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.
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.