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Impact Of Containerization In International Freighting
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CHAPTER ONE
INTRODUCTION
1.1 BACKGROUND OF THE STUDY
Containerization
in a modern phenomenon in transportation since its emergence has swept
all the modes of transportation and transport vehicles can combine with
one another in initiating and completing journeys in cargo
transportation.
Containerization is the use of large boxes for
packing goods to be transported o long distances in order to facilitate
handling and transfer among different vehicles since its emergence in
transportation, containerization port authorities’ government/
industrialists.
According to Amanze (1989:24-25) containers help to
economies the number of movement and handling required in conveying a
given quantity of cargo and ensure generally ‘posses’ three unique
features, these are:
a. They are standardized:- They must be of the
same size, shape and material so that they can easily be carried by
different vehicles in the different modes of transportation in different
countries and contents.
b. They are strong and weather proof:
Transport containers must be strong or tough and weather proof, so that
can withstand the hard conditions as the seas and ports and ensure the
safety of the goods they are carrying. For these reasons, containers are
made of steel, aluminum or combination of these and other metals which
do not rust easily.
c. They are large: Container must be larges that
they can be used to carry bulk materials. Where containers are very
small. The amount of trans-shipment handling required would be much,
thereby defeating the aim of containerization. However containers must
not be so large to the extent that they cannot fit into the vehicles
used for carrying large cargo in the different modes of transportation.
The
use of large containers for want and overseas transportation and
distribution of goods began in the early part of the twentieth century.
But in 1926 London Midland and Scottish Railways were the first firms to
use container whose original business was road haulage started a
containership service between New York and Porto-Rico. According to the
American container trade journal in edition (1966:11-12), the main brake
through in containerization was attained by sea-but in 1966 with the
intention to enter the Trans Atlantic trade with containership. This
decision seen to have jotted other shipping likes lines from slumber.
Nigerian
become involved in containerization revolution in 1968 when the first
substantial container vessels landed with over 100 tones general cargo
at the Apapa wharf port containerization has also made a significant
impact on road and railway transportation since August 1980 when inland
containers Nigeria Ltd (ICNC) made its trail-blazing relationship from
Lagos kano will a single container within ten days.
The process of
containerization has been surged ove the last several decades but
Nigeria Ports and their supporting container distribution network have
struggled to increase capacity to match this expansion.
This article
seeks to review and organize existing container network capacity
literature into a taxonomy base on the interrelated stake holders of
container flows. The artily first establish the industry capacity
influences from stake holders, inducting shippers; port authorities,
terminal operations, long shore labour, railroads drayage carriers,
intermediaries, ocean carriers, government and local communities. The
centralize distribution and activity received cargo that must be sorted
before transshipment to the (SSA) supply support activities or owing
unit. The majority of cargo will arrive in 20 and 40 foot container:
single consignee cargo and ammunition will not pass through the
centralized distribution activities but will be throughout to the users.
1.2 STATEMENT OF THE PROBLEM
Containerization
is very essential and useful in the setting of industrial goods; it is
often referred to as nearest company salesman.
There are exiting problem associated with containerization on transport and distribution of industrial goods and services.
Expanding system wild container capacity is extremely difficult.
a.
For one container flows involves a series of linked capacity factors
driven by different stakeholders such as port, railroads, truck carries
and steamship lines.
b. While in surface the problem appears to be a direct application of Goldraths theory of constraints.
c.
Container flows may be identified as the drum, but their landing
involves a series of linked factors controlled by the stakeholders.
d.
The further compounding the problems are unpredictable changes in
security requirement, terrorize activities military deployment.
e.
Updating if list of authorized person in the organization due to
constant movement of staff as a result of promotions. Resignation and
transforms formal list of person which are able of request stock and
sample signature are very difficult to maintain properly and tend to
become out of data very quickly.
f. Non employment professional in
the organization-the staff employed in the organization have
professional who can be light competent in the execution of the job.
This is due to the fact there are no employees (ie professional).
CHAPTER ONE -- [Total Page(s) 5]
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ABSRACT - [ Total Page(s): 1 ]This project is made up of five chapters which contains different information about the project. The importance of containerization as a marketing tool was examined with the aim of assessing its contributions towards the purchase of industrial products to carryout research work, a total of one hundred (100) industrial buyers were used as sample while case study was drawn from Okigwe road, Enugu, Agbani.To gather data, personnel interview and two set of questionnaire were used one for industrial ... Continue reading---
