conf perspective on inter modal tpt

8/6/2019 CONF Perspective on Inter Modal Tpt

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Perspectives on Integrated TransportPerspectives on Integrated Transport


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Integrated Transport :Why ?

Customers becoming increasingly indifferent to globalsourcing issues.

Inventory to be held only briefly for staging, focus

primarily on inventory in transit and not inventory instorage, distribution centres, or warehouses.

Expect their order to be delivered at the right place, atthe right time, in the right condition, and for the rightprofit.

The internationalization and globalization of resourcesand markets placing unprecedented demands ontransport.

Competition between global supply chains and theirsupporting modal and inter-modal capabilities.


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Transport Options: Uni-modal Unimodal-- the transport of goods by one

mode of transport by one or morecarriers(service providers). If one carrier, he issues his own transport

document, a bill of lading, an airway bill, aconsignment note.

If more than one carrier, one of them may issuea through bill of lading covering the entire

transport. The issuing carrier may be responsible for the

entire transport or for only that part which takesplace on board his own vessel.


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Transport options: Inter-modal Transport of goods by several modes.

One of the carriers organises the wholetransport from point of origin to destination.

If he takes responsibility only for the portionhe performs himself, he may issue an inter-modal or combined transport bill of lading.

If he takes responsibility for the entiretransport, he issues an Multi-modaltransport document.


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Intermodal Transportation

A C

D

F

E

B

Point-to-Point Network

AC

D

F

E

B

Intermodal Integrated Network

Rail

Road

Transshipment

Transshipment


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Integration through Inter-modalism Conventional: Competition between the

modes.Transport system segmented andun-integrated. Each mode to exploit its

own advantages in terms of cost, service,reliability and safety.

Intermodalism. Involving the use of atleast two different modes. The line-hauleconomies of rail may be exploited for long

distances, with the efficiencies of trucksproviding local pick up and delivery.

The key is that the entire trip is seen as awhole, rather than as a series of legs.


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Essence of Multi-modalism One transport document

One Rate

Through Liability

Intermodalism is an operational concept

Multimodalism has commercial connotation.


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Why Multimodal Transport Variety of cultures, languages across

international trade corridors.

Divergent commercial practices at bothends of trade.

Infrastructural incompatibilities.

Complexity of operations involving the

useof

vario

us transpo

rt links. Practical for a trader to let one qualified

operator organize and be responsible &accountable for the entire transport chain.


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What an Multi-modal Transport

Operator looks for Minimising cost.

Minimum handling.

Standard procedures and minimumdocumentation

Hassle-free border crossing with

minimum detention. Security of Cargo

Containerisation ensures much of these.


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Container on Truck


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40-Foot Containers


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Tank Containers


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Refrigerated Container


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Versatility of Containers


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Double-stack Containers on Rail


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Containers being Unloadedfrom a Barge


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Containership


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Inter-modal compatibility can beloaded on trailers, rail wagons, ships

& barges. Low-cost, fast transit. Flexibility of usage: wide variety of

cargo can be transported.

Through liability possible.

Door to door service feasible.

Parcel size can be small.

Containerisation: Advantages


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Managing & monitoring easy.

Cargo does not require multiplehandling.

Transhipment easy.

Can be used for storage of cargo.

Better security.

Containerisation:Advantages


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P

hysical requirements

Development of ICDs and CFSs.

Development ofPort facitilies & port-side container terminals.

Feeder & Mainline services.

Development of Container Trade

Routes: land-sea, land-inlandwaterway,and land-bridging acrossborders.


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P

ort-side container terminal

Draft at the port- size of vessel.

Number of berths- pre-berthing delays. Handling cranes- Number of moves.

Security: Scanning arrangements

Hinterland Connectivity-rail/road/inlandwaterway.

CFS facility: Stuffing/de-stuffing,warehousing, re-packing facility.


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Inland Container Depots Customs Formalities & documentation

Storage of Cargo and Containers.

Aggregation/dis-aggregation of cargo. Stuffing/de-stuffing of Cargo.

Handling of containers.

Despatch by rail/road.

Road/rail conectivity, availability of adequatestacking area, type of handling equipment,warehousing facility, security arrangementsare of critical importance.


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Handling Equipment :Reachstackers


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Handling equipment: RTG


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Container Transport Costs23%

18%

21%

25%

13%

Ships

Containers

Terminals

Inland Transport

Other


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Land-bridging Across borders: Issues

Inter-modal transport services.

Road linkages : all weatherroads.

Rail linkages: Compatibility of

gauge, axle load, traction.

Bridging the Missing Links.


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Border Crossing Formalities.

Improvements in Customs stations.

Electronic Data Interchange(EDI).

In-transit warehousing facilities.

Security

Land-bridging Across Borders: Issues


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Containerized Cargo Flows along MajorTrade Routes, 2000-2004 (in millions of

TEUs)

5.6

7.2

8.8

10.2

11.8

3.3

3.9

3.9

4.1

4.3

4.5

5.9

6.1

7.3

8.4

3.6

4.0

4.2

4.9

5.6

2.2

2.7

1.5

1.7

1.8

2.9

3.6

2.6

2.9

3.0

0 5 10 15 20 25 30 35

2000

2001

2002

2003

2004

Asia-USAUSA-Asia

Asia-Europe

Europe-Asia

USA-Europe

Europe-USA

Increasing Importance of Asia


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Bilateral Free Trade Agreements.

Growth of Regional Economies.

Growing importance of RegionalCo-operation for trade amongdeveloping countries in south-

Asia. ASEAN, BIMSTEC, SAFTA.

Trends In South Asia


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South Asia Benefits of geographical contiguity are often lost

due to poor transport linkages.

Countries vary in terms of the availability andquality of infrastructure.

Many missing links between highways, besidespoor condition of roads in some countries.

Deficient Railway links. Lack of gauge

harmonization. The ports need to be modernized.

Lack of uniformity in the customs and clearanceprocedures at the borders.


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Trends In Globalisation

Free Trade

Customs Union

Common Market

Economic Union

Political Union


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The CONCOR Story

TO PROVIDE RESPONSIVE, COST EFFECTIVE, EFFICIENT AND

RELIABLE LOGISTICS SOLUTIONS TO OUR CUSTOMERS

THROUGH SYNERGY WITH OUR COMMUNITY PARTNERS

AND ENSURING PROFITABILITY AND GROWTH.

WE STRIVE TO BE THE FIRST CHOICE FOR OUR CUSTOMERS.

WE WILL BE FIRMLY COMMITTED TO OUR SOCIAL

RESPONSIBILITY AND PROVE WORTHY OF TRUST REPOSED

IN US.

Corporate Mission


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CONCOR - THECOMPANY

Incorporated - March 1988

Operational - November 1989

Authorised capital - Rs.100 Crores

Paid-up Capital - Rs. 64.99 Crores

Took over 7 the then existing containerTerminals from Indian Railways.


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CONCOR - BUSINESS

CONCORS CORE BUSINESS IS CHARACTERISED

BY TWO IMPORTANT ACTIVITIES:

Door to Door Transport-by rail/road/coastal shipping.

Terminal Operations

-Operating dry Ports (ICDs/CFSs)AndDomestic Container TerminalsAll Over The Country


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Services

International: Door to port &Port to door movement of

containers by rail/road via inland

container depots. Handling and storage of laden and empty

containers and cargo.

Transit & Bonded warehousing.

Consolidation of LCL cargo. Bonded trucking movement of air-cargo

between airports and ICDs.


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Services

Domestic:

Supply of containers.

Door to door movement of cargo in

containers by rail/road/coastal shipping.

Handling, storage of cargo.

Transport & distribution of cargo as percustomer requirements.

New Venture:

Cold Chain distribution system for fruits andvegetables


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JVs

Air Cargo Terminal at Bangalore Air CargoComplex. Developing a simialr air-cargo

complex at Nasik. 4 JV CFSs at Dadri (with Maersk, APL,

Transworld & CMA-CGM).

Participation in Port projects- JNPT(withMaersk) and Vallarpadam(With DP World).

Managing ICD in Birgunj(Nepal).


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CO

NCO

RS TERMI

NA

L NETWO

RK

EXISTING TERMINALS : 56

COMBINED : 29PURE EXIM : 18

PURE DOMESTIC : 09

TERMINALS PLANNED IN THE NEXT 2YEARS : 5


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REGIONAL DISTRIBUTION OFTERMINALS

NORTHERN INDIA - 16

SOUTHERN INDIA - 10

WESTERN INDIA - 13

EASTERN INDIA - 08

CENTRAL INDIA - 09

TOTAL - 56


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The Market Share Issue

000 TEUs

YEAR Port CONCOR

Throughput Throughput %

1995-96 1447 349 24.1

1996-97 1696 425 25.11997-98 1889 491 26.0

1998-99 1929 576 29.9

1999-00 2181 664 30.4

2000-01 2470 753 30.5

2001-02 2880 905 31.42002-03 3366 1031 30.6

2003-04 3972 1251 31.5

2004-05 4518 1376 30.5

2005-06 4998 1557 31.2


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16. 8 16. 6 16.113.6

15.3 16.314.1

15.3

11.99. 7

13.6

63.1 63.6

83.2

61.6 62.2

74.8

69.568.3

48.5

39.6

61.1

0

10

20

30

40

50

60

70

80

90

100

Deliv

ery

onsch

Tran

sitTi

Cargo

saf

Cos

Flexibility

for

spe

cifi

Reliabili

Capacity

toha

ndle

Proble

mfreet

Doo

r-to

-doo

rs

Creditfa

cil

Timetake

nto

seekin

Competition

CONCOR

SOURCE-SURVEY-2005 BY TNS MODE

CONCOR vis-a-vis existing

Competition


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Introspection

Continuous Review of internalprocesses.

ISO 9000 certification.

Benchmarking exercise to reducecosts.

Gathering market intelligence to createnew products.


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Reaching out to Customers

Container Tracking and tracing.

ETMS/DTMS : dissemination of information.

Centralised PDA.

E-billing, E-payments.

Training of employees by customers How can we serve you better?.


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Developing new services.

Round trip pricing against booking of a fulltrain.

Scheduled day service.

A tatkal scheme to for urgent clearance.

Double-stack Container trains.

Aggregation of volumes through businessassociates.

Volume based/commodity based incentiveschemes.


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CONCORs EXIM BUSINESS

349141424741

491481

576790

664490

753368

905058

1556714

1376516

1251618

1031925

0

200000

400000

600000

800000

1000000

1200000

1400000

1600000

1800000

1995-

96

1996-

97

1997-

88

1998-

99

1999-

2000

2000-

01

2001-

02

2002-

03

2003-

04

2004-

05

2005-

06

No of TEUs

HANDLING (TEUS)


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CONCOR DOMESTIC BUSINESS

244977

278801

374119

351238

291360225156

238661230238

326775

351460350501

0

50000

100000

150000

200000

250000

300000

350000

400000

1995-96 1996-97 1997-88 1998-99 1999-

2000

2000-01 2001-02 2002-03 2003-04 2004-05 2005-06

HANDLING (TEUS)


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FINANCIAL PERFORMANCE

52

95 116

141

178

217

249

273

368

429

503

0

100

200

300

400

500

600

1996 1998 2000 2002 2004 2006

NET INCOME

In Rs.Crores

(ten million)

396548 629

716865

1110

1335

15341807

2003

2441

200

400

600800

1,000

1,200

1,400

1,600

1,800

2,000

2,200

2,400

2,600

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

TURNOVER

In Rs.Crores

(ten million)


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CONCOR vis--vis Indian Railways

Indian Railways Own 63% of CONCORsequity.

Have provided land for construction of

terminals. Railways collect haulage charges for

CONCORs trains and license fee for land.

CONCOR Wagon Fleet is maintained by the

Railways. Officers on deputation from the Railways man

senior and middle management positions inCONCOR.


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New Developments

In 2006, Indian Railways havedecided to facilitate entry of privateoperators in container train operation.

13 players from pubic/private sectorshave obtained in-principle approval.

Agreements are being finalised.

Level playing field vis--vis CONCORhas been promised.


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THANK YOU

conf perspective on inter modal tpt

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