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SPATIAL PERSPECTIVE OF FREIGHT DISTRIBUTION AND LOGISTICS
CHAPTER ONE
The growing flows of freight have been a fundamental component of contemporary changes in economic systems at the global, regional and local scales. The consideration of these changes must be made within a perspective where they are not merely quantitative, but structural and operational. Structural changes mainly involve manufacturing systems with their geography of production, while operational changes mainly concern freight transportation with its geography of distribution. As such, the fundamental question does not necessarily reside in the nature, origins and destinations of freight movements, but how this freight is moving. New modes of production are concomitant with new modes of distribution, which brings forward the realm of logistics; the science of physical distribution. Although it represents an entire system of space/time interdependencies, we believe that physical distribution has been neglected in current geographical, urban or regional studies.
Up to recently, geography did not pay much attention to logistics and freight transportation, as the focus was mainly on passengers and individual mobility issues. Textbooks on urban or general transport geography, like those edited by Hanson (1995), Taaffe et al. (1996) or Hoyle and Knowles (1998), now raise more freight related questions than they did in earlier editions, particularly with regard to trade and ports. The latter is probably the only logistics subject that received major reference from academic geography. Other core spatial implications of distribution and logistics have been directly addressed in geography by few authors who developed an insight into wholesale activities and their geographical distribution (Glasmeier, 1992; McKinnon, 1983, 1988, 1998; Riemers, 1998; Vance, 1970). Following the nature of retailing as an originally distributive activity, geographic research on retail and although the physical movement of goods appears to be one of the costliest parts of retail activities (Christopherson, 2001). One exception to these observations is in Ralston (2003), who does address issues of inventory carrying costs and supply chain analysis.
Despite the upcoming notion of volatility and placelessness, and contrasting the enduring neglect of transportation by regional and geographical sciences, the material world of physical distribution and the respective locales is considered of geographical significance. The two traditional disciplines for investigating physical distribution are business administration (economics) and transportation sciences. Both cover, to varying degrees, aspects of space and location. However, it is legitimate to state that both disciplines did not pay much attention to the spatial character of their subject. In turn, economic and transport geography, did not develop too large a focus on logistics––keeping in mind the broad geographical relevance of distribution. A substantial amount of research covers different planning aspects of freight transport particularly in the urban context, either from a transport engineering and planning perspective or emphasizing related urban problems (Chinitz, 1960; Odgen, 1992; Woudsma, 2001). Logistics, as a geography, remains relatively unexplored.
Freight distribution is now considered with more attention as productivity gains in manufacturing are increasingly derived from efficiency at terminals instead of from the efficiency of transportation modes (Rodrigue, 1999). Because transport geography is traditionally more engaged in long distance trade issues, freight related work received significant attention. With emerging global trade, production networks and distribution systems, particular emphasis was given to ports and related research covering many of these issues (e.g. Hoyle, 1990, 1996; Hoyle and Pinder, 1992; Nuhn, 1999; Slack, 1998). In this context, an increasing amount of work on intermodal freight transport and terminal issues appeared as well (van Klink and van den Berg, 1998; Drewe and Janssen, 1998). Generally, international trade increasingly contributes to the amount and the nature of physical distribution. Thus globalization is now discussed as having a major impact on goods exchange (Janelle and Beuthe, 1997; McCray, 1998; Pedersen, 2000; Woudsma, 1999).
Still, fallacies are noted in globalization discourses within economic geography, undermining the assessment of the role of transportation. Within the large body of work referring to the globalization discourse or the impacts of internationalization and free trade agreements, transport is not seen as a major issue or is de facto taken for granted (Holmes, 2000). Even classic trade theory neglects the role of transport and logistics (Dicken, 1998, p. 74), particularly the fact that transport costs have a fundamental impact on the amount of trade and goods exchange, as do traffic constraints and opportunities in general. We argue that this perspective is mainly the result of a misinterpretation of role of the transport sector, freight and passengers alike, as a derived demand. Under such circumstances, transportation is perceived as a residual consequence––derived––of other processes or a mere ‘‘space-shrinking’’ function (Dicken, 1998; Knox and Agnew, 1998). However, the same processes behind the focus of the globalization literature, such as international trade, multinational corporations and the division of labor/production, are also revealing a different perspective, which is the management of supply chains and their underlying logistics. Consequently, the role of distribution in globalization remains partially unanswered and a geographical analysis of logistics may provide substantial evidence in that respect.
The field of logistics and freight distribution plays a pivotal role in the global economy, facilitating the movement of goods and ensuring their timely delivery to various destinations. The spatial perspective of freight distribution is a critical aspect of logistics, encompassing the geographical considerations, infrastructure, and spatial patterns that influence the efficiency and effectiveness of freight movements. Understanding how spatial factors impact freight distribution is essential for optimizing supply chains, minimizing transportation costs, and enhancing overall logistics performance.
The impact of information technology on the freight transportation system has been significant and likely will increase sharply. The steadily declining prices of new technology, coupled with an increased awareness among freight operators of the technology’s potential benefits, will encourage the freight industry to increase its use of information technology. The industry already has implemented cutting-edge technologies to improve customer service and to reduce expenditures.
Information technology also will have varying effects on the different modes of transportation. Carriers in all modes increasingly will rely on continuous updates on the location and status of the vehicles and containers in their system. Additional growth in the intermodal freight market requires an increase in information sharing across companies. The productivity of integrated freight transportation providers such as Federal Express and United Parcel Service will improve with increased use of information technology. Nonintegrated intermodal users may achieve even greater gains as electronic waybills replace the paper trail that follows freight movements and as shipper service and status requests take place via electronic data interchange. Electronic commerce (e-commerce) probably will bring about changes in both the configuration and profitability of a portion of the freight sector. It also might lead to reductions in average shipment size, corresponding increases in shipment frequency, and an emphasis on time-definite delivery.
Recent technological advances include but are not limited to electronic data interchange (EDI) technologies, automatic vehicle and container identification systems, location and navigational systems, mobile communication technologies, mobile computers, database management and value-added data manipulation systems (e.g., data mining), container status information systems, and advanced traffic information and management systems. The result of these developments is that freight transport is moving toward operational integration, both within and between companies. Information technology will make nonintegrated transport providers more competitive with integrated ones. Appropriate sharing and integration of information will substitute for full-scale control.
The information revolution is responsible for changes that originate both inside and outside the freight transportation system. Information technology available to manufacturing and retail firms affects their distribution strategy in many ways. Just-in-time manufacturing and distribution systems rely on a continuous and reliable stream of information on the current and near-term status of every link in the supply chain.
Manufacturers and distributors leverage information to reduce their inventories significantly and to shift inventories from warehouses and distribution centers to rolling stock in the transportation network. This shift increases the burden of responsibility on the carriers as well as the need for shippers and carriers to cooperate. Information sharing by shippers and consignees will reduce inventory further, if the providers of freight transportation are integrated into the information stream.
Logistics is concerned with the efficient flow of raw materials, of work in process inventory, and of finished goods from supplier to customer. In addition to transportation, logistics entails inventory control, warehousing, materials handling, order processing, and related information activities involved in the flow of products. How these activities are managed and organized determines the quantity and quality of transportation demanded and
Transportation in the New Millennium
the nature of the commercial relationships between shippers and transportation service providers.
The globalization of business has increased the need for global supply chains that are longer, more complex, and inherently costlier. Businesses will seek logistics service suppliers who can meet their global logistics needs. This development will spur the growth of global third-party logistics (3PL) providers who provide a full portfolio of logistics services, including transportation. It also will encourage the development of modern and efficient transport infrastructures to minimize the cost of transport operations on major trade routes. These infrastructures include right of way, intermodal facilities, and communications links for all modes.
The need to reduce inventory investment by reducing cycle time has led away from these push systems, which are driven by the supply of materials and goods, to pull systems, in which actual demand for goods triggers product flow. Just-in-time and quick-response are some of the names given to these logistics systems. Production or ordering is postponed until products are sold or consumed. The product is produced and transported in smaller quantities. Because the product demand is known with great accuracy, products bypass the traditional storage and holding processes in warehouses and distribution centers. Instead, they are delivered directly to customers or are mixed with other freight for immediate delivery in cross-dock facilities.
Pull processes require fast, frequent, and reliable transportation systems with shipment visibility. This requirement has fueled the growth of time-sensitive transport alternatives such as air freight and priority ground transport. Full-load transport is not inappropriate for the frequent delivery of small quantities of a particular product, because full loads can comprise multiple products from multiple sources. At the same time, direct delivery of small, individual shipments via parcel carriers to consumers is becoming the rule rather than the exception, as speed is built into the logistics system rather than being reserved for emergencies. Transport suppliers must be able to provide shipment visibility by adopting mobile communication, e-commerce, vehicle status, and other technologies.
Outsourcing noncore activities previously involved a single logistics service, such as transportation. Today, 3PL providers offer an array of bundled logistics services, including strategic planning and control of the logistics process. The attractiveness of outsourcing is evidenced by the rapid growth of the 3PL industry from $10 billion in gross revenue in 1992 to $40 billion in 1998, and annual growth forecast between 15 and 20 percent through 2003 (1). Some of the leading suppliers are subsidiaries of transportation companies, and most large transportation companies offer comprehensive logistics services through subsidiaries or affiliates.
Shippers traditionally purchased transportation from asset-based carriers that could provide service at less cost because of economies of scale, utilization, and specialization. However, non-asset-based logistics suppliers are increasingly important as information technology plays an ever-greater role in supply chain integration and as operations research models become more sophisticated. Increasingly, economies of scope, or the benefits arising from being able to manage and integrate complementary logistics services, have become the source of reduced cost or improved service and therefore are prime criteria for choosing a logistics service provider.
Traditional transport firms face the dilemma of expanding their capabilities and becoming 3PLs or becoming suppliers to 3PL providers that represent the end customer.
The competitive boundaries between transport companies and 3PL providers are blurred because both are competitors and partners in meeting the demand for transportation and logistics services. Similarly, regional or domestic providers must decide how to provide the seamless, one-stop service demanded by global customers. Direct expansion was considered the most effective means to achieve broader coverage in the past, but alliances and partnerships rapidly are becoming an effective alternative for extending logistics services and geographic areas.
Partnerships between firms and logistics suppliers are growing and taking on more importance with the outsourcing trend. The traditional transaction-based relationship will continue, but more companies will seek the benefits of coordination and collaboration through partnerships. Successful alliances often involve concentrating business to fewer suppliers to leverage the customer’s buying power and make the process economical.
The ability to build partnerships will be a critical advantage for a transportation company or 3PL. Partnerships with customers and suppliers will be important, but so will alliances with other transportation and logistics suppliers. These alliances provide the strategic advantages of multiple partners to meet the demand for one-stop, seamless, global, and comprehensive logistics services. Although the adoption of interfirm communications technology will be important in implementing partnerships, the ability to build and sustain relationships with other firms will be the key to success.
Freight, also known as cargo or goods, refers to items or commodities transported from one location to another via various modes of transportation. The characteristics of freight can vary widely based on the nature of the goods being transported, the mode of transportation, and the specific requirements of the supply chain. Here are some key characteristics of freight:
Weight:
Freight can vary significantly in terms of weight, ranging from lightweight parcels to heavy machinery or bulk materials.
Size and Dimensions:
The size and dimensions of freight items can vary, influencing the choice of transportation mode and the design of packaging and storage facilities.
Value:
Freight may have different levels of economic value, ranging from everyday consumer goods to high-value and sensitive items like electronics or pharmaceuticals.
Fragility:
Some freight items are fragile and require careful handling during transportation to prevent damage. Examples include glassware, electronics, or artwork.
Perishability:
Perishable goods, such as fresh produce, pharmaceuticals, or certain chemicals, have a limited shelf life and may require specialized transportation and storage conditions.
Hazardous Nature:
Certain freight items are classified as hazardous materials due to their potential to pose risks during transportation. This includes chemicals, flammable materials, or radioactive substances.
Stackability:
The ability to stack freight items can impact the efficiency of storage and transportation. Some goods are stackable, while others may require specific handling to prevent damage.
Packaging:
Freight items are packaged in various ways to ensure their protection during transit. Packaging materials and methods depend on the characteristics of the goods and the mode of transportation.
Density:
Freight density refers to the amount of space occupied by a given weight of goods. High-density freight may require less physical space but be heavier, affecting transportation costs.
Transportation Mode:
Different freight characteristics influence the choice of transportation mode. For example, air transportation is suitable for high-value and time-sensitive goods, while bulk cargo may be transported more economically by sea.
Temperature Sensitivity:
Some goods, such as pharmaceuticals, certain foods, or chemicals, may require specific temperature-controlled conditions during transportation to maintain their quality and integrity.
Lead Time Requirements:
The urgency of delivery can vary, influencing the choice of transportation mode. Some goods may have strict lead time requirements, while others allow for more flexible delivery schedules.
Regulatory Compliance:
Freight may need to comply with various regulations and standards, such as customs requirements, safety regulations, and environmental restrictions.
Understanding these characteristics is crucial for logistics and supply chain management, as it helps in making informed decisions regarding packaging, transportation modes, storage, and overall logistics planning to ensure the safe and efficient movement of goods from origin to destination.
TYPES OF FREIGHT
Freight, also known as cargo or goods, refers to items or commodities transported from one location to another via various modes of transportation. The characteristics of freight can vary widely based on the nature of the goods being transported, the mode of transportation, and the specific requirements of the supply chain. Here are some key characteristics of freight:
Weight:
Freight can vary significantly in terms of weight, ranging from lightweight parcels to heavy machinery or bulk materials.
Size and Dimensions:
The size and dimensions of freight items can vary, influencing the choice of transportation mode and the design of packaging and storage facilities.
Value:
Freight may have different levels of economic value, ranging from everyday consumer goods to high-value and sensitive items like electronics or pharmaceuticals.
Fragility:
Some freight items are fragile and require careful handling during transportation to prevent damage. Examples include glassware, electronics, or artwork.
Perishability:
Perishable goods, such as fresh produce, pharmaceuticals, or certain chemicals, have a limited shelf life and may require specialized transportation and storage conditions.
Hazardous Nature:
Certain freight items are classified as hazardous materials due to their potential to pose risks during transportation. This includes chemicals, flammable materials, or radioactive substances.
Stackability:
The ability to stack freight items can impact the efficiency of storage and transportation. Some goods are stackable, while others may require specific handling to prevent damage.
Packaging:
Freight items are packaged in various ways to ensure their protection during transit. Packaging materials and methods depend on the characteristics of the goods and the mode of transportation.
Density:
Freight density refers to the amount of space occupied by a given weight of goods. High-density freight may require less physical space but be heavier, affecting transportation costs.
Transportation Mode:
Different freight characteristics influence the choice of transportation mode. For example, air transportation is suitable for high-value and time-sensitive goods, while bulk cargo may be transported more economically by sea.
Temperature Sensitivity:
Some goods, such as pharmaceuticals, certain foods, or chemicals, may require specific temperature-controlled conditions during transportation to maintain their quality and integrity.
Lead Time Requirements:
The urgency of delivery can vary, influencing the choice of transportation mode. Some goods may have strict lead time requirements, while others allow for more flexible delivery schedules.
Regulatory Compliance:
Freight may need to comply with various regulations and standards, such as customs requirements, safety regulations, and environmental restrictions.
Understanding these characteristics is crucial for logistics and supply chain management, as it helps in making informed decisions regarding packaging, transportation modes, storage, and overall logistics planning to ensure the safe and efficient movement of goods from origin to destination.
1.2 Statement of the Problem
The efficient distribution of freight is crucial for sustaining economic activities, yet challenges and inefficiencies persist within contemporary logistics systems. These challenges may include congestion in urban areas, inadequate transportation infrastructure, suboptimal route planning, and environmental concerns. To address these issues, it is imperative to explore the spatial dynamics of freight distribution and identify the factors influencing the movement of goods within different geographic contexts.
1.3 Research Objectives
The primary objectives of this study are:
To analyze the spatial patterns of freight distribution in [specific region or industry].
To identify the key factors influencing the efficiency of freight movements in the selected spatial context.
To assess the impact of spatial factors on the overall performance of logistics and freight distribution systems.
To propose recommendations for optimizing freight distribution from a spatial perspective.
1.4 Research Questions
The study will seek to answer the following research questions:
What are the spatial patterns of freight distribution in the chosen region or industry?
What factors influence the efficiency of freight movements in the selected spatial context?
How do spatial factors impact the overall performance of logistics and freight distribution systems?
What recommendations can be proposed to optimize freight distribution from a spatial perspective?
1.5 Significance of the Study
This research holds significance for various stakeholders in the logistics and transportation sectors, including policymakers, logistics professionals, researchers, and businesses involved in freight distribution. By gaining insights into the spatial dynamics of freight distribution, decision-makers can implement strategies to enhance the efficiency and sustainability of supply chains. Additionally, the study contributes to the academic understanding of spatial logistics, providing a foundation for future research in this evolving field.
1.6 Scope and Delimitations
This study focuses on [specific region, industry, or type of freight distribution] to provide a detailed analysis of the spatial perspective of freight distribution within this defined scope. Limitations may include the availability of data, regional variations, and the specific characteristics of the chosen spatial context.
1.7 Structure of the Thesis
The thesis will be organized into distinct chapters, each addressing specific aspects of the spatial perspective of freight distribution. Chapter Two will review relevant literature on spatial logistics, while Chapter Three will detail the research methodology. Subsequent chapters will present and analyze the research findings, discuss implications, and conclude with recommendations for optimizing freight distribution from a spatial perspective.
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EVALUATION OF DISTRIBUTION CHANNEL IN THE LOGISTICS MANAGEMENT OF PETROLEUM PRODUCTS(A CASE STUDY OF OANDO PLC ENUGU)
ABSTRACT
This research was motivated to appraise the evaluation of distribution channel in the logistics management of petroleum product using Oando plc as the case study. There was a problem of the tendency of distribution of those petroleum products to the Northern & Southern which effect to a scarcity of the product in other areas of the country. On the contrary to the problems of this research work, an objective came to be as to ascertain whether there is an effective and efficient distribution of petroleum products, all round the country.
In the process of solving and pursuance on the problems and the objectives, both primary and secondary data were sourced. The targeted respondents were mainly the managers, staffs and customers were statistically determined for the purpose of both questionnaires administration and personal interview. In organizing and presentation of data collected, tables and percentages were used and various hypothesis were tested using chi-square. The tests of the hypothesis made the researcher to concluded that Oando plc cannot improve on the distribution channel in the logistics management of petroleum product in our country, as the critical value was greater than the expected value on both tests.
The study reviews some finds which made the researcher to recommended that government should set some security agencies that can militate against perpetrator that vandalize the pipeline and other unscrupulous person (s) that engaged in similar act he believes if carefully implemented will go a long way to shortening the various problems.
TABLE OF CONTENTS
CHAPTER ONE
INTRODUCTION
1.1 Background of the study
1.2 Statements of the problem
1.3 Objectives of the study
1.4 Significance of the study
1.5 Research questions
1.6 Formulation of hypothesis
1.7 Scope and limitation of the study
1.8 Definition of basic terms
CHAPTER TWO
LITERATURE REVIEW
2.1 Definition of channel system
2.2 Management of logistics/channel system
2.3 Conflict in channel management
2.4 Co-operation by channel participants
2.5 Channels of distribution in petroleum products
2.6 Factors affecting petroleum products
2.7 Managing marketing channels of petroleum products
2.8 The benefits of using efficient channel
System as a Means of Distributing Petroleum Products
References
CHAPTER THREE
RESEARCH DESIGN AND METHODOLOGY
3.1 Research design
3.2 Area of study
3.3 Population of the study and sample size
3.4 Instrument used
3.5 Validity of the instrument
3.6 Reliability of the instrument
3.7 Method of data collection
3.8 Method of data analysis
CHAPTER FOUR
PRESENTATION, ANALYSIS AND INTERPRETATION OF DATA.
4.1 Summary of the results and findings
4.2 Testing of hypothesis
CHAPTER FIVE
DISCUSSION, CONCLUSION AND RECOMMENDATION
5.1 Discussion of the result
5.2 Conclusion
5.3 Recommendation, suggestion for further research bibliography
Appendices
CHAPTER ONE
INTRODUCTION:
This chapter consists of details of the topic under research. Here the background of the study statement of the problem, objectives and significance of the study will be revealed along with research question so as to enable the researcher know what the research work is all about.
1.1 BACKGROUND OF THE STUDY
As a result of petroleum products being the major exporting product among others, of our country. Our country solely depends on it as the highest percentage revenue on the overall percentage of the total exportation products or items.
In the 1979s after the civil war, Nigerians have Agricultural products as the dependent product in both domestic and international uses. But today due to greater lucrative of this product all over the world, abandoned the former for the latter.
As the uses is universal, the extractive regions which are at South east and South west encountered a difficult impact to be supplied or distribute to various areas of other regions of the country, due to mainly mismanagement and other opposing factors. The transportation of this extracting products from the originated area to the refinery was a great problem in the country, because of its form bulky and channel of distribution.
The government then employed foreign bodies to refine this product in order to reach to the hook and of the country. The refinery built and managed by government admitted a foreign firm to have a part in the refinery for the bases of their services as regards to importation. Still not adequate as the dealers divert this product to their own perspective regions where they expect to dispose it in a high value.
At times, this petroleum products i.e. fuel, kerosene, diesel, bitumen to mention but few do change totally the generic colour used to it to another unpredicted colour thereby caused a harm to human body. These dealers were formerly the staffs of one firm and another for years, left their various perspective offices for the marketing of these products thereby formed one organization and another to impose the prices on this products.
The region that is basically not interested in the use of this product by their majority because of their belief or customs has low cost and optimal quantities than other regions.
From the facts, it becomes clear that if the left cream of the nation is to be feasible accordingly, a great percentage or rate of the standard of living would have been a something if smile to the populace.
HISTORY AND BUSINESS OF THE COMPANY (OANDO)
The company commenced business operations as a petroleum marketing company in Nigeria in 1956 under the name of “ESSO West Africa Incorporated” a subsidiary of Exxon Corporation of the United States of America. In 1969, the company was incorporated as ESSO Standard Nigeria Limited, and in 1976, the Nigerian Government acquired all of ESSO’ s shareholding interest, thereby fully indigemising the company whose name was subsequently changed to Unipetrol Nigeria Limited. It became a public limited liability company in 1991, when the federal government divested 60% of its shareholding to the general public, and was quoted on the Nigerian Stock Exchange in February 1992. In 2000, the Federal Government divested its remaining 40% shareholding in the company, 30% of which was acquired by ocean and oil investment limited whilst the balance of 10% was taking by the Nigerian Public.
In 2002, the company acquired Agip Petroli International BV’s 60% shareholding in Agip Nigeria Plc (Agip) and subsequently merged with Agip to become the second largest player in the downstream petroleum marketing industry. In December 2003, the company announced the launch of “Oando PLC” its new corporate identity to signify the creation of a proudly West Africa brand. The new corporate identify and branding exercise portrays the values and brand essence of the company service excellence, performance – driven, dynamic and progressive, consistent quality experience and proudly West African.
1.2 STATEMENT OF THE PROBLEM
Petroleum products have a numerous problems on logistics management on its distribution, it is the only and major exporting product of our country, which is disposed in a high rate to another country thereby expect the citizening to do the same the tendency of distribution channel to the Northern and Southern regions of the country is much more sufficient than other regions, which causes scarcity of the product in these areas. Some quantities of these products are being diversified to other different stations for a tremendous income, impact on hoarding which reveals the control is not effective.
Many of the distribution channels are being vandalized by unscrupulous individuals in the area which stagnantly affects its distribution and transportation. Moreover, there is weights and measures on the quantities of this petroleum products making the dealers to have different prices of disposing this product in their various areas. Finally, the Boards that deals on the marketing of this petroleum products (NUPENG, PENGASIN, etc) do impose some requisitions from the federal government which may not come forth, affect its distributions.
1.3 OBJECTIVES OF THE STUDY
The objectives of this study are;
1. To ascertain whether there is an effective and efficient distribution of petroleum products, all round the country.
2. To determine if sufficient production of petroleum products are sold at a cheaper rate and curls the trend of scarcity on the country as the sixth oil producing ration of the world, and the first in Africa.
3. To find out whether the various refineries of the country are put in shape thereby limiting the services of other countries in refining our own petroleum products in terms of trade.
4. To ascertain whether what we produce is satisfying the citizen
5. To identify a post – mortem to the present situation, and that of the future, and many years to come..
6. To determine how the supervision of distribution of petroleum product is done to curls fore outbreak, and the cost of resuscitating the damages.
7. Moreover, to identify the availability of petroleum product to minimize traffic hold – ups, queuing for a long time, unavailable means of transportation, wastage of hire in transporting one self, and its high cost.
1.3 SIGNIFICANCE OF THE STUDY
It requires a little reasoning to discover that this research will be of immense benefits to the public government, Oando and its numerous branches, and as well other petroleum dealers. It will enable them to discover the disequilibrium on the effective. Logistics management on various petroleum dealers in the country and outside. It will enable them also to monitor the petroleum marketers on their channel of distribution in order to reach the purposely masses.
The Niger – Delta populace will benefit through the establishment of various facilities in their area. The public will discover the information of the petroleum dealers as regards to the rate of its consumption and the standard of living in the country. Furthermore, this research will be immense benefits to Oando on improving their management functions or activities in all ramifications. It will also help in the offer for future benefits.
Finally, many forming will benefit for easy mobility of their business activities and operation especially on those that have petroleum dump in their environment (UNEC, IMT etc).
1.5 RESEARCH QUESTIONS
1. Do the faults in our refineries affect the distribution of petroleum products?
2. Can the attitudes of these petroleum Boards circument the government intervention on the problems?
3. What can be the effect of mismanagement on the logistics distribution of petroleum product in our country?
4. Can it affect Oando on their struggling to be the petroleum leaver in the country and Africa?
5. Can the discriminations in the political affairs of our country affects Oando in their business activities?
6. Can we boast of sixty percentage (60%) satisfaction of these petroleum products by the average populace?
7. Can we ensure a constant petroleum products in all regions of our country i.e. Improve in scarcities?
8. Do you think that Bakassi – penusula area will be benefited from this distribution of petroleum products?
9. What measure can we take against the perpetrators that engaged in black marketing, thus making a high percentage gain?
10. What can we do to have a stable price of petroleum products in our country?
1.6 HYPOTHESIS FORMULATION
Hypothesis as we all know is an intelligent guess, a tentative statement, and a conjectural statement of the relationship between two or more variable. Therefore, the hypothesis of this study was stated like these;
Ho: Oando Plc cannot improve on the distribution channel in the logistics management of petroleum product in our country. Null Hypothesis.
H1: Oando Plc can improve on the distribution channel in the logistics management of petroleum product in our country. Alternative Hypothesis.
Ho: The Boards of Petroleum dealers cannot stabilize the price, and rate of petroleum products in Nigeria. Null Hypothesis.
H1: The Boards of Petroleum dealers can stabilize the price, and rate of petroleum products in Nigeria. Alternative Hypothesis.
1.7 DEFINITION OF BASIC TERMS
LOGISTICS: Supply, Distribution, and Replacement of materials.
MANAGEMENT: The process of applying managerial functions for effective operation.
POST-MORTEM: Review of the past occurrences or events.
CIRCUMVENT: present a plan from being carried out.
BITUMEN: Black, sticky substance (from petroleum) used for making road e.t.c.
LUCRATURE: profitable; bring in money.
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THESIS TOPICS IN LOGISTICS MANAGEMENT
25.Investigating the role of logistics management in dealing with emerging challenges and complexities.
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Bank: GTBank.
OR
Account Name: AMUTAH DANIEL CHUKWUDI
Account Number: 3139283609
Bank: FIRST BANK
FOR MORE INFORMATION, CALL:
08068231953 or 08168759420