Project Materials

IMPACT OF CONTAINERIZATION IN INTERNATIONAL FREIGHTING

ABSTRACT

This project consists of five chapters, each containing distinct information on the project. The significance of containerisation as a marketing tool was investigated with the goal of determining its contributions to the purchase of industrial products. To conduct research, a total of one hundred (100) industrial buyers were used as a sample, with a case study drawn from Okigwe Road, Enugu, Agbani. To collect data, personnel interviews and two sets of questionnaires were employed, one for industrial users and the other for two employees. The outcome was analysed using percentages, while the hypothesis was evaluated using the chi-square technique at a 5% level of significance. The following hypotheses were tested. Containerisation of a product attracts buyers; containerisation of a product influences customers’ purchasing decisions. During the investigation, important findings were discovered, including the usage of a good colour combination of materials, as well as an appropriate shape and design to capture customer attention. In addition to its conventional purpose of protection, containerisation was discovered to have a significant impact on product promotion. The belief in the container is a silent salesman. Aside from that, industrial purchasers are motivated by quantity, which helps a company reach its aims. Management should provide intelligent leadership and support for containerisation efforts. Since containers are a dynamic, complex, and contentious commercial area. This involves ensuring that their container policies are appropriately executed. As the name implies, containers or packaging provide a variety of purposes, including protection, identification, and differentiation of a certain brand for product storage.

Chapter one

INTRODUCTION

1.1 Background of the Study

Containerisation is a modern transportation phenomena that has swept all forms of transportation, allowing transport vehicles to join to initiate and complete routes in cargo transit.

Containerisation is the use of big boxes to bundle items to be transported over long distances in order to enable handling and transfer between different vehicles. Since its inception in transportation, containerisation port authorities’ government/industrialists.

According to Amanze (1989:24-25), containers help to reduce the number of movements and handling required in delivering a given quantity of cargo and ensure that normally ‘posses’ three unique properties, which are: a.

They are standardised: They must be the same size, shape, and material so that they may be conveniently transported by different vehicles in various modes of transportation in different countries and contents. b. They are robust and weatherproof:

Transport containers must be strong or tough and weatherproof in order to survive harsh circumstances such as oceans and ports while also ensuring the safety of the items they transport.

For these reasons, containers are composed of steel, aluminium, or a combination of these and other rust-resistant metals. c. They are huge: The containers must be large enough to hold bulk items. Where containers are extremely small.

The amount of transshipment handling required would be significant, undermining the purpose of containerisation. However, containers must not be so enormous that they cannot fit into the vehicles used to convey large cargo in various modes of transportation.

The use of huge containers for international transportation and distribution of goods began in the early twentieth century. However, in 1926, London Midland and Scottish Railways, which had previously been in the road freight business, launched a containership service between New York and Porto Rico.

According to the American container trade newspaper in edition (1966:11-12), the main barrier to containerisation was overcome by sea-but in 1966 with the purpose of entering the Transatlantic commerce via containership. This move appears to have woken other shipping lines from their slumber.

Nigerians became involved in the containerisation revolution in 1968, when the first substantial container vessels landed with more than 100 tonnes of general cargo at the Apapa wharf port. Containerisation has also had a significant impact on road and railway transportation since August 1980

when inland containers Nigeria Ltd (ICNC) established a trailblazing relationship from Lagos to Kano with a single container within ten days.

Containerisation has increased dramatically over the previous several decades, but Nigeria Ports and their associated container distribution network have struggled to boost capacity to keep up. This article aims to review and organise existing container network capacity literature into a taxonomy based on the interconnected stakeholder groups of container flows.

The artily first determines industry capacity influences from stakeholders, including shippers, port authorities, terminal operations, long shore labour, railroad drayage carriers, intermediates, ocean carriers, the government, and local communities.

The centralised distribution and activity of received cargo that must be sorted before being transshipped to the (SSA) supply support activities or owing unit.

The majority of cargo will come in 20 and 40 foot containers; single consignee items and ammunition will not go through centralised distribution activities but will be delivered directly to users.