Computerized Cargo Transportation Management System – Design And Implementation

Computerized Cargo Transportation Management System – Design And Implementation: (A Case Study Of Super Maritime Shipping Agency, Lagos)

Computerized Cargo Transportation Management System – Design And Implementation: (A Case Study Of Super Maritime Shipping Agency, Lagos)


The development of a sea port in Nigeria started in the nineteenth (19th) century in the era of explorers and traders although limited initially to the opening up of the Lagos lagoon; it however resulted in the opening of ports at Apapa and Port Harcourt.

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This led to the establishment of the Nigerian ports authority (NPA) in 1954 to maintain the ports as well as load and discharge cargo. The Nigeria ports authority commenced operation on 1st April, 1955. I made remarkable progress and on the 15th of June, 1992, the Nigerian ports plc was incorporated later, in October 1996, the government reverted its status, changing it back to the Nigerian ports authority.

The Nigeria ports authority today is a wholly Government owned organization under the supervision of the federal ministry of transaction under the supervision of the federal ministry of transport with the responsibility of providing the specific products and harbor services for the countries maritime industry. The statutory duties and major functions of the company are provision and operation of cargo handling and quays facilities, pilotage and to wage service, supply of water and fuel to vessels at anchorage or mooning boys, repairs and maintenance of vessels, dredging and contract dredging of water ways Navigational lighting of the ports and other ancillary services.

The operations of Nigerian ports authority became fully commercialized in May, 1992. Thus names and characteristics of these ports are as listed below.

The Nigerian ports authority operates pillage services which are compulsory for every vessel exceeding 1016 Gross registered Tonnage (GRT), entering leaving port or changing berth. It must be carried out by NPA Pilot unless the master of the vessel is licensed as pilot in the pilot area, and if the vessel is not registered in Nigeria. Supper maritime agency does not carry out pilotage services because it is not registered and licensed to do so.

The NPA maintains a welt equipped dry dock primarily for the maintenance and repair of the company’s fleet of vessels and third parties. Also available is the government owned Niger dock for bigger ocean – going vessels and embark or routine maintenance of their vessels. If this is left undone it could spell doom for the country’s economy status.

Traditionally, NPA does not take with the security of their firm. The port area is a security zone so as to protect all investments and property within and around it. In view of the above, a strong detachment of the Nigeria police force know as the Nigeria ports police command has been set up and equipped with modern communications gadgets for easy access to their ports.

The ports of Nigeria is a sage of struggle from the arrival of the first hulk through the battle against bar and silk to the need in the 1980’s to asses total facilities against the country’s balance of trade aspiration. There were no land depots, the river bulks doing justice as warehouses. The coast was harborless; Lagos, the least important for years, being but a break in the coastline. In terms of physical hardship and hazard, neighboring Accra furnished a good example as a “sulf boat port” where in 1961 no less than 1.2 million tons were manhandled of natural harbors like bat thrust, Freetown and Douala, there were none. Envy turned to Rio de Janeiro and Genoa with their 50ft. depths and to England’s best. Southampton’s 31ft at Ewost and 15ft. tidal rise to Sidney, the largest natural harbor in the world and to pool in England, the second largest. Lagos was to become a protected harbor like Haifa, Malta and ply mouth.

On the west coast, mineral exploitation p was often the driving force – the Marampa people of Sierra Leone, the Tarkwa – Skondi of the Gold Coast and the Enugu – Port Harcourt of Nigeria. Admiralty sailing instructions describe the Nigerian coastline as so infinitely low and flat that not a single inland eminent is visible from the offing”.

During slaving, the Royal Navy exercised control over the ports. A Harbor Authority was formed in 1862. The Lagos Harbor Department was similarly formed in 1885 and a Northern Nigeria marine with headquarters at Lokoja in 1990. The southern Nigeria marine formed at Calabar in 1893 moved its headquarters to Akassa where the main engineering works were established in 1902. A Lagos marine Department started up in 1903 and in 1906 became with the southern Nigeria marine, a combined southern Nigeria marine, Akassa headquarter then moved to Lagos and Forcados took over the ship repair function in 1908, a port division was created to deal with civil engineering work. In 1913, anticipating 1914, the customers and marine of Northern and southern of Nigeria were amalgamated. Th buoyage of Nigerian waters from inception was carried out by Elder dumpster line until the marine took the task. In 1923 using the steamer “pathfinder”, on this service in 1102 ton Nms “Dayspring” served from 1928 for twenty-five years.

The position of the ports in 1923 was that the Nigerian marine was the Harbor Authority and was responsible for dredging, buoys and lights. The port department was responsible for engineering works in Lagos and port Harcourt and the public works department for government wharves else where the Railway was responsible for the wharves at Apapa and Port Harcourt and the customers department for customers wharf Lagos. The railway effort was managed by the superintendent of the line from February 1926. In 1934, the railway reported on ports and quays separately from railway functions: post world war it saw marketing Boards, and Tanganyika’s railway administration of that country’s ports was hailed as the example to follow.

In 1951 /52, the Federal Government decided that there must be an autonomous statuary corporation to take over as ports authority so from December ‘52 the Railway no longer reported and on the 1st June 1954 a general manager ports was appointed and the NPA (Nigerian ports Authority) was constituted on 23/9/1954 but with the railway in control until vesting day on 1/4/1954. All railway personnel on the quays were seconded. The Nigerian Railway retained control of cooling at Port Harcourt and Ijora and its Ban Port of two tracks and water edge sheriff berth. They also continued with operation and maintenance of railings within port areas at Apapa and port-Harcourt.

Port controls bear the name commissioners, Trust, Commission, board, Authority or conservancy with ownership as varied but for Nigeria the term “authority was chosen by C.A. Dove, the first chairman who defined the words as a responsibility for both wharf and labor services, financial self-supporting adding that in the case of Nigeria, control was stretched over 400 miles of castling and was responsible for more function than any other in the world. He referred to the division of responsibilities set out in 1923 unchanged and added dockyards under marine, cargo handling under shipper and importer, accounts under the accountant general and some staff work handled by the secretariats.

With the formation came the inauguration of the inland water ways and the Nigerian Navy whilst the NPA assumed the mantle of pilot age and light house Authority Assets were transferred at a valuation repayable over forty one years at an interest rate of 41/2%. It was hoped in due course to float a loan, facilities meant approach channels, buoys quays, transit sheds and ware houses services meant pillage, mooring, receiving from and loading, warehousing hauling, labeling, coopering and craft repairing.

Dove depended the so – called monopoly by reference to the three dockyards, which depended almost entirely for their financial justification on marginal work obtained from outside sources, here they were in direct competition with dockyards run by other interest. Although the NPA was the labor Authority for Warri, Sapele and Burutu, these quays were operated by private interests in direct competition with the authority. One result of the creation was the rehabilitation of the neighboring port of coronas which sought Niger traffic through Dahomey as an outlet.

Containerization, RV – RD side loaders and port lift hardware were to come, but for the start the quotation for almost four centuries port and port were synonymous in West Africa will introduce a period of learned argument that was as protracted as that suffered by the two railway systems before their construction was put in hand. In fact as the time, the three formed a separable triumvirate.

1863 – 1918 Ninety – nine ships, 58% British called on Nigerian coast in 1863 thirty years later. The total had grown to 446 at which 53% flew the British design. Nigerian was growing, the palm produce trade pushing her, and by 1900 her total trade had reached 84.033,770 by 1870, customs wharf Lagos had appeared on the Admiralty charts but steam is drawing more than 9ft.bin were unable to come along side.

In 1890 Coode, Son and Mathew (CSM) wrote lagoons at 29ft deepest extended west fifty miles and east 200 miles with a bar entrance depth of 12ft restricting passage to 1000 ton branch steamers from Forcados Ocean transshipment station. Mr. Nagel and LT. Buckland Re surveyed the scene the fairway in the middle channel off Oreslic point was 23.28ft Training works would require stones and the nearest was sixty miles away at Aron the Ogun, protected by a native fetish and the site as the untapped by a rail way

Down at the waters edge Europeans died at the rate of 10% a year and sharks were a constant menace the training works would take off from Wilmot point, Greslie point and Berecroft point, the bar being distant 11/2 miles from Greslie point. The harbour was some six miles in length with an area of four square miles 2.7% 3.5 fatuorns, deep but with a well channel of 23.30ft outside, the waves drivers by the west to south west wind rarely exceeded 8ft but traveled with great speed as many a person had found to his cost on meeting a watery grave.



This is all the design of the output forms of the system. The bill loading is an output form for this system.



Consignee Name

Consignee Address


Telephone Number



Estimated Arrival Time

Estimated Sail Time

Port of Discharge

Rotation Number

Quantity of Goods

Parking Mark

Bill of Lading Number

Gross Weight of Cargo

Measurement of Cargo

Another output form of the system is the list of all the clients of the Agency.








This takes about the input to the system. This is inputs so that the systems are on screen. They include the menu, the client detail list and Bill of the laden. The client detail list contains the client name, address, Registration number and telephone number. The menu contains the options. The bill of loading contains the vessel, voyage number, shippers’ addresses, parking marks, Bill of laden number etc.


The method of file design chosen for this particular study is the top down file design. This is so that each module could be removed or added without necessarily affecting the entire problem. A master file with the following description was used.



Consignee Name

Contact address

Nationality of Vessel

Port of Loading

Port of Discharging

Destination of Goods

Supplier’s Name

Supplier’s address

Date of Sailing

Quantity of Goods

Cargo Weight

Cargo measurement

Bill of Lading Number

Voyage Number


The system should be installed in a fully air conditioned room, which will help in cooling.

HUMAN REQUIREMENT: The system requires a well-trained operation and programmers who will always be standby to work on the system.

Generally, there should be terminals linked in a LAN / MAN Network.

The Network Floppy may be other Ring of star network




Documentation is written description of new program works, how it is to be used or how it is to be executed to ensure the attainment of an earlier stated aims and objectives of the new system. There are three categories of documentation they are:

1. User documentation

2. Operator documentation

3. Program documentation.

USER DOCUMENTATION: This is an account of how a program is to be used. It is written non-technical language and does contain any details of how the program works. In relating this is to the design and implementation of a computerized cargo transportation management system on how the program is to be used.

At the beginning, switch on the system: At C:/> (prompt) type QBASIC, if it is resident in C:/> otherwise change to dos by typing CD DOS and press enter. Then Type QBASIC and press enter.

To retrieve the source program press ALT + F and from the file menu select open. Then type Cargo. BAS if it is in the direction you want to use.

If the name of the file is in A Drive (i.e. floppy disk) at the open dialogue box Type A :/> and type Cargo. BAS and press enter. Then press F5 or shift + F5 to run the program. Every other operation is to be carried out by the user / operation following. The systems instructions (the program is interactive and users friendly)


This is a details account of how each module of a program works. It is for the use of any who wishes to understand the detailed working of a program in order to test it or modify it

The modules used were discussed below. Cargo BAS is the main procedure where all procedures were integrated. The procedure of the program design although all the modules or procedures were link using a declaration and call statement. The following are the subs of modules that were linked to form software.

There are four modules in the Cargo BAS.

The entry sub-program: This contains the files of all the patients, the name, address, telephone numbers etc. the Dbase contains all the records while the listing>BAS is responsible for the particulars.

OPERATOR DOCUMENTATION: Operator documentation is a description, for computer operators, of how a program is to be run. It states which devices are needed and which data files must be loaded, and any special stationary required. It also specifies what is to be done should the program fail.

How the program is to be run were stated in user documentation. The device were already stated in system requirement and the data files to be loaded were also stated in user documentation and no special stationary is required

In case the program fails. Please consult an analyst or a programmer who understands the functional specification of the software


For this research work, t recommend a parallel change over, parallel change over means a situation where by the old and the new way of working is implemented. That is, the old (manual) and the newly designed software computerized for transaction of business between the company and her customers are being run.

This is to enable a sound understanding of the new system design for the effectiveness of this changeover; there are other tasks that must be accomplished. They include the following.

1. Installation of cooling devices such as the air condition for cooling the computer system

2. The company should be sending their staff for training so that they acquire more skills and experience in operating the new designed system

3. Provision of security measures for the system e.g. Alarm gadgets and burglary proof should be in place.

4. Installation of telephone services is needed so that there won’t be any problem in communication.

5. Provision of false floor and false ceiling.

6. Provision of house cleaner to keep the computer room neat and dust free.

7. I recommend the various finding on this study as a basis for selecting a research topic by potential researchers.


In conclusion, this work has achieved its aims and objectives which is all above creating a means through which the activities and operations of the shipping company will be made faster, effective, efficient and reliable to the =customer’s satisfaction.

Computerized Cargo Transportation Management System – Design And Implementation: (A Case Study Of Super Maritime Shipping Agency, Lagos)

To place an order for the Complete Project Material, pay N5,000 to

GTBank (Guaranty Trust Bank)
Account Name – Chudi-Oji Chukwuka
Account No – 0044157183

Then text the name of the Project topic, email address and your names to 08060565721.  

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