Title Page………………..i




Table of content………v



1.0       Background of the Study

1.1              Aim of Study

1.2              Scope of Study

1.3       Objectives

1.4       Organization of Work

1.5              Significance of Study

1.6              Current State of the Art

1.7              Problem Description



2.1    Previous Investigations

2.2      Information Systems and Seaports

2.3   Management Information

2.4    Logistics Information System

2.5Function of the Information Systems

2.6   Use of Information Systems in Logistical Operations

2.7    Types of Logistics Information System

2.8    PORTS

2.8.1   Port ICT Systems

2.8.2       Port and Logistics Information Flow

2.9 Standard Techniques



3.1    Research Design

3.2   Findings

3.2.1   Information Exchange among Port Stakeholders

3.2.2 Port Community Members

3.2.2 Overview of ICT Solutions









1.0       Background of the Study

With focus of this work on ports especially seaports, it is imperative that exposition of important concepts take center stage. As such, the European Commission defined a port authority as ‘the entity which, whether or not in conjunction with other activities, has as its objective under national law or regulation the administration and management of the port infrastructures, and the co-ordination and control of the activities of the different operators present in the port.

In today’s business environment a good starting point of understanding the right pattern of developing logistics concepts and strategic alliances emphasizes on appreciating the inter-organizational technology adoption decisions. And since the contemporary notion of global economy is to stimulate the demand for the usage of new systems, technologies, tools and techniques, methodologies and other frameworks in organizations for better logistics information mechanisms, firms are now emerging with advantages to be more dynamic to manage the collaboration and the relationship with the suppliers, suppliers’ supplier, and customers. In many cases, collaboration with the competitors, sharing information and knowledge offers the chance to develop collaborative logistics and supply chain strategies in order to break the asymmetric barriers of the markets or of a particular industry (Imeri, 2012).

1.3              Aim of Study

This work is geared towards proposing ways of increasing the efficiency of Nigerian ports’ operation through improved information and communications technologies(ICT)in logistics in a bid to make them more robust in delivering on their functions to port users using the case of Onne Port in Nigeria.

1.4              Scope of Study

The Onne port which is the case subject on spotlight in this work, happens to be a hub for many south-southern geopolitical states of Nigeria and is to be scrutinized based on how it coordinates its operations with respect to her information and communication status.

1.3       Objectives

The objectives of study will be to

i.                    Find out what technologies other ports are currently utilizing

ii.                  Make recommendations on which ports the Onne port could learn or adopt promising technologies from.

1.4       Organization of Work

The work is broken into dedicated parts that give foundation on the study’s background arising from different subject matters. It also looks at the current status of Onne port operations, problem description, significance and scope of the study. A collection of previous investigations that relates to the work, research findings as well as conclusions or recommendation to any past, present or futuristic challenges is also represented.

1.8              Significance of Study

As long as there continues to be improvements in the world’s ICT capacity, the way our seaports operate need to be recalibrated to proffer the possible information solutions its users require to meet their various operational functions especially as maritime logistics can now access varied information systems to enhance operations. The suggestions recommended in this research paper should be seen as a spring board for more attention to be given to Nigerian ports in other to make them more efficient in the delivery of their mandate as economic gateways.

1.9              Current State of the Art

The Onne Port in Rivers State of Nigeria is situated besides Ogu creek, aside-arm to Bonny River. It currently operates the landlord port model devised to encourage private sector participation. Its proximity to eastern commercial centers like Onitsha, Nnewi, Abaetc with adequate depth to accommodate heavy ocean going vessels also boasts of adequate security. According to the Nigerian Ports Authority website www.nigerianports.org, the average ship traffic of the port between 2008 and 2014 was 9,791. It also is the largest oil and gas free zone in the world. It accounts for over 65% of the export cargo through Nigerian seaports, has the biggest harbor cranes in Africa (Liebherr 600 with lifting capacity of 208 metric tons and twin 220 GMK5220 cranes able to lift single heavy duty cargo of 300 tons). Some pictures related to the Onne Port can be seen in pictures 1-6 below:

 Picture 1: Nigerian Ports Authority Building, Onne Port

Picture 2: Aerial view of an Onne Port Terminal

Picture 3: Ships at the Terminal

Picture 4: A ship yard

Picture 6: Ships at berths

Picture 5: West Africa Container Terminal

Furthermore, the Nigerian Ports Authority regulates all major ports in the country, including the Port of Onne, although the agency is currently being privatized. The mission of the Nigerian Ports Authority is to contribute to the well-being of the national society by efficiently managing port operations, allocating and using resources to their optimum effectiveness, diversifying revenue sources, and assuring adequate returns on investments.

The Port of Onne aims to be Africa’s leading port by delivering port services in a customer-friendly environment that is safe and secure. Located about 25 kilometers south of the Port of Harcourt in the State of Rivers, the Onne Port Complex is a landlord port and a model for Nigerian port reform.

Operating since 1982 as the Federal Lighter Terminal, the Port of Onne has grown rapidly as a result of a successful public/private partnership. Situated on the banks of the Bonny Estuary on Ogu Creek, it lies within three local government jurisdictions in Rivers State: Eleme, Ogu-Bolo, and Bonny. The Port of Onne covers about 2.5 thousand hectares in Eleme, but the Port of Onne’s channel is within both Ogu-bolo and Bonny municipal jurisdictions. The Port of Onne also operates jetties at Bonny.

The Port of Onne Complex contains two major terminals: the Federal Ocean Terminal and the Federal Lighter Terminal. The Federal Ocean Terminal has 750 meters of berths quay and three berths. Work is underway that will bring the total length to 1500 meters and the number of berths to six.

The Federal Lighter Terminal has 1670 meters and four berths operated by Intels. The berths have been repaired and deepened to eight meters to accommodate some larger vessels.

The Port of Onne is an Oil and Gas Free Zone by Federal decree. Today, over 110 companies operate in the zone that have made significant contributions to Nigeria’s economy through their businesses of pipe-coating, selling pipes, treating waste, and building boats as well as other activities.

The Port of Onne is an important hub for oil and gas activities and logistics for West and Central Africa. About 55 service boats move through the port to service 16 offshore platforms each week. Compulsory pilotage contributes a large part of the Port of Onne’s revenues. All of the major oil and gas exploration companies in Nigeria have offices in the Port of Onne Complex.

1.10          Problem Description

Seaports in Nigeria over the years have been bedeviled by traumatic and unrelenting cycles of congestion due to internal as well as external influences which may or may not be due to governmental neglect and de-prioritization of the nation’s seaports. The resultant effect of this congestion has resulted in corresponding delays in delivery of goods and services by merchants that call daily at our nation’s ports as well as attracted longer waiting hours for third party logistics, 3PL providers to respond to orders of their various up-lines, down-lines and partners. A whole lot of this may largely be related to faulty or poorly structured information infrastructural channels in operation at the nation’s various seaports.




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