of academics, professionalism and leadership in logistics and transport. He served as National President of the Chartered Institute of Logistics and Transport (CILT), Nigeria for two terms of two years each and he was the former Deputy Vice-Chancellor (Administration), University of Ibadan. Professor Filani’s tenure in office as CILT President identified among others the leadership gap of the industry in Nigeria and has been working assiduously to filling the gap.

One major effort aimed at closing the leadership gap in logistics and transport by the Filani led Council was the introduction of an industry leadership programme, which was first mounted in August of the year 2010, may be to commemorate or just coincided with the 68th birthday of the Professor who was born in the month of August. The inaugural lecture was delivered by Dr. Ade S. Dosunmu, FCILT, MON, former Managing Director of the Nigerian Maritime Agency and Safety Administration (NIMASA).

The National Executive Director (NED) of CILT Nigeria, Mr. Francis A. Ehiguese, FCILT explained the import of the programme at the inaugural industry wide leadership lecture that it is “…an intervention programme for senior and corporate members of the Institute to present authoritative positions on transport and other related matters for the purpose of directing the industry on the path of sustainable growth.”

Prof. Filani, a household name in Nigeria and an internationally accomplished teacher and external examiner in several higher institutions of learning, a transport consultant and a transport leader, seasoned by over four decades of university and schools administration was invited into filling the vacant position of National President of CILT Nigeria in the year 2006. His sterling leadership and professional qualities and rich network of his products and chain of products that now constitute the bulk of the Institute, foreclosed the contemplation of a second option to occupy the position of CILT President.

Professor Filani had travelled widely, basically visiting prestigious institutions outside the country and within. He had indeed bagged both his Masters (1970) and PhD (1972) degrees in Geography at the Pennsylvania State University, USA after his first degree at the Obafemi Awolowo University, Ile Ife (1967). The professor was a visitor to the University of Iowa, USA (on two different visiting occasions) where he utilized his sabbatical leave. In Nigeria, the no idle moment Professor again visited Ondo State University (Now Ekiti State University), Olabisi and Onabanjo University where he again made use of his accumulated leave and sabbatical and worked with Tai Solarin University of Education, Ijagun, Ijebu-Ode on Contract Appointment.

Though an Emeritus Professor since 2010, Professor Filani remained active and was never out of school till his unification with nature. That is the real mark of professionals – “never out of school,” but always learning to be up-to-date. He served as consultant on several public and private projects which kept him in form in addition to serving as External Examiner on both Undergraduate and Postgraduate programmes in many Nigerian Universities and other tertiary institutions.

Professor Filani, distinguished himself professionally and was duly recognized as Fellow Social Science Academy of Nigeria, (FSSAN) and Fellow of Chartered Institute of Logistics and Transport, (FCILT) - the international logistics and transport regulating body and Fellow of Association of Nigerian Geographers (FANG). Filani was decorated with many honours and awards. Of special interest were: the Woodrow Wilson Fellow, USA(1972); Recipient of National Merit Award in Transportation, Ogun State University Centre for Transport Studies (1996); Merit Award, Alumni Association, Obafemi Awolowo University, Ile-Ife (1997).

His varied experiences found him serving as chair on several boards of institutions and specialized committees: Chairman of the Board of Governors of his alma-mater, Egbeoba High School, Ikole-Ekiti (1988 to 1998); and Deputy Chairman Ekiti State Economic Development Council (2006 to 2010).

He was a Member of the following committees or boards: National Technical Committee on the Formulation of Nigerian Tourism Policy (2001 to 2003); Nigerian National Atlas Committee since 1973 to 1990; Study Group on Communications of the Informational Geographical Union (IGU) (1987 – 1988); and Governing Council, Nigerian Institute of Transport Technology (2009 – 2011). Others are: President, Social Science Academy of Nigeria (2001 – 2003); Director, Caxton Press (West Africa) Ltd. (1990 – 1995);  Director, Community Bank, Ikole-Ekiti (1994 – 1999); Executive Board Member, The Social Science Academy of Nigeria(1986 – 1994);Treasurer of the Board (1990 – 1994); 1st Vice President, (1999) and President,(2002 – 2005); and  President, Nigerian Geographical Association(1997 – 1998) .

Furthermore, he excelled in key leadership positions in the famous University of Ibadan, ranging from Sub-Dean (Undergraduate), through the ranks of Head, of Department of Geography, Dean of Faculty and Deputy Vice Chancellor, while also serving several other sensitive and risky assignments such as Chairman, Consultancy Services Committee; Faculty of the Social Sciences (1981 – 1984);  Representative of the Faculty Board of the Social Sciences on the Board of Directors of the Consultancy Services Unit; Member of Senate of the University; member of the ad hoc Committees of Senate dealing with investigation of Students' Demonstration (1985), Staff - Student Relations, and Staff Discipline; Chairman, Senate Truth Committee; Chairman, Management Consultant Team for the University Guest House in 1984;  Member, Governing Council of the University (1991 – 1995); Representative of Senate on the Council (1991 – 1993); Council representative on the University Appointment and Promotions Committee(1991 – 1993).

Professor Filani was a great service to his community variously: he served on the Panel for the Physical Development Planning of Ondo State (1977) and Member of Ondo State Economic Advisory Council (1978 – 1979) among other community services that cut across religion and cultural organizations. He was honoured with a Chieftaincy title of the Okunato of Ikole-Ekiti by HRM Oba Adetunla Adeleye II in 1983.

Born on August 3, 1942, though, the seasoned Professor of geography with special interest in transport planning development, economic geography, regional and development planning remained active, agile and looked fifteen years younger than his age of seventy-one. He was agility, flexibility was intentionally nurtured by exercise and abstinence as once recommended by Sir William Temple the great seventeenth-century statesman who wrote, “The only way for a rich man to be healthy is by exercise and abstinence and to live as if he were poor.”

Professor Filani’s unparalleled simple life style found him walking around more often than cruising. But as Joseph M. Marshall III puts it, “There is eloquence in simplicity and strength as well.” Apart from the fact that walking contributes nothing to environmental pollution as against the emissions of cruising vehicles Prof helped himself to possessing and being in control of his physical destiny, which is intimately related to mental, emotional, financial, and relationship destinies and in turn determine ones health, networks, net-worth and the capacity to influence others positively. Prof. knew as much as Gary Small knew when he said, “We don’t need to run daily marathon to reap the benefits of exercise. Walking merely ten to fifteen minutes a day, or what adds up to approximately ninety minutes each week, significantly reduces the risks of developing Alzheimer’s disease,” and increasing life expectancy. Prof must have learnt from the university Professor of medicine Dr. Walter Bortz who maintained well back in 1982, “there is no drug in current or prospective use that holds much promise for sustained health as a lifetime programme of physical exercise.”

Abstinence which shares synonyms such as self-denial, self-restraint, self-discipline, moderation, and asceticism among others is an embodiment of Professor Filani. Indeed, a great leader and professional must be sacrificial and self-disciplined. Prof was generally selective even in dinning and winning. Such restraint reminds one of the criticisms against each other of two Nigeria great politicians of blessed memory: Alhaji Ibrahim Waziri and Chief Obafemi Awolowo. Alhaji Waziri of the Great Nigerian Peoples Party (GNPP) reportedly called Awolowo an old man who never wanted to get old and get out of politics for the younger generation. And in reply, Chief Obafemi Awolowo of the Unity Party of Nigeria pitifully wondered why a young man like Waziri looked older and tired attributing it to eating in one day what he should have eaten in three days.
Studies after studies have shown, “The surest way to increase an animal’s life span is to cut down on the amount of food it eats.” This is also found to be true for human beings. Hence Anthony Robbins says, “Eat a little, that way, you’ll be around long enough to eat a lot.”  Though retired, Professor Filani was not looking tired up o his last breath and would have been preferred for leadership and quality service any day to younger but unrestrained and overeating younger person.

Again Chief Awolowo lamented in 1974 at the book launch of the then youthful future legal luminary Chief Gani Fawehimin, “The trouble with many of our youths is that they sleep too much, play too much; and indulge too much in idle chatter and gossip.” He drew attention of the youths to Napoleon who said: ‘Three hours sleep is enough for any man.’ Chief Awolowo took time to advice “every educated young Nigerian,” to learn from Gani and “take each day as a sacred unit which must not be misused or dissipated, and see to it that, out of the twenty-four hours available to him, he spends at least eight concentrated hours on work, plus at least eight hours in serious study, creative leisure and self development. Eight hours are enough for feeding, relaxation, and sleep.” Because of the typically busy nature and schedules of Prof. Filani, he would often sneak into an institution at dusk and read volumes of student projects all night and examine the students the following day. Certainly the Professor had no luxury for sleep.

The National Executive Director of CILT Nigeria who worked closely with him, Mr. Francis Ehiguese, was asked to describe Prof. Filani in just a sentence. Amidst protest for incomplete information if one should insist on brevity he summed, “That gentleman to my mind was a seasoned intellectual, a very patient person with the ability to carry people along while asserting his position…” Professor Filani may have cultivated his virtue of patience by learning from nature which is never in a haste as Og Mandio illustrates with the olive tree and the onion plant, “To create the olive, king of trees, a hundred years is required. An onion plant is old in nine weeks. I have lived as an onion plant. It has not pleased me. Now I wouldst become the greatest olive tree…” Professor Filani was certainly the greatest olive tree of the Nigerian transport education.

A former deputy president of the CILT Nigeria, Engr. P.J.I. Azagba, extolled the leadership qualities of Professor Filani, saying, “He was an academic who was passionate about the entire transport sector. He did a lot of work in the sector. He offered CILT strong leadership and guided a lot of people into the industry. His management of issues was quite mature. He was quite outspoken and straight forward in dealing with issues.”  Engr. Azagba sees Professor Filani as a transport colossus, “traversing all the modes of transport having been in the sector for a very long time.” Confirming further, Dr. A. G. Sumaila, one of his old time first class students at the famous University of Ibadan, who became a university don himself and headed the School of Professional Studies of the Nigerian Institute of Transport Technology before an acting stint at the same Institute as Chief Executive Office said of him, “He [Professor Filani] was an embodiment of transport knowledge who dedicated his entire life to the development of transport education. He had combined this effectively with the care of a father whose children and grand children were growing in numbers.”

His feeling about those growing number of children was clearly demonstrated when news came that Professor Albert Ade Ogunsanya, one of his brilliant scholars answered the call to glory. Dr. A. O Odumosu of the department of research and consultancy at the Nigerian Institute of Transport Technology (NITT) also noted that Prof. was very caring and wished to see the progress of his students, “For you to know clearly how he loved his products, he wept like a baby at the funeral of Prof. Ogunsanya.”

Filani’s spirituality, which was another mark of leaders, was his compassion and benevolence. The National Executive Director of the CILT Nigeria again identified the spirit filled life of Prof that he brought to bear on the success and survival story of CILT Nigeria: “With regards to CILT Nigeria, if not for the forward looking and forgiving spirit of Prof., CILT Nigeria would have gone extinct by now.”

He was an encourager. When I contacted him regarding a book project on leadership and professionalism in logistics and transport with illustrative indigenous case studies he enthused in a short message service (sms):  “Nashakyaa, it is good that you are working on such an interesting and innovative topic…” That encouragement murdered my sleep. I requested for his curriculum vitae for a brief about him for students of logistics and transport and he did. I wrote this brief now turned tribute and immediately he sent the reply on December 31, 2011, “I have received the script and quickly browsed through the masterpiece, which make me blush and feel if I really deserve such accolades! I will spend some good time to read it thoroughly after the festive and make some few corrections. It is unbelievable that you produced this within such a short time. It confirms the more my personal opinion about your quality since knowing you.”

 While chairing or moderating presentations, he would never let anyone down. He would be the first to commend even a condemnable presentation before attempting to politely identify missing gaps. The NED of the CILT Nigeria, Mr. Ehiguese again confirms, ”One thing about Professor Filani was he would allow you to do your work. He allowed you to prove that you know or do not know what you are doing. And when you make mistakes he would not bully but gently correct you … and his colleagues respected him a lot!” Indeed, great leaders allow people to do their work without interference as Theodore Roosevelt is quoted, “the best executive is the one who has sense enough to pick good men to do what he wants done, and have the self-restraint enough to keep from meddling with them while they do it.”

Filani made innumerable contributions in terms of articles in local and international journals apart from lots of public presentations ranging from rural through urban transportation and the attendant problems of traffic congestion, infrastructure decay and externalities of city life such as vehicular pollution. His works cover all the modes of transportation. He was a strong advocate of and contributor to regulation of the transport industry with a workable transport policy for Nigeria of which he made several contributions towards. He drew the ‘map’ for enhancing professionalism in the Nigerian Transport industry in his paper, Enhancing Professionalism in the Transport Industry Through Effective Training, a Paper Presented at the Launching of the Transport Business School, Abuja, Jan. 2007. He authored and co-authored numerous books and made contributions in several monographs and journals.

Present him for a public elective post in any political office and the focused Professor would win any day, but because he chose his path he would rather research and teach transport. This, Mr. Francis Ehiguese sees as the only minus about the man who meets all the qualities of a political office holder and would have helped the country but hates political office with a passion, “Mmm…mmm, my problem with him was that he was not a man that loved public office,” Ehiguese known for oratory, stuttered.

Scripted by Joseph Nashakyaa, CMC, MTL, MBA, MIMC, MNIPR, CMILT, ANIM
Assistant Chief Staff Development Officer, Nigerian Institute of Transport Technology
Phone: 08056481551, 08035902497, and 08091711811 Email: nashakyaa@yahoo.co.uk

Wednesday, 30 October 2013

LEADERSHIP & PROFESSIONALISM IN TRANSPORT AND LOGISTICS INDUSTRY IN NIGERIA - Emeritus Professor Micheal O. Filani

Introduction
Transport and Logistics Sector is one of the most important in any economy. This is because of its major role in promoting the effective functioning of the other sectors of an economy. Every country in the world today recognizes the central role that transport and logistics play in socio-economic growth and development and, therefore, makes significant efforts to meet the ever challenging demands for mobility and physical distribution. While transport provides quality and cost effective services to move passengers and freight from origins to destinations, logistics enables efficient management of the supply chain by ensuring that goods and services are available where and when they are needed in good condition and at competitive prices. Logistics managers, therefore, aim at ensuring that “the right” product in the right quantity, in the right condition is delivered to the right customers at the right place at the right time at the right cost (Council of Logistics Management 2012).

Since the early 1970s in Nigeria, there has been a tremendous increase in transport and logistics capacity. As it is all over the world, rapid changes have been taking place in the transport and logistics industry. The world itself is experiencing increased globalization, commercialization and privatization of enterprises; technology continues to advance and change; competition increases in service delivery and the ever-changing development in the information technology (IT) continues unabated. The globalization of the world economy calls for the movement of tremendous amount of goods and people in ever greater volumes and efficiencies. All these affect the transport and logistics industry.

Consequently, consideration of leadership and professionalism in the transport and logistics industry has become a compelling issue, which must be constantly addressed in order to move the industry forward especially in a fast developing economy like Nigeria. As the country’s economy grows, so grows its transport and logistics industry. Nigeria is becoming a more mature economy and this is bringing new challenges and opportunities to the country’s transport and logistics industry. How, then, can Nigerian companies and stakeholders improve the country’s transport and logistics environment? One of the ways of accomplishing this is the subject matter of this presentation, that is, the issue of leadership and professionalism in the country’s transport and logistics industry.

Leadership and Professionalism
The Oxford Advance Learners’ Dictionary defines a leader as “a person who leads a group of people, especially the head of a country, an organization etc” while leadership is the “state or position of being a leader”. Professionalism is also defined by the same dictionary as “the high standard that is expected from a person who is well trained in a particular job.

Strong leaders are important to any business to function effectively and efficiently but transport and logistics management demands unique leadership capabilities. Both transport and logistics represent large and diverse investment for most companies that engage in them. The unique challenges in the transport and logistics industry make having the right leadership and professionalism a critical part of achieving good results.

Professionalism in the transport and logistics industry entails expertise or abilities developed in the course of time through training, practice and experience. It is usually associated with high level performance in the organization, management and operation of the transport and logistics industry.

The two concepts, leadership and professionalism are not interchangeable. It is possible to be a good leader, that is, someone who is capable of managing the day-to-day activities of an organization without being a professional, that is, someone who is trained in the art and science of the organization he manages. For instance, an individual can be a leader in any ministry, parastatal, or private enterprises dealing with transport and logistics matters without having any training in transport and logistics.

The individual who has the training in transport and logistics must also be so recognized by the professional body responsible for designating him/her as a professional transportant and logistician. Such a body in Nigeria is the Chartered Institute of Logistics and Transport (CILTN) or the Institute of Transport Administration (IOTA). CILTN and IOTA are the professional bodies, which serve as the ultimate authorities on the affairs relating to transport and logistics in Nigeria. At present, CILT, Nigeria operates under the Royal Charter of Britain but significant efforts have been made towards the process of enacting the Nigerian Act, which, when put in place, will help the Institute to be more effective in the monitoring and evaluation of professionals in the field of transport and logistics.

Leadership and Professionalism in Transport Logistics Industry in Nigeria
Having defined in a general way the meaning of leadership and professionalism, the questions that then arise have to do with what type of leadership and professionalism are required to move forward the transport and logistics industry in Nigeria and how can this be achieved?

The rapid expansion of the Nigerian economy in recent times has been accompanied by the growth and development of its transport and logistics industry. Thus, it has become imperative now, more than ever before, for leadership and professionalism issues to be seriously addressed by all stakeholders. The industry requires strong leaders who must be visionaries. Such leaders must not only be good managers seeing to the day-to-day activities but they must also see beyond the immediate. As McChimon (2013) stated, good leaders are “people who can blend four skills; they are able to plan, organize, motivate and control. Andrew Goetz (2013) also stated that achieving success in logistics requires two levels of skills. The first level includes basic skills or core competencies such as writing, communications and quantitative analysis. The second level involves skills specific to the logistics sector itself.

Thus, leadership and professionalism in transport and logistics industry in Nigeria require those who can develop innovative solutions and optimize logistics and supply chain strategies and operations to gain competitive advantage. To be successful, transport and logistics leaders must get involved with industry organizations and follow current events so that they can be up to date on issues affecting the industry. Having a broad vision, communicating well, anticipating future trends and staying competitive are among the secrets to leadership success.

Good and effective leaders do not operate in a vacuum or in an isolated manner. They must always stay tuned to what is happening in the market place by reading newspapers and trade magazines, attending conferences and exposing themselves to new ideas and seeing how their counterpart professionals in the industry address challenges which may differ or be similar to theirs.

The entire transport and logistics industry has become more technology dependent. Therefore, leaders have to know and be conversant with the latest technology systems. In fact today, technology has revolutionized the transport and logistics industry and has become the key to supply chain efficiency.

Supply chain has grown and widened. Businesses have consolidated creating more volumes to manage and globalization has created geographic issues. When a company moves from domestic to international distribution, the challenges multiply. This is more so because the company must deal with different laws, a variety of supplying modes and multiple countries. Managing international freight requires different sets of skills and experiences for which leaders must be prepared. To be an effective and efficient leader in such a situation requires familiarization not only with the geographic issues in globalization but also an understanding of the requirements of different transport modes and how to optimize the supply chain by using the correct mode or combination of modes. Globalization has changed logistics and supply chain management and, consequently, the qualifications required of leaders in the field. Today leaders in the transport and logistics industry must understand industries around the world and how they operate. They must possess a good grasp of international laws, regulations and policies in order to improve how they direct their companies globally (Goetz, 2013).
Continuing education is also essential for good leadership in the transport and logistics industry in Nigeria. Professionals who want to move into leadership positions must be familiar with the development trends in the industry. Therefore, good leaders must continually improve their educational and professional profiles particularly through attendance at certificate and professional development programmes and workshops which can help prepare them for the future.

Future trends and changes in the transport and logistics industry in Nigeria will require leaders and professionals who can best meet the customers’ ever-changing needs. Such needs will require leaders who will do more than merely move people, goods and services from one place to another. They are leaders who will offer new value-added services based on existing capabilities to match customers’ increasing diverse demands and capture market opportunities. It must be realized that, in competitive intensity of the market demands, providing general services will no longer be enough for most customers. For example, producers of commodities such as apparels want to bypass intermediaries to meet their customers directly. Such a situation requires transport and logistics providers, who can store, pick up, sort, pack and distribute such various products according to customers’ changing needs at sales outlets.

Good leaders and professionals in the transport and logistics industry must be team players. They need to recognize the importance of having good talents on their team to help drive innovation and change. They will surround themselves with professionals who are strong in arrears where they may be weak and must be prepared to delegate functions. The transport and logistics industry covers a very broad area and requires various kinds and levels of operatives. As a result leaders and professionals in the industry must be able to address not only executives at the board room level but also talk to and mix with truck drivers and warehouse workers.

Today in Nigeria, the transport and logistics industry still lack most of the requirements stated above with respect to leadership and especially professionalism. Although an attempt was made towards the end of Obasanjo’s administration to professionalize the transport industry by appointing professional transportants as Directors of units in the Federal Ministry of Transport and some transport parastatals, this effort has been thwarted in recent times. The management of the transport sector has again been returned to general practitioners who are not trained in the art and science of transport. The same applies to private organizations and parastatals that deal with physical distribution (logistics) where general practitioners are also in charge.
The Chartered Institute of Logistics and Transport, Nigeria, has in the past expressed its concern to the Federal Government on the necessity to professionalize the transport industry in Nigeria. This is particularly in respect of the appointment of officials responsible for policy planning, formulation and articulation in the ministries of transport and their parastatals. The complexity of the transport and logistics industry makes it imperative to ensure that those who propose, plan, manage and execute policies in the sector and subsectors are those who are professionally qualified as professional transportatants and logisticians.

Towards Achieving Leadership and Professionalism in the  Transport and Logistics Industry in Nigeria.
The transport and logistics industry is a dynamic one where constant changes occur due to the market demands, advancements in technology, policy formulation and implementation and globalization. This is the more reason why continuous training and retraining of professional transportants and logisticians is critical to keep them abreast of current happenings and future expectations in the industry.

It is gratifying that Nigeria has training institutions in several fields of transport and logistics. Some of these institutions are meant to train lower and middle level staff technicians and certain categories of professionals. Some transport agencies, in fact, own training institutions.

However, the type of training required for leadership and professionalism in Nigeria’s transport and logistics industry is the one at the post graduate level. For quite some time, the Nigerian Institute of Transport Technology (NITT), Zaria has offered the one-year postgraduate professional diploma in transport with options or specializations in operations and management and/or in technology and engineering. The Institute now runs a Master of Science (MSc) degree programme in Transport and Logistics in affiliation with the Ahmadu Bello University (ABU) Zaria “to fill the leadership gap in corporate organizations in the transport and logistics industry in particular and the nation at large.” Other institutions that offer post graduate training in the industry include the Department of Transport Management Technology at the Federal University of Technology Owerri and the Centre for Transportation Studies at the Olabisi Onabanjo University, Ago Iwoye in Ogun State. The Chartered Institute of Logistics and Transport, Nigeria also organizes periodic workshop and development programmes where captains of the industry and academicians are brought together to enrich the career development of leaders and would-be-leaders and professionals in the country’s transport and logistics industry.

The Chartered Institute of Logistics and Transport, Nigeria, still has a major role to play in ensuring continued provision of adequate and right leadership and professionalism in the country’s transport and logistics industry. Their role of approving, through accreditation, the educational programmes that equip graduates to become chartered professionals must continue. The process of enacting the Nigerian Act for the Institute must be followed to a logical conclusion so that the Institute may have the legal backing for ensuring that Nigeria’s transport and logistics industry is manned by the right and adequate leadership and professionalism.

Conclusion
From the foregoing, the importance of leadership and professionalism in the transport and logistics industry in Nigeria cannot be overemphasized. For the industry to move forward, it cannot be business as usual for those who are charged with the responsibility of managing the industry. It is therefore, gratifying that NITT has organized this forum where all of us can exchange ideas on ways and manner to provide the right leadership and professionalism in the industry. It is only through such exchanges and interaction that the students, staff and other participants can enhance their leadership and professional skills while preparing all for leadership positions in the country’s transport and logistics industry.

By Emeritus Professor Michael O. Filani
Department of Geography, University of Ibadan
Being a Paper Presented to Master Students and Staff of the Nigerian Institute of Transport Technology (NITT), on July 23, 2013

References
1. Agcas (2012) Industry Insight–Transport and Logistics (www.agcas.org.uk) June 2012
2. Brown Justin (2013) Logistics Leadership: Secrets to Success (NFI, January 2013, Future 
Stories) pp5.
3. Council of Logistics Management (2002) Careers in Logistics (www.clml.org) pp 1-10.
4. Filani M.O. (2003) The Relevance of the Chartered Institute of Logistics and Transport to 
Transport Development and Sustenance in Nigeria (Keynote Address at the Launching of 
CILT Southwestern Zone Chapter in NISER, Ibadan Dec. 11, 2003.
5. Filani M.O. (2010) Keynote Address at the CILT Industry Leadership Lecture on Friday,
July 30, 2010 at NIIA, Victoria Island, Lagos.
6. Igwe Alban (2012) Regulation and Professional Practice in the Logistics and Transport
Sector (A paper presented at the CILT, Nigeria National Conference, May 18, 2012.)
7.Kearney A.T. (2012) China 2015: Transportation and Logistics Strategies 
(www.atkearney.com) pp 1-10.
8. Supply Chain Digest (2012) (www.RedPrairie.com)

SECURITY ISSUES IN THE TRANSPORT SECTOR - By Aminu Musa Yusuf (DG, NITT)

Introduction
Security has always been an important issue of concern in human existence and it affects all human endeavours. Security is critical to the land, the maritime, and the air modes of the transport sector because the sector has highly valuable economic assets; it conveys people of varying status - the most valuable assets of organizations and nations; and moves products (goods and services) from their places of origin to places of maximum utility.

While issues of security have been before transport planners and managers for many years, it is only recently that physical security has become an overriding issue.  Concerns were already being raised before the millennium, but the tragic events of September 11, 2001 thrust the issue of physical security into public domain as never before, and set in motion responses that are reshaping transportation in unforeseen ways.

No doubt, transportation is very crucial to the development of economies as Edmund Gubbins (1996) notes, “without transport, the efficiency of the world economy would be severely curtailed.” Also, Marshall (cited in Edmund J. Gubbins, 1996) admirably summarized the essential importance of transport in the following words: “The transport industries which undertake nothing more than the mere movement of persons from one place to another, have constructed one of the most important activities of a man in every stage of advanced civilization.  It is not only a basic human activity but is also a movement in space.”

Khisty and Lall (2002), have estimated the role of transportation based on the American society, revealing that travel consumes an hour of an average person’s day, and roughly one sixth of household expenditures, and that an average person makes nearly a thousand trips per year covering a distance of about 15,000 miles annually. They report an estimated expenditure of households, businesses, and governments of over $1 trillion to travel 3.8 trillion miles and to ship goods of 3.5 trillion ton miles each year. Summarily, transportation accounts for 12% of Gross Domestic Product in the U.S.

Hence, transport is a cynosure to all manner of people: the good, the bad and the ugly. Each of these persons use transport to achieve their goals. The good for instance, benefit from transport by genuinely consuming its services and happily rewarding the transport providers in return. The bad benefit from the services but seek to cheat the service providers by paying less than the full value of the services consumed or not paying at all. The most dangerous and third category of beneficiaries of transport services are the ugly, the barbaric and violent negotiators. They go by so many names depending on the atrocities they commit such as snatchers, highjackers, armed robbers, kidnappers, militia (militants), insurgents and terrorists. The latter is so far the most notorious and highest form of wickedness, willing to destroy their own life before others.
Terrorists use transport facilities and services to generate widespread fear that puts pressure on the authorities to grant their wishes, which may or may not be stated. According to Cohen (2003) when the terrorists strike, “the public is supposed to blame themselves (“Why do they hate us? – What have we being doing wrong? – What are the roots causes of their anger and frustration?”).

Terrorists that lead this asymmetrical warfare are relatively the powerless who deliberately commit atrocities against attempting to extort concessions from a much more powerful government; as it is, “powerlessness corrupts” just as “absolute power,” does corrupt absolutely.

It is now very clear that the transport sector has become the main target of attack. The mass transit in particular has suffered so many attacks heightened by the September 11, 2001 (9/11) slamming of airplanes into the World Trade Centre in the United States of America. Jennifer Dorn of the Federal Transit Administration (TSA) of the United States of America is noted (Tarr et al) to have said:

“The State Department reports that in 1991, 20 percent of all violent attacks worldwide were against transportation targets; by 1998, 40 percent involved transportation targets, with a growing number directed at bus and rail systems. The recent attacks on the World Trade Centre… reminds us all that we must respond to new terrorist reality – terrorism that is well financed, well-organized and ruthless. The credible threat of increasing terrorism directed towards our-nations transit systems requires that we take immediate prudent action to prevent, prepare for and respond to violence – the nature and magnitude of which was unimaginable.” 

The event of 9/11 actually made it glaringly clear that the transport sector is an area of interest to terrorists and other men and women of the underworld. The vulnerability of the transport sector to acts of terrorism has been identified during the 107th () up to the 112th Congresses on Transportation Security. The congresses have observed that the same characteristics of the transport systems’ design are the reason for the vulnerability of transport to terrorism, namely, accessibility and efficiency.

While transport seeks to improve access and lower costs of operation, it is through the same easier access and efficient transport services that attackers gain advantage of the services of transport to wreck havoc on innocent citizens. This development has obviously been widening the vicious cycle of poverty and perpetuating economic underdevelopment in terrorist prone areas.

The Concept of Security and its Bearing on the Transport Sector
A casual look at the word security lends a simple and unsuspecting meaning of protection from harm by a nation, connoting just a notion of “nation security;” and security personnel (the military) come to mind when one thinks of security. Over the years the concept of security has “widened and deepened” beyond,“ a narrow military conception of national security, (Ronaldo Munck cited in Greenfield and James edited, 2009).

Today, the word security has experienced a paradigm shift “from an exclusive stress on national security to a much greater stress on people’s security, from security through armaments to security through human development, from territorial to food, employment and environmental security” (cited in Hough 2004). The United Nations Development Program (UNDP) actually promoted also made famous the concept of “Human security,” launching the notion of “human development index” (HDI), which focuses on the welfare of individuals rather than the economy. This concept of human security covers a set of seven key areas: the economic, health, food, the environmental, the political, community, and personal (Greenfall and James (2009)). Also, the Commission on Global Governance observed that the concept of global security must be broadened to include the security of people and the security of the planet”(Commission on Global Governance 1995: 338).

The point is that security is becoming everything. It covers issues of crime, drugs, people trafficking and terrorism, which are much inside as outside national borders.  Indeed, (in)security is so cancerous that it spreads like wild fire from one spot through the entire global system and unfortunately, transport is the blood that carries the stubborn disease from place to place, and a surgical operation of the transport system must be carefully conducted to check further spread of the global cancer called insecurity.

Global Transport and (In)Security
It is to the credit of transport that the world has been “reduced” to a size small. Globalization has been made possible largely by transportation. Friedman (2004) has identified three levels of globalization, which he links to transport: globalization 1.0, 2.0 and 3.0. He has shown that the first globalization started with the setting on sail by Columbus and crew that discovered the West Indies. The period lasted between 1492 and 1800.  

The first globalization shrank the world from a large size to a size medium; and it was all about countries, muscles, horsepower, wind-power and later steam power. Transport was the driving force of the era. The period witnessed the first powered vehicle – the steam carriage that was developed in 1769. 

The Second Globalization (2.0), which lasted from 1800 to 2000 and was interrupted by the Great Depression and World Wars I, II and the Cold war (1947 – 1992). It further shrank the world from a size medium to a size small; and the key agent which was multinational companies depended on transport for a global market with global arbitrage in products and labour. The second half of the second globalization was affected by falling telecommunications costs as a result of the diffusion of the telegraph, telephones, the private computers, satellites, fiber-optic cables and the early version of the World Wide Web (www). Collectively, globalization 2.0 gave “birth and maturation” to a global economy resulting to enough movement of goods and information towards the global market. 

Globalization 3.0 began with the millennium (the year 2000), shrinking the world from a size small to a size tiny and flattening the world to a playing field. This development has enabled the empowering and linking of individuals with ease and without seam.   

Global Terrorist Attacks on Transport
All the modes of transportation have their own woes to tell when it comes to issues of security or insecurity. After the 9/11 experience, there have been series of attacks recorded in other modes and in different parts of the globe. The bombings of commuter trains and subway trains in Madrid and Moscow in 2004 and the July 7, 2005 (7/7) bombing of trains in London highlighted the vulnerability of passenger rail systems to terrorist attacks.

It is on record that railroad freight and passengers are extremely vulnerable to terrorist attacks. Between 1998 and 2003 there were about 181 attacks worldwide on trains and related rail targets such as despots, ticket stations and rail bridges. The attacks resulted to 431 deaths and several thousands of injuries (Riley 2004 cited in Tarr et al).

Trucks have also become weapons of terrorist attacks. A large percentage of trucks carry hazardous freight that would provide terrorist with weapons that could be exploded on impact or detonations. Gary Petty president of the National Private Truck Council (NPTC) in America reportedly noted that there were over 150 terrorist attacks worldwide in the decade spanning 1993 to 2003 (Kilcarr, 1993).

Buses have been the main target even before terrorism reached a heightened level. The school buses have always been the main target of attackers by and hijackers for ransom.

The maritime transportation sector worldwide is faced with series of security challenges just as the pipeline has suffered vandalization and theft especially of oil.  

Africa Transport Security Scenario
Shortly before the 9/11,  the then Secretary-General of the United Nations, Mr Kofi Annan, addressing the 37th Summit of the Organization of African Unity (OAU) in Lusaka (Zambia) in July 2001 and warned,  “we are confronted with persistent conflicts and crises of governance and security that threaten to derail our hopes for an African Union of peace and prosperity.” Clearly, the spate of insecurity in Africa has been as overwhelming as are the consequences on civilian populations.

In a foreword after the tragic events of 9/11 to the Proceedings of the UNESCO–ISS Expert Meeting held in Pretoria, South Africa with the theme: “Peace, Human Security and Conflict Prevention in Africa,” (23–24 July 2001), Ms Moufida Goucha and Mr Jakkie Cilliers noted that the aftermath of that tragic events were a wakeup call  everyone to renew their efforts to better understanding the nature of the rapidly evolving large-scale risks and threats that can have a major impact on individuals and populations, and to strengthen mobilization of the wide array of actors actually involved in participative policy formulation in the various fields. The transport industry in Africa, must also rise up to this call.

Transport Security Issues in Nigeria
The Nigeria transport policy, though in draft, attaches importance the issues of security. The policy states: “This National Transport Policy acknowledges the need to support the country’s social and economic growth to enable her compete favourably in international markets. This Policy above all, acknowledges the need to develop a transport system that ensures national security, opens up inaccessible areas and serves the overall well being of the people.”

However, the security challenge in the Nigerian transport sector is enormous, though concentrated in the road mode. This is obvious because, the road transport system is responsible for over ninety percent of across the country movement of passengers and freight. The rail mode of transportation went comatose for some time and efforts are being made to revive the rail system. The air and maritime modes have been poorly developed. The road transport has therefore   become one area of perpetuating insecurities. It is this sector too that has proven cases insecurities. Latest of these assaults on transport is the bombing of the southern bound luxury bus terminus in Kano, which occurred on March 18, 2013.   Hitherto, motor cyclists are used to unleash terror on the citizens culminating to the ban of this form of transportation in many state capitals.

Terrorist make use of road transport services to strike on worship centers, security service centres (as in the case of the police headquarters in Abuja), United Nations Offices (also in Abuja). Attacks have been launched on media houses as well and no one knows there next target.

Security Measures to check the level of insecurity in the Transport Sector
The “widening” and “depending” meaning of security requires the coverage of issues that were hitherto outside the purview of national security such as “global warming” and “global terrorism.” Of course, when it comes to global warming transport alone shares the blame of contributing about 14 percent of carbon emissions globally (Friedman, 2008:210), and there are other threats of pollution such as noise.  Transport modes and means also transport varying number of people and volumes of products across the globe at the same time. Therefore, a single attack may affect different nationalities.

The times have been bad with transport, but the world may take solace in the words of Ralph Waldo Emerson who said, “Bad times have a scientific value. These are occasions a good learner would not miss.”  What is important is to continue to learn from these experiences and make adjustment that will check and tame the menace of insecurities in transport is therefore a collective responsibility. It involves everyone as no one can avoid the use of transportation services.   

The issue of security (or insecurity) has occupied the minds and discussion of institutions, government circles and personal levels.  Thus, varying measures are taken to solve security and safety problems in transport.

¨  Resolutions at Conventions: Global, continental regional and national institutions do converge to brain storm on transport security challenges and make implementable resolutions and insist on compliance of member nations that are aimed tame or minimize insecurities. To this end, there are varying conventions in all the transport modes:.
·        The maritime subsector for instance has since the first International Conference for Safety of Life at Sea (SOLAS) in 1914, held series of conventions including Conventions held on Standards of Training and Certification.
·         Apart from conventions, aviation security has been the major focus of transportation security since 9/11.  After this attack, the 107th Congress moved quickly to pass the Aviation Transportation Security Act (ATSA; P.L. 107 – 71) creating the Transportation Security Administration (TSA) and mandating a federalized workforce of security screeners to inspect airline passengers and their baggage. The Act gave the TSA broad authority to assess vulnerabilities in aviation security and take steps to mitigate risks. The TSA’s progress on aviation security has been the subject of considerable congressional oversight over the past three years.
·         There are also Road and Rail Transport Conventions that have been held and seek to resolve issues of safety and security.
¨  Training: Training institutions such as the Nigerian Institute of Transport Technology (NITT) engage in skills development and professionalism.
¨  Legislation and Policies: All governments worldwide have been taking policy decisions to ensure the taming of security insurgencies especially as it affects transport.
·         States in Nigeria have for instance banned the use of motorcycles in some major towns of the country or restricted their operations within certain hours of the day.
·         Government must improve on the general security system
·         Policies that cause a redistribution of wealth
·         Breaking the vicious cycle of poverty
·         Creating the virtuous cycle of innovation
¨  Demand for security Devices: Transport organizations are reconsidering safety and security procedures in the face of terrorism leading to a rise asssesment of vulnerable areas, emergency planning; and emergency response training and drilling of transit personnel, ideally in coordination with the police, fire, and emergency medical personnel, installing video surveillance equipment in vehicles and stations and conducting random inspections of platforms and trains using bomb-sniffing dogs.
¨  Individual Security Awareness: Individuals must become more security conscious and aware. They should also contribute their roles in checking the problems of transport pollution and their contribution to global warming.  For example Richard Branson of Virgin Air and Trains has staked about 25 million pounds to any person or group of persons who can bring up an innovative idea to resolving the climate problem.
¨  Collective Security Measures: Transport offers a wonderful opportunity for collectivity and integration. Recognizing the force of diversity is a step to reducing the high level of violence.
¨  Perseverance and persistence. The war on insecurity in transport cannot be fought and won in one day, but must penetrate the minds of insurgents and even the right people who must not be allowed to degenerate into negativity and become candidates for terrorism.  Baruch Spinoza is quoted as saying, “Peace is not the absence of war, it is a virtue, a state of mind, a disposition for benevolence, confidence, justice.”  Transport must militantly mobilize the people for peaceful coexistence as was recommended by Gen. Jonathan Wainwright, “Peace is a militant state, which is not secured by wishful thinking… If we are to be sure of our liberty, we must be ready to fight for it.” The transport sector must continually seek new ideas and be innovative enough to secure peace.  We must all begin to do things differently as the common saying in Texas is “If all you ever do is all you’ve ever done, then all you’ll ever get is all you ever got.”
¨  Leadership Skills and Development.  There is the need to groom more professionals who can better manage the transport system.

Conclusion
The issue of security in the transport industry is very important considering the strategic importance of the industry to national and global development. Transport has in recent times, especially since the beginning of the millennium suffered untold attacks from men of the underworld. There is need for all hands to be on deck to not only to protect the industry from collapse but to save nations and secure unity in a world that is boiling with violence every day.

References
Aydinli, Ersel & Rosenau, N. James (edited), Globalization, Security, and the Nation-state : Paradigms in Transition (Albany: State University of New York Press,2005).
Cohen, Herb Negotiate This! (New York: Warner Business Books, 2003)
Daily Trust Tuesday, March 19, 2013
Greenfell, Damian and James, Paul Rethinking Insecurity, War and Violence Beyond savage globalization? (New York: Routledge, 2009).
Gubbins, Edmund Managing Transport Operations (London: Kogan Pages Ltd, 1996).
Ronaldo Munck  cited in Greenfield and James edited, 2009.
Khisty, John C. and Lall Kent B. Transportation Engineering (New Delhi: Prentice Hall of India, 2002).
Tarr, W. Ronald, McGurk, Vicki and Jones, Carol et al  “Intermodal Transport Safety and Security Issues: Training Against Terrorism.”
Commission on Global Governance 1995: 338.
Goucha, Moufida and Cilliers, Jakkie (edited), “Peace, Human Security and Conflict Prevention in Africa” Proceedings of the UNESCO–ISS Expert Meeting held in Pretoria, South Africa, 23–24 July 2001.


By
Aminu Musa Yusuf, FCILT

Being a Paper Presented at the Work-Place Security Awareness Seminar
with the theme: Risk & Security Management for Executives, Organized by
the Commonwealth University (CUB), held at New Chelsea Hotel, Abuja, Nigeria

from March 27 – 28, 2013

Tuesday, 29 October 2013

MINIMISING AIR MISHAPS IN NIGERIA - By Joseph Nashakyaa

By Joseph Nashakyaa,
08056481551, 08035902497, and 08091711811

No country toys with its aviation industry since Clement Ader, one of the early precursors of aviation prophesied, “Shall be the master of the world who masters the air.” Today, any country that ignores the air mode of transport is probably breathing its last. Nigeria knows this and perhaps that is why the ministry is aviation is specially exists apart from the ministry of transport. Aviation is usually given a special treatment. It conveys a class of people, and one accident could go with a highly intelligent quotients. When Princess Stella Oduah was assigned to the sky bound mode of transportation by His Excellency President Goodluck Ebele Jonathan, GCFR under the transformation agenda, the President was looking forward to change indeed. Nigeria’s aviation sector had before the assumption of duty of Princess Uduah’s without stress earned the status of “flying coffins.” 

Indeed, well back in 2005, the then President, Chief Olusegun Obsanjo was reportedly, forced by the many accidents that bedeviled this mode of transportation that is known worldwide as the safest to threaten to import expatriates to run the industry, “Many of you thought the problem of aviation industry is gloomy. I am gloomy. The minister has not told the whole story. Part of the problem of aviation industry is human problem. They are corrupt from top to bottom. I will not mince words but we are going to fight it. Life is too precious and too scared to be played with. I have told the Minister that if we cannot get competent men and women in Nigeria to man the parastatals of aviation industry, I’m ready to bring in the expatriates from abroad in the mean time to do so.” The then president said it and he meant it.

Princess Uduah had an uphill task. The goals were clear but the obstacles were enormous. But she was not willing to live any stone unturned in achieving the nation’s desire of raising the standard of aviation in Nigeria to match or even out do other countries that were well developed. No wonder, Mr. George Uriesi, the Managing Director of Federal Airport Authority of Nigeria [FAAN] did describe the Princess as “the obstacle removing minister of aviation.”

Some of the achievements of Princess Uduah’s leadership:

1. Successful rehabilitation/remodeling of 22 airports.
2. Timely interventions on undue treatment meted to Nigerian airline operators in other countries and price discrimination against Nigerians.
3. Automation of internally generated revenues for accountability and transparency.
4. Completion of total radar coverage and provision of safety equipment and facilities.
5. Adding of the preventive responsibility to the Accident Investigation Bureau (AIB), which was renamed the Accident Prevention and Investigation Bureau (APIB).



Nigerians all hailed her responsiveness and sense of responsibility to the extent the Leadership newspaper honoured her with the 2011 Leadership Public Officer of the Year Award.” Not even the Dana disaster of 2012 could overshadow Princess’ Uduah’s patriotism then. However, the aviation industry has within three years witnessed seven air mishaps, two of which have been fatal indeed: the Dana Disaster of June 3, 2012 and the Associate Airline tragedy of October 3, 2013. Dana airlines crashed killing about one hundred and seventy people on board and on the ground, while the Associate Airline killed 16 people on board. Quite high intelligent quotient was lost in these two accidents.

Princess Uduah must have been shocked herself especially after the level of commitment to safety and upon all the high rating by the ICAO in recent times as she affirms, “Our airspace is safe. Whenever gaps in operational procedures are noticed, they are quickly addressed. We are upgrading our equipment and the management of our airspace has been exemplary. ICAO (International Civil Aviation Organization) has rated Nigeria well above the global average in air safety. We actually scored above 65 per cent. Secondly, the ICAO says Nigeria is the 12th safest aviation globally. For a third world country, this is excellent.”

All well meaning Nigerians were angry with this development especially the Nigerian legislators who may have felt betrayed by their approval of Princess Uduah for a ministerial position. In most cases, the commentators acknowledged the great reconstruction efforts at airports. Even Princess Uduah’s critics like Fani Kayode, a onetime minister of aviation had to acknowledge the very fact that “Under her tenure we have beautiful terminals” before adding a cynically, “but deadly and blood soaked skies.”

Some Nigerians reacted rather to the minister’s unmitigated response that “accidents are inevitable.” They would rather the Honourable Minister took the position of Federico Pena (1995), U.S. Transportation Secretary, who said, We have to get out of the mind-set of saying, “No matter how hard we try, we will have accidents,” and into “We will not have accidents.” Professor John Hibbs mitigated what the Minister said by describing transportation as a “fail-dangerous industry.” He meant that even the best engineers cannot guarantee the successful performance of the means of transportation. This may be a more diplomatic way of saying accidents are inevitable. Earl Weener, who was for many years a chief safety engineer at Boeing is quoted as saying, “Airplanes are very unforgiving if you don’t do things right…” (cited in Gladwell’s book titled Outliers). It will certainly take some time for Nigerians to do things all right in this country.

When accidents happen frequently, we should learn from other countries on how they solved or minimized their problems. One country Nigeria may learn from is Korea. When the disasters were becoming intolerable, the then Korean President, Kim Dae-jung felt compelled to speak up and he took responsibility on behalf of the country, “The issue of Korean Air is not a matter of an individual company but a matter of the whole country… Our country’s credibility is at stake.” External investigations and audits revealed instances of flight crews smoking cigarettes on the tarmac during refueling and in the freight area; and when the plane was in the air, “Crew read newspapers throughout the flight…often with newspapers held up in such a way that if a warning light came on, it would not be noticed.” The report detailed bad morale, numerous procedural violations, and the alarming conclusion that training standards for the 747 “classic” were so poor that “there is some concern as to whether First Officers on the Classic fleet could land the aircraft if the Captain became totally incapacitated.” Koreans did not waste their energies tracing and relating accidents to myths of cultism or voodoo. 

Malcom Glawell has given the recipe for successful air operations: “When we understand what it really means to be a good pilot – when we understand how much culture and history and the world outside of the individual matter to professional success – then we don’t have to throw up our hands in despair at an airline where pilots crash planes into the sides of mountains.” Air accidents are certainly inevitable in a culture that is not only corrupt but advertises its corruption! As long a culture embraces corruption and still insists on flying it will sure see air mishaps.

Will the best solution to minimizing air mishaps be the removal of Princess Uduah? Did the removal of past minister bring an end to crashes? Let us patiently identify the problem even if it requires bringing in independent investigators and auditors and allowing them to give us the results openly. Nigeria should like Korea, identify the major challenges of the aviation industry, which cannot be located in a person or company but in all the citizenry.