copy of aijaz project report

7/31/2019 Copy of Aijaz Project Report

1/79

1

AcknowledgementThis project is an attempt to share my experience and learning

during the two month of my project with Clarion Solutions Ltd,Nashik. With reference to Transworld Group of Companies. Thisreport would not have been possible without the support andguidance that I have received for various people at different stagesof the project.

I would like to express my profound gratitude and sincerethanks to Mr. Jignesh Joshi (CFS Manager) for giving me thisopportunity to work with Transworld Group of Companies.

I would like to express my special thanks to Mr.Sachin Joshi(Sr. Branch Manger of Clarion Solutions Ltd. Nashik) for guiding methroughout the project. It indeed has given invaluable exposure inField Work and Logistic Market.

I also express my sincere gratitude to my respected Prof.Sachin R. Pachorkar for his kind Co-operation and Invaluable

Guidance.I would like to express my thanks in no less measure to thewhole staff of Clarion Solutions Ltd. Nashik, to support me during theproject and for their kind co-operation.

Date: Aijaz S Shaikh(M. B. A. Marketing)


2/79

2

Declaration

I, Mr. Aijaz S Shaikh, hereby declare that this project report isthe record of authentic work carried out by use during the academicyear 2007 2009 and has not submitted to any other University orInstitute towards the awards of any degree.

Aijaz S ShaikhDate: (M. B. A. II Marketing)


3/79

3

INSTITUTE OF MANAGEMENT, RESEARCH &

TECHNOLOGY, NASIK-2.

INDEX

Sr. No.Particulars

Page No.

(1) Chapter 1: INTRODUCTION

1.1 Obj ect of the pro ject 51.2 Se lect i on of the top ic for s tudy 61.3 Introduction to the Topic 81.4 Obj ect i ves of the stu dy 161.5 Plan of Action 181.6 Rese arch meth odol ogy 221.7 Sco pe of the stu dy 301.8 Limi tat i on of the stu dy 311.9 Rat i onal e of the stud y 32

(2) Chapter 2: Prof i le of the Organizat ion

2.1 Backgro und and h is tory of the organ i zat ion 352.2 Org ani zat i ona l f lo w cha rt 372.3 serv ices of fered by the organ is at ion 38

(3) Chapter 3: Analys is and Interpretat ion of the informat ion

3.1 Top ic und er stu dy 523.2 Present at ion, ana lys is and in terpre tat ion of

the in format ion55

(4) Chapter 4: Conclus ion of the study 67

(5) Chapter 5: Recommendat ion andsuggest ions

69

Appendices

a) Quest ionnaire 71

b) Glossary 76

b) Bibl iography 78


4/79

4

CHAPTER 1

INTRODUCTION


5/79

5

(CHAPTER 1)

1.1 Object of Project:

The project forms a very vital aspect during the curriculum of M.B.A. At the end

of the first year students are required to under go summer training and a project

for span of two months.

Being a M.B.A. student only theoretical knowledge is not enough but the actual

exposure to the market and knowledge of actual marketing process can be

gained by working in the market, which is well attended through the summerproject

This training is an integral part of M.B.A program and its importance lies in fact

that it gives the students their first exposure to an organisational set-up and

allows him to get acquainted with real organisational problems, perceptions and

challenges.

The main object of the project is to enable the marketing student gain the field

experience by working on field and help him to understand how the practical

marketing decisions, strategies and market research activity is carried out.


6/79

6

1.2 Selection of the topic for study

Inland distribution is becoming a very important dimension of the globalization /

maritime transportation / freight distribution paradigm. Observed logistics

integration and network orientation in the port and maritime industry have

redefined the functional role of ports in value chains and have generated new

patterns of freight distribution and new approaches to port hierarchy. Inland

freight distribution constitutes more than ever a cornerstone in port

competitiveness. Existing models on the spatial and functional evolution of ports

and port systems only partially fit into the new freight distribution paradigm. This

topic aims to add to the existing strategy by introducing a regionalization phase

in port and port system development. The regionalization phase and associated

new hinterland concepts demand new approaches to port governance and a

functional focus that goes beyond the traditional port perimeter.

Ocean freight transport industry has changed its structure as a result of the new

trends and preconditions that came with the introduction of the container and

the rise of intermodality. Short sea shipping has had the same impact as oceanshipping.

The following factors are acknowledged as the most important driving forces

behind the new trends:

The rise of containerization;

Door-to-door transport with a single bill of Lading;

Deregulation of the transport market;

Horizontal and vertical integration of the transport Market;


7/79

7

Globalization of the world economy;

Rising demands from manufacturing industries.

Intermodal and sea related transports are acknowledged as priority measures to

solve common EU transport system problems. To meet market demands seaports

have tried to increase their capacity within the seaport area.

However seaports are among the most space extensive consumers of land in

metropolitan areas and their expansion often generates environmental and land

use conflicts.

The main problems seaports face today, as a result of growing containerized

transport, are lack of space at seaport terminals and growing congestion on the

access routes serving their terminals. The real estate and approaching problems

are among those that most ports face during their life time as well. The factors

are supporting the dry port concept, to outsource the functions which will need a

lot of territory with the cheaper hinterland locations.

The concept of the dry port is based on a seaport directly connected by road/rail

with inland intermodal terminals, where shippers can leave and/or collect their

goods in intermodal loading units as if directly at the seaport. The seaport and

the inland terminals are connected with high capacity traffic modes, such as rail,

rather than only with road. In addition to the transshipment that a conventional

inland intermodal terminal provides, services such as storage, consolidation,

depot, maintenance of containers, and customs clearance are usually available at

dry ports.

Thus, from all above factors need for selection of this topic arises significantly.


8/79

8

1.3 Introduction to the topic

What Is Inland Intermodal Container Depot?

DEFINITION OF ICD/CFS

An Inland Container Depot / Container Freight Station may be defined as:-

A common user facility with public authority status equipped with fixed

installations and offering services for handling and temporary storage of

import/export laden and empty containers carried under customs control and

with Customs and other agencies competent to clear goods for home use,

warehousing, temporary admissions, re-export, temporary storage for onward

transit and outright export. Transshipment of cargo can also take place from

such stations.

An Inland Clearance Depot is a common-user inland facility, other than a seaport

or an airport, with public authority status, equipped with fixed installation, and

offering services for handling and temporary storage of any kind of goods

(including container) carried under customs transit by any applicable mode of

inland surface transport, placed under customs control to clear goods for home

use, warehousing, temporary admission, re-export, temporary storage for

onward transit, and outright export.

An Inland Container Depot is a common user facility with public authority status,

equipped with fixed installations and offering services for handling and

temporary storage of import/ export stuffed and empty containers.

An Intermodal Freight Centre is a concentration of economic independent

companies working in freight transport and supplementing services on a


9/79

9

designated area where a change of transport units between traffic modes can

take place.

An Inland Freight Terminal is, any facility, other than a seaport or an airport,operated on a common- user basis, at which cargo in international trade is

received or dispatched.

DISTINCTION BETWEEN AN ICD & A CFS

Functionally there is no distinction between an ICD/CFS as both are transit

facilities, which offer services for containerization of break bulk cargo and vice-versa. These could be served by rail and/ or road transport. An ICD is generally

located in the interiors (outside the port towns) of the country away from the

servicing ports. CFS, on the other hand, is an off dock facility located near the

servicing ports which helps in decongesting the port by shifting cargo and

Customs related activities outside the port area. CFSs are largely expected to

deal with break-bulk cargo originating/terminating in the immediate hinterland of

a port any may also deal with rail borne traffic to and from inland locations.

Keeping in view the requirements of Customs Act, and need to introduce

clarity in nomenclature, all containers terminal facilities in the hinterland would

be designated as ICDs.

An Inland Port is located inland, generally far from seaport terminals. It supplies

regions with an intermodal terminal or a merging point for traffic modes rail,

air, and truck routes involved in distributing merchandise that comes from

water ports. An inland port usually provides international logistics and

distribution services, including freight forwarding, customs brokerages,

integrated logistics, and information systems.


10/79

10

When containerization is bumming, ports often meet with shortage of capacities

for container storage areas. A HALCON is a inland port situated at the Ojhar

Airport servicing an industrial/commercial region connected with other ports byroad transport and is offering specialized services between the inland container

depot and the transmarine destinations. HALCON is container and multimodal

oriented and has all logistics facilities, which is needed for shipping and

forwarding agents in a port.

Most ports in India are located in sea coast, which demands the effective and

safe goods transport with a minimum of environmental strain. Simultaneously

the ports demand space and facilities for loading, unloading, storage, terminals,

etc. in order to ensure the keeping of high quality and growth with the growing

traffic and amount of cargo in question.

Extending the port areas by filling docks and dam, new sea areas solve the space

problem. To fill the sea area is very problematic in view of environmental

protection of coastal sea land. The increasing problem of transporting goods to

and from the port through the city, together with the expensive costs of

establishing new docks have created preconditions to establish HALCON, which

almost can handle all of the port related activities (Fig A). The development of

HALCON is therefore an essential tool to promote sustainability and effectiveness

of freight transport from the Nashik district as well as in the north Maharashtra

region.


11/79

11

Sea

Hinterland

High capacity mode connections: High capacity cargo storage Consolidation Desolidation Additional services like transportation

Custom Clearance

Land

Fig. 1: Role of HALCON in transportation chain

To ensure an effective Inland container depot there are two general objectives:

(1) Consolidation of maritime goods in intermodal short- and long distance

transport flows and

(2) Collecting and distribution of local, regional and international transports.

OTHER DRY

PORT

HALCON

ROAD

TRANSPORT

ROAD

TRANSPORT

RECEIVER SENDER

PORT OF

CALL

PORT OF

SHIPMENT

SEA

TRANSPOTATION


12/79

12

FUNCTIONs OF ICDs/CFSs

The primary functions of ICD/CFS may be summed up as under:

a. Receipt and dispatch/delivery of cargo.

b. Stuffing and stripping of containers.

c. Transit operations by rail/road to and from serving ports.

d. Customs clearance.

e. Consolidation and desegregation of LCL cargo.

f. Temporary storage of cargo and containers.

g. Reworking of containers.

h. Maintenance and repair of container units.


13/79

13

The operations of the ICDs/CFSs revolve around the following centres

of activity:-

i.) Rail Siding (in case of a rail based terminal)

The place where container trains are received, dispatched and handled in

a terminal. Similarly, the containers are loaded on and unloaded from

rail wagons at the siding through overhead cranes and / or other lifting

equipments.

ii) Container Yard

Container yard occupies the largest area in the ICD.CFS. It is stacking area were

the export containers are aggregated prior to dispatch to port, import containers

are stored till Customs clearance and where empties await onward movement.

Likewise, some stacking areas are earmarked for keeping special containers such

as refrigerated, hazardous, overweight/over-length, etc.

iii) Warehouse

A covered space/shed where export cargo is received and import cargo

stored/delivered; containers are stuffed/stripped or reworked; LCL exports are

consolidated and import LCLs are unpacked; and cargo is physically examined by

Customs. Export and import consignments are generally handled either at

separate areas in a warehouse or in different nominated warehouses/sheds.

iv) Gate Complex

The gate complex regulates the entry and exists of road vehicles carrying cargo

and containers through the terminal. It is place where documentation, security

and container inspection procedures are undertaken.


14/79

14

BENEFITS OF ICDs/CFSs

The benefits as envisaged from an ICD/CFS are as follows:-

The main benefits from ICDs/CFSs

1) Concentration points for long distance cargoes and its unitization.

2) Service as a transit facility.

3) Customs clearance facility available near the centers of production and

Consumption

4) Reduced level of demurrage and pilferage.

5) No Customs required at gateway ports.

6) Issuance of through bill of lading by shipping lines, hereby resuming full

liability of shipments.

7) Reduced overall level of empty container movement.

8) Competitive transport cost.

9) Reduced inventory cost.

10)Increased trade flows.


15/79

15

To achieve these two objectives, it is necessary for the HALCON to carry out the

following functions:

Inland warehousing;

Management of container flows to different ports based on Consolidation

of individual container flows;

Reduction of pre and end haulage with road transport

Offering special- and extra services;

Reduction of transport costs;

Increase in the firms of ship owners and the port influence to ensure the

intensification of the transport chains effectiveness.

In order to carry out these functions HALCON have taken into consider the

following measures:

Centrally placed areas;

Choice Loading or reloading or shunting;

Co-ordination between different operators and Custom House Agents;

Using advanced or existing technology;

Integrated flow of information on road transport, inland container depot,

air cargo complex and maritime related data.


16/79

16

1.4 Objectives of the research

MBA personal have to play a quite responsible role as a manager, so as it is

very essential to have adequate knowledge about every aspect of job, so as to

handle each & every situation effectively in a practical life with theoretical

knowledge.

The main thrust of MBA curriculum is to teach practical application of

the entire theoretical concept learns by students so far & now.

The project gives the live experience about the various aspects of

the management that is helpful from future point of view. The Project providesthe opportunity to understand the trade, consumer and distributor behavior very

closely.

This training is an integral part of M.B.A program and its importance lies in fact

that it gives the students their first exposure to an organizational set-up and

allows him to get acquainted with real organizational problems, perceptions and

challenges.

The main object of the project is to enable the marketing student gain the field

experience by working on field and help him to understand how the practical

marketing decisions, strategies and market research activity is carried out


17/79

17

Primary objective: -

The primary objective of the project is to find out the market scenario for Inland

Container Depot and Air Cargo Complex of HALCON in Nasik city. As defining the

marketing strategy for a leading Logistics solution provider and an Industry

Analyst firm focused on providing integrated business solutions at the right time

and at right cost. .

Secondary objective: -

The secondary objective of the study was to collect the relevant data, prepare a

database, awareness of industries, perception, requirements, etc for inland

container depot and the container freight station.

Few other objectives are like this: -

To suggest new growing market opportunities for business development.

To analyzed the data prepare from survey

To find out customer preferences for price, period, availability, services

To find out customer wants and their proper fulfillment.

To find out existing freight forwarder in the market and their marketposition.

To find out customer attitude

To know the industries about whole scenario for facilities provided by theCFS, their probable customers and market value of the services.


18/79


19/79

19

Market research has been used here as an instrument for decision making. Some

research conducted in the actual business field is routine, while some are

commissioned for a specific one-time purpose. However, it may not be taken for

granted that this will always provide with the right answer to a particularproblem.

Therefore, adherence to the correct method of conducting a research was

therefore a prerequisite. The research activity was carried under the guidance of

Sales Manager and CFS manager

It started with understanding the procedures and services offered by HALCON. I

accompanied the sales manager for onsite visits to customers to get the view of

exact procedure followed in the organization. These live interactions with

customers gave me an idea to understand & satisfy the customer single handedly

in the days to come.

A questionnaire schedule was developed considering the objective behind

the project. This was altered with few modifications depending upon the client

and its status. The research activity was done for 130 probable customers, 10

existing customers and 20 CHAs. This data handed over by the business partner

covered the contact information, products in use, and remarks as mentioned.

These customers were classified depending on:

Region

Urgency of attending them

New prospects

Business Potential

Industry type


20/79

20

Company Schemes Volume

Mahindra & Mahindra Drawback & DEBP 250

JAIN irrigation 100 % EOU 300

Desan Agro DEBP 150

Omshree Agro DEBP 150

Sanjay Soya DEBP 150

Maharashtra OilExtraction

DEBP 150

Everest Industries Drawback 100

Jindal Saw DEPB &/ DBK 40

British Scaffoldings 100 % EOU 30

Table 1: Company Undergone Shipment from HALCON

A pre approach helped obtaining vital information about prospective buyers prior

to calling them. When calling a customer I needed to find out whom to meet,

what to speak, and what the customers hot buttons are and how to push them.

Before every visit, I interacted with the sales representative who guided me on

how to approach each customer that was handed over to me.

Once I had the information about the customers, it was time to set up the

area and get to work.

Following points helped in segmenting the customers location:

Ensuring I have a good map of the area.

Sort the qualified customers by region and street (viz. Dindori, Ozar etc).


21/79

21

Setting my appointments as close to route order as possible.

Establish a regular work schedule. Mondays were a good day to book theweek's appointments.

Record helpful information.

Following points kept in mind during field visits:

Don't be "too" formal. When one asks a stranger for directions one

doesn't drag on and introduce oneself first. In the approach one can

introduce oneself but has only 30 seconds to "cut to the chase." Wasting

time with too many formalities was not a good idea every time.

Tell the customer how we can help them.

Tell the CHAs how we can help them. Remove the blockage in the CHAs

mind by telling them the fact that we are not their competitor but a

business developer.

Concentrate and be confident.

Keep it simple.

Re-work on my approach with the help of CHAs if it isn't working then

take his advice. Get help whenever needed.

Rejection is a natural aspect of this process.


22/79

22

1.5 Research methodology:

In the general sense, research refers to search for the knowledge through

objective. Research is an academic activity and as such the term is used in

technical sense. Research is original contribution to the exiting stock of

knowledge making for its advancement. It is the pursuit of truth with the help of

study, observation, comparison, and experiment. The systematic approach

concerning generalization and formulation of a theory is also a research. As such

the term research refers to the systematic method consisting of enunciating the

problem, formulating the hypothesis, collecting the facts or data, analyzing the

facts and reaching certain conclusions either in the form of solution towards the

concerned problems or in certain generalization for some theoretical

formulations.

The very common meaning of research is A search for knowledge.

Research is an art of scientific investigation. It is movement from the known to

unknown. Whenever the unknown fact confronts us, we try to find the meaning

and causes of the fact. This feeling of human being is the mother of all

knowledge and the method, which he employs for obtaining the knowledge of

whatever the unknown, is called as research. Thus research is voyage of

discovery.

It is scientific and systematic search for pertinent information on a specific

topic. It is an organized enquiry. It clarifies doubtful facts. It corrects the

misconceived facts or ideas. It seeks to find explanations to unexplained

phenomena. In facts, research is an original contribution to existing stock ofknowledge making for its advancement. It is the perceived of truth with the help

of study, observation, comparison, and experiment. In short, research is search

of knowledge through objective. It is the systematic method of finding solution

to the problem.


23/79

23

In methodology of the study, we study the various steps that are generally

adopted by a researcher in studying his research problem along with the logic

behind it. Research design plays an important role in collecting useful

information in cost effective manner. The flow of the research process is decidedfirst hand so that the conduct of the research does not take an incorrect

diversion from its objective.

Research design:

Research design is nothing but the master plan for the actual research. It is a

framework for carrying out research activities it comprises of series of prior

decisions. Master plan for this research was as follows:-

Type of research design:

All research approaches can be classified into one of the three categories of

research; exploratory, descriptive and causal. These categories differ significantly

in terms of research purpose. The type of the research conducted is Descriptive

Research. Descriptive research embraces a large proportion of marketing

research. the purpose is to provide accurate snapshot of some aspect of the

marketing environment.

This is research can also be a termed as Causal Research as in this type it is

necessary to show that one variable causes or determines the values of other

variables, Here, two variables are related or associated. Of course evidence of a

relationship or an association is useful.


24/79

24

Sources of data:

The sources used for data collection were primary sources as well as secondary

sources. For the data related to the behavior, the dependence was totally on the

primary tools of interviewing with the help of questionnaire.

The methods used for data collection were Survey Method, Observation Method

(participative) & Interview Method for the different type of export and import

units, organization and agricultural bodies supported with a structured

Questionnaire, used as a tool for collecting primary data needed.

The sources of data collection are explained as follows.

Primary Data Observations of customer, interviews & questionnaire

Secondary Data - magazines, internet, books, newspaper etc.


25/79

25

Research instruments:

Marketing researchers have three main research tools: questionnaires,

psychological tools and mechanical devices.

Questionnaire:

A questionnaire consists of a set of questions presented to respondents.

Because of its flexibility, it is by far the most common instrument used for

collecting primary data. They need to be carefully developed, tested and

debugged before they are administered on a large scale.

The questions can be closed ended or open ended. Closed ended questions

specify all the possible answers and provide answers are possible to interpret

and tabulated. On the other hand open ended questions allow respondent to

answer in their own words and reveal more on how people think. These are

useful for exploratory research.

Psychological tools:

Researchers can probe into a customers deeper beliefs and feelings

using Psychological tools such as depth interviews and laddering

questionnaires or by Rorschach test.

Mechanical devices:

These are occasionally used in marketing research. Galvanometer

measures the interest or emotions aroused by exposure to a specific ad orpicture. Eye cameras observe the eye movement of customers to see where

their eyes land first, how long they linger on a given item. Audiometer is

attached to TVs in participating homes to note which channel is being

watched.


26/79

26

The project involves collection of data from end users about awareness

and satisfaction; it did not involve findings deeper belief and feelings or

emotions aroused. Hence psychological tools and mechanical devices are not

used. Moreover collecting data through questionnaire is easy and economicalas compared to eye camera, audiometer, television etc.

For the project purpose most of the survey is done through telephonic and

by mailing.

Telephone interviewing

The telephone interview gradually has become the dominant method for

obtaining information from large samples, as the cost and non response

problems of personal interviews have become more acute. At the same time,

many of the accepted limitations of telephone interviewing have been shown

to be of little significance for a large class of marketing problems.

Advantages:

More interviews can be conducted in a given time period, because notime period lost in traveling and locating respondents.

More hours of the day are productive.

Repeated call back at different times of the day can be made at very

low cost.

Overall, the telephone method dominates the personal interview with respect to

speed, absence of administrative problem, and cost per completed interview.


27/79

27

Mail survey:

In this survey mode, questionnaires traditionally are mailed to potential

study participants, who complete and return them by mail. Superficially,

interviewing by mail consists of identifying and locating potential study

participants, mailing them questionnaires, and waiting for completed

questionnaires to be returned.

Advantages:

The most likely reason for choosing a mail survey is cost, but most of the

potential end-users are located through out country so it was most effective

way for doing survey through mail.


28/79

28

Sampling plan:

A definite plan was developed for obtaining sample from a given

population that is called as sampling design. With this technique the item were

selected from the sample. The following points were taken into consideration.

Type of universe:

It was the first step before starting data collection. It was necessary to

definite the universe (i.e. the set of objects to be studied). Here the universe

defined was finite.

The universe:

Here for the study purpose major sector were chosen i.e. export oriented

units, government organizations for export etc

Sampling units:

Who is to be surveyed? This was the first question that pops in the initial stage.

Survey was conducted for those firms who were active in the export and import

activities. Project was design for Industries, govt. organization, Farmers, and

Manufacturing firm.

Sample size:

How many organizations should be surveyed? It is one of the most crucial

parts of survey since nobody has right solution for the question. Though large

sample give more reliable results than small sample size but they take more time

and money. However, it is not necessary to sample the entire target population

or even substantial portion to achieve reliable results.


29/79

29

Sampling procedure:

Sampling units who are good prospect and having more accurate

information were selected.

After deciding on the research approach and instruments, it is important for a

researcher to design a sampling plan. Sampling is the process of obtaining

information about an entire population by examining only a part of it. A survey

conducted on the basis of the samples, is described as sample survey. With

consideration to the research study the following sampling plan is designed;

Sampling UnitAll type of the export and import units.

Sampling Procedure - Procedure followed is, Simple random sampling.

Sample Size - Samples are divided into five categories, explained in the

following table-

CATEGORY SAMPLE SIZE

1.Engineering Industries 95

2.Food Processing Industries 45

3.Agri industries 60

4.Agricultural Bodies(Farmers) 42

5.Custom House Agents (CHA) 20

6.Others 10

TOTAL 272


30/79

30

1.6 Scope of the Study

1. This study of concept of the ICD has a wide scope & has done in the

Nasik District and North Maharashtra region.

2. To take up following type of company organizations in the various sectors,

this will provide the correct impetus for this research;

a) Engineering Industries :

(Like; ABB, M & M, Everest Industries etc.)

b) Food Processing Industries :

(Like; ADF foods, Winery Industries etc.)

c) Farmers and Agricultural bodies:

(Draksha bhavan, APEDA etc.)

d) Custom House Agents

(Like Global freight forwarder, Schenker freight mover etc.)

e) Other Industries

(JAIN irrigation, Maharashtra Oil Extraction etc.)

3. This study will adopt a case study approach for this purpose.


31/79

31

1.7 Limitations of Study:-

1)Time duration:

The time duration for conducting the research was very short; due to this one

could not do justice for market survey.

2)sample size:

The sample size does not cover maximum number of organization and end

users through out the country. The sample size was restricted to certain number

only.

3)Response from interviewer:

Some of the respondent were not providing the information and some of the

mail respondent have not forward the data of questionnaires.

4)Telephonic interviewing problems:

A related problem with the telephone is that the interview must rely solely onverbal cues to judge the reaction and understanding of respondents. Since most

of the telephone interviews are kept as short of 5 to 10 minutes, because of the

belief that a bored or hurried respondent to likely to hang up the phone.

5)Mail surveys:

Some of the organization has not responded and some fail to send answer to all

question.


32/79

32

1.8 Rationale/ Need and Significance of the Study

The shortage of the free space in the port areas is the reason to search for new

alternatives. This project focuses on the inland container depot and air cargo

complex concept which is a new approach to solving the mentioned problem.

The ICD and CFS concept is based on moving of intermodal terminals further to

hinterland from the port areas. It helps to avoid traffic bottlenecks, to connect

cargo handling from the port with other types of cargo at one common transport

centre and it can help develop the hinterland areas. The integrating logistics

centre networks in the North Maharashtra showed an initiative to elaborate the

concept and to study the feasibility to attract export & import units. Common

results of the ICD and CFS research and conclusions of the approach can

elaborate the new ways and solutions for the logistics problem in this region.

The research survey was carried out from 1st June 2008 to 30th July 2008. The

title is an acronym of Integrating Logistics Centre Networks in the Nashik District,

the objectives of which were

(1) To improve the networking and operation of ports, logistics centers and

other logistics operators and to create innovative solutions and strategies for all

actors in the logistics chains,

(2) To create conditions for the spatial integration of logistics operations, to

analyze spatial and environmental consequences of logistics centers development

and to remove bottlenecks in port-hinterland-logistics centre connections,


33/79

33

(3) To improve the compatibility of different information technology based

transport and logistics networks, and

(4) To organize educative events related to logistics centers and disseminate

knowledge and potential of logistics centers and logistics in general


34/79

34

CHAPTER 2

ORGANISATION

PROFILE


35/79

35

2.1 Background & History of the Organization

TRANSWORLD GROUP

The Transworld Group was born out of a lifelong love affair with a sea. In1976, R. Sivaswamy founded the Transworld Group and navigated through its

formative years, establishing it as a reputed shipping company in India and the

gulf. In 1989, S. Ramakrishnan took over the company, building on the

foundation laid by his father. Under his dynamic leadership and ably assisted by

v Ramakrishnan and S Mahesh, the group today, has expanded its array of

activities from ship owning to providing total logistics and shipping solutions to

their customers, thus becoming an internationally recognized business house ofrepute with all companies being ISO 9001-2000 qualified.

The Groups growth and towering presence is supported by a fundamental

philosophy to explore and discover new business horizons, which is the driving

force that propels it towards a new tomorrow.

A diverse range of companies..a single goal Ship owning & Management

Container feeder services

Shipping Agencies

Air Cargo Activities

CFSs & Warehouses

NVOCC

Freight Forwarding Logistics

Company looks forward to future with confidence, to be a globally

accepted logistics provider.


36/79

36

(Late)Shri.R.Sivaswamy found of Transworld Group of Companies, whos far

sighted vision created an opening in marine business globally. Heading the group

today is Mr. S. Ramakrishnan Chairman, whose infectious dynamism and

expertise has brought a remarkable growth. Ably supporting him is

Mr.S.Mahesh (Vice-Chairman & Managing Director), Mr. V. Ramnarayan

(Vice- Chairman & M.D) and Mr. L. B. Culas (Managing Director) .The Company

has scaled Great heights to be reckoned internationally as a business house of

repute.

Fig. Structure of the Organization

From humble beginning of handling Indias first ever container in late 70s forContship, company is today managing over 5,77,392 TEUs of container

movement, commanding approximately 12 % of this market. It represent over

ten shipping companies in India, employing over 1,000 people across 30

locations and handle over 1000 ship calls annually.


37/79

37

2.2 Organizational Flow Chart.

Mr. S RamakrishnanChairman

Mr. L. B. KulasManaging Director

Mr. V. RamanarayanVice Chairman &Managing Director

Nasik PortHALCON

Mundra Port

Mr. S. MaheshVice Chairman &Managing Director

INTERNATIONAL OPERATIONS INDIAN OPERATIONS

Mr. Kalpesh SohnyGeneral Manager

Jignesh JoshiCFS Manager

DadriNew Delhi

Jignesh JoshiCFS Manager


38/79

38

2.3 Services Offered By Organization

Companys differentiator is robust financial integrity and stability, market

reputation, trained professionals and the customer centric solutions, devised by

leveraging shipping & logistics expertise.

Transworld Group has many firsts to its credit, as mentioned below:-

First to operate a fully cellular common carrier container feeder services from

India.

First Indian operator to own and operate container Ships.

First and only Indian company to operate dedicated container berths at Indian

ports.

The first Indian company to commence feeder service linking Indian Ports.

First liner agency in India to introduce regular container service.

First Agency to move containers between ports and ICDs.

Owns 16 Container Ships of 600 to 1500 Teus on short Sea trades connecting

Indian Sub-continent.

Manages 16 Container Ships of 600 to 1800 Teus, and has ordered 4 new built

vessels

The group handles over 1000 ship calls annually across all major ports in India.


39/79

39

Annual Throughput: About 600,000 TEUs. Also handling about 200 vessels per

annum.

Value System

Truly understanding our customers and their business.

Being Innovative to provide integrated business and logistics solutions.

Creating profitable opportunities to offer Right Solution at Right Time. `

Laying utmost emphasis on Integrity and Ethics in whatever we do emerge as a

leading player in the market

Core businesses

Ship Owning, Feeder Services, NVOCC.

Shipping Agency & Freight Forwarding

Domestic Activities:-

Supply Chain Management & 3 PL

Transportation (primary & secondary distribution)

Port to port containerized movements.

Warehousing, Container Freight Station

Container Yard Management & Container Handling.


40/79

40

Group Arms (Operating into international business Ship owning, feeder

services, shipping agencies etc.):-

Orient Express Lines (Singapore) Pte. Ltd.

Shreyas Shipping Limited.

Balaji Shipping (UK) Limited.

Haytrans India Limited.

Meridian Shipping Agency Pvt Limited.

Albatross CFS Private Limited.

And there are more than 2 dozens associations & subsidiaries are marchingahead in various allied business.

Clarion Solutions Limited(The Logistics arm of Transworld Group)

As the logistics arm of Transworld Group, Clarion Solutions provides following

end to end supply chain / logistics solutions to customer with a clearly visible

differentiator in terms of companys approach towards the service & quality

delivery:-

Warehousing / 3 PL

Primary Transportation

Domestic Express & Air Cargo

Secondary Transportation & distribution

Packaging, labeling & order management.

Retail supply chain management.

Freight Forwarding (Sea & Air)


41/79

41

Custom Documentation

Project Cargo & Cargo consolidation.

Port to port containerized movement.

Domestic Transportation service

Company have started focusing with great vigor on this area of logistics, for

there is a need of highly professional & service quality driven company in this

rather chaotic segment of industry. It have been doing Port to Port, Port to ICD

movements since long, now company have focused on total transport

solutions, with a highly diversified movements of open trucks ( LCV, MCV, 9

MT open, 15 MT Taurus Trucks), open-trailers carrying ODC consignment, local-

distribution and carting (into small tempos and one toners).

Highlights of Transport Division

Company is associated with few of very prestigious name of various industry

segments, namely FMCG, Engineering & Machinery, Consumer Durables,

Industrial, Automobile etc.

Company serves all over India with same service efficiency hence ensure that

customer get the entire requirement serve at a single point itself.

Company has a movement of 15 to 20 various kinds of trucks on daily basis,

lifting a consignment load of approximately 400-500 MT on daily basis.

Company do offer customers with regular MIS report, apprising them of

companys service levels in terms of vehicle placement, dispatch, safe & efficient

delivery.


42/79

42

Few of esteemed customers are Colgate, Exide, Emerson, Tata Motors, Ashok

Leyland etc

Presence

Locations:

Ludhiana, New Delhi, Nashik, Jaipur, Jodhpur, Mundra, Kandla, Ahamedabad,

Baroda, Mumbai, Pune, Goa, Nagpur, Bangalore, Cochin, Tuticoron, Tripura,

Coimbatore, Nagapattinam, Chennai, Hyderabad, Vizag, Kolkata.


43/79

43

A glimpse to few additional services

Container Freight Station, Dadri (Albatross CFS Pvt Ltd)

A joint venture between Transworld Group of Companies and Container

Corporation of India, a Govt of India Undertaking

Strategically located in ICD Dadri

Total area of 500,000 sq. feet

Capacity to handle 150,000 Teus per annum

Covered Warehouse 52,000 sq. feet

50 meter proximity from the railway siding

Recently Opened a New CFS at Mundra

Note:-

Also venturing into CFS (Container Freight Station) at Nhava Sheva (JNPT), and

Chennai.

Quick Facts about Transworld Group of Companies

Have a worldwide presence representing all major routes for various shipping

lines,

Very strong into feeder services in Indian Subcontinent & Gulf.

Own a strong fleet of ships.

Very strong in containerized cargo movements in India.

A fleet of 100 + trailers to handle containerized movements, ODC & heavy lifts.

An intensive present at all major ports & cities to provide you unmatched service

delivery & network.


44/79

44

Internationally renowned team to provide & handle modern

warehousing/3PL/CFS services with customized & bundled allied services.

Its top management and employee involvement drives the quality initiatives,

thereby cultivating a culture for continuous improvement. Certification like ISO

9001:2000 by DNV, along with over 80 certified Internal Quality Auditors ensures

the implementation of the best industry practices. Companys internal practices

include 25 training modules across levels, delivering 11, 000 hours of training,

annually.

Awards and Recognitions like

Best Ship Owner Award 2006 Lloyds List Dubai

Runner up Best Shipping Agency 2006- Lloyds List Dubai

Runner up Best Ship Management 2006- Lloyds List Dubai

Recognition for establishing and expanding MISC presence in India

Best Shipping Agent Award for four consecutive years Transworld Shipping

Award for Excellence CONCOR A Govt. of India Undertaking Ministry ofRailways, NorthWest Region

OEL SINGAPORE was ranked FIFTH among all the private enterprises in

Singapore. The ranking takes in to account all the private enterprises across all

the business sections in Singapore


45/79

45

HALCON

AIR/SEA CARGO COMPLEX

Ojhar Airport Nashik

It is a joint Working Group of Hindustan Aeronautics Limited (HAL) & Container

Corporation of India (CONCOR), established for developing the air/sea cargo

complex at HALs Ojhar Airport, Nashik. HAL is a well established organization in

aerospace. Concor is a pioneer and leader in multi modal logistics operations in

India


46/79

46

AIR CARGO COMPLEX

Plot area 24,000 sq. mtrs

Covered bonded warehouse area 1350

sq. mtrs

Handle air cargo consolidation

Bonded trucking facility

Distance between cargo terminal and

Aircraft parking bay 2 kms

Destuffing area / Operational capacity

13500 sq. ft

Facility available for handling special cargo

Separate office space for carriers

ADVATAGES: AIR

World class infrastructure & facility

Proximity from Mumbai airport

Dedicated cargo complex

Competitive parking and landi

charges

Quick and efficient customs clearan

facility

Cost effective handling charges

Customer friendly environment

Thorough knowledge of documentatio Strength of professional personnel


47/79

47

VALUE ADDED SERVICES:

Air & Sea cargo handling Consolidation of cargo

Warehousing

Palletisation

Lashing

Choking

Fumigation

Sorting & Labeling Inspection services

Round the clock container handling

Operations

Placement of containers


48/79

48

CORE ACTIVITIES:

Carting and stuffing of export a

cargo/containers

Destuffing and storage of import cargo/

container

Cargo consolidation and desolidation for

export and import cargo

Container handling and stacking

One stop custom clearance and post

examination and clearance for export-

import consignments

Movement of container to and from ports

ADVANTAGES: SEA

Empty container availability at icd

Secured world class infrastructure facility

Ample yard and operational area

Well illuminated warehouse

Personalized services

One window custom clearance

24 hours uninterrupted power supply


49/79

49

WAREHOUSE

Prefabricated structure

Covered bonded warehouse area

1800 sq. mtrs

Separate bonding space: 500 sq.

mtrs.

Separate carting and stuffing points

Dedicated handling equipments

Modern fork lifts

Hydraulic hand carts

Trolleys

Electronic weighing machine

Round the clock security

Rain gutter all along the peripheral

length of the warehouse

YARD:

Completely paved yard: 80,000 sq.ft.

Separately demarked for 20 40, open

tops, reefers, tanks and ODCs

Well illuminated high mast lighting

Fully fenced


50/79

50

YARD EQUIPMENTS:

Ultra modern reach stacker

Heavy duty cranes to handle ODCs

Dedicated modern fork lifts


51/79


52/79

52

3.1 Topic Under Study

The first task of the project was done by examining the practical networking

possibilities in existing ICDs and CFSs in the country, for improving port and

HALCON - connections in the Nashik.

The kind of operators companies networking and attitudes to ICD concept were

surveyed by questionnaire analysis. The questionnaire was taken to operator

companies and agricultural bodies from North Maharashtra region Nashik,

Sinnar, Dindori, Jalgaon, Dhule, and Pimpalgaon etc.

The questionnaire was supplemented by interviews in order to add to the

quantitative results. The target group for the questionnaire is domestic export-

oriented operators that work in business strategic networks. The persons who

have answered the questionnaires are from the managerial level. Managerial

level respondents are required since they are in a position to be able to have an

opinion about the strategic business networks.


53/79

53

The main lines of business of the respondents were the following:

CATEGORY PERCENTAGE

1.Engineering Industries 34.92 %

2.Food Processing Industries 16.54 %

3.Agri industries 22.05 %

4.Agricultural Bodies(Farmers) 15.44 %

5.Custom House Agents (CHA) 7.40 %

6.Others 3.65 %

TOTAL 100 %

Table 1: Distribution of Prospects

Graph 1: The Main Line of Business Respondents


54/79

54

From all above sources 23 % of questionnaires came from micro-sized

companies, 39 % from small-sized companies, 23 % from medium-sized

companies and 15 % from large companies.

Type of the Company Percentage

Micro-Sized Companies 23

Small-Sized Companies 39

Medium-Sized Companies 23

Large Companies 15

Table 2: Responded Companies

Graph 2: Responded Companies

The questionnaire was taken to 272 export oriented units and companies, 160

questionnaires which are duly answered are received from the companies, i.e. 60

% of the recipients answered the questions. The companies that do not co-

operate in networks are probably not as motivated to give their answers.


55/79

55

3.2 Presentation, analysis and interpretation of

the information

1. Motives of Co-operation

First of all motives for cooperation were analyzed. Transaction cost minimization;

economies of scale and risk minimization were the three most important reasons

for that (Fig 1).

Economies of scope, learning and Need for resources are least important reasons

for the companies to co-operate, because of following:

Not ready to divert from conventional practices

Lack of interest

Lack of attitude towards learning

Lack of awareness of ICD concept


56/79

56

No. Motives of Co-operation Average Grading in %

1 Need for resources 15.26

2 Learning 9.54

3 Risk Minimization 16.03

4 Economies of scale 20.99

5 Economies of scope 7.63

6 Transaction cost minimization 30.53

Table 3: Motives of Co-operation

Motives for co-operation

0 5 10 15 20 25 30 35

Need for

resources

Learning

Risk Minimization

Economies

of scale

Economies

of scope

Transaction

cost minimisation

Motives

Average grading in %

Graph 3: Motives of co operation


57/79

57

2. Framework of Prospective Customers

The framework of the prospective customers is mainly based on one of thefollowing kinds Engineering Industries, Food Processing Industries, Agri

industries, Agricultural Bodies (Farmers), Custom House Agents (CHA) and

others. The survey shows (Fig ) that the Agro industries and Agricultural Bodies

(Farmers) are most acceptable forms of cooperation for exports units in Nasik.

One third of the respondents were without opinion when they were asked to

express interest to use value added HALCON terminal.

Percentage of agreed customers was higher among the Agro industries and

Agricultural bodies (Farmers), due to following reasons:

Avoidance of congestion for perishables

Convenient alternative for dock stuffing

Convenient location

Availability of container


58/79

58

The reason for shortage of opinions was the lack of understanding of dry port

concept and lack of good practice cases for ensuring the advantages. Anyway,the respondents agreed that offering of special and extra services could be one

of the main driving forces for HALCON.

Table 4: Framework of Prospective Customers

Engg.Industrie

s

FoodProcessingIndustries

Agri.Industrie

s

Agri.Bodies

(Farmers)

CustomHouse

Agents(CHA)

Others Total

Strongly

disagree6 2 3 2 2 1 16

Disagree 8 2 4 3 6 1 24

No

Opinion11 7 16 12 6 3 55

Agree 9 6 13 11 2 1 42

Stronglyagree

2 3 6 7 4 1 23

Total 36 20 42 35 20 7 160


59/79

59

Framework of Prospective Customers

6

8

11

9

2

2

2

7

6

3

3

4

16

13

6

2

3

12

11

7

2

6

6

2

4

1

1

3

1

1

0 5 10 15 20

Strongly

disagree

Disagree

No Opinion

Agree

Strongly agree

Prospects

EngineeringIndustries

Food ProcessingIndustries

Agri Industries

AgriculturalBodies (Farmers)

Custom HouseAgents (CHA)

Others

Graph 4: Framework of Prospective Customers


60/79

60

3. Necessity for HALCON

No. OpinionAverage

Percentage

1 Strongly disagree 6.10%

2 Disagree 12%

3 No Opinion 48.50%

4 Agree 18.20%

5 Strongly agree 15.20%

Table 5: Necessity for HALCON

Strongly disagree,

6.10%Disagree, 12%

No Opinion, 48.50%

Agree, 18.20%

Strongly agree,

15.20%

Strongly disagree Disagree No Opinion Agree Strongly agree

Graph 5: Necessity for HALCON


61/79

61

4. Functions Available at HALCON

With other types of cargo at one common transport centre, HALCON should

concentrate on the following

Functions:

Offer more specialized and extra services;

Ensure Intensification of the Transport Chain effectiveness;

Offer customs clearance services.

Stronglydisagree

DisagreeNo

OpinionAgree

Stronglyagree

Offering specialand extra services

0% 0% 34.30% 54.30% 11.40%

Management ofcontainer flows todifferent ports

0% 0% 51.40% 31.40% 17.10%

Custom Clearance 0% 0% 48.60% 34.40% 17.10%

High capacity cargostorage

0% 0% 51.40% 37.10% 11.40%

Warehousing 0% 57% 42.90% 37.10% 14.30%

Consolidation of

individual containerflows 0% 6% 60.00% 20.00% 14.30%

Ensure intensificationof the transport chainseffectiveness

0% 80% 40.00% 34.30% 17.10%

Table 6: Functions Available at HALCON


62/79

62

Ensure intensification of the Consolidation of individual

transport chains effectiveness container flows

Warehousing High capacity cargo

Management of container Offering special and extra

flow to different ports Services

Custom Clearance

The funcions available at HALCON

0%

0%

34.30%

54.30%

11.40%

0%

0%

51.40%

31.40%

17.10%

0%

0%

48.60%

34.40%

17.10%

0%

0%

51.40%

37.10%

11.40%

0%

5.70%

42.90%

37.10%

14.30%

0%

5.70%

60%

20%

14.30%

0%

8%

40%

34.30%

17.10%

0% 20% 40% 60% 80%

Strongly

disagree

Disagree

No Opinion

Agree

Strongly agree

Percent

Graph 6: The functions available at HALCON


63/79

63

5. Average Opinion on HALCON advantage

Opinion on the dry port advantages (Fig 6) was positive as expressed by the

respondents. The dry port is feasible due to its following features:

It helps to avoid traffic bottlenecks;

Strengthens multi-modal solutions;

Helps to connect cargo handling from the port

Agree Neutral Disagree

Reduction of total transportexpense

52 33 15

Strengthening the ports intransport chains

63 37 0

Connecting cargo Handling fromthe port with other types ofcargoat one transport centre

78 22 0

Strengthening the multi modalsolutions

81 19 0

Reducing the use of expensive,centrally located areas in port

63 33 4

Reducing load environmentalproblems in the cities

67 33 0

Ensuring Quality service 67 30 3

Avoiding the traffic bottlenecks 89 11 0

Integrating the port area withcities

67 22 11

Table 7: Average Opinion on HALCON advantage


64/79

64

Average opinion on HALCON advantage

52

63

78

81

63

67

67

89

67

33

37

22

19

33

33

30

11

22

15

0

0

0

4

0

3

0

11

0 10 20 30 40 50 60 70 80 90 100

Reduction of total transport

expense

Strenghthening the ports in

transport chains

Connecting cargo Handling from

the port with other types of cargo

at one transport centre

Strenghthening the multi modal

solutions

Reducing the use of expensive,

centrally located areas in port

Reducing load environmental

problems in the cities

Ensuring Quality service

Avoiding the traffic bottlenecks

Intigrating the port area with cities

Percent

Agree Neutral Disagree

Graph 7: Average Opinion on HALCON advantage


65/79

65

6. CHA Analysis:

Factors for Not Diverting Business Percentage

Export under schemes 40

Location of HALCON 21

Reluctant to change 12

Lack of understanding 11

Customer non-cooperation 9

Cost 7

Table 8: CHA Analysis

Graph 8: CHA Analysis


66/79

66

7. Weightage Given To Different Parameters:

Parameters Percentage

Service 12

Cost 39

Time 17

Risk 32

Table 9: Weightage Given To Different Parameters

Graph 9: Weightage Given To Different Parameters


67/79

67

CHAPTER 4. CONCLUSIONS

Based on the Survey it can be stated that:

The main reason for the respondents to cooperate is Transaction cost

minimization. Bu Transaction cost minimization is closely followed by the

willingness to learn and acquire new knowledge as well as economies of scope.

Only few companies have answered that the reason why they co-operate is risk

limitation. Concerning the sharing of technical and logistic aspects the

respondents have proclaimed that they can see the advantages of sharingcontainer terminals warehouses, logistics track and trace systems, innovative

transshipment equipment and vehicles.

The main framework condition for logistics networking should be a framework

agreement. It could create some standard of cooperation attitudes and it is more

primary than simple agreements or other kinds of partnership;

There is a positive attitude towards the dry HALCON Concept in Nashik. A

segment of approximately 33 % of the respondents is positive of the idea of the

HALCON and 48 % are neutral. This shows that there could be the basis for

developing the concept of dry ports in the North Maharashtra Region.

An offering of extra services should be the main driving force for the HALCON

according to operators point of view. The reason for such investigation results is


68/79

68

that some services are not offered by typical ports. Improvement of already

existing services is not substantial for decision making.

Avoiding of traffic bottlenecks in port areas is mentioned as the most important

environmental advantages of the HALCON by transport operators.

4. Aspects for the future development of networks of ports, logistics centers and

other operators:

Further facilitation of legal aspects of the cooperation,

Further facilitation of administrative and financial aspects of operating in

strategic business networks;

It would be worthwhile for small and medium sized enterprises to co-operate

Well together in order to improve their conditions for competition.


69/79

69

CHAPTER 5. RECOMMENDATIONS & SUGGESTIONS

1. In order to develop themselves as logistics platforms, HALCON have to

simultaneously work in several directions, also by taking into account therequirements of the senders and receivers of goods as they become their

business partners in addition to the traditional ones such as the shipping

companies, terminal operators, forwarding companies, etc.

2. In a wide sense, HALCON is complex entity supporting the procurement of raw

materials, the manufacturing and the distribution of finished goods. It

contributes to the satisfaction of specific customers requirements (and thereforeits potential role in the given supply chain) will depend on:

The availability of efficient inland connections, as part of a global transport

System.

The ability of logistics and transport operators to contribute to the value

Creation and to accomplish also the qualitative attributes of demand (reliability,

punctuality, frequency, availability of information, and security).


70/79

70

APENDICES:

A)CLIENTASSESSMENT FORM

B)GLOSSARY

C)BIBLIOGRAPHY


71/79

71

A)CLIENTASSESSMENT FORM

ABOUT THE COMPANY

NAME OF THE COMPANY:___________________________________________________________TYPE OF INDUSTRIES:___________________________________________________________

WHAT COMPANY MANUFACTURES____________________________________

WHAT ARE THE POPULAR BRAND NAMES________________________________

___________________________________________________________

___________________________________________________________

___________________________________________________________

WHAT IS THE LATEST DEVELOPMENT/NEWS?WHO ARE THE COMPETITORS

___________________________________________________________

___________________________________________________________

WHAT ARE THE DOINGS___________________________________________

COMPANYADDRESS/TELEPHONE

ADDRESS:___________________________________________________________

___________________________________________________________

___________________________________________________________

___________________________________________________________

PHONENO:

___________________________________________________________


72/79

72

WEBSITE:___________________________________________________________

NO OF

BRANCHES

:______________________________________________

WHETHER IS IT A (A)FACTORY:_____________________________

(B)CORPORATE OFFICE:______________________

(C)BRANCH:______________________________

(D)OTHERS:______________________________

CONTACT PERSONS DETAILS

NAME:___________________________________________________________

DESIGNATION:___________________________________________________________

WHETHER HE IS A DECISION MAKER:__________________________________

IF NO,

WHO IS :__________________ LOCATION :_____________

PHONE.NO :__________________ MOBILE NO :______________

E-MAIL :___________________

DO YOU THINK THEVALUEADDED SERVICES AVAILABLE AT HALCON WILL LEAD TO ITSSUCCESS?

A) STRONGLYDISAGREE B)DISAGREE

C)NO OPINION D)AGREE

E)STRONGLYAGREE


73/79

73

WHAT DO YOU THINK ABOUT THE NECESSITY OF HALCON?



E)STRONGLYAGREE

DO YOU THINK FUNCTIONS OF HALCON FACILITATE EXIM PROCESS?



E)STRONGLYAGREE

HOW

HALCON

WILL

BE

BENEFICIAL

FOR

THE

GROWTH

OFY

OURF

IRM?

___________________________________________________________

___________________________________________________________

___________________________________________________________

EXPORT BYSEA

PORT 20FT RATE 40FT RATE LCL CBM RATE

EXPORT BYAIR

PORT TONNAGE RATE

IMPORT BYSEA

PORT 20FT RATE 40FT RATE LCL CBM RATE

IMPORT BYAIR


74/79

74

PORT TONNAGE RATE

WHO IS THE EXISTING FORWARDER___________________________________________________________

CLEARINGAGENT___________________________________________________________

WHETHER HE IS LOOKING FOR CHANGE THE EXISTING YES /NO

IF YES THEN WHY___________________________________________________________

IF NO THEN WHY___________________________________________________________

DO THEY HAVE HAVEAIR/LCL/FCL/(OTHER THAN WHAT IS HE CURRENTLY STATING)

NO SECTOR EXPORT IMPORT

20FT 40FT LCL 20FT 40FT LCL

1 GULF

2 IOS3 FAREAST

4 EUROPE

5 MED(EAST-WEST

6 EASTAFRICA

7 SOUTHAFRICA

8 WESTAFRICA

9 NORTHAFRICA

10 USEAST COAST

11 USWEST COAST

12 SOUTHAMERICA

13 AUSTRALIA/NEWZEALAND

14 CHINA

POTENTIAL YES NO -->KEEP IN FILE


75/79

75

CAN WE HANDLE? YES NO -->(DISCUSS WITHMUMBAI)

IF YES THAN WHAT CAN WE HANDLE?

EXPORTFCL IMPORTFCL EXPORTLCL IMPORTLCL AIREXPORT AIRIMPORT DOMESTIC W/H CUSTOMCLEARANCE TRANS

WHAT IS THE TOTAL BUSINESS EXPECTED

IMMEDIATE AFTER1MONTH

AFTER3MONTH

AFTER6MONTH

AFTER12MONTH

APPROXIMATE REVENUE:

EXPECTED REVENUE:

PLAN OFACTION:___________________________________________________________

___________________________________________________________

___________________________________________________________


76/79

76

B)GLOSSARY

Inland Container Depot:

A common user facility with public authority status equipped with fixed

installations and offering services for handling and temporary storage of

import/export laden and empty containers, generally located in the

interiors (outside the port towns) of the country away from the servicing

ports.

Container Freight Station:

CFS is an off dock facility located near the servicing ports which helps in

decongesting the port by shifting cargo and Customs related activities

outside the port area.

Dry Port:

The dry port is concept based on moving of intermodal terminals further

to hinterland from the port areas

Intermodal Terminals:

Point of connection of two or more sea ports for the convenience of the

shipping commodities.

Hinterland:

1. District beyond a coast or river's banks.

2. Area served by a port or other centre.


77/79

77

Maritime Transportation:

A system of conveying goods and material connected with the sea or

seafaring.

Containerization:

Use of containers for the conveyance of the goods and material in daily

transport, in the process of import and export

LCL cargo: Less than Container Load Cargo

FCL Cargo: Full Container Load Cargo

JNPT: Jawaharlal Nehru Port Trust


78/79

78

A)BIBLIOGRAPHY

Philip Kotler & Kevin Keller (2006), Marketing Management, 12th Ed.

Prentice Hall of India Pvt. Ltd. New Delhi, Experiential marketing, Market

Research, 245 to 246 & 101 to 116.

C. R. Kothari (2005), Research Methodology, 2nd Ed. New age

International Publishers Pvt. Ltd., New Delhi, Research Design, Sampling

Design, Methods of data collection, 31 to 54, 55to 67 and 95 to 113.

Customs Manual 2007 Ed. By Government of India,Arrival of Goods,

export procedure through icd,procedure for clearance.

www.google.com

www.wikipedia.com

www.transworld-group.com

www.clr.co.in

www.twgrp.com
http://www.google.com/http://www.wikipedia.com/http://www.wikipedia.com/http://www.google.com/


79/79

copy of aijaz project report

Documents