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CHAPTER TITLES PAGE NO

1. INTRODUCTION

2. INDUSTRY PROFILE

3. COMPANY PROFILE

4. OBJECTIVE OF THE STUDY

5. NEEED OF THE STUDY

6. SCOPE OF THE STUDY

7. LIMITATIONS OF THE STUDY

8. REVIEW OF LITERATURE

9. RESEARCH METHODOLOGY

10. DATA ANALYSIS, FINDINGS & INTERPRETATION

11. APPLICATION OF STATISTICAL TOOLS

12. RECOMMENDATION

13. CONCLUSION

14. BIBILIOGRAPHY

ANNEXURE – QUESTIONNAIRE

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 1.1 INTRODUCTION

RORO

Logistics Term Definition. Ro-Ro is short for “roll on-roll off”. This simply refers to the
method by which vehicles and machinery are loaded onto large ocean shipping vessels for
transport overseas. This can sometimes be a cheaper method of moving vehicles
internationally.

Roll-on/roll-off ships are vessels designed to carry wheeled cargo, such as cars, trucks, semi-
trailer trucks, trailers, and railroad cars, that are driven on and off the ship on their own
wheels or using a platform vehicle, such as a self-propelled modular transporter. This is in
contrast to lift-on/lift-off (Lo-Lo) vessels, which use a crane to load and unload cargo.

TYPES OF ROLL ON/ROLL OFF VESSELS:

 Pure Car Carrier (PCC)/Pure Car(PC) and Truck Carrier (PCTC) RoRo Ships
 Container Vessel + Ro-Ro (ConRo) Ship
 General Cargo + Ro-Ro (GenRo) Ship
 Ro-Pax
 RO-RO/LO-LO
 RO/LO(Roll on/ Lift off )
 RO-RO Containers (ConRo)

ROLL-ON/ROLL-OFF (RO-RO):
Roll-on/roll-off (RO-RO) vessels are designed to carry wheeled cargo, such as cars and
trailers. Boats that have trailer are driven on and off the vessel on their own wheels while the
boats have cradle instead of a trailer are loaded on a platform vehicle called mafi are towed in
and out the vessel.

LIFT-ON/LIFT-OFF (LOLO):
Lift-on/lift-off or LoLo vessels are cargo vessels with on-board cranes to load and unload
cargo. Boats/ yachts are loaded on board of vessel from out of water or land and are
discharged to water or land with vessel crane.

FLOAT-ON / FLOAT-OFF (FLO-FLO)

Float-on/Float-off (FLO/FLO) vessels are designed to take on ballast water in floodable tanks
that partially submerges the vessel. Yachts are then floated over the submerged portion of the
vessel which then deballasts and surfaces under the yachts. After the vessel is full afloat, the
yachts are secured for transport.

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CONRO:
The ConRo vessel is a hybrid of a RORO and a container ship. This type of vessel has a
below-deck area used for vehicle storage while stacking containerized freight on the top
decks. ConRo ships, such as the G4 class of the Atlantic Container Line, can carry a
combination of containers, heavy equipment, oversized cargo and automobiles. Separate
internal ramp systems within the vessel segregate automobiles from other vehicles, Mafi
trailers, and break-bulk cargo.

ROLO:
A RoLo (roll-on/lift-off) vessel is another hybrid vessel type, with ramps serving vehicle
decks but with other cargo decks only accessible when the tides change or by the use of a
crane.

LMSR:
Large, Medium-Speed Roll-on/Roll-off (LMSR) refers to several classes of Military Sealift
Command (MSC) roll-on/roll-off type cargo ships. Some are purpose-built to carry military
cargo, while others are converted.

ROPAX:
The ROPAX (roll-on/roll-off passenger) describes a RORO vessel built for freight vehicle
transport along with passenger accommodation. Technically this encompasses all ferries with
both a roll-on/roll-off car deck and passenger-carrying capacities, but in practice, ships with
facilities for more than 500 passengers are often referred to as cruiseferries.

INVENTION:
The first modern train ferry was Leviathan, built in 1849. The Edinburgh, Leith and
Newhaven Railway was formed in 1842 and the company wished to extend the East Coast
Main Line further north to Dundee and Aberdeen. As bridge technology was not yet capable
enough to provide adequate support for the crossing over the Firth of Forth, which was
roughly five miles across, a different solution had to be found, primarily for the transport of
goods, where efficiency was key.
The company hired the up-and-coming civil engineer Thomas Bouch who argued for a train
ferry with an efficient roll-on/roll-off mechanism to maximise the efficiency of the system.
Custom-built ferries were to be built, with railway lines and matching harbour facilities at
both ends to allow the rolling stock to easily drive on and off the boat. To compensate for the
changing tides, adjustable ramps were positioned at the harbours and the gantry structure
height was varied by moving it along the slipway. The wagons were loaded on and off with
the use of stationary steam engines.

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CAR EXPORTING – BASIC REQUIREMENTS AND PROCEDURES:
To export a motor vehicle from the United States, the exporter must provider documents that
demonstrate proof of ownership. In almost all cases, this will be the certificate of title. The
original documents, or a certified copy, and two copies must be presented to U.S. Customs.

If you are exporting through a land border port, you must submit the ownership documents to
that port at least three days before exportation. On the date of exportation, you must present
the vehicle to U.S. Customs to verify that the car being exported is the one described in the
ownership documents.

The car will be submit to Customs inspection at the time of exportation. If the exportation is
by ship or plane, both the vehicle and ownership documents must be presented to Customs at
least 72 hours before lading, at which time Customs will conduct its inspection.

EXPANSION:
Train-ferry services were used extensively during World War I. From 10 February 1918, high
volumes of railway rolling stock, artillery and supplies for the Front were shipped to France
from the "secret port" of Richborough, near Sandwich on the South Coast of England.
This involved three train-ferries to be built, each with four sets of railway line on the main
deck to allow for up to 54 railway wagons to be shunted directly on and off the ferry. These
train-ferries could also be used to transport motor vehicles along with railway rolling stock.
Later that month a second train-ferry was established from the Port of Southampton on the
South East Coast. In the first month of operations at Richborough, 5,000 tons were
transported across the Channel, by the end of 1918 it was nearly 261,000 tons.

There were many advantages of the use of train-ferries over conventional shipping in World
War I. It was much easier to move the large, heavy artillery and tanks that this kind of
modern warfare required using train-ferries as opposed to repeated loading and unloading of
cargo. By manufacturers loading tanks, guns and other heavy items for shipping to the front
directly on to railway wagons, which could be shunted on to a train-ferry in England and then
shunted directly on to the French Railway Network, with direct connections to the Front
Lines, many man hours of unnecessary labour were avoided.

An analysis done at the time found that to transport 1,000 tons of war material from the point
of manufacture to the front by conventional means involved the use of 1,500 labourers,
whereas when using train-ferries that number decreased to around 100 labourers. This was of
utmost importance, as by 1918, the British Railway companies were experiencing a severe
shortage of labour with hundreds of thousands of skilled and unskilled labourers away
fighting at the front. The increase of heavy traffic because of the war effort meant that
economies and efficiency in transport had to be made wherever possible.

After the signing of the Armistice on 11 November 1918, train ferries were used extensively
for the return of material from the Front. Indeed, according to war office statistics, a greater

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tonnage of material was transported by train ferry from Richborough in 1919 than in 1918.
As the train ferries had space for motor transport as well as railway rolling stock, thousands
of lorries, motor cars and "B Type" buses used these ferries to return to England.

FURTHER DEVELOPMENTS:
The first roll-on/roll-off vessel that was purpose-built to transport loaded semi trucks was Sea
road of Hyannis, which began operation in 1956. While modest in capacity, it could transport
three semi trailers between Hyannis in Massachusetts and Nantucket Island, even in ice
conditions.

In 1957, the US military issued a contract to the Sun Shipbuilding and Dry Dock
Company in Chester, Pennsylvania, for the construction of a new type of motorized vehicle
carrier. The ship, USNS Comet, had a stern ramp as well as interior ramps, which allowed
cars to drive directly from the dock, onto the ship, and into place. Loading and unloading was
sped up dramatically. Comet also had an adjustable chocking system for locking cars onto the
decks and a ventilation system to remove exhaust gases that accumulate during vehicle
loading.

During the 1982 Falklands War, SS Atlantic Conveyor was requisitioned as an emergency
aircraft and helicopter transport for British Hawker Siddeley Harrier STOVL fighter planes;
one Harrier was kept fueled, armed, and ready to VTOL launch for emergency air protection
against long range Argentine aircraft. Atlantic Conveyor was sunk by
Argentine Exocet missiles after offloading the Harriers to proper aircraft carriers, but the
vehicles and helicopters still aboard were destroyed.

After the war, a concept called the shipborne containerized air-defense system (SCADS)
proposed a modular system to quickly convert a large RORO into an emergency aircraft
carrier with ski jump, fueling systems, radar, defensive missiles, munitions, crew quarters,
and work spaces. The entire system could be installed in about 48 hours on a container ship
or RORO, when needed for operations up to a month unsupplied. The system could quickly
be removed and stored again when the conflict was over. The Soviets flying Yakovlev Yak-
38 fighters also tested operations using the civilian RORO ships Agostinio Neto and Nikolai
Cherkasov.

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 2. INDUSTRY PROFILE

INTRODUCTION

The performance of logistics sector in the economic development of India has never been more
compelling. A robust logistics sector can go a long way in boosting India’s quest for being a
manufacturinggiant given that several initiatives like‘Make in India’ have been launched bythe
government. Increasingly, companiesacross the globe are looking at the worldas both a unified
production base anda market that a competitive logisticssector can successfully tap into.
Theindustry has seen rapid growth in thelast few years due to increased plannedoutlay of the
government, improvedinfrastructure facilities and greateraccess to global markets. However,
ourservices have not adequately capitalizedon the opportunity in the global marketas multiple
challenges continue to mirethe sector.The effort in the years ahead is to builda more robust logistics
network in thecountry. With better infrastructureplanning, increased coordination
amongstakeholders and improved operationalefficiencies, India aims to unlock thepotential of the
sector needed to fueleconomic growth.

Supply chain management and logistics are not new concepts. These functions have formed
an integral part of industry right from the very beginning. In recent years, effective logistics
management has been recognized as a key opportunity to improve both the profitability and
competitive performance of firms.

A supply chain is a network of facilities and distribution options that performs the functions
of procurementofmaterials,transformationoftheseintointermediateandfinishedproductsandthe
distribution of finished products to the customers. Supply chains exist in both service and
manufacturing organizations, although the complexity of the chain may vary greatly from
industry to industry and firm tofirm.

Logistics is apart of Supply chain management

.Whilethesupplychaininvolvesstrategy,tactics
andoperations,logisticsconcentratesontheactualwaysandmeanstofulfilltheoverallsupply
chainstrategy.

The term logistics was first used in connection with the military. Battles are won by having
the right equipment at the right time and place. World War II, in fact, was the one of largest
and highly sophisticated exercises in logistics.

According to the Council of Logistics Management, USA: "Logistics is that part of the
supply chain process that plans, implements, and controls the efficient, effective forward
and reverse
flowandstorageofgoods,services,andrelatedinformationbetweenthepointoforiginandthe point
of consumption in order to meet customers'requirements."

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Logistics is dependent upon natural, human, financial, and information resources for inputs.
The outputs of the logistics system are competitive advantage, time and place utility, efficient
movement to the customer, and providing a logistics service mix such that logistics becomes
a proprietary asset of the organization. Due to the introduction of information technology, the
organizations now have the ability to better monitor transaction intensive activities such as
the ordering movement, and storage of goods and materials.

THE FACTORS CONTRIBUTING TO THE GROWING INTEREST IN

LOGISTICS INCLUDE

• Empowered customer
• Increased emphasis on customer service
• Advances in information technology
• Growing recognition of the systems approach & total cost concept
• The profit leverage (potential) from logistics,
• The potential of logistics becoming competitive advantage

LOGISTICS PRIMARILY CONSIST OF THE FOLLOWING ACTIVITIES

• Forecasting
• Purchasing
• Material/goods Handling
• Production Planning
• Packaging
• Warehousing
• Transportation
• Distribution
• Order Fulfilment

LOGISTICS INDUSTRY

The supply chain and logistics industry, which broadly covers freight transportation,
warehousing, packaging, customs clearing and forwarding, inventory management, labeling,
and order processing, has benefited from the growth of the Indian economy in general and the
manufacturing and services sector in particular. The major industries contributing to the
logistics market include pharmaceuticals and chemicals, automotive, computer peripherals,
FMCG, engineering products, machinery, retail, and healthcare. These industries are also

7
opting to outsource their logistics requirements to specialized service providers, called Third
Party Logistics (3PL) service providers. Of late, the concept of Fourth Party Logistics (4PL)
service providers, acting as a single interface between the client and multiple logistics service
providers, has also started gaining popularity.

TRANSPORTATION

A company's supply chain is a series of fixed points where the goods come to rest and
transportation links them. Transportation link permits goods to flow between the various
fixed points and bridges the buyer seller gap. The transportation service, company utilizes to
perform the link service is a decisive factor in determining the efficiency of operating the
supply chain facility and determines the company's competitive edge and product demand in
a given market area. For a firm to function without the aid of transportation is virtually
inconceivable in today's global economy. Most companies are geographically divorced from
their supply sources, making them dependent upon transportation to connect the supply
source to the consumption point. Labor specialization, mass production, and production
economies normally do not coincide with the area where demand for goods exists. Thus,
transportation is necessity to bridge the buyer \seller spatial gap. Transportation, an
indispensable component of economic progress, is an essential and major sub function of
logistics, creating time and place utility in goods. Transportation contributes to the level of
customer service, which is one of the corner stones of customer satisfaction: an important
component of the marketing concept. It serves as the backbone of supply chain management.
Though traditionally, transportation involves physical movement of goods, however, in the
new economy era, it is largely influenced by information and communication technologies
with the focus being on knowledge of customer needs and value added services in order to
provide maximum benefits to users.

MODES OF TRANSPORTATION

Transportation modes are an essential component of transport systems since they are the
means by which mobility is supported. A wide range of modes that may be grouped into three
broad categories based on the medium they exploit: land, water and air. Each mode has its
own requirements and features, and is adapted to serve the specific demands of freight and
passenger traffic. This gives rise to marked differences in the ways the modes are deployed
and utilized in different parts of the world. More recently, there is a trend towards integrating
the modes through intermodality and linking the modes ever more closely into production
and distribution activities. At the same time, however, passenger and freight activity is
becoming increasingly separated across most modes.

THE BASIC MODES OF TRANSPORTATION AVAILABLE TO THE LOGISTICS

MANAGER ARE:

• Road

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 • Rail
• Air
• Pipeline
• Sea

ROADWAYS

This mode of transportation is very much part of any firm's supply chain. The major
advantage of road transportation over other modes is its ability to provide point to point
service to any location. Road transportation need not to provide service only to customer
located adjacent to a track, waterway or airport. It is the most accessible mode of
transportation. It has less transit time than those of rail and water transportation. Weather
conditions and highway traffic can disrupt the road transportation which affects the transit
time reliability. Transportation by road, it's preferred only when transporting a small size to a
shorter distance.

RAILWAYS

Railway is primarily long-distance, large-volume movers of low-value, high-density goods. A

major advantage of using the railway is the long-distance movement of commodities in large
quantities at relatively low rates. Low accessibility is one primary disadvantage of railways.
Long transit time is another disadvantage of rail transport. Many a times rail transport is more
reliable and safe then other modes of transport.

AIRWAYS

The major advantage of Air transportation is the speed but very high cost neutralizes the
speed advantage. Accessibility and reliability are other concerns of air transportation. Usually
cargo sent by air is of perishables goods, costly goods or needs urgent delivery.

PIPELINE

Pipeline transportation is not suitable to general commodity transportation; rather its use is
restricted to the movement of liquid petroleum products. Accessibility is limited but it has
low variable cost which makes its useful mode of transportation for petroleum products.

WATERWAYS

Water transportation is primarily long-distance movement of low-value, high-density cargos

that mechanical devices easily load and unload. The principal advantage of water transport is
its low cost. Low accessibility and slow movement are some of the disadvantage of this
mode.

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SHIPPING

Shipping (transportation through water ways) is either coastal shipping (used for transporting
material within a country or used for trade between two countries) or Inland shipping (using
ships to transport material by rivers within a country).

SHIPPING INDUSTRY

Shipping Industry is a vital part of the global freight transportationsystem. The industry accounts for
transporting 90% of the world trade.It is the most affordable and efficient mode of transporting
goods,given the large volume of goods these vessels can carry for longdistances at a fraction of a
cost of other modes of transport like rail,roads, air etc.Shipping caters to global trade supply-chain,
enabling transport of rawmaterials in bulk, import/export of food products, finished/semi-finished
goods etc.The global shipping industry has faced strong headwinds due to theslowdown in world
economy post 2008 crisis. The shipping crisis peakedin 2015 & 2016 due to excess capacity
ordered during strong marketconditions. As a result, the Industry has witnessed large
scaleconsolidation globally. The 5 largest players accounted for 70% of themarket share. The
further realignment among global shippingcompanies to form alliances has led to the major 3
alliances controlling91% of the global market share.The domestic shipping industry has a share of
7-7.5% as of 2015-16 ofIndia’s overseas trade. Weak freight rates have led to fewer
domesticcompanies making investments to buy new vessels.The ship-building industry was
conferred infrastructure status in 2016,but hasn’t picked up due to weak global demand for new
vessels. It isexpected to improve as demand for smaller vessels to operate oninland waterways and
coastal shipping picks up pace. Currently, most ofIndia’s ship-building capacity is dependent on
orders from the IndianNavy.The government has been trying to introduce new policies
toincentivize coastal shipping companies, which recorded an averageannual growth of 14.2%
during 2014-18. Coastal shipping is consideredas an alternative to easing some of the logistics
bottleneck in thecountry. Recent measures to improve coastal trade includes allowingforeign
vessels to carry agricultural, fisheries, animal husbandry,horticulture commodities and fertilizers for
coasting trade. These stepsare expected to drive competition in the coastal shipping segment.
Thiswould also connect a larger market to shipping logistics.

SHIPPING OPERATIONS

SHIPPING OPERATIONS ARE BROADLY DIVIDED INTO TWO CATEGORIES

 Deep-sea shipping which caters to transportation goods between regions and continents.
This requires largevessels moving huge volume of goods across continents. The only
competing mode of transport is airways which isnot cost efficient.
 Short-sea shipping which caters to transportation of goods within the region. This mainly
entails moving goods within a specific region or short routes within a country. There are no
direct competitors of deep sea shipping but short-sea shipping competes with other modes
of transport like rail and road. With road network in India improving at a rapid pace, the

10
 short-sea shipping opportunity would continue to grow at a slower pace. Coastal shipping in
case of India would be an example of short-sea shipping.

INDIAN SHIPPING INDUSTRY: SIZE AND DEPTH

The Maritime industry in India is an integral part of the country’s logistics costs accounts for close
to 14% of the country’sGDP. The industry gains significance owing to the country’s 7,517 km
coastline and 12 major ports & over 150 non-majorports along the long coastline.The 12 major
ports cater to EXIM, coastal shipping and cruise shipping. Among the non-major ports, only 30-
35% of the 150ports can cater to coastal shipping and much fewer can cater to EXIM trade. In
terms of maritime cargo handled in thecountry, major ports registered a growth of 4.77% during
FY18 at 680 million tonnes.

9 AS OF THE TOTAL 12 MAJOR PORTS REGISTERED POSITIVE TRAFFIC

GROWTH

 Cochin port registered the highest cargo handling growth at 16.5%. Other ports registering
positive growth areParadip, Kolkata, JNPT, Mangalore, Vizag, Kamarajar, Chennai and
Kandla.
 Kandla Port (Deendayal Port) handled the highest volume of 110.10 million tonnes among
major ports. The otherports among top 5 ports are Paradip, JNPT, Vishakhapatnam and
Mumbai. The top 5 ports together accounted for60% of the total cargo volume handled by
Major ports in India.
 Commodity-wise, Petroleum and its products accounted for 31.5% of total cargo volum,
followed by containers(19.7%), Thermal and Steam Coal (14%), Misc. Cargo (13.6%),
Coking and Other Coal (7.45%), Iron ore and pellets(7.15%) etc

OPPORTUNITY FOR SHIPPING INDUSTRY IN INDIA

COASTAL SHIPPING

Coastal shipping is being encouraged by the government as it is expected to drastically reduce the
coast of logistics.Coastal shipping has been growing faster than the overseas trade shipping and is
expected to continue of thegrowth voyage over the next 5 years. As per government data, Indian
ports handled 234 million tonnes of coastaltrade cargo in 2017-18, recording a growth of 16% over
the previous year. The coastal trade cargo has grown at14.2% average, annually for 2014-18.

BENEFITS OFFERED TO COASTAL SHIPPING CURRENTLY ARE:

 Benefits like reduced GST on bunker oil for vessels used for coastal trade
 40% discount on cargo and vessel related charges,
 80% discount would be given on vessel and cargo related charges for two years to Ro-Ro
vessels used for fortransportation of vehicles.
 Priority berthing of coastal ships without any charge

11
  introduction of green channel clearance for faster evacuation of coastal cargo at major ports
 Allowing the reimbursement of freight subsidy on primary movement of subsidised urea
 Development of coastal shipping is dependent on last-mile connectivity for efficient
movement of cargo from portsto the industrial units. Measures being taken under
Sagarmala Pariyojana are expected to address these issues.

CRUISE TOURISM

Cruise industry is expected generate both employment and foreign exchange if the right
infrastructure is provided to thissegment. The government has introduced the following steps to
attract cruise ships to Indian shores:

 Port charges have been reduced to $0.35 per GRT for first 12 hours of stay, and these
charges will stay till 3rdNovember 2020.
 Foreign flag carrying passengers can call at Indian ports with obtaining a license from
Director General of Shippingtill 5th February 2024.
 Cruise with Indian ports as home port will not be levied charges for
priority/ousting/shifting.As a result, number of cruise vessels visiting the 5 major ports
namely Mumbai, Goa, Mangalore, Cochin and Chennai hasincreased by 75% to 166 in
2017-18 vs 2014-15. The numbers of cruise passengers have increased from 82,600 in
2013-14 to 1.91 lakh in 2017-18.

SHIPPING SECTOR ACCORDING TO MINISTRY OF SHIPPING

According to the Ministry of Shipping, around 95% of India's trading by volume and 70% by value
is done through maritime transport.

India has 12 major and 200 notified minor and intermediate ports. Under the National Perspective
Plan for Sagarmala, six new mega ports will be developed in the country. The Indian ports and
shipping industry plays a vital role in sustaining growth in the country’s trade and commerce. India
is the sixteenth largest maritime country in the world, with a coastline of about 7,517 km. The
Indian Government plays an important role in supporting the ports sector.

It has allowed Foreign Direct Investment (FDI) of up to 100 per cent under the automatic route for
port and harbour construction and maintenance projects. It has also facilitated a 10-year tax holiday
to enterprises that develop, maintain and operate ports, inland waterways and inland ports.

The industry acts as a primary means of international transport of any essential commodity. The
global shipping industry can be broadly classified into wet bulk (like crude and petroleum
products), dry bulk (like iron ore and coal) and liners (like containers and others). Further, there are
various benchmarks that determine freight rates for these segments. The prominent amongst them
are Baltic Freight Index, Baltic Dry Index (for dry bulk segment) and Baltic Clean and Dirty Tanker
Index (for tankers).

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Freight rates and earnings of the shipping companies are primarily a function of demand and supply
in the markets. Demand drivers are a function of trade growth and geographical balance of trade
(which determines the length of haul required). On the other hand, the supply drivers are a function
of new ship building orders as well as scrapping of existing tonnage.

The industry is regulated by the rules and regulations of International Maritime Organization
(IMO), classification society, and the requirements of the flag state. Apart from these, there are also
the rules and regulations of various countries where the vessel operates.

As regards India, the ports and shipping industry plays a major role in sustaining growth in the
country’s trade and commerce. As per the Ministry of Shipping, around 95% of India’s trading by
volume and 70% by value is moved through maritime transport.

STAKEHOLDERS IN SHIPPING INDUSTRY

VARIOUS STAKEHOLDERS OF SHIPPING INDUSTRY ARE:

• Ports
• Shipping Lines
• Shipping Agents
• Custom House Agents/Importers/Exporters
• Freight Forwarders
• Ship Chandlers
• Stevedores
• Terminal Operators
• Container Freight Stations
• Surveyors
• Road Transport Operators
• Banks
• Insurance
• Customs
• PHO (Port Health Organization)
• Immigration

COASTAL SHIPPING ANDINLAND WATERWAYS

India has a long coastline of 5,560 Kms with access to the sea on three sides with 11 major
and 168 minor/intermediate ports in INDIA, there remains a huge untapped potential for
movement of cargo along the INDIAN coast without crossing an ocean. The primary
advantages of coastal shipping are huge cost savings to the shipper and government,
13
reduction of road traffic congestion and decrease in air pollution. Transportation of goods by
coastal vessel is far more efficient and cost-effective than road transport and is much less
prone to theft and damage. Coastal shipping is ideal for transportation of Containers, Project
Cargoes, Over Dimensional Cargoes, RORO cargoes such as cars, trucks, semi-trailer trucks,
trailers, and railroad cars, Dry Bulk Cargoes like grain, fertilizers, steel, coal, salt, stone,
scrap and minerals and Liquid Bulk Cargoes like oil products (such as petrol, diesel oil,
kerosene, aviation spirit).

Inland water transport includes natural modes as navigable rivers and artificial modes such as
canals. The Inland waterways have played an important role in the Indian transport system
since ancient times. However, in recent times the importance of this mode of transport has
declined considerably with the expansion of road and rail transport. In addition, diversion of
river water for irrigation has also reduced the importance of inland water transport. The
decline is also due to deforestation of hill ranges leading to erosion, accumulation of silt in
rivers and failure to modernize the fleet to suit local conditions. The transportation of goods
in an organized form is confined to West Bengal, Assam, parts of North Eastern region and
Goa.

Despite having an extensive network of inland waterways in the form of rivers, canals,
backwaters and creeks freight transportation by waterways is highly under-utilized.
Waterways currently contribute around 6% to India's transportation modal mix, which is
significantly less than that in developed economies and some of the developing economies as
well.

It is estimated that coastal shipping traffic of about 180-200 MMTPA can be achieved from
current and planned capacities across coal, cement, iron and steel, food grains, fertilizers,
POL by 2025. Additionally about 135 MMTPA of cargo is expected to be moved via inland
waterways by 2025.

Availability of dedicated infrastructure will go a long way in promoting coastal shipping as a

mode of freight transportation. Hence infrastructure at ports and supporting infrastructure
using rail/road and waterways to facilitate coastal movement are being created. These include
development of dedicated coastal berths, bunkering and storage at ports and creation of
supporting hinterland transport infrastructure with last mile connectivity.

Domestic waterways are more cost effective as well as environmentally friendly means of
transporting freight. The cost of transporting coal via coastal shipping is one-sixth of the cost
of transporting it by railways. In consideration of the above, National Waterways 1, 2, 4 and
5 can be developed to play an important role in transportation.

The optimized modal mix using inland waterways and coastal shipping would not only
reduce logistics cost but also cut down emissions, reduce energy and fuel consumption. It is
estimated that reduction of 12.5 MT in total CO2 emission (2.5% of current emission through
transport sector) and 1 Million KL in liquid fuel consumption (1.5% of current liquid fuel
consumption by transport sector) can be achieved via modal mix optimization. Reduction in

14
logistics cost will give impetus to our manufacturing sector and enhance export
competitiveness.

The Government has taken various initiatives for promotion of Coastal Shipping such as
dedicated Coastal Berths in Major Ports, financial assistance to State Government for Coastal
Berth, concession in Cargo related and Vessel related charges to the extent of 40%,
encourage to Ro-Ro/Ro-pax services and offering 80% discount in Port charges and ease of
customs procedures, etc. To further encourage coastal shipping relaxation in cabotage laws
have been made.

Cabotage laws require foreign flag vessels to apply for specific licenses before carrying
coastal cargo. Also, many foreign flag vessels have spare capacity available on the coastal leg
of their voyages. With an aim to tap this unutilized capacity which can be made available in
the short term at economical rates, relaxation under cabotage laws has been granted to foreign
shipping lines and vessels chartered, in full or in part, by a citizen of India or a company or a
cooperative society to carry agricultural commodities, fertilizer and containers on the Indian
coast.

ECONOMIC SURVEY 2018: INDIA’S LOGISTICS SECTOR TO REACH $215 BILLION

BY 2020

The country’s logistics industry which is worth around USD 160 billion is likely to touch USD 215
billion in the next two years with the implementation of GST, Economic Survey today said. “With
the implementation of GST, the Indian logistics market is expected to reach about USD 215 billion
in 2020, growing at a CAGR of 10.5 per cent,” Economic Survey 2017-18 tabled in Parliament
said. The Indian logistics industry which provides employment to more than 22 million people has
grown at a compound annual growth rate (CAGR) of 7.8 per cent during the last five years, it said.
The Global Ranking of the World Bank’s 2016 Logistics Performance Index shows that India
jumped to 35th rank in 2016 from 54th rank in 2014 in terms of overall logistics performance.

INDIAN LOGISTICS SECTOR: ON THE PATH OF TRANSFORMATION

The presence of a robust logistics-related infrastructure and an effective logistics management

system facilitates seamless movement of goods from the point of origin to that of consumption, and
aids an economy’s movement to prosperity. The progress of logistics sector holds an immense
value for Indian economy as well; as such advancement would increase exports, generate
employment and give the country a significant place in the global supply chain.

As per the Economic Survey 2017-18, the Indian logistics sector provides livelihood to 22 million-
plus people and improving the sector would facilitate a 10% decrease in indirect logistics cost,
leading to a growth of 5-8% in exports. Further, the Survey estimates that the worth of Indian
logistics market would be around US$ 215 billion in next two years compared to about US$ 160
billion currently. The boom in next couple of years is expected largely due to the implementation of
Goods and Service Tax (GST).

15
Today, the Indian logistics sector is a sunshine industry and is going through a phase of
transformation. Due to the initial efforts of Government of India (GoI), such as Make in India
programme and improvements in infrastructure along with the emergence of skilled professionals,
the country’s position bettered from 54 in 2014 to 35 in 2016 in the World Bank (WB)’s Logistics
Performance Index (LPI), in terms of overall logistics performance. In fact, India improved its tally
in all the six components of LPI. India also registered an overall 30 points rise in 2017 and stood at
100th position compared to 2016, in the WB’s Ease of Doing Business Index (EoDBI).

There exists a tremendous scope for further jump in India’s rankings if the existing infrastructural
and cost inefficiencies are addressed. The Survey goes on to identify the challenges that beset the
Indian logistics industry, the foremost of which is it being largely in the unorganized realm. The
other challenges hindering its growth include high cost, underdeveloped material handling
infrastructure, fragmented warehousing, presence of multiple regulatory and policy making entities,
lack of seamless movement of goods across modes, and poor integration with modern information
technology. These challenges, particularly the ones pertaining to procedural complexities,
redundant documentations and involvement of several agencies at our ports and borders, severely
dent our performance in international trade, resulting into about 70% of the delays.

To ensure ease of trading in the international and domestic arena it is important that steps are taken
to build the Indian logistics sector in an integrated manner. The Survey suggests to achieve the
same by harnessing the potential of emerging technologies, bringing in investment, creating human
capital, removing bottlenecks, improving intermodal transport mix, automation, single window
clearance system, and simplifying procedures.

The need of the hour is to formulate an integrated logistics policy. Today the stakeholders have to
deal with multiple government agencies at the union, state and local levels, which result into
avoidable delays. The integrated logistics policy could go a long way in streamlining and
consolidating multidepartment requirements, besides facilitating corrective action, effective
monitoring and prompt grievance redressal. Along with it, a mechanism needs to be created to
measure the sector’s performance at regular intervals against the set benchmarks, thus, providing
evidences to the policymakers so that a favorable policy environment is created.

To alter the country’s logistics landscape, GoI has taken a number of decisions. The GST regime is
certain to expedite faster conversion of informal logistics setups to formal ones and speed up freight
movement at interstate borders due to dismantling of check posts. There is a target to reduce the
logistics cost in India from the present 14% of GDP to less than 10% of it, by 2022. A national
committee headed by Cabinet Secretary is in place to develop the pan-India roadmap for trade
facilitation.

A new Logistics Division in the Department of Commerce has been established to coordinate
integrated development of the sector by way of policy changes, improvement in existing
procedures, identification of bottlenecks and gaps, and introduction of technology-based
interventions. A concerted effort in collaboration with central line ministries and state governments
is on to simplify the regulatory processes in domestic and export-import logistics. The Ministry of

16
Commerce and Industry (MoCI) is developing an integrated logistics portal which would serve as a
transactional e-marketplace by connecting buyers, logistics service providers and the relevant
government agencies such as customs, port community systems, port terminals, shipping lines,
railways, etc. Once functional, it would reduce delays and facilitate a transparent, informative and
convenient trading system. Recently the Ministry also launched a new Logistics Ease Across
Different States Index to rank states for the support they provide to improve logistics infrastructure
within their respective jurisdictions.

The logistics sector now finds a place in the Harmonized Master List of Infrastructure Subsector.
This inclusion is set to benefit the logistics industry as it will now have an access to cheaper and
long term credit. Such a move will also lead to simplification of the approval process for the
construction of multimodal logistics parks. Lastly, it will encourage market accountability through
regulation and will attract investments from debt and pension funds into recognized projects.

The commitment of GoI towards an integrated development of logistics sector through policy
amendments, infrastructural development, tax reforms and technology adoption will certainly
deliver desirable results. It will enhance our trade competitiveness, create jobs, shoot up country’s
performance in global rankings and pave the way for India to become a logistics hub. Such
measures will also contribute to creation of a New India by 2022, as envisioned by the Prime
Minister of India.

MARITIME TRANSPORT

Maritime Transport is a critical infrastructure for the social and economic development of a
country. It influences the pace, structure and pattern of development. The Department of
Shipping encompasses within its fold shipping and ports sectors which include shipbuilding
and ship-repair, major ports, national waterways, and inland water transport. Department of
Shipping has been entrusted with the responsibility to formulate policies and programmes on
these subjects and their implementation.
A comprehensive policy package is necessary to address the diverse issues facing the
Maritime transport sector. The capacity of the ports in terms of their berths and cargo
handling equipment needs to be vastly improved to cater to the growing requirements of the
overseas trade. The shipping industry needs to be enabled to carry higher shares of the sea-
borne trade in indigenous bottoms.

Historically, investment in the transport sector, particularly in the ports, have been made by
the State mainly because of the large volume of resources required, long gestation periods,
uncertain returns and various externalities, both positive and negative, associated with this
infrastructure. However, the galloping resource requirements and the concern for managerial
efficiency and consumer responsiveness have led to the active involvement of the private
sector in infrastructure services in recent times. To encourage private participation,
Department of Shipping has laid down comprehensive policy guidelines for private sector
participation in the Ports sector.

17
INDIAN LOGISTICS SECTOR FUTURE PERSPECTIVES
The Indian logistics sector is on a big growth tide. According to the domestic rating agency
Indian credit rating agency (ICRA), Indian logistics sector is expected to grow at a rate 8-10
per cent over the medium term. This is an improvement over the compound annual growth
rate (CAGR) of 7.8 per cent at which the industry grew during the last five years. The
logistics industry of India is currently estimated to be around US$ 160 billion. With
implementation of GST the sector is expected to benefit and touch US$ 215 billion over the
next two years, as per the Economic Survey 2017-18.
The last couple of years have seen significant development for this industry which is reflected
in the global rankings. According to the Global Ranking of the World Bank's 2016 Logistics
Performance Index, India jumped to 35th rank in 2016 from 54th rank in 2014 in terms of
overall logistics performance. The report also showed that India’s logistics sector has
improved its performance on all the six parameters used in the ranking. This is a huge jump
of 20 ranks and clearly indicates the growth of the sector.
There is a lot of investment that the industry is attracting and as a result of the
transformations and changes led by these investments, the industry will stimulate job
creation. The experts predict that it can be the largest job creator by 2022.
The sector currently provides employment to more than 22 million people in the country. The
report also emphasizes that improving the sector would result in a 10 per cent decrease in
indirect cost, in turn leading to a growth of 5-8 per cent in exports.
The Indian government has announced that it is working at the policy in order to set up new
logistics plan in the country. The intention is to devise the most cost-effective method to
transport goods by the year 2035.
The policy aims at preparing a proper integrated logistics plan. The new logistics division
within the department of commerce is working on this national integrated plan, with the
objective to identify and iron out any existing bottlenecks and gaps in the industry.
This is good news for the sector. It will also encourage tech-enabled startups in the logistics
sector as they will be able to provide seamless movement of goods across the country.
KEY DRIVERS
Indian logistics industry is a sunshine sector and there are multiple factors that are driving
this sector towards growth and boom.
The growth of logistics is two sided – led by demand supply. The demand led growth is
strengthened with the economic recovery and benefits from implementation of GST.
According to the rating agency ICRA, post GST implementation the savings in terms of truck
turnaround time has been approximately 18-20 per cent.
Also, the outsourcing of non-core activities like warehousing and associated activities to
integrated players is leading to strengthen the organized players, which in turn is good for the

18
industry in long term. The picking of industrial consumption is another driver on the demand
led growth of the logistics industry in India.
The supply led growth drivers include improvement in logistics infrastructure, integrated
logistics and birth of numerous logistics start-ups, especially tech led start-ups. According to
an industry expert, “Tech-enabled startups have a huge scope to grow as well drive the
growth of the sector. Not only they are attracting heavy investments, they have the potential
to make export procedures hassle-free by reducing unnecessary paperwork, in turn reducing
delays in delivery.”

TRENDS
According to the real estate consultancy CBRE’s report titled ‘2018 Asia Pacific Real Estate
Market Outlook’ Delhi-NCR, Mumbai and Bangalore dominated the warehousing space
demand with 50 per cent share. Although, the smaller cities have been on growth spurt too
with the share of Hyderabad, Chennai, Kolkata and Pune in overall transacted space went up
to 49 per cent in 2017 as against 25 per cent in 2016.
Another key trend is the preference for large warehouses that allows better automation
process. According to the CBRE report, the Indian market for warehouse automation is
estimated to grow by 10-12 per cent to US$ 3.49 billion by the year 2020.
Warehousing emerging as an attractive investment is another dominant trend in the Indian
logistics sector. Some of key investors include Ascendas-Singbridge, Morgan Stanley, and
Warburg Pincus, beside others. The investment burst in the sector is leading to development
of new and better warehousing facilities.
WAY FORWARD
According to CRISIL (Credit rating information services of India limited) the future for the
Indian logistics industry is going to shine even brighter. The research firm suggests the
logistics industry of India which stood at Rs 6.4 trillion in FY17 will grow at a CAGR of 13
per cent over the next three years and will be at Rs 9.2 trillion by FY20.

19
The government of India is also taking significant steps to support the sector and boost its
growth in the times to come. The commerce and industry ministry has decided to give a one-
time funding of Rs 8 million to the sector for building up initial infrastructure and a phase-
wise support of Rs 33.9 million for four years.
The government’s focus going forward is to bring down the cost of logistics which is at 14.4
per cent of India’s GDP at present. The aim is to bring it down to 10 per cent level in the next
four years. This is a very significant move and will boost the competitiveness of the sector
and will be significant for its further growth.
Going forward, strategic investment and government initiatives to support the sector are
going to be crucial for the logistics industry in India. If the cards are played right, the sector
has the potential to create huge number of jobs for the countrymen and play a key role in
driving the economy on a high wave.
3 KEY AREAS THAT WILL DRIVE GROWTH IN INDIA’S LOGISTICS SECTOR
IN 2019
Indian logistics sector is presently estimated to be worth around $160 billion and is poised to
grow phenomenally over the next two years and reach a size of $215 billion by 2020.

Indian logistics sector is presently estimated to be worth around $160 billion and is poised to
grow phenomenally over the next two years and reach a size of $215 billion by 2020. Here
are the three areas for creating a sustainable roadmap for the growth of the logistics sector in
2019.

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INFRASTRUCTURE ENABLEMENT

The government has reiterated its steadfast commitment to modernizing the functionalities of
Indian logistics with a key focus on infrastructure development. With a view to improving
supply chain efficiencies and enhancing connectivity to help logistics players tap the
underleveraged markets in the country’s hinterlands, key infrastructure development projects
have been rolled out.

The ambitious Bharatmala project holds the promise of strengthening the countrywide road
network and improving connectivity with the interior and backward areas of the country. The
Sagarmala initiative is a key step in doubling India’s coastal shipping share in the country’s
broader modal mix and aims at formulating a comprehensive shipping policy and optimizing
the country’s maritime assets. It places heavy emphasis on improving maritime linkages and
promoting port-led industrial development by setting up industrial clusters and manufacturing
hubs along coastal zones.

The high-speed, freight-only Dedicated Freight Corridor Project aims at decongesting a

heavily saturated road network and reducing freight transit times from industrial heartlands in
north India to ports on the eastern and western coast of the country. Optimizing freight
transport times, the dedicated corridor initiative will promote economic growth and generate
employment through the setting up of industrial corridors and logistics parks along the
corridor routes.

REGULATORY BOOST

Key reform measures and policy interventions like the unveiling of the Goods and Services
Tax, (GST), relaxed FDI regulations and granting of infra status has boosted the core
competencies of the Indian logistics industry. GST was a game-changer for Indian logistics.
It laid the foundation for the setting up of large format multi-modal logistics parks along key
consumption and industrial centres which can function as freight aggregation and distribution
hubs.

The ongoing trade war between the US and China presents India with the key opportunity to
expand its export trade and correct its trade imbalances with the Asian economic powerhouse.
The development has provided India with the advantage of gaining an upper hand in
renegotiating the terms of economic engagement with its regional neighbour. This is an
opportune time for India to improve trade relations and economic cooperation with China and
gain inroads into its vast consumption-led economy.

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DEEPTECH LEVERAGE

The emergence of new-age empowering technologies like artificial intelligence, internet of

things, and machine learning will disrupt the conventional workings of the country’s logistics
sector. The impact of these technologies is anticipated to enhance productivity across the
supply chain spectrum and streamline operational processes. These technologies will largely
play an enabling role in boosting efficiencies of supply networks, reduce wastages and lead to
supply chain optimization.

The speed and scale with which we align our supply chain strategies to tackle the
complexities of a changing global trade order will be key to determining our position in the
global logistics ranking.

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 1.3 COMPANY PROFILE

CHENNAI PORT:

Chennai Port, formerly known as Madras Port, is the second largest container port of India,
behind the Nhava Sheva Port, and the largest port in the Bay of Bengal. It is the third oldest
port among the 12 major ports of India with official port operations beginning in 1881,
although maritime trade started much earlier in 1639 on the undeveloped shore. It is an
artificial and all-weather port with wet docks. Once a major travel port, it become a major
container port in the post-Independence era. The port remains a primary reason for the
economic growth of Tamil Nadu, especially for the manufacturing boom in South India, and
has contributed greatly to the development of the city. It is due of the existence of the port
that the city of Chennai eventually became known as the Gateway of South India. The port
has become a hub port for containers, cars and project cargo in the east coast of India. From
handling a meagre volume of cargo in the early years of its existence, consisting chiefly of
imports of oil and motors and the export of groundnuts, granite and ores, the port has started
handling more than 60 million tonnes of cargo in recent years. In 2008, the port's container
traffic crossed 1 million twenty-foot equivalent units (TEUs). It is currently ranked the 86th
largest container port in the world and there are plans to expand the capacity to about 140
million tonnes per annum. It is an ISO 14001:2004 and ISPS-certified port and has become a
main line port having direct connectivity to more than 50 ports around the world.

From 1905 to 1919, major improvements took place in the port under the stewardship of the
visionary Sir Francis Spring. By the end of 1920, the port had a dock consisting of four berths
in the west quays, one each in the east and south quay along with the transit sheds,
warehouses and a marshalling yard to facilitate the transfer of cargo from land to sea and vice
versa. In 1929, the Mercantile Marine Department, which was working directly under the
Ministry of Shipping till the establishment of the Directorate General of Shipping at Mumbai
in 1949, was established to implement the first SOLAS and Load Line
conventions Additional berths were added in the 1940s with a berth at south quay and another
between WQ2 and WQ3.

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POST-INDEPENDENCE:

Post-Independence, the development of the port gained momentum. In 1959, a passenger

station on the first floor of the transit shed at north quay was commissioned. In 1961,
construction of signal station at north quay was completed. In the same year, the port's
Jawahar Dock was inaugurated by the then prime minister of India, Lal Bahadur Shastri. In
1964. The port developed the outer harbour, named Bharathi Dock, for handling petroleum
in 1972 and for mechanised handling of iron ore in 1974. In 1972, the first oil jetty was
constructed at Bharathi Dock-I. Bharathi Dock-III in 1986 The iron ore terminal is equipped
with mechanised ore-handling plant commissioned in 1977 at Bharathi Dock-II This oil
terminal is capable of handling Suezmax vessels.

In the 1970s, containerisation started in India, Chennai Port began handling containerised
cargoes. In 1983, a container terminal was built at the Bharathi Dock In November 2001, the
container terminal and back-up area was privatised through a 30-year concession with
Chennai Container Terminal Private Limited. Continually increasing container traffic resulted
in another 285-metre (935 ft) extension of the quay in 2002, bringing the total berth length to
885-metre (2,904 ft). During 2008–09, the port recorded a 17.2% share of container traffic in
India. Having the capability of handling fourth-generation vessels, the terminal is ranked
among the top 100 container ports in the world. The port is added with the second container
terminal with a capacity to handle 1.5 million TEUs.

When the city of Madras was renamed as Chennai in 1996, the Madras Port Trust followed
suit and was renamed as Chennai Port Trust. In 2000, the port began to handle pure-car-
carrier shipments of automobiles.

The transfer of coal shipments to the neighbouring Ennore Port since 2002, handling of food
grain was resumed after about 9 years in 2003. The port hopes to handle 4 million tonnes of
food grain annually over the next few years.

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 Cargo
Year Cars exported
(million tonnes)
2000–01 41.22 5,260
2001–02 36.12 4,635
2002–03 33.69 8,482
2003–04 36.71 39,874
2004–05 43.80 83,121
2005–06 47.25 102,692
2006–07 53.41 114,756
2007–08 57.15 137,971
2008–09 57.49 248,697
2009–10 61.06 273,917
2010–11 61.46 234,762
2011–12 55.71 252,640
2012–13 53.40 272,345

The following table lists the number of vessels handled in the past:

Commodity 2008–09 2009–10 2010–11

Liquid bulk 441 494 502

Dry bulk 441 446 308

Break bulk 486 489 559

Containers 710 703 812

Total 2,078 2,132 2,181

25
PORT LAYOUT AND INFRASTRUCTURE:

Chennai port is the second smallest in the country measured by surface area, encompassing
only 274 hectares. Chennai port area is divided into north, central and south zones and fishing
harbours. The port has 26 alongside berths, including 21 deep-drafted berths and 2 oil jetties,
in the 3 docks, viz., Dr. Ambedkar Dock, Jawahar Dock, and Bharathi Dock along with the
container terminal, and draft ranging from 12–16.5 m (39–54 ft). Dr. Ambedkar Dock has 12
berths, Jawahar Dock has 6 berths, Bharathi Dock has 3 berths (for oil and iron ore), the
container terminal has 3 berths and the moorings has 1 berth. The berths can handle
containers as well as liquid and dry bulk and breakbulk cargoes. The approach channel to the
port is 6,700 m (22,000 ft) long, and the turning basin is 560 m (1,840 ft) in length. A tota lof
9 well-lit channels marks buoys for the approach channel.

The Jawahar Dock has six berths. The dock mainly handles coal, fertiliser, iron ore lumps,
pellets, edible oil, and phosperic acid. The Dr. Ambedkar Dock has 13 berths. The dock has
car and cruise terminals and chiefly handles general cargo, cars, granite steel, and food
grains. The Bharathi Dock contains three berths. The dock has three terminals, namely,
container terminal, iron ore terminal, and oil terminal. It mainly handles containers, iron ore,
and POL (petroleum, oil and lubricants).

The oil terminals at the port's Bharathi Dock (BD1 and BD3) can accommodate tankers. Each
berth is equipped with five marine loading arms, and the berths have pipelines to convey
crude oil, white oil, and furnace oil.The port handles Suezmax tankers of up to a draft of
17 m at BD3 during day light, high tide as the per the present navigational practice and also
during night hours subject to fulfilment of safety considerations on a ship-to-ship basisThe
container terminal has four berths. The berths are served by seven quay cranes, including
five super-post-Panamax and two post-Panamax cranes, and 24 gantry cranes. Operated by
Chennai Container Terminal Private Limited, the container terminal has capacity for 950,000
TEUs.. The container terminal has direct services to Europe, China, the United
States, Korea, Thailand, the Mediterranean region, and West Africa.

The port handles a variety of cargo including iron ore, coal, granite, fertilisers, petroleum
products, containers, automobiles and several other types of general cargo items. Due to the
increase in container traffic, a second container terminal was planned and tender works given
to PSA Sical.] It has asked for support for a mega container terminal. The terminal would be
the first deep-water terminal of its kind in India and would be able to handle ultra-large
container ships of 13,000–15,000 TEUs capacity and length exceeding 400 m (1,300 ft). The
management of the container terminal was taken over by P&O Ports of Australia. This has a
volume growth of 20 per cent per year and has 59 per cent of the market share of South India.
It has services to Singapore, Malaysia, Thailand, Myanmar, Sri Lanka, Korea, China,
Mediterranean, Europe, Australia and the United States.
The port has a current depth of 17 m (56 ft) and is capable of handling fourth-generation
vessels up to 150,000 DWT. It is going through an expansion and will have a depth of 18–
26
22 m (59–72 ft), a continuous quay length of 2 km (1.2 mi) and back-up area of around
100 ha (250 acres). Two new breakwaters for a total length of 4 km (2.5 mi) will be
constructed – one as extension of the existing outer arm and the other extending from the
fishing harbour breakwater. The consequent silting will reclaim about 300 ha (740 acres) of
land. The mega terminal will be built on a 100-hectare (250-acre) portion of this land. The
terminal will have a continuous quay length of 2 km (1.2 mi) with 18–22 m (59–72 ft) side
along draft, capable of handling ultra-large container ships carrying over 15,000 TEUs. This
will help it handle the latest generation vessels. Though the port is largely a container port, it
has strategic importance as 3 service berths are allotted to the Indian Navy.

The approach channel to the port has two sections—the entrance channel within the
protection of outer arm and the outer channel beyond the protection of outer arm. The total
length of the entrance channel is 7 km. The width of channel gradually increased from 244 m
to 419 m at the bent portion, then maintains a constant width of 305 m. The depth of the inner
and the outer channels are 18.6 m and 19.2 m, respectively, below chart datum, with a swell
allowances of 3 m. The entrance is 350 m in Bharathi Dock and 125 m in Dr. Ambedkar
Dock. The draught in the navigational channel is maintained by dredging approximately 1
million cubic metres annually.

CONTAINER TERMINALS:

The port has two container terminals, run separately by DP World Pvt. Ltd and
Singapore's PSA International Ltd, with a combined capacity to handle 2.8 million standard
containers a year. The two terminals loaded 1.11 million standard containers between April
and December 2010, up from 886,000 containers a year earlier. Both the terminals have daily
trains to Inland Container Depots (ICDs). There are plans to build a mega container terminal,
the third one at the port, with private funds worth ₹ 36,860 million. The port is served by
various container liner services, namely, APL, K Line, Maersk Line, MOL, NYK, PIL and
several regional container lines.Chennai Container TerminalChennai Container Terminal
(CCT) is the first container terminal in Chennai port built in 1983. The container terminal
was privatised in 2001 and is operated by DP World since 30 November 2001 with a capacity
of 1.2 million TEUs. CCT is managed under a 30-year build-operate-transfer agreement set
up with the Chennai Port Trust of the Government of India. The terminal is capable of
handling fifth generation vessels up to 6,400 TEU and has direct services to China, West

27
Africa, Europe and the United States. The terminal crossed the "one million TEU" mark in
2007. In 2011, it handled 1.12 million TEUs. It enjoys a quay length of 885 m (2,904 ft) and
has 4 berths with an alongside depth of 13.4 m (44 ft), height (ISLW to Top of Cope) of 34 m
(112 ft), channel length of 6,700 m (22,000 ft) and channel depth of 19.2 m (63 ft). The total
terminal area covers 21.1 hectares, and yard stacking area covers 17 hectares (42 acres). The
terminal has an on-site rail track. It has a berth productivity of 22 moves per hour and an
average turnaround of 26 hours. The operator has invested around US$128 million to get new
equipment at the terminal. At present, 7 quay cranes with Super Post Panamax handling
capacity and 24 rubber-tyred gantry cranes (RTGs) form part of the inventory. The operator
has also taken over from Chennai Port 4 quay cranes, 10 RTGs, 3 reach stackers, 240 reefer
plugs, and 2 top lifters and one empty container handler. CCT is ranked at the 79th position
among the top 100 container terminals in the world. It is one of the fastest growing terminals
in India with a CAGR of 20 per cent. It presently has four mainline services with direct
connectivity to Mediterranean, Europe, Thailand, Vietnam, China and Korea. The mainline
services are complemented by seven weekly feeder services and one coastal service
to Colombo, Vizag, Penang, Port Klang, Singapore, Yangon and Port Blair, respectively.
Presently, CCT is connected to 50+ ports worldwide. A container freight station, with a
covered area of 6,500 m2 (70,000 sq ft), operates within the port offering such services as
inspection, LCL de-stuffing and delivery of import cargo. CCT has plans to invest ₹ 1 billion
to install two quay cranes.

CHENNAI INTERNATIONAL TERMINAL:

Chennai International Terminal Pvt Ltd (CITPL) is the second container terminal that started
operations from 22 June 2009 with berths SCB1, SCB2 and SCB3. The build-operate-transfer
facility, built at a cost of about US$110 million, is a joint venture between PSA International
and Chennai-based Sical Logistics Ltd.[71] With 35 ha (86 acres) of yard space and three
berths with a total quay length of 832 m (2,730 ft), the terminal offers an annual capacity of
1.5 million TEUs. With the addition of 4 post-Panamax quay cranes, capable of lifting two
20-ft containers per move, and 8 RTGs, it now has 7 rail-mounted quay crane (RMQC), 18
RTGs, 6 reach stacker and 120 reefer plugs. Once fully commissioned, CITPL would be able
to accommodate 8,000-TEU vessels with drafts up to 15.5 m (51 ft).

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Ro-Ro CAR TERMINAL:

Dubbed the Detroit of Asia, Chennai is base to several international car makers, namely, Ford
Motor Co., Hyundai Motor Co., Nissan Motor Co., Renault SA, Daimler AG and BMW
AG. Car export (mainly Hyundai) increased by 80.25 per cent to touch 248,697 during 2008–
09 as against 137,971 in the previous year. The port handled 65 car carriers compared with 40
in the previous year. In 2009, the port shipped nearly 274,000 cars, 10 per cent more than the
previous year. The port is now the number one Ro-Ro car terminal in the country. After
Hyundai, the port have started attracting global manufacturers like Mahindra, Toyota,
and Ford. Ford has decided to move exports to Chennai Port by 2010.

Hyundai Motor India is coming up with a first-of-its-kind dedicated automobile terminal at

the Chennai port. The Chennai port facility is expected to be on the lines of its Ulsan Port,
from where it exports half of Korea's 1,500,000 vehicles annually. The export terminal at the
Chennai port would cater to its total export target of 300,000 cars, which would be 50 per
cent of its total production by 2009–10. The company has plans to develop the land into a
dedicated terminal to serve as an export base. It is believed that the terminal would basically
cater to its export of compact cars from India. The new terminal, coming up at the southern
end of the container terminal, would be spread over 10,000 m2 (110,000 sq ft) of land and
includes a 300 m long, 30 m wide, and 12 m deep ro-ro berth. It would have two six-storey
multi-level dedicated parking yard for 6,000 cars each, estimated at a cost of ₹ 400 million,
where one ship load of cars can be stacked. The terminal, being developed at a cost of ₹ 800
million, would cater to other car exporters also and is expected to be completed by the end of
2012.

CRUISE TERMINAL:

Chennai Port is one of the five major ports in the country that have been identified by the
Ministry of Shipping for development of cruise terminals, the other four
being Goa, Kochi, Mumbai and Mangaluru. The port has had passenger and tourist services
to Burma, Malaya, Singapore, Manila, London, Suez, Aden and Colombo for over 100 years.
There was regular passenger traffic during the British rule. Per official records, the port had
an annual passenger traffic of 60,000 in 1956. In 1959, the port built a dedicated passenger

29
terminal for coastal and cruise vessels. The passenger cruise terminal is located in the West
Quay. The Shipping Corporation of India operated regular Chennai–Singapore services till
1984. On an average, 10 international cruise vessels dock in the port each year. The number
of tourists visiting the port in 2008–09 was 2,616, which rose to 3,401 in 2009–10.[81][82] The
country's first cruise ship, AMET Majesty, is registered in Chennai and is set to start from
Chennai on 8 June 2011.

30
 1.4 OBJECTIVES

PRIMARY OBJECTIVE:
To study the Effectiveness of Handling Wheeled Cargo (Car Exports) in sea ports with
reference to Chennai Port.

SECONDARY OBJECTIVES:
 Minimizing the Turn Round Time of the vessels that call the port.

 Optimizing the yard operation management.

 Introducing (BRS) Berth Reservation Scheme for RoRo vessel in a berth that can also
berth passenger/cruise vessel.

 Provide of concession on vessel related charges based on (EUS) Cars Equivalent Unit.

 Construction of multipurpose terminal than multi level car parking (MLCP) complex.

31
 1.5 NEED FOR THE STUDY

 The Chennai port automobile handling has been reducing in the past 5years.

 This study reveals the reason for the loss in automobile handling, the logistical
activities involved in handling the ro-ro service.

 The port and also finding alternative transportation through rail for 24/7.

32
 1.6 SCOPE OF THE STUDY
Port proficiency is an pointer of port execution; more proficient port bring down
transportation cost an encourage import and export fares of the nation.Regardless of the
significance of the subject, The existing port effectiveness have solely centered around holder
ports.

 The shipping industry is at present going through a phase of rapid technological

change.

 Hence investment decisions are risky and may prove uneconomic.

 The outcomes of such decision may be serious as a port facilities are expensive and
do not have any alternatives.

 This would be comparative study on the performance of Indian ports that handle
automobile through ro-ro.

 The Ministry of shipping and Indian Port authorities are encouraging the Mobile
Exporters to export their Automobiles through ro-ro rails.

33
 1.7 LIMITATIONS OF THE STUDY

 The study is Efficiency of Wheeled cargo (Car Exports) handling survey

taken among the 100ss employees of the organization.

 Some of the answers given by the respondents may be issued.

 The questionnaire was filled by the respondents, who were buys in their
work and gave their opinion in urgent may or may not be correct.

 There are above 20 years employee experience also included in the

study, so there may be responses, which cannot be evaluated.

 The data is collected from the many department of the inner port trust
employee so it may not be exactly correct.

34
 REVIEW OF LITERATURE

Outbound Part Of Automotive Logistics

Research Related To Container Modal Of RORO

Tsutomu Momoki (2011)Some Japanese researchers have studied the feasibility of shipping
cars in containers, based on the purpose of carrying these containers still on PCCs, naming
such kind of automotive shipping as LOLO(lift on lift off)-PCC. The study compared the cost
of transporting a car in RORO and LOLO-PCC methods, from the period it leaves the factory
to being loaded onto the vessel. It also examined the technical feasibility in terms of
displacement, stability and resistance of the ship when loaded with car containers. One of the
important conclusions of this study is in proving the economy of scale of stuffing several cars
into one container (Tsutomu Momoki, 2011). However, the feasibility of loading a PCC with
a big volume of containers is fairly low. PCC is originally designed for loading vehicles
rolling on and off under their own power. In order to carry more vehicles, the height of each
deck story is tailored to be just enough for a worker to drive a vehicle in and out of the vessel.
If carrying containers on board massively, there probably needs to be a large number of
forklifts to load and discharge the containers. Obviously its productivity and efficiency in
cargo handling is not comparable with container ships.

Tan Miller (1996) launched a case study on the best way to transport finished cars within
North America. The study implemented a mixed integer programming type model to
determine the best mix of truck, conventional rail and containerized intermodal rail in vehicle
distribution. At the same time, it evaluated both short-term and long-term improvement by
shifting the mode from conventional rail to containerized intermodal transport. In certain
lanes, the whole system cost could be saved by 1% immediately, and transit time reduced by
0.5 day. In the long run, the container intermodal transport indicated a reduction in total
operating costs by up to 6% and total transit time by about 15% (TAN, 1996). However, the
study only focused on the inland part of automobile distribution. When it comes to ocean
transport, there is no investigation done to discuss the possibility in cost and time saving by
using intermodal containers.

Tao Zeng (2013) established a model and a genetic algorithm to help decision making in
allocating commodity cars among various modes of transportation. The study has some
practical significance in reality. Given a certain transportation requirement with route and
volume, the model can calculate according to the transport cost, transit time and capacity
constraints under different modes of transport. As a result, it provides an optimal volume
allocation among road, railway and waterway transport, aiming at minimizing the total
logistic cost (ZENG, HU, & HUANG 2013). The study illustrates a clear picture of

35
automotive logistics procedure – how the new cars are moved from the plant to the dealer. It
also emphasizes the important role shipping plays in the automotive outbound logistics.

Matthias Holweg and Joe Miemczyk (2003) based on findings of the 3DayCar research
program, launched a case study of inbound, outbound auto logistics and sea transport
operations in the UK market. It provided an in-depth knowledge of current auto logistics
processes and problems. The paper not only analyzed the motivation of the transition of
vehicle supply from forecast driven to customer driven, but also discussed the new
requirements and challenges facing the logistic service providers (Matthias & Joe, 2003). The
study called for a rethinking of automotive logistic operation towards BTO (Build to Order),
which is believed to be the way of car production in the future.

CARGO SECURING AND VEHICLE–DECK INTERACTIONS FOR RO-RO SHIPS

The Ro-Ro ship was originally designed for cargo with or on wheels, such as cars, trucks,
trailers, and railway wagons. The world Ro-Ro fleet had its modest beginnings in the 1950s
and experienced a fairly rapid growth. Very little research was carried out on Ro-Ro ships
until a spate of orders for new vessels in the mid-1970s, but since the 1976 and 1978 sessions
of the IMCO(Intergovernmental Maritime Consultative Organization) UN Maritime
Safety Committee, it would appear that more effort has been put into safety and survivability
studies of Ro-Ro vessels. Among these studies, research on cargo securing has attracted
considerable effort.By analyzing the technical and operational problems involved in Ro-Ro
ships.

Stenberg presented requirements and questions for cargo securing systems. In addition, he
pointed out that the method for securing cargo must not result in over-strong or clumsy
equipment.

Felding presented four problems related to Ro-Ro safety the securing of vehicles on board,
ship stability, the securing of cargo inside containers and trailers, and the training of crews
for the safe handling of vessels.It was pointed out by Andersson that accelerations and forces
acting on the cargo due to ship motions and wind forces at sea, as well as the uncertainties of
cargo parameters and lashing equipment, are the main factors influencing the safety of cargo
securing.Various mathematical models for vehicle-lashing systems have been studied by
several researchers. By assuming rigid body motion for a vehicle, including its suspension.

Dallinga claimed that the target trailer he studied would overturn instead of slide if the static
friction was larger than 0.5. By modelling a trailer deck system at different levels of detail.

Turnbull found that a reduction in suspension flexibility (i.e., tyre flexibility and spring
flexibility) would lead to a decrease in maximum lashing loads; maximum loads could also be
reduced by increasing the friction between the trailer tyre and the deck surface. Besides, by
studying car–deck interactions

36
Mora presented the phenomenon that a decrease in lashing stiffness would increase the
friction between the tyre and the deck, which is in accordance with Turnbull’s conclusions
on the relation between lashing stiffness and friction.Based on measurements of lashing
forces of a car parked at one of the worst locations for cargo securing in a pure car/truck
carrier (PCTC) vessel operating in the North Atlantic.

Sternsson concluded the even if a head sea caused the greatest lashing force amplitude, the
influence of wave direction on the forces was small. The lashing forces and the required
friction coefficient were also found to be small, and the friction measured occurred in the
transverse direction of the car because the lashings gave little support in this direction.In
contrast to trailer-lashing systems.

Jia and Ulfvarson hence Jia studied the dynamics of car–deck (light-weight deck)
interactions by utilizing the theory of vehicle dynamics combined with the vibration of deck
structures. By studying a mechanical model of a car–deck sys-tem and performing a finite
element calculation, they showed that the tyre stiffness of the car has a relatively significant
influence on the dynamic structural behavior of the car–deck structural system. In the lower
frequency range of excitations (below 5 Hz), the vehicle suspension will dominate the
vibration of the vehicle–deck system without disturbance from vibrations of the deck
structures. For Volvo 80 cars parked on a deck, at around 1.1 Hz, the suspension vibration
will cause a slight variation of a deck’s dynamic structural response, and since this variation
is quite small, its influence on the structural behavior can be omitted. However, in the higher
frequency range (10–15 Hz), the deck will exhibit relatively large vibrations, and the
dynamic responses of vehicles are highly dependent on their position on the deck. It was
shown that cars running on the deck within a reasonable range of speeds and braking induced
vibrations from lorries will not cause fatigue problems for the deck structure. They also stated
that cars parked on a deck can work as mass dampers to decrease the dynamic response of the
deck in a specific frequency range, depending mainly on the mechanical properties of the
vehicles. With the purpose of getting a better general under-standing of the influence of ship
motions on cargo securing, a number of researchers have studied a mathematical model of the
relation among the wave loads, ship motion, and cargo securing. Based on a quasi-static
analysis of two failure modes (sliding and tipping) of a trailer that is subjected to the ship
motion calculated from linear seakeeping theory.

Dallinga showed that bow and stern quartering seas represent the most unfavorable wave
directions. In cases of low friction, sliding is likely to occur, which may cause uneven
tensioning of the lashings.

Matusiak derived an analytical model of cargo shifting by considering the non-linearity of

ship motions in beam waves. He also showed that ignoring the non-linearity of the restoring
moment may lead to a serious underestimation of the probabilities of cargo shifting and of a
ship capsizing. By carrying out studies on operational restrictions for a route.

Englund found that the restrictions would drastically reduce the risk of cargo shifting for
lashed cargo, while slightly lowering the risk for unlashed cargo. It was concluded by Hua,

37
Ryrfeldt and Balcerthat the rolling motion of a ship is the most relevant factor in
determining cargo security. By considering both the ship’s mass distribution and added mass,
Balcer also presented formulas for adjusting the location of a ship’s rolling axis. By
considering the contribution of the heel angle and the heave and sway acceleration, Hua
presented an analytical expression for the equivalent roll angle and a probabilistic approach
to the problem of cargo shifting. By con-ducting a parametrically excited roll motion study,
Huaalso concluded that the magnitude of roll damping has a minor effect on the maximum
roll amplitude. Strong coupling between rolling and heaving motions may counteract an
increase of the roll amplitude, and the most dangerous cases for a ship may occur when the
wave length has the same order of magnitude as the ship length. By modelling a car as a
spring-damping-mass system and applying harmonic roll and pitch motions.

Jia and Ulfvarsonhave shown that the value of the maximum required friction coefficients
between tyres and decks to prevent sliding are highly dependent on the roll and pitch
amplitude, the pitch period, the orientation of vehicles on decks, and the vertical location of
vehicles from the baseline of the vessel. Contrary to the suggestions of cargo securing codes
and experience, they stated that the fore-and-aft direction of securing vehicle cargoes may not
be the optimal direction to prevent sliding. The influence of the phase angle between the roll
and pitch motions and the effects of the locations of the cars on the required friction
coefficient were also discussed.

38
1.8 RESEARCH METHODOLOGY

INTRODUCTION

It is the process which helps to collect information and to analyze the data to make effective
decision. It is a way to systematically solve a research problem.

RESEARCH DESIGN

A research design is the set of methods and procedures used in collecting and analyzing
measures of the variables specified in the research problem research. In this study descriptive
type of research design has been used.

DESCRIPTIVE RESEARCH DESIGN

Descriptive research studies are those studies which are concerned with describing the
character of a group.

THE 3 BASIC TYPES OF DESCRIPTIVE RESEARCH METHODS

1. Observational Methods
2. Case-study Methods and
3. Survey Methods.
In this study Survey Method has been used for Research.

In survey method research, participants answer questions administered through interviews or

questionnaires. After participants answer the questions, researchers describe the responses
given. In order for the survey to be both reliable and valid it is important that the questions
are constructed properly. Questions should be written so they are clear and easy to
comprehend.

Another consideration when designing questions is whether to include open-ended, closed-

ended, partially open-ended, or rating-scale questions.

SAMPLE SIZE

The size of the sample is 42.

SAMPLING TECHNIQUE (or) SAMPLING METHOD:

The samples were chosen from the population from the Chennai Port by using non-
probability sampling in which I have used Convenient Sampling Technique.

CONVENIENT SAMPLING TECHNIQUE:

39
Convenience Sampling (also called availability sampling) is a non-probability/non-
random sampling technique used to create sample as per ease of access, readiness to be a
part of the sample, availability at a given time slot or any other practical specifications of a
particular element. The researcher chooses members merely on the basis of proximity and
doesn’t consider whether they represent the entire population or not. Using this technique,
they can observe habits, opinions, and viewpoints in the easiest possible manner.

Researchers use sampling techniques in situations where there are large populations to be
tested as, in most cases, testing the entire population is practically impossible. Convenience
sampling is the most commonly used sampling technique as it’s extremely prompt,
uncomplicated, economical and also, members are readily approachable to be a part of the
sample. It is used in situations where the principal research has been done without any
supplementary inputs. There are no criteria that need to be considered to be a part of this
sample and due to which it becomes extremely simplified to include elements in this sample.
Every element of the population is eligible to be a part of this sample and is dependent on the
proximity to the researcher to get included in the sample. Benefits using Convenience
sampling method are

1. Quick mode to collect data

2. Inexpensive to create samples
3. Easily collectible samples
DATA COLLECTION

In this study primary and secondary data is been used

1. PRIMARY DATA
Primary data is data that is collected by a researcher from first-hand sources, using
methods like surveys, interviews, or experiments. It is collected with the research project
in mind, directly from primary sources.

2. SECONDARY DATA
Secondary data refers to data which is collected by someone who is someone
other than the user. Common sources of secondary data for social science include
censuses, information collected by government departments, organizational records
anddata that was originally collected for other research purposes.

TYPES OF QUESTIONNAIRE USED

1. Open Ended Questions

2. Likert Scale Questions
3. Close Ended Questions
4. Ranking Questions

40
DATA ANALYSIS TOOLS

CLUSTERED COLUMN CHART

Clustered column chart is used to compare values across a few categories. A clustered
column chart displays more than one data series in clustered vertical columns. Clustered
columns allow the direct comparison of multiple series, but they become visually complex
quickly. They work best in situations where data points are limited.

STATISTICAL TOOLS

1. Percentage analysis method

2. Chi-Square test
3. Analysis of variance
4. (ANOVA)

SECONDARY DATA ANALYSIS

1. Trend Analysis
2. Regression Analysis

41
 DATA ANALYSIS, FINDINGS & INTERPRETATION

Table: 1Chennai Port is capable of berthing modern day vessels

Chennai Port is capable of

S.No No:of Respondents Percentage
berthing modern day vessels

1 Strongly disagree 0 0

2 Disagree 0 0

3 Neutral 5 5

4 Agree 60 60

5 Strongly Agree 35 35

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 0 have disagreed, 5 of the respondents have remained neutral,
60 of the respondents have agreed and 35 of them have strongly agreed to the fact that Chennai Port is
capable of berthing modern day vessels.

Interpretation:
Majority of the respondents have disagreed to the fact that Chennai Port is capable of berthing modern
day vessels.

42
Table:2 Chennai Port should stop handling dusty cargos in manner in
order to handle more wheeled cargos in the port
Chennai port should stop
handling dusty cargos in a
S.No manner in order to handle No:of Respondents Percentage
more wheeled cargos in the
port

1 Strongly disagree 8 8

2 Disagree 46 46

3 Neutral 32 32

4 Agree 6 6

5 Strongly Agree 8 8

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Agree Total
disagree

Findings:
8 respondents have strongly disagreed, 46 have disagreed, 32 of the respondents have remained
neutral, 6 of the respondents have agreed and 8 of them have strongly agreed to the fact that Chennai
port should stop handling dusty cargos in a manner in order to handle more wheeled cargos in the port

Interpretation:
Majority of the respondents have disagree Chennai port should stop handling dusty cargos in a
manner in order to handle more wheeled cargos in the port.

43
Table:3 The NQ (North Quay) could be utilized for handling cars by
demolishing the adjacent shed for stacking the cars
The NQ (North Quay ) could
be utilized for handling cars by
S.No No:of Respondents Percentage
demolishing the adjacent shed
for stacking the cars

1 Strongly disagree 0 0

2 Disagree 15 15

3 Neutral 25 25

4 Agree 55 55

5 Strongly Agree 5 5

Total 100 100

Chat

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 15 have disagreed, 25 of the respondents have remained
neutral, 55 of the respondents have agreed and 5 of them have strongly agreed to the fact that The NQ
(North Quay) could be utilized for handling cars by demolishing the adjacent shed for stacking the
cars

Interpretation:
Majority of the respondents have Agree The NQ (North Quay) could be utilized for handling cars by
demolishing the adjacent shed for stacking the cars.

44
Table:4 for speedy completion of loading operations, the most important
requisite would be vast parking area
for speedy completion of
loading operations, the most
S.No No:of Respondents Percentage
important requisite would be
vast parking area

1 Strongly disagree 8 8

2 Disagree 46 46

3 Neutral 37 37

4 Agree 3 3

5 Strongly Agree 6 6

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Agree Total
disagree

Findings:
8 respondents have strongly disagreed, 46 have disagreed, 37 of the respondents have remained
neutral, 3 of the respondents have agreed and 6 of them have strongly agreed to the fact that for
speedy completion of loading operations, the most important requisite would be vast parking area

Interpretation:
Majority of the respondents have disagree for speedy completion of loading operations, the most
important requisite would be vast parking area.

45
Table:5 Yard operation is one of the mainstay factors in determining the
Turn Round Time of vessels’ that call the Port/Terminal
Yard operation is one of the
mainstay in determining the
S.No No:of Respondents Percentage
Turn Round Time of vessels’
that call the Port/Terminal

1 Strongly disagree 10 10

2 Disagree 5 5

3 Neutral 10 10

4 Agree 70 70

5 Strongly Agree 5 5

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly disagreeDisagree Neutral Agree Strongly Agree Total
Findings:
10 respondents have strongly disagreed, 5 have disagreed, 10 of the respondents have remained
neutral, 70 of the respondents have agreed and 5 of them have strongly agreed to the fact Yard
operation is one of the mainstay factors in determining the Turn Round Time of vessels’ that call the
Port/Terminal

Interpretation:
Majority of the respondents have Agree Yard operation is one of the mainstay factors in determining
the Turn Round Time of vessels’ that call the Port/Terminal
.

46
Table: 6 Optimum usage of yard will maximize the volume of traffic
Optimum usage of yard will
S.No maximize the volume of traffic No:of Respondents Percentage

1 Strongly disagree 0 0

2 Disagree 0 0

3 Neutral 20 20

4 Agree 70 70

5 Strongly Agree 10 10

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 0 have disagreed, 20 of the respondents have remained neutral,
70 of the respondents have agreed and 10 of them have strongly agreed to the fact Optimum usage of
yard will maximize the volume of traffic

Interpretation:
Majority of the respondents have Agree Optimum usage of yard will maximize the volume of traffic

47
Table:7 Effective yard operations management will lead to increase in the
overall efficiency of the Port/Terminal
: Effective yard operations
management will lead to
S.No No:of Respondents Percentage
increase in the overall efficiency
of the Port/Terminal

1 Strongly disagree 0 0

2 Disagree 5 5

3 Neutral 15 15

4 Agree 75 75

5 Strongly Agree 5 5

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 5 have disagreed, 15 of the respondents have remained neutral,
75 of the respondents have agreed and 5of them have strongly agreed to the fact Effective yard
operations management will lead to increase in the overall efficiency of the Port/Terminal

Interpretation:
Majority of the respondents have Agree Effective yard operations management will lead to increase in
the overall efficiency of the Port/Terminal

48
Table:8 Use of IT solutions contributes to effective yard management and
productivity
Use of IT solutions contributes
S.No to effective yard management No:of Respondents Percentage
and productivity

1 Strongly disagree 0 0

2 Disagree 25 25

3 Neutral 20 20

4 Agree 40 40

5 Strongly Agree 15 15

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 25 have disagreed, 20 of the respondents have remained
neutral, 40 of the respondents have agreed and 15 of them have strongly agreed to the fact Use of IT
solutions contributes to effective yard management and productivity

Interpretation:
Majority of the respondents have Agree Use of IT solutions contributes to effective yard management
and productivity

49
Table: 9 Improved yard operations will help in in minimizing the Turn
Round Time (vessels’ stay at berth) of the Ro-Ro vessels
Improved yard operations will
help in in minimizing the Turn
S.No No: of Respondents Percentage
Round Time (vessels’ stay at
berth) of the Ro-Ro vessels

1 Strongly disagree 5 5

2 Disagree 0 0

3 Neutral 20 20

4 Agree 70 70

5 Strongly Agree 5 5

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
5 respondents have strongly disagreed, 0 have disagreed, 20 of the respondents have remained neutral,
70 of the respondents have agreed and 5 of them have strongly agreed to the fact Improved yard
operations will help in minimizing the Turn Round Time (vessels’ stay at berth) of the Ro-Ro vessels

Interpretation:
Majority of the respondents have Agree Improved yard operations will help in in minimizing the Turn
Round Time (vessels’ stay at berth) of the Ro-Ro vessels

50
Table :10 Reduction in the Turn Round Time of the Ro-Ro vessels would
encourage the manufacturers to export their wheeled cargos (cars &
automobiles) from Chennai Port
Reduction in the Turn Round
Time of the Ro-Ro vessels
would encourage the
S.No No:of Respondents Percentage
manufacturers to export their
wheeled cargos (cars &
automobiles) from Chennai

1 Strongly disagree 0 0

2 Disagree 15 15

3 Neutral 30 30

4 Agree 45 45

5 Strongly Agree 10 10

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly disagreeDisagree Neutral Agree Strongly Agree Total

Findings:
0 respondents have strongly disagreed, 15 have disagreed, 30 of the respondents have remained
neutral, 45 of the respondents have agreed and 10 of them have strongly agreed to the Reduction in
the Turn Round Time of the Ro-Ro vessels would encourage the manufacturers to export their
wheeled cargos (cars & automobiles) from Chennai Port

Interpretation:
Majority of the respondents have Agree Reduction in the Turn Round Time of the Ro-Ro vessels
would encourage the manufacturers to export their wheeled cargos (cars & automobiles) from
Chennai Port

51
Table:11 The present storage space available for aggregating the export
cargo is sufficient for handling Ro-Ro vessels
The present storage space
available for aggregating the
S.No No:of Respondents Percentage
export cargo is sufficient for
handling Ro-Ro vessels

1 Strongly disagree 0 0

2 Disagree 15 15

3 Neutral 10 10

4 Agree 70 70

5 Strongly Agree 5 5

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 15 have disagreed, 10 of the respondents have remained
neutral, 70 of the respondents have agreed and 5 of them have strongly agreed to the The present
storage space available for aggregating the export cargo is sufficient for handling Ro-Ro vessels

Interpretation:
Majority of the respondents have Agree The present storage space available for aggregating the export
cargo is sufficient for handling Ro-Ro vessel

52
Table:12 With the available storage facilities inside the Port, the cars can be parked
properly for easy embarkation

With the available storage

facilities inside the Port, the
S.No No:of Respondents Percentage
cars can be parked properly for
easy embarkation

1 Strongly disagree 0 0

2 Disagree 5 5

3 Neutral 10 10

4 Agree 75 75

5 Strongly Agree 10 10

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 5 have disagreed, 10 of the respondents have remained neutral,
75 of the respondents have agreed and 10 of them have strongly agreed to the with the available
storage facilities inside the Port, the cars can be parked properly for easy embarkation

Interpretation:
Majority of the respondents have Agree with the available storage facilities inside the Port, the cars
can be parked properly for easy embarkation

53
Table:13 with the storage facility available away from Berth, after
berthing of the vessel, the cars can be moved to the wharf without any
obstacle
with the storage facility
available away from Berth,
S.No after berthing of the vessel, the No:of Respondents Percentage
cars can be moved to the wharf
without any obstacle

1 Strongly disagree 0 0

2 Disagree 5 5

3 Neutral 10 10

4 Agree 75 75

5 Strongly Agree 10 10

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 5 have disagreed, 10 of the respondents have remained neutral,
75 of the respondents have agreed and 10 of them have strongly agreed to the with the storage facility
available away from Berth, after berthing of the vessel, the cars can be moved to the wharf without
any obstacle

Interpretation:
Majority of the respondents have Agree with the storage facility available away from Berth, after
berthing of the vessel, the cars can be moved to the wharf without any obstacle

54
Table:14 Having the storage facility near the RoRo jetty will reduce the
Turn Round Time of the vessel
Having the storage facility
near the RoRo jetty will reduce
S.No No:of Respondents Percentage
the Turn Round Time of the
vessel

1 Strongly disagree 5 5

2 Disagree 5 5

3 Neutral 15 15

4 Agree 75 75

5 Strongly Agree 0 0

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
5 respondents have strongly disagreed, 5 have disagreed, 15 of the respondents have remained neutral,
75 of the respondents have agreed and 0 of them have strongly agreed to the Having the storage
facility near the RoRo jetty will reduce the Turn Round Time of the vessel

Interpretation:
Majority of the respondents have Agree Having the storage facility near the RoRo jetty will reduce
the Turn Round Time of the vessel

55
Table:15 Multi-Level Car Parking Terminal be constructed in Chennai
Port as it is available in other foreign ports
Multi-Level Car Parking
Terminal be constructed in
S.No No:of Respondents Percentage
Chennai Port as it is available
in other foreign ports

1 Strongly disagree 0 0

2 Disagree 5 5

3 Neutral 15 15

4 Agree 80 80

5 Strongly Agree 0 0

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 5 have disagreed, 15of the respondents have remained neutral,
80 of the respondents have agreed and 0 of them have strongly agreed to the Multi-Level Car Parking
Terminal be constructed in Chennai Port as it is available in other foreign ports

Interpretation:
Majority of the respondents have Agree Multi-Level Car Parking Terminal be constructed in Chennai
Port as it is available in other foreign ports

56
Table:16 Improved facilities such as additional storage and volume based
discount would attract the car/automobile manufactures to export their
cars/automobiles through Chennai Port
Improved facilities such as
additional storage and volume
based discount would attract
S.No the car/automobile No:of Respondents Percentage
manufactures to export their
cars/automobiles through
Chennai Port

1 Strongly disagree 0 0

2 Disagree 10 10

3 Neutral 15 15

4 Agree 70 70

5 Strongly Agree 5 5

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly disagreeDisagree Neutral Agree Strongly Agree Total

Findings:
0 respondnts have strongly disagreed, 10 have disagreed, 15 of the respondents have remained neutral,
70 of the respondents have agreed and 5 of them have strongly agreed to the Improved facilities such
as additional storage and volume based discount would attract the car/automobile manufactures to
export their cars/automobiles through Chennai Port

Interpretation:
Majority of the respondents have Agree Improved facilities such as additional storage and volume
based discount would attract the car/automobile manufactures to export their cars/automobiles
through Chennai Port

57
Table:17 considering the average Turn Round Time of the vessel’s that call at Chennai
Port and the number of car manufactures exporting their wheeled cargos from Chennai
Port, it would be ideal to construct a Multipurpose Terminal than to build a Multi-
Level Car Parking

Turn Round Time of the

vessel’s that call at Chennai
S.No Port and the number of car No:of Respondents Percentage
manufactures exporting their
wheeled cargos from Chennai

1 Strongly disagree 0 0

2 Disagree 10 10

3 Neutral 10 10

4 Agree 80 80

5 Strongly Agree 0 0

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings: 0 respondents have strongly disagreed, 10 have disagreed, 10 of the respondents have
remained neutral, 80 of the respondents have agreed and 0 of them have strongly agreed to
considering the average Turn Round Time of the vessel’s that call at Chennai Port and the number of
car manufactures exporting their wheeled cargos from Chennai Port, it would be ideal to construct a
Multipurpose Terminal than to build a Multi-Level Car Parking

Interpretation: Majority of the respondents have Argee considering the average Turn Round
Time of the vessel’s that call at Chennai Port and the number of car manufactures exporting their
wheeled cargos from Chennai Port, it would be ideal to construct a Multipurpose Terminal than to
build a Multi-Level Car Parking

58
Table:18 Increasing the number of shipping lines and encouraging more automobile
manufacturers to export their products through Chennai Port would make the RoRo
exports more competitive and thus would result in increase in the total traffic handled

Increasing the number of

shipping lines and encouraging
more automobile manufacturers
S.No No:of Respondents Percentage
to export their products through
Chennai Port total traffic
handled

1 Strongly disagree 0 0

2 Disagree 0 0

3 Neutral 15 15

4 Agree 85 85

5 Strongly Agree 0 0

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
0 respondents have strongly disagreed, 0 have disagreed, 15 of the respondents have remained neutral,
85 of the respondents have agreed and 0 of them have strongly agreed to Increasing the number of
shipping lines and encouraging more automobile manufacturers to export their products through
Chennai Port would make the RoRo exports more competitive and thus would result in increase in the
total traffic handled

Interpretation:
Majority of the respondents have Argee Increasing the number of shipping lines and encouraging
more automobile manufacturers to export their products through Chennai Port

59
Table:19 Introduction of Berth Reservation Scheme would encourage the car
manufacturers to enhance their export production and thereby bring in more such
vessels to Chennai Port

Introduction of Berth
Reservation Scheme would
encourage the car
S.No manufacturers to enhance their No:of Respondents Percentage
export production and thereby
bring in more such vessels to
Chennai Port

1 Strongly disagree 0 0

2 Disagree 15 15

3 Neutral 25 25

4 Agree 50 50

5 Strongly Agree 10 10

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings: 0 respondents have strongly disagreed, 15 have disagreed, 25 of the respondents have
remained neutral, 50 of the respondents have agreed and 10 of them have strongly agreed Introduction
of Berth Reservation Scheme would encourage the car manufacturers to enhance their export
production and thereby bring in more such vessels to Chennai Port.

Interpretation: Majority of the respondents have Agree Introduction of Berth Reservation

Scheme would encourage the car manufacturers to enhance their export production and thereby bring
in more such vessels to Chennai Port

60
Table:20 Encouraging or Extending concession in tariff for handling cars
could increase the total traffic handled in Chennai Port
Encouraging or Extending
concession in tariff for
S.No handling cars could increase No:of Respondents Percentage
the total traffic handled in
Chennai Port

1 Strongly disagree 5 5

2 Disagree 0 0

3 Neutral 30 30

4 Agree 55 55

5 Strongly Agree 10 10

Total 100 100

Chart

120
100
80
60
40
20
0
Strongly Disagree Neutral Agree Strongly Total
disagree Agree

Findings:
5 respondents have strongly disagreed, 0 have disagreed, 30 of the respondents have remained neutral,
55 of the respondents have agreed and 10 of them have strongly that Encouraging or Extending
concession in tariff for handling cars could increase the total traffic handled in Chennai Port

Interpretation:
Majority of the respondents have Agree Encouraging or Extending concession in tariff for handling
cars could increase the total traffic handled in Chennai Port

61
 APPLICATION OF STATISTICAL TOOLS

CHI SQUARE TEST

Question No.2:: Chennai Port should stop handling dusty cargos in a phased manner in
order to handle more wheeled cargos in the Port

&
Question No.4:: For speedy completion of loading operations, the most important
requisite would be vast parking area.

AIM: To show that Chennai Port shall stop handling dusty cargo as the same storage space

can be used for handling car exports with a vast storage area.

NULL HYPOTHESIS: H0

Chennai Port shall stop handling dusty cargo as the same storage space can be significantly

used for handling car exports with a vast storage area.

ALTERNATIVE HYPOTHESIS: H1

Chennai Port shall stop handling dusty cargo as the same storage space can not be

significantly used for handling car exports with a vast storage area.

62
TABLE

LEVEL OF STOP HANDLING VAST PARKING

TOTAL
AGREEMENT DUSTY CARGOS AREA REQUIRED

STRONGLY AGREE 5 10 15

AGREE 40 40 80

NEUTRAL 35 40 75

DISAGREE 15 5 20

STRONGLY DISAGREE 5 5 10

TOTAL 100 100 200

Grand total=100

Ψ2= ∑ ni=1 (Oi – Ei)2/ Ei

Critical value: Ψ2 at α =0.05

Degrees of Freedom= (r-1) (c-1) = (5-1) (2-1) = 4×1 Therefore, V=4

Degrees of freedom 4 for 0.05 = 9.49

63
TABLE OF OBSERVATION:

O E O–E (O - E)2 (O - E)2/E

5 7.5 -2.5 6.25 0.83

40 40 0 0 0.00

35 37.5 -2.5 6.25 0.17

15 10 5 25 2.50

5 5 0 0 0.00

10 7.5 2.5 6.25 0.83

40 40 0 0 0.00

40 37.5 2.5 6.25 0.17

5 10 -5 25 2.50

5 5 0 0 0.00

TOTAL 7.00

The calculated value of Ψ2 at α = 0.05 for 4 degrees of freedom is 9.49

Ψ2= 7.00 < 9.49

Inference:

As the calculated value is lesser than the table values the null hypothesis HO is accepted and

the alternate hypothesis H1 is rejected.

. i.e., the fact that Chennai Port shall stop handling dusty cargo as the same storage space can

be significantly used for handling car exports with a vast storage area.

64
ANOVA – 2 way classification

Question No.5:: Yard operation is one of the mainstay factors in determining the Turn
Round Time of the vessels’ that call the Port/Terminal,

&
Question No.9:: Improved yard operations will help in minimizing the Turn Round
Time (vessels’ stay at berth) of the Ro-Ro vessels,

&
Question No.16:: Improved facilities such as additional storage space and volume based
discount would attract the car/automobile manufacturers to export their
cars/automobiles through Chennai Port

&
Question No.18:: increasing the number of shipping lines and encouraging more
automobile manufacturers to export their products through Chennai Port would make
the Ro-Ro exports more competitive and thus would result in increase in the total traffic
handled.

AIM: To show that improved yard operations with additional storage facilities and
volume based discount will minimise the Turn Round Time of the vessels and encourage
the exporters to use Chennai Port as yard operations is the main stay component to
minimise the Turn Round Time.

NULL HYPOTHESIS: H0

Yard operations being the mainstay component, its improvement with additional storage

facilities and volume based discount will significantly minimize the Turn Round Time of the

vessels and encourage the exporters significantly to use the Chennai Port.

65
ALTERNATIVE HYPOTHESIS: H1

Yard operations being the mainstay component, its improvement with additional storage

facilities and volume based discount will not significantly minimize the Turn Round Time of

the vessels and discourage the exporters to use the Chennai Port.

TABLE OF OBSERVATION:

LEVEL OF AGREEMENT
ATTRIBUT STRONGL TOTA
E STRONGL AGRE NEUTRA DISAGRE L
Y
Y AGREE E L E
DISAGREE

<10 YRS 0 0 0 0 0 0

11-20 YRS 6 54 11 4 4 79

>20 years 9 246 44 16 6 321

TOTAL 15 300 55 20 10 400

N = 3 x 5 = 15

T=200 CF = T2/N = 160000/15

= 10666.67

Therefore, CF=10666.67

Sum of squares of deviations for total variance:

SST = {sum of squares of all entries} – C F

= {(0)2 + (0)2 + (0)2 + (0)2 + (0)2 + (6)2 + (54)2+ (11)2 + (4)2 + (4)2+ (9)2 + (246)2 +

(44)2 + (16)2 + (6)2} – 10666.67

66
 = {36 + 2916 + 121 + 16 + 16 + 81 + 60516 + 1936 + 256 + 36} – 10666.67

= 65930 – 10666.67 = 55263.33

SST = 55263.33

Sum of squares of deviations between rows:

SSR =∑Ri2 / ni – CF

= {(0)2 + (79)2 + (321)2 } / 5 – 10666.67

= {6241 + 103041}/5 – 10666.67

= 109282/5 – 10666.67

= 11189.73 SSR = 11189.73

Sum of squares of deviations between columns:

SSC = ∑Cj2 / nj – CF

= {(15)2 + (300)2 + (55)2 + (20)2 + (10)2} /3 – 10666.67

= {225 + 90000 + 3025 + 400 + 100} / 3 – 10666.67

= {93750} / 3 – 10666.67

= 20583.33 SSC = 20588.33

67
Sum of squares of deviations between residual errors:

SSE = SST – SSR – SSC

= 55263.33 – 11189.73 – 20588.33

= 23490.27 SSE = 23490.27

Sources
Degrees of Mean sum of
of Sum of squares F Ratio
Freedom squares
variations

MSSR= FROW =

Between R –1= 2 SSR= 11189.73 SSR/R –1= MSSR/MSSE

Rows =

5594.87 1.91

MSSC= FCOL =

Between C–1 = 4 SSC= 20583.33 SSC/C –1= MSSC/MSSE

columns =

5145.83 1.75

MSSE=

(R–1)(C-1)= 8 SSE= 23490.27 SSE/(R –1)(C –

Error
1)

2936.28

Total N-1= 14 SST= 55263.33

The test statistic is FR= MSSR / MSSE = 5594.87/2936.28 = 1.91

FC = MSSC / MSSE = 5145.83/2936.28 = 1.75

The ndf for row means (2, 8) and ndf for column means (4,8)

68
Therefore, the table value for F (2, 8) is 4.46 and at F (4, 8) is 3.84

To summarize, the calculated value of FR 1.91 and FC is 1.75

the table value of FR 4.46 and FC is 3.84

In both cases 1.91 < 4.46 and 1.75 < 3.84

i.e., the calculated values are lesser than the table values in both the cases.

Hence, the null hypothesis H0 is accepted and the alternate hypothesis H1 is rejected.

INFERENCE:

As the calculated values are lesser than the table values, the null hypothesis which states that

yard operations being the mainstay component, its improvement with additional storage

facilities and volume based discount will significantly minimize the Turn Round Time of the

vessels and encourage the exporters significantly to use the Chennai Port is accepted.

SUGGESSION
69
 SUGGESTION

1. Although, Chennai Port is capable of handling Modern/present age Ro-Ro vessels, it

is recommended to deepen the draft length to 13-14 metres to facilitate berthing of
large car carriers with a carrying capacity of 5000 cars.

2. It is recommended that the loss of traffic consequent to stopping of handling dusty

cargo should be substituted by attracting exporters of other cargo that requires clean

port.

3. It is recommended to construct a modernized shed after demolishing the existing

obsolete shed adjacent to North Quay for stacking the wheeled cargo for export.

4. The parking area is recommended to be closer to the Ro-Ro berth in order to ensure

speedy completion of the loading operations.

5. The stowage of the wheeled cargo on the parking bay at the storage yard and on the

vessel is recommended keeping the vessel’s next port of call in view to ensure

effective yard operation at both the places & minimize the Turn Round Time of the

vessel.

6. Sufficient storage space in line with the export needs is recommended for its optimum

use and increase in the traffic volume.

7. Effective stowage plan on the storage yard is recommended to ensure effective yard

operations management and thus overall efficiency of the Port/terminal.

8. Effective IT solution is recommended as it contributes handsomely to the Logistics

sector and processes the billing procedures with absolute accuracy and greater

simplicity.

70
9. It is recommended that yard operations should be improved by sufficient storage

space, correct stowage plan on the storage bays and onboard the vessel, as it would

facilitate completing the loading operations quickly.

10. Sufficient storage space and proper stowage plan on the bays is recommended as it

would complete the loading operations quickly and thus minimize the Turn Round

Time of the vessel. Consequently, the exporters would be encouraged to step up their

export production and make their liners to make more voyages.

11. It is recommended that the present storage space has to be necessarily enhanced in

Chennai Port to handle increased traffic volume.

12. The available storage facility is recommended to be increased as the traffic volume

would also increase especially when more automobile manufacturers prefer to export

their wheeled products through Chennai Port.

13. The storage facility is recommended to be near the Ro-Ro berth to move the wheeled

cargos to the wharf without any obstacle.

14. The storage facility is recommended to be near the berth earmarked for berthing the

Ro-Ro vessels for reduction in the Turn Round Time of the vessel.

15. The construction of Multi Level Car Parking complex is recommended when more

number of automobile exporters prefers to export their wheeled cargos through

Chennai Port and to increase the traffic volume.

16. The additional storage space is recommended to cater the needs of the exporters

eyeing the future. The awarding of volume based discount to the Liners and

manufacturers is recommended considering the profitability of the Port.

71
17. It is recommended to construct a Multi Purpose Terminal to berth both the Ro-Ro

vessels and Passenger vessels as it would be a profitable option for the immediate

future.

18. The increase in the number of shipping lines is recommended to be in line with the

increase in demand of the wheeled cargos to make Ro-Ro exports more competitive

and increase the traffic volume.

19. The introduction of Berth Reservation Scheme is recommended to the Ro-Ro berth as

it would encourage the car exporters.

20. The extension of concession in tariff is recommended considering the total traffic

handled per voyage per shipment as an important parameter.

72
 CONCLUSION

As Efficiency of Wheeled Cargo handling as its peak in the shipping trade, in a developing
country like India it is necessary to improve the operational efficiency of ports by taking
necessary measures. Chennai port is the Second Largest port in India but the congestion level
is more when compared with other ports. This is project has been done to find our the level
of Efficiency of Wheeled Cargo handling ports and found lot o f measures to improve the
operations through various suggestions.

73
 BIBILIOGRAPHY

https://www.chennaiport.gov.in/

http://shipmin.gov.in/

http://www.cma-cgm.com/products-services/roro

https://www.2wglobal.com/global-network/fleet/fleet-overview/our-vessels/

https://www.glovis.net/Eng/main/index.do

74
 QUESTIONNAIRE ON
EXPORT OF WHEELED CARGO IN SEAPORTS
WITH REFERENCE TO CHENNAI PORT
I. PERSONAL DATA:

1. Name of the Respondent (Optional) :

2. Designation :

3. Educational qualification : a) UG b) PG c) Others

4. Years of Experience : a) Below 10 yrs b) 11-20 yrs c) Above 20

yrs

II. DICHOTOMOUS QUESTIONS:

1. Are you aware that cars are exported from Indian Ports to different countries by Pure Car
Carriers & Pure Car and Truck Carriers (i.e., RoRo vessels)?

a) Yes b) No

2. Are you aware that cars of different manufacturers are being exported from Chennai Port
to different countries by Pure Car Carriers & Pure Car and Truck Carriers (i.e., RoRo
vessels)?

a) Yes b) No

III. CLOSE ENDED QUESTIONS: (Respondents are requested to express their level of
agreement as stated)

1. Chennai Port is capable of berthing Modern/present age Ro-Ro Vessels.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

2. Chennai Port should stop handling dusty cargos in a phased manner in order to handle
more wheeled cargos in the Port.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

75
3. The NQ (North Quay) could be utilized for handling Cars by demolishing the adjacent
shed for stacking the cars.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

4. For speedy completion of loading operations, the most important requisite would be vast
parking area.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

5. Yard operation is one of the mainstay factors in determining the Turn Round Time of
vessels’ that call the Port/Terminal.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

6. Optimum usage of yard will maximize the volume of traffic.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

7. Effective yard operations management will lead to increase in the overall efficiency of the
Port/Terminal.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

8. Use of IT solutions contributes to effective yard management and productivity.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

9. Improved yard operations will help in minimizing the Turn Round Time (vessels’ stay at
berth) of the Ro-Ro vessels.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

10. Reduction in the Turn Round Time of the Ro-Ro vessels would encourage the
manufacturers to export their wheeled cargos (cars & automobiles) from Chennai Port.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

76
11. The present storage space available for aggregating the export cargo is sufficient for
handling Ro-Ro vessels.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

12.With the available storage facilities inside the Port, the cars can be parked properly for
easy embarkation.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

13. With the storage facility available away from Berth, after berthing of the Vessel, the cars
can be moved to the wharf without any obstacle.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

14. Having the storage facility near the RoRo jetty will reduce the Turn Round Time of the
vessel.

a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

15. Multi-Level Car Parking Terminal be constructed in Chennai Port as it is available in

other foreign ports.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

16. Improved facilities such as additional storage space and volume based discount would
attract the car/automobile manufacturers to export their cars/automobiles through Chennai
Port.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

17. Considering the average Turn Round Time of the vessels’ that call at Chennai Port and
the number of car manufacturers exporting their wheeled cargos from Chennai Port, it would
be ideal to construct a Multipurpose Terminal than to build a Multi-Level Car Parking.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

77
18. Increasing the number of shipping lines and encouraging more automobile manufacturers
to export their products through Chennai Port would make the RoRo exports more
competitive and thus would result in increase in the total traffic handled.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

19. Introduction of Berth Reservation Scheme would encourage the car manufacturers to
enhance their export production and thereby bring in more such vessels to Chennai Port.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

20. Encouraging or extending concession in tariff for handling cars could increase the total
traffic handled in Chennai Port.
a) Strongly disagree b) Disagree c) Neutral d) Agree e) Strongly agree

IV. OPEN ENDED QUESTION:

1. Any suggestions to develop the Ro-Ro vessels’ operations management in Chennai

Port……………………………………………………………………………………….……
…………………………………………………………………………………………………
…………………………………………………………………………………………

78