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).