Inland Waterways

The increasing intensity of inland transportation, and in particular road transport, which not only has lead to surging environment pollution but also to significant decrease of motorways capacity in Europe. This has forced us to seek for alternative solutions for transport and communication in Europe. One of the possible solutions to the above mentioned problem that is currently being investigated by EU organizations is the idea of extending the existing inland waterways toward East. This aims at creating the system of inland waterways (see exhibit 1[1]) that would link the following destination points: - Baltic and Northern Sea harbors on the North with the Mediterranean and Black Sea harbors on the South, - Gdansk Bay Area with the system of European inland harbors, - System of European inland harbors with the existing waterway systems of Belarus, Ukraine and Russia. Development of transport system using the connections between inland waterways is an alternative to automotive com...

The E40 notably may lead to the revitalization of a centuries-old transcontinental transportation/trade corridor, connecting two important European seas and more deeply integrating Ukraine (and Belarus) into the EU’s infrastructural and economic frameworks. Yet, given outstanding financial, geopolitical and ecological obstacles to its completion, the concept of the E40 still requires deeper strategic analysis and higher levels of agreement between all the parties involved.

Construction of navigation locks enjoys renewed interest of inland waterways and sea harbors administrations. This also includes the upgrading and refurbishment projects at many existing lock sites. The reasons for this renewed interest are complex and can be associated with a number of world-wide developments and concerns, like:
• Globalization of world economy and more demand for waterborne transport.
• The resulting growth of both number and sizes of vessels in navigation locks.
• Environmental advantages of inland navigation versus land transport.
• Impact of processes associated with climate change, like sea level rising and extreme weather conditions on inland waterways.
• Growing significance and requirements of recreational navigation.

This stimulates the development of lock closures, which are often seen as the most technically demanding systems in navigation locks. Miter gates are by far the best known and usually the most efficient type of such closures. It should, therefore, not surprise that PIANC, the World Association for Waterborne Transport Infrastructure, established a Working Group to bring a report on the newest state-of-art technology in this field. This Working Group, abbreviated as WG-154 of the PIANC Inland Navigation Commission (InCom), has recently completed its proceedings. The final report was presented on a workshop in Brussels on November 6, 2017. The author of this article was a member of the Working Group and would like to share some conclusions of the report with the readers of our magazine.

In this paper, an upgraded version of vehicle tracking system is developed for inland vessels. In addition to the features available in traditional VTS (Vehicle Tracking System) for automobiles, it has the capability of remote monitoring of the vessel's motion and orientation. Furthermore, this device can detect capsize events and other accidents by motion tracking and instantly notify the authority and/or the owner with current coordinates of the vessel, which is obtained using the Global Positioning System (GPS). This can certainly boost up the rescue process and minimize losses. We have used GSM network for the communication between the device installed in the ship and the ground control. So, this can be implemented only in the inland vessels. But using iridium satellite communication instead of GSM will enable the device to be used in any seagoing ships. At last, a model of an integrated inland waterway control system (IIWCS) based on this device is discussed.

La mia tesi di Laurea Magistrale in Pianificazione Urbana si propone di realizzare un piccolo polo logistico intermodale lungo il fiume Adda attraverso la riqualificazione del Naviglio di Paderno d'Adda, canale d'acqua artificiale progettato allo scopo di trasportare merci e la cui realizzazione fu studiata inizialmente da Leonardo da Vinci.

L’obiettivo principale è quello di creare nella suddetta zona, situata al confine tra le province di Bergamo, Milano e Monza e Brianza, un piccolo modello di sistema logistico e trasporto efficiente che operi coerentemente con gli obiettivi e le recenti tendenze nel campo dei trasporti e della logistica a livello europeo, italiano e regionale.

Il tutto recuperando in parte la vocazione commerciale originaria del Naviglio di Paderno adattandola però anche ad un'eventuale fruizione turistica in un'area dall'alto pregio naturalistico e paesaggistico.

История развития древнего водного транспорта насчитывает многие тысячелетия, но, к сожалению, археологические находки древних лодок очень редки. К тому же, не всегда удается сохранить находку для музейного хранения и экспонирования, должным образом законсервировать и отреставрировать ее. Отдельной проблемой является установление возраста найденных лодок, так как типологические характеристики часто не позволяют его определить. Особенно это касается наиболее архаичных по конструкции судов – лодок-долбленок. Наиболее результативным методом определения возраста этих находок является метод радиоуглеродного датирования. В этой работе мы всесторонне рассматриваем 50 археологических находок долбленых лодок, найденных в интервале начиная от конца XIX в. и до 2020 г.

English title: Landscape of travel; An analysis of Irons Age communication in the province of Dalsland

Abstract
The Swedish province of Dalsland has been described as a Sweden in miniature. The province have plains, valleys and lakelands. The many lakes and rivers in Dalsland create a landscape that many have pointed out to be rich in opportunities for waterway transportation.
This paper will discuss the communications in the province of Dalsland during the Iron Age. The investigation area is located to the south-western parts of Dalsland and the north-eastern parts of Bohuslän. The main purpose of the paper is to recreate a possible communications network during the Iron Age. The main questions that are asked and discussed in this paper are: 1. Is it possible to recreate an Iron Age road network? 2. Where waterways a part of the communications network in Dalsland during the Iron Age? 3. What roles did the waterways and roads play in regional and local communications?
In this paper a retrogressiv method is used to try and answer the questions. The method utilises Iron Age sites registered in the FMIS database to investigate the relationship between these sites and roads registered in maps from 18th and 19th centuries. The greater the relationship between a road and Iron Age sites the greater the possibility is that the road dates back to the Iron Age. As a compliment to the Iron Age sites, place names are studied to get more dating material and an understanding about what the sites may have been used for.
The investigation shows that the roads mainly follow the valleys in the province. In these valleys the main concentrations of Iron Age sites are located. The valleys are also among the more fertile regions of the province. There are also roads that cross the high grounds on the sides of the valleys. These roads cannot be definitively proven if they existed during the Iron Age or not. The result is two possible road networks, one with roads only in the valleys and one where roads across the high grounds. These roads probably represent roads that were used for regional communications. The waterways were probably also part of the same network.

This article describes the current scenario of multimodal transport (MMT) systems in India, with a special focus on inland water transport systems. It compares the national multimodal scenario with other transport systems worldwide, briefly describing the theoretical framework of MMT, business and social environment. Further, the article discusses the importance of inland waterways, the regulations related to MMT in India and recent government incentives for the transport sector. Finally, we discuss on the practical difficulties associated with operationalising MMT systems in India and briefly focus on the environmental and social challenges associated with it.

(English below)
De Zuiderzee is vanaf de late middeleeuwen tot de afsluiting in 1932 het dagelijkse vaargebied geweest van vele binnenschippers. Zij spelen een bescheiden rol binnen de maritieme geschiedschrijving van Nederland, omdat hun activiteiten nauwelijks sporen hebben achtergelaten in de archieven. Toch zijn er bronnen om deze tak van de scheepvaart te onderzoeken: de meer dan 450 scheepswrakken die hier vanaf de eerste inpolderingen tot en met recente duikoperaties zijn aangetroffen.

Dit proefschrift gaat dieper in op de betekenis van deze scheepsarcheologische vindplaatsen aan de hand van een casestudy: de turfvaart tussen 1550 en 1700. Onderzocht wordt in hoeverre de spectaculaire sociaaleconomische ontwikkeling die Holland in deze periode doormaakte, verband houdt met de Zuiderzee als centrum van een omvangrijk maritiem transportlandschap. Verschillende invalshoeken belichten het vervoer van turf over deze binnenzee: van macro-economische analyses tot een reconstructie van het dagelijkse leven van de turfschippers.

De historische maritieme archeologie van de turfvaart biedt zowel een vernieuwende kijk op het maritieme verleden van Nederland als een kader voor het interpreteren van scheepswrakken. Het beeld dat uit deze studie is ontstaan, zal bijdragen aan de herwaardering van het unieke erfgoed dat nog steeds voor een belangrijk deel verborgen ligt in de bodem van de voormalige Zuiderzee.

Summary

From the late Middle Ages up to its closure in 1932 the Zuiderzee harboured a substantial amount of trade routes for the daily transport of cargo in all directions. The inland skippers, although large in numbers, played a modest role in the Dutch maritime history, as their activities hardly left a significant trace in the paper archives. The main source of information of this maritime activity is the unique archaeological archive of more than 450 shipwrecks found in this area during land reclamation projects and recent dive investigations.

This PhD thesis features a case study that highlights the significance of these archaeological ship finds in relation to the maritime trade of peat, the main source of energy for pre-modern economy. It explores the extent to which the spectacular socio-economic development of Holland between 1550 and 1700 AD can be attributed to the Zuiderzee functioning as a hub in an extensive maritime transport landscape. The transport of peat across this inner sea is addressed from different angles, ranging from macro-economic analyses to the reconstruction of the daily routines of peat skippers.

The historical maritime archaeology of peat shipping offers a new historic perspective to the maritime past of The Netherlands and may well serve as a framework for future research into shipwrecks and their interpretation in a historical context. This PhD thesis contributes to a renewed appreciation for the unique cultural heritage that is still largely hidden in the seabed of the former Zuiderzee.






















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Die Qualität der gewonnenen Rohstoffe und die Nähe zu wichtigen Wasserstraßen machten die Gegend zwischen Mayen in der Eifel und Andernach am Rhein zu einem der bedeutendsten Abbaugebiete der antiken Welt für Basaldava, Tuff und Ton. Bereits für die Reibsteine der Eisenzeit (Joachim 1985, 360) wie auch für die eisenzeitlichen Drehmühlen (Wefers 2012, 167) spricht die Fundverteilung dafür, dass diese Produkte auf dem Wasserweg zu Abnehmern außerhalb der Region gelangten - die Drehmühlen bis in Oppida im heutigen Hessen. Für die Römerzeit ist ein bei Wantzenau im Elsass mit 28 Mühlsteinen aus Mayener Basaltlava untergegangener Transportkahn (Forrer 1912; Jodry 2011) ein direkter Beweis für die Verschiffung dieses schweren Gutes. Ein weiterer Beleg für den Schiffstransport von Steinen aus der Region (u. a. Tuff) stammt aus dem römischen Wrack von De Meern in den Niederlanden (Mangartz 2007; Linthout u. a. 2009). Doch wie fand der Transport auf der ersten Etappe des Weges zwischen den Mühlsteinbrüchen und Andernach am Rhein statt, wo in antiker und historischer Zeit die "Drehscheibe des Steinhandels" war (Schäfer 2000) und ab 1554 ein Rheinkran (Brühöfner 2004, Abb. VI-32; Schäfer 2011) die Mühl- und Tuffsteine zunächst auf Schiffe und zuletzt (bis 1911) auf Eisenbahnwaggons hob? In diesem Artikel werden zwei Plätze am Nordrand des Mayener Mühlsteinbruchgebietes vorgestellt, mit deren künftiger Untersuchung im Rahmen des "Rheinhafenprojektes" geklärt werden soll, ob und wie der Segbach für den Mühlsteintransport genutzt wurde.
*****
The quality of the extracted materials and proximity to major waterways made the area between Mayen in the Eifel and Andernach on the Rhine to one of the most important mining areas of the ancient world for basaltic lava, tuff and clay. Already for the rubbing stones (saddle querns) of the Iron Age (Joachim, 1985, 360) as well as the Iron Age rotary querns (Wefers 2012, 167) speaks the distribution of finds that these products came on the waterway to customers located outside the region - the rotary mills until Oppida in today's Hesse. For the Roman period a sunken transport barge at Wantzenau in Alsace with 28 millstones of Mayen basaltic lava (Forrer 1912; Jodry 2011) is direct evidence for the shipment of this heavy cargo. Further evidence of inland water transport of stones from the region (eg tuff) comes from the Roman wreck of De Meern in the Netherlands (Mangartz 2007; Linthout et al. 2009). But how was the transport on the first stage of the route between the millstone quarries and Andernach on the Rhine where in Antiquity and historical time was the "hub of the stone trade" (Schäfer 2000) and from 1554 a Rhine crane (Brühöfner 2004 Fig. VI 32; Schäfer 2011) raised the millstones and tuff first on ships and later (until 1911) on goods wagons? In this article, two sites on the northern edge of the Mayener millstone quarry area will be presented, with the future investigation of which the project "The Rhine as a European transportation route" aims to clarify whether and how the Segbach was used for the millstone transport.

Durham boats were a vital part of eastern North American inland transportation during the 18th and 19th centuries, but are underrepresented in the archaeological record. The discovery of a 19th-century shipwreck in Oneida Lake, New York, that closely resembles historical Durham-boat descriptions allowed for an analysis of this vernacular vessel type. The Onei-da Lake shipwreck is fully described and compared to primary historical accounts to establish it as an archaeological example of the Durham-boat type. Extracto Los barcos Durham fueron una parte vital del transporte interior del este de Norteamérica durante los siglos XVIII y XIX, pero están subrepresentados en el registro arqueológico. El descubrimiento de un naufragio del siglo XIX en el Lago Oneida, estado de Nueva York, que se parece mucho a las descripciones históricas de barcos Durham, permitió realizar un análisis de este tipo de embarcación vernacular. El naufragio del Lago Oneida se describe por completo y se compara con los datos históricos principales, para establecerlo como un ejemplo arqueológico del barco tipo Durham.

The Government of India has recently launched the ambitious National Inland Waterways program that plans to convert 111 rivers or river stretches into large commercial waterways. These waterways represent possibly the largest intervention in and  disruption of our rivers, second only to large dams.

This new report examines the scope and extent of the waterways program, its rationale, the legal regime and its adequacy, interventions needed to create and maintain waterways, impacts of these interventions – social, environmental and financial, questions  about the  viability and  desirability of waterways, and raises several key issues and presents suggestions for the way forward.

Water control and management have been fundamental to the building of human civilisation. In Europe, the regulation of major rivers, the digging of canals and the wetland reclamation schemes from the sixteenth to nineteenth centuries, generated new typologies of waterscapes with signifi cant implications for the people who resided within them. This book explores the role of waterways as a form of heritage, culture and sense of place and the potential of this to underpin the development of cultural tourism. With a multidisciplinary approach across the social sciences and humanities , chapters explore how the control and management of water fl ows are among some of the most signifi cant human activities to transform the natural environment. Based upon a wealth and breadth of European case studies, the book uncovers the complex relationships we have with waterways, the ways that they have been represented over recent centuries and the ways in which they continue to be redefi ned in different cultural contexts. Contributions recognise not only valuable assets of hydrology that are at the core of landscape management, but also more intangible aspects that matter to people, such as their familiarity, affecting what is understood as the fl uvial sense of place. This highly original collection will be of interest to those working in cultural tourism, cultural geography, heritage studies, cultural history, landscape studies and leisure studies. Francesco Vallerani is professor of geography at the University Ca' Foscari of Venice, Italy. His main fi elds of expertise are human and cultural geography, landscape evolution and heritage, with special focuses on waterscapes and water-based sustainable tourism in both European and South American countries.

Der Karlsgraben wurde im Jahr 793 auf Initiative Karls des Großen zur Überwindung der Europäischen
Hauptwasserscheide errichtet. Der Kanal zählt zu den bedeutendsten wasserbaulichen Großprojekten des
Frühmittelalters und sollte die Hafennetzwerke des Donau- und Rheinsystems auf schiffbarem Wege verbinden.
Seit 2012 untersucht eine interdisziplinäre Forschergruppe aus Archäologen, Geographen, Physikern und Historikern das außergewöhnliche Bauwerk.
Der Begleitband zur Ausstellung »Großbaustelle 793. Das Kanalprojekt Karls des Großen zwischen Rhein und
Donau« bietet nach eineinhalb Jahren intensiver Forschung einen Überblick über laufende Arbeiten und neueste Ergebnisse. Über 25 Einzelbeiträge präsentieren verschiedene Facetten des Bauwerkes und beleuchten zugleich unterschiedliche Perspektiven, Fragestellungen und Methoden der Forschenden.

This chapter explores Aborinal and non-Aboriginal understandings and approaches to the Barwon River in Geelong. Using an historical ecology approach, it describes what the Barwon River would have looked like and functioned at the time of European colonisation. Understanding the ecological processes of local waterways at this time, and Aboriginal philosophical approach to living on the Australian continent for probably over 100,000 years, assists contemporary Australian's to return the Barwon River to ecological sustainability.

Riflessioni nel contesto dell'attuale fase di riorganizzazione del trasporto di persone (e merci?) sul bacino svizzero del Lago Maggiore alla luce della Convenzione per la disciplina della navigazione sul lago Maggiore e sul lago di Lugano del 2 dicembre 1992, del Memorandum di Intesa del 31 maggio 2016 e delle Concessioni in essere del 23 dicembre 2016 basata su fonti aperte, con uno sguardo anche su documenti storici.

Confrontando le Convenzioni internazionali che disciplinano la navigazione nei laghi Lemano, Bodanico e sul fiume Reno con la Convenzione del 2 dicembre 1992 dei laghi Maggiore e di Lugano, quest’ultima è atipica, essendo la meno liberale tra tutte.

Occorre che la Convenzione che disciplina la navigazione sui laghi di Lugano e Maggiore sia rivista considerando anche le interazioni di navigazione per il trasporto di persone sull’idrovia connessa al Lago Maggiore, composta dal Ticino inferiore, i canali e Navigli lombardi parzialmente già navigabili e parzialmente ancora da ripristinare in direzione di Milano, il Po e Venezia, analogamente alla libertà di movimento prevista dalle Convenzioni sulla navigazione sul Reno e dei laghi Bodanico e Lemano, sebbene maggiormente improntata, nel caso del Lago Maggiore ed idrovia, al trasporto lento di persone quale esperienza salutare, storica ed emozionante di vita.

Large navigation infrastructure projects are increasingly focused on achieving true environmental and social sustainability and improving its resilience to climate change impacts. PIANC's Working with Nature (WwN) Philosophy provides a key framework to help achieving those goals by improving the planning process. However, recreational navigation infrastructure (RNI) is seldom considered as a tool to achieve those goals. Recreational navigation activity can be significant contributor to economic development, urban integration and social improvement. RNI is typically compatible with environmental restoration, can be embedded in climate change adaptation design, and often provides a value-added solution to repurposing aging infrastructure. However, recreational navigation opportunities are often overlooked in the conception of large projects, excluded from planning efforts and not funded as part of development plans. This paper discusses how a multipurpose planning approach, rooted in the WwN philosophy, can be used to add value to waterborne transport projects by considering recreational navigation.

This paper examines the use of inland waterways throughout the world, particularly for the transportation of agricultural, industrial and energy products. It is found that there are great variations in their importance from one country to another. This discrepancy can be explained to a certain extent by geographical conditions, but lack of realization of the potential benefits to the national economies also plays an important role. Some countries-especially the oil-importing developing countries-are now making determined efforts to expand and modernize their waterways transportation systems, but generally there is a lack of national master plans for transportation, including inland waterways, so their development is still taking place on a piecemeal basis. Inland bodies of water have been used as important corridors of transportation in different parts of the world from prehistoric times. The important ancient civilizations developed along the banks of major rivers like the Nile, Indus, Euphrates and Tigris because water could be used not only for agricultural and drinking purposes but also for transportation of goods and people. As civilization progressed and new technologies were developed, rivers were made navigable and canals were constructed to provide an intricate system of waterway networks through which agricultural, industrial, mineral and energy products could be transported. Many of the centres of industrial activities in Europe during the Industrial Revolution developed along the various rivers, since it

Quai du Grognon, Quai des Chasseurs Ardennais, Quai de Meuse, à Namur. Amarrées à ces quais, des péniches : le Mary, l’Orly ou le Nana. Jadis, elles ont rallié Liège à Charleroi, les cales chargées de sable ou de houblon. A présent, elles demeurent amarrées à leur emplacement de prédilection, habitées par des gens-d’à-terre, comme les appellent les bateliers. Car ces nouveaux propriétaires ne sont pas nés à bord, au contraire d’Alice et Ernest par exemple, dont le Queen Potamos a également cessé sa course. Quels rapports ces personnes entretiennent-elles à leur bateau, à son lieu d’amarrage et aux autres ? Ce sont ces questions qui ont animé mon travail de terrain ainsi que la présente monographie.

The article, starting from the results obtain with European research Project Europe an Waterways Heritage (Eu.Wat.Her), aims to provide an example of how the local communities involvement can contribute in enhance sense of place and pro-actives memories.
Focusing on the Italian case study, composed by three pilot areas between small canals and rivers, it will be presented how the representations of histories and memories have a significant impact on the sense of place and identity of a group of canal community. It will be take into account a series of questionnaires distributed during a number of local workshops with the canal communities and several interviews made with different local people interested in inland waterways history. Through this approach we would like to underline the potentiality of small stories and non-official “knowledges”
in leading the complex relationship from a past water-culture related to navigation to an active future for the Italian canals networks. Being aware that the values are given to heritage both through a top-down and bottom-up processes, we would like to stress the “productive” and “living” disposition of small-stories. These stories can help us to re-imagining new possibilities/potentialities in order to demonstrate public value worthy of investment both at social-local and economic-government level.

River-based cities are now capitalizing on the potential of their bodies of water to serve as critical transportation networks to complement land-based transport. For these cities, their water tributaries have historically served as commuter rivers to accommodate indigenous, inland water transport modes (IWTs). Despite its potential to support local economic development, scholarly literature on IWTs has remained fragmented and scant. This paper redresses this gap by exploring IWTs in four developing country-cases in Southeast Asia, to gain a better understanding of their role, function and use within the overall transport system. Using a case study approach, this paper starts by formulating an indigenous IWT framework. This framework is then used to assess IWTs. Results have shown that the levels of indigeneity of IWTs may provide important insights to inform the development of IWTs as a crucial component in developing an integrated, sustainable transport system in cities in developing Southeast Asia.

Tourism is frequently construed as unusual and extraordinary in contrast to the routines and predictability of work and home life. However, the tourism spaces are co-created through practices that are simultaneously mundane and unusual. Yet everyday touristic practices are seldom researched, especially regarding water
tourism. The mundane strategies of creating the boatspace form an important part of the tourist experience of everyday life on canals of England. Movements of bodies in the space, gastronomic experiences, and hygiene practices studied here via ethnographic fieldwork (participant observation and semi-structured interviews
with leisure boaters) become defining characteristics of the leisure boaters’ everyday. We show that spatial practices, temporal structures, and search for ontological security are essential elements of domesticating and co-creating the emergent boatspace, where physical and social space are negotiated between various actors.

Rivers, the, "Carriers of Civilisation", are intertwined with the economy, culture and day-today life of the people around the areas through which it flows. Our nation's culture, economy and essential ingredients flourished on the bank of various mighty rivers. Situated at the foothills of the great Himalayan range and washed by the waters of the Bay of Bengal, the land is channeled by a vast system of rivers, tributaries, distributaries and water bodies. To propel the engine of macroeconomic growth of a certain country, any type of additional mode of transport appears as a boon to her sectoral diversification and when it comes to inland waterways, the prospect receives trickledown effect. These natural inland waterways course down the country and from time immemorial the inhabitants have learned to depend upon the network as a nature-dubbed mean of transport and communication. The benefit of leveraging inland waterways has long been shelved as a more efficient mode of transportation than either road or rail modes, and has a considerably smaller carbon footprint. The case for inland navigation for overall regional development is quite compelling. It is historically evident that no major continental-sized region of the world has developed economically without capitalising inland riverine transport. Although riveted with a salient 580 km of coastline and approximately 700 rivers including tributaries flow through the country constituting a waterway of total length around 24,140 kilometres (15,000 mi approx.), Bangladesh is yet to develop this cheaper and greener mode of transportation and inland water transport (IWT) remains a largely untapped resource. Bangladesh's networks of 3,900 kilometers of inland waterway are the only mode of transport for 12 percent of country's rural communities. Carrying about 194 million tonnes of cargo and roughly 25 percent of all of Bangladesh's passenger traffic each year, inland waterway transport is less expensive for the poor and essential for trade among the country's biggest cites and with neighbouring India and Bhutan. Moreover, better inland waterways can help Bangladesh reduce road traffic and associated greenhouse gas emissions (World Bank, 2016). Inland water transport could spike a timely boost to regional cooperation and integration within the sub-continent in the fields of trade facilitation and transportation. A modal shift away from road transport to inland shipping could significantly garner Bangladesh's economy by lowering logistics costs. Furthermore, IWT could also result in scalable safety benefits by replacing heavy goods vehicles which are responsible for an alarmingly disproportionate number of traffic accidents each year. The initiative would also open up business opportunities and generate employment in the area of dredging, barge and terminal construction. The regional imperative to develop inland riverine transport stems from overall energy economics and efficiency (how much weight of cargo one horsepower engine can move). It is 150kg for trucks on road, 500kg for railway and 4,000kg for inland water transport. In terms of energy, inland shipping consumes 230 mega joules/1000 tonne-km while rail transport

This paper examines anti-piracy measures in Nigeria. Piracy had always attracted official reactions and the response of the Federal Government to the scourge at any stage determined its intensity within the region. However, the problem with anti-piracy measures here was the readiness of the appropriate agencies to make laws and enforce them adequately to respond to the diverse manifestations of the scourge within the nation's maritime domain. The study relies on primary and secondary sources of data and qualitative analytical methods to find that government agencies were quicker to make pronouncements of anti-piracy measures than to provide the infrastructure, platforms and updated legal codes necessary for controlling the attacks. There was a lack of political will to confront the problem head-on, leaving arrested pirates to be treated with kids' gloves, let off police net or released through dubious community agitation. The paper concludes with a look at how extant local admiralty laws aided the stemming of the tide up to the new millennium and makes recommendations. Anti-Piracy Measures and Nigeria's Port Industry Rationale to curb Piracy. In view of the cost of piracy worldwide, much efforts have been directed towards its curbing. On close inspection of individual incidents of piracy, especially the violent and life-threatening types, the menace ought, indeed, to be totally erased from existence. But compared to the magnitude of maritime trade worldwide, the scourge represents less than 1% of all goods shipped by sea every year. 1 Such a complex equation has excited considerable research and analysis by some authors who found that compared to the over US$2 trillion worth of goods transported by sea annually, the topmost margin of recorded losses year on year hovered around US$62 million.