ABSTRACT
This
study focuses on the effectiveness of containers in the movement of cargo in
the out of Tincan Island Port. Data obtained from the NPA statistics showed
that between the year 2000-2005. In the 2000 a total of 31,363 TEU laden
containers came in as imports while 4,243 TEU went out as export.
In
the 2001 45,854 TEU laden containers came in as imports while 4,546 TEU went
out as export. In the 2002 48,890 TEU Laden containers came in as imports while
4,680 TEU Laden Containers came in as imports while 4,964 TEU went out as
export. In 2004 39,651 TEU Laden containers came in as imports while 3,398 TEU
went out as export. In 2005 51,197 TEU while 4,887 TEU went out as export.
TABLE OF CONTENTS
CHAPTER ONE
1.0 Introduction
1.1 STATEMENT
OF PROBLEM
1.2 Aim and
Objectives of the Study
1.3 Scope
of Study
1.4 Study
Area
1.5 Statement
of Research Hypothesis
1.6 Limitation
and Constraints
1.7 History
of Container Development
1.8 Definitions of Terms
CHAPTER TWO
2.0 Concept
Framework and Literature Review
2.1.1 Ullman
Theory of Spatial Interaction
2.1.2 The Systems
Concept
2.1.3 External
Triangle Concept
2.2 Literature
Review
CHAPTER THREE
3.0 Research Methodology
3.1 Primary
Data
3.2 Secondary
Data
3.3 Data
Collection
3.4 Data
Processing and Analysis
CHAPTER FOUR
4.0 Discussion of Results
4.1 Data
Presentation, Analysis and Interpretation
4.1.1 Sex of
Respondents
4.1 Analysis on Cargo and Container Traffic
4.2 Hypothesis Testing
CHAPTER FIVE
5.0 Summary
of Finding
5.1 Conclusion
5.2 Recommendation
REFERENCES
SURVEY
QUESTIONNAIRE
CHAPTER ONE
1.0 Introduction
Transportation in a simple sense means the movement
of people and goods from one place to another. The need for transport is
fundamentally the desire of Man to bridge the gap between the areas of resource
surplus and areas of resource deficits. Therefore areas lacking in such
resources but need them demand from areas with surplus. To be able to achieve
this transport is required.
There are five main modes of transport namely: Road,
Rail, Water (sea and river), Air and Pipeline. For the purpose of this study,
focus will be on sea transport. Sea transport has certain advantages over the
land mode. It makes use of waterways such as river, sea and ocean as channel of
movement. Unlike roadway and railway, water transport requires little maintenance.
Water surfaces are two dimensional, although sea-going vessels frequently keep
to shipping lanes. Ship can travel within a limited number of constraints in
any direction.
Sea transport has the ability to carry the largest
number of passengers and freight compared to all other modes. It is
international in nature, cheap and comparatively has a low speed. The movement
of ocean vessels is restricted by physical conditions, economic consideration
and political factors. Its operation is subject to international rules and
regulations. And it requires sophisticated terminal facilities and equipment.
Ships carry transport units by sea between different
parts. They can vary considerably in size depending on the distance to be
covered and the volumes to be transported. Most often they sail in set routes
arranged by the shipping companies and the shippers. In the case of deep sea
shipping, they only carry “sea containers”, complying with the technical
features stipulated in the ISO standards in force. Containers lead to better
logistical management of the areas used for loading and unloading goods, since
their rigid structure enables them to be stacked up three high. Container
lengths have been standardized at 20 and 40 feet, making them the ideal
transport unit for sea shipping.
Containerization was pioneered by sea land, a
shipping company founded by Malcolm McLean in 1957. Though McLean did not
invent containerization, he was the first to successfully commercialize the
technology. Containerization can be broadly defined as stowing irregularly
shaped freight goods in sealed and reusable containers of uniform size and
shape that can be easily transported across different modes of transport. The
key benefit of containerization has been that it has greatly facilitated the
transport of cargo, particularly with respect to the on and off loading of
ships. This had far reaching consequences for the transportation industry,
leading to improvements in efficiency as well as an overall increase in trade
volumes. Furthermore, by facilitating the combinations of multiple transport
modes, containerization drove consolidation and vertical integration in the
transport industry.
Nigeria imports large quantity of industrial and
mechanical equipment with other consumer products to the country. The
development of sea port in Nigeria started in the mid 19th century
in the era of meaningful exploration and trading activities in the country.
The research will try to examine the satisfaction
Nigerian consignees derive from the use of containers in order to determine the
effectiveness of containers in the movement of cargo at the Tincan Island Port.
1.1 STATEMENT
OF PROBLEM
The use of any innovation or technology does come
with some challenges, likewise the use of containers in Nigeria at the Tincan
Island Port.
1.
Containerization
of cargo has a multiple effect on unit cost of production due to excessive
usage charges.
2.
Block stacking
of containers in the terminal couple with the non-chalant attitude of terminal
operators causes unnecessary delay for consignees.
3.
Providing
adequate security for containers in the terminal has become very difficult.
4.
Containers
handling has become time consuming owing to inadequate supply of plant
equipment and specialized container truck.
Thus the following highlighted problems need to be
resolved to enhance the benefits of using containers.
1.2 Aim and
Objectives of the Study
The aim of this study is to examine the
effectiveness of containers in the movement of cargo in and out of Tincan
Island Port. Below are the objectives to achieve this aim.
1.
To examine the
operational effectiveness of container handling on cargo movement.
2.
To identify the
constraints on the use of containers.
3.
To assess the
level of security for the contents of the containers at the terminal, port or
in transit.
4.
To examine the
global acceptance of containers in easing shipping operations thereby
facilitating international trade.
5.
To identify the
contractual agreement in use of containers between the shipping companies and
consignees.
1.3 Scope
of Study
The study area is Tincan Island Port in Lagos. The
study involves the assessment of effectiveness of containers in the movement of
cargo in and out of the study area.
In addition, the study area will also focus on the
satisfaction derived by consignees in the usage of containers, taking into
consideration the number of containers that make inward and outward movements.
1.4 Study
Area
Tincan Port is uniquely equipped to
handle large number of vehicle and general cargo containers. In fact, over 80
percent off all imported vehicle pass through the Port. The Port consists of
berths 9 and 10. The part has a quay length of 705 meters. There are also two
wave houses of 6,800 square meters each with a modern administrative block. The
Port is located North-West of Apapa Port and has a bearing of latitude 6.27
degree North and longitude 3.3 degree East.
1.5 Statement
of Research Hypothesis
H1: If
there is significant relationship between the number of consignees who use
container and the shipping charges.
HO: If
there is no significant relationship between the number of consignees who use
container and the shipping charges.
H1: If
there is significant relationship between the security of goods and pilferage.
HO: If
there is no significant relationship between the security of goods and
pilferage.
1.6 Limitation
and Constraints
The study will focus only on Tincan Island Port in
Lagos, as time and cost are major hindrances as at the time of writing.
Experienced some difficulties in obtaining container throughput data from
Nigerian Port Authority (NPA).
In administering the questionnaires, there were
difficulties as the respondents were reluctant, but after pleading and
persuading them, they co-operated with me.
1.7 History
of Container Development
This section will develop the context in which
containerization was introduced; first we establish the commercial imperative
behind the technology.
a.
Transportation
before the advent of colonization
b.
Containerization
benefits and value creation
c.
Impact of
containerization on the transportation industry.
1.8 Definitions of Terms
Cargo: This
refers to a goods transported vice the ship. It includes all kinds of movable
personal property other than animals.
Vessel: This
refers to a ship of any kind whatsoever whether self propelled or otherwise
towed other than a ship belonging to a foreign government not engaged in
commerce or trade.
Cargo Throughput: The
totality of inward and outward cargo handled in a port within a givens period.
It excludes tonnage of crude petroleum oil handled.
Tonne: (a)
where charges are assessed on the gross weight of the commodity and all packaging,
10 kilos, but any consignment weighing less than 50 kilos shall be charged as
if such consignment were weighing 50 kilos.
(b) Where charges are assessed by measurement, 1m3
or 1.416m3 in the cases of logs, unless otherwise specified by a special agreement.
Stowing: This
is a process where goods (cargo) are packed in the right or convenient places
without waste of room. It is simply the process of placing cargo where is will
not cause obstruction.
Quarry: This
is a solid stationary artificial place usually of stone or iron lying along
side or projecting into water for loading or unloading ships.
Terminal: Where
containers are stored for examination and delivery before being released to the
consignees.
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