EXECUTIVE SUMMARYThe aim of the project is to study the position of Visakhapatnam port and also the measures to be considered for its improvement by comparing its performance with Chennai port and the upcoming Krishnapatnam port.As a part of my SIP, I have done a report, and the title of the project is PROSPECTS AND CHALLENGES- A STUDY ON FEW EAST COAST PORTS OF INDIA is submitted by me to GITAM School of International Business (GITAM University) is a genuine and bonafide work done by me and is not submitted to any other University or published any time before. The project work is in partial fulfillment of the requirement for award of Master of Business Administration. The main objective of the report is to study the operations held in both Import and Export with respect to the port and also with respect to CFS (Container Freight Station) by TRANSWORLD GLS (BLPL SINGAPORE) as an NVOCC. Comparing the performance of all the three ports i.e., Visakhapatnam port, Chennai port and Krishnapatnam port by its salient features like the number of TEUs handled by all the three ports for the past two years, the cargoes handled by the ports, vessel schedules, turnaround times, terminal handling charges and observing the position of the Visakhapatnam port by comparison. The measures to be taken by the Visakhapatnam port in order to capture the opportunities in the market by competing with other ports like Krishnapatnam port after the trade has been diverted from Chennai port for various factors. By this report I want to mention the preventive measures to be taken by Visakhapatnam port and its future in the coming years by competing with Krishnapatnam port and Chennai port and diverting the trade from Krishnapatnam port to Visakhapatnam port.

OBJECTIVE: Operations management in ports (Chennai port, Krishnapatnam port and Visakhapatnam port). Comparison of the trading between these ports performance. Comparing the difference in the terminal handling charges of the three ports. Total TEUs traded by these ports in 2012-13 and 2013-14. Factors effecting Visakhapatnam trade and how it is able to increase its handling capacity of the terminal by overcoming the challenges.INTRODUCTION:Logistics is the management of the flow of goods between the point of origin and the point of consumption in order to meet some requirements, for example, of customers or corporations. The resources managed in logistics can include physical items, such as food, materials, animals, equipment and liquids, as well as abstract items, such as time, information, particles, and energy. The logistics of physical items usually involves the integration of information flow, material handling, production, packaging, inventory, transportation, warehousing, and often security. The complexity of logistics can be modeled, analyzed, visualized, and optimized by dedicated simulation software. The minimization of the use of resources is a common motivation in logistics for import and export.Transworld GLS (India) Private Limited:Transworld GLS (India) Private Limited is a unit under Transworld Group of Companies and shares the same mission, vision and value statement of the Group. Incorporated in the year 2007 to represent BLPL Logistics Pte Ltd in India, with Head Office in Mumbai and having its offices in Ahmadabad, Bangalore, Chennai, Kolkata, Ludhiana and New Delhi covering North Central regions (NCR). The Transworld group has now diversified into a multi-faceted Shipping and Logistics Company. The activities of the group include: Ship Owning (Container & Bulk Carriers), Feedering, NVOCC, Logistics, Freight Forwarding and Supply Chain Management, CFS's, Ship Management and Shipping Agencies.Transworld GLS today represents BLPL Logistics and also acts as subagents for Orient Overseas Container Line (OOCL) and subagents for United Arab Shipping Company (UASC) in Chennai.Today, the Group is expanding its business through innovations stemming from a global perspective. The Group's determination to have a global presence is supported by a fundamental philosophy - to explore and discover new business horizons. Transworld Group's scale of operations is expanding limitlessly on land and sea. Besides Ship Owning, Shipping Agencies, Ship Management, Marine & Container Repairs, Container Storage, Inland Transportation, the Group also has interests in Freight Forwarding and Logistics.BLPL Logistics was established with the aim of combining the group strengths and years of experience in the shipping field to provide a single platform to cater to all customers needs. It initially started off in the year 2007 as a NVOCC operation between Singapore, Malaysia and Bangladesh and now has grown steadily to encompass South East Asia and is expanding further to the Far East and the entire Indian Sub Continent.BLPL Logistics current inventory pool stands at around 2500 TEUs and their current scope of operations extend to the countries of India, China, Vietnam, Thailand, Singapore, Malaysia, Indonesia, Myanmar, Bangladesh, Sri Lanka, Pakistan, U.A.E., Oman, Bahrain, Kuwait & Qatar.INDIAN OPERATIONS OF BLPL SINGAPORE:Ship Owning: Shreyas Shipping & Logistics Ltd: Shreyas Shipping & Logistics is India's first and only container feeder owning and operating company. Shreyas started its operations in 1993, and began primarily to fill the gap for feedering of containers between Indian ports and internationally renowned transshipment ports such as Dubai, Khorfakkan, Jebel Ali, Colombo and Singapore. Transworld Bulk Carriers (India) Pvt Ltd: TBC's heritage has been successfully built on the Values of Trust and Openness, Mutual Respect, Quality, Excellence and Customer Orientation. TBC's activities include ship management, charters and operations of ships that cater to transportation needs of customers worldwide. Historically seen as the most versatile and flexible given their size, draft and cargo gear, TBC operates ships in the handy-size to supra-max segment. TBC is keen to build strategic and long-term rewarding relationships with customers desirous of availing dry bulk shipping transportation solutions by providing first class quality and reliable service. To this end, TBC seeks to build on existing long-term relationships with strategic partners and extensive presence in the Arabian Gulf, Indian Sub-Continent and South East Asia region as also to attract new customers with growing requirements in dry bulk shipping. TBC currently manages and operates modern and efficient Handy-size dry bulk vessels that cater to the transportation needs of the customers across the globe and is poised for further growth in the Handy-size to Supra-max ship segments.Feeder: Shreyas Shipping & Logistics Ltd: Shreyas used its accumulated experience in operating feeder services to pioneer coastal transshipment services within India thereby connecting Indian ports to each other for the purposes of relaying containerized cargo. This service provided crucial links between Indian ports and assisted transshipment of cargo over Indian ports. Shreyas is always looking for new areas of business and is now looking at Greenfield ventures in the areas of Mid-size parcel and domestic logistics.Logistics: Shreyas Relay Systems Ltd: Shreyas Relay Systems Ltd. Provides seamless, door-to- door, multi-modal transportation solutions incorporating the Road-rail-sea-road route. They operate scheduled services, with Indian flag ships, over 4000 varied types and sizes of ISO containers and over 50 customised trailers to meet customers requirement. Albatross Shipping Ltd: Albatross Shipping is the Indian representative of Balaji Shipping Lines FZCO on Liner Activity and Balaji Shipping (UK) Ltd & Transworld FZE for the Forwarding activity, which is the part of the Transworld Group of Companies. Balaji Shipping is a name to reckon with in the global maritime business with an extensive service from the Indian Sub-continent to the Middle East, South East Asia, Persian Gulf, CIS countries and South Africa. Balaji Shipping has the flexibility of providing both Full Container Load (FCL) and Less than a Container Load (LCL) services & Freight Forwarding activities. Other value added services such as fully equipped warehouses in key ports make it a market leader and the customer's first choice. ADMEC Logistics Ltd: Admec Logistics Ltd. is engaged in the business of Container Park Management, Transportation, Ship Repair and Ship Chandelling. Admec Logistics is ISO 9001:2000 certified company and undertakes import-export cycle business to main sea ports and dry ports. Admec Logistics Ltd is the leading transporter in JNPT. Admec Logistics Ltd also undertakes evacuation of empty containers of major lines. SRS Freight Management Ltd: SRS Freight Management Ltd (Formerly known as Haytrans) is a Transworld Group Company, an internationally recognized business house of repute established in 1977, enjoying a thriving presence in each of the following areas of business: Air Cargo Movement Ship Owners and Service Operators Shipping agencies Landside infrastructure International Freight Forwarding Logistics and Supply Chain Management Road Transportation other specialized business activitiesAgency: Albatross Shipping Ltd: Albatross Shipping is the Indian representative of Balaji Shipping Lines FZCO on Liner Activity and Balaji Shipping (UK) Ltd & Transworld FZE for the Forwarding activity, which is the part of the Transworld Group of Companies. Balaji Shipping is a name to reckon with in the global maritime business with an extensive service from the Indian Sub-continent to the Middle East, South East Asia, Persian Gulf, CIS countries and South Africa. Balaji Shipping has the flexibility of providing both Full Container Load (FCL) and Less than a Container Load (LCL) services & Freight Forwarding activities. Other value added services such as fully equipped warehouses in key ports make it a market leader and the customer's first choice. Crescent Shipping Agency (I) Pvt. Ltd: The search for an agent to handle tramp vessels anywhere in India for any type of cargo ends here. It provides a dedicated network of offices at all major and non-major ports in India as well as at all major ICDs. With the experience of handling vessels for more than three decades and with a work force of qualified professionals including master mariners they can able to meet customer requirements. Transworld GLS (Singapore) Pte Ltd: Transworld Group Singapore is one of East Asias fastest growing shipping companies. The Group operates five subsidiaries that provide a comprehensive network of services including Ship owning, Feeder services, Liner Shipping, Logistics and Agency Representation of major shipping lines. Key business strength is the Groups ownership of its vessel fleet and cargo containers that ensures stability of operations. Strategically headquartered in Singapore- the worlds busiest port, Transworld Group Singapore has rapidly expanded its suite of solutions. It now provides complete end-to-end shipping logistics expertise in this premier maritime hub which is connected to more than 600 ports in 120 countries around the world. At the heart of Transworld Group Singapore, is a dynamic team of committed and experienced professionals that provide customized solutions for an industry that carries over 90% of the worlds trade. The GROUPs high level of productivity is supported by fast, efficient and responsive IT systems. Transworld Shipping and Logistics Ltd: Transworld Shipping and Logistics Limited is the General Agent in India of Ignazio Messina & C, a privately owned Italian shipping company. It sources cargo to destinations served by the Messina Line. Incorporated in the year 1977 to exclusively represent Ignazio Messina & C in India, Transworld Shipping and Logistics Limited has its Head Office in Mumbai and offices in Ahmadabad, Kandla, Ludhiana and New Delhi covering North Central Regions (NCR). Messina offers regular container service from Mundra and Nhava Sheva on weekly basis with remarkable transit to following direct ports of Djibouti (10 days), Jeddah (15 days), Genoa (28 days) and Naples (30 days) by using weekly feeder services from Mundra & Nhava Sheva and deploying 3 main line vessels from Abu Dhabi/Jebel Ali, which are multipurpose vessels which can load both containers and vehicles. Relay Shipping Agency Pvt Ltd: Relay Shipping Agency is established in 1983, which is the part of Transworld Group of Companies. To be a premier organization, this offers total shipping solutions by providing high quality innovative services to its customers. Relay Shipping is one of the leading agency for Orient Express Lines (OEL) and Shreyas Shipping and Logistics Limited. One of the well established Agency House in India Dedicated and Well Experienced Professionals Excellent Relations with Port / Customs AuthoritiesCFS: Albatross Inland Ports Pvt Ltd: Albatross Inland Ports Pvt Ltd defined new rules of service orientation in the field of Container Freight Stations. Albatross CFS is new face of a modern era CFS. Located in the hub of import and export cargo clearance i.e. ICD Dadri. It is efficiently catering to the current needs of modern day logistics solution through state of the art infrastructure with high end focus on service quality. Albatross Inland Ports Pvt Ltd is a joint venture between Transworld Group of Companies and Container Corporation of India (CONCOR). Albatross commenced operations on 24 April 2006 and has already touched new heights and handling highest number of EXIM Cargo Ex. Dadri. It's CFS facility strategically located in ICD Dadri in an area of 91000 sq. mt. It is equipped with all modern day amenities. Transworld Terminals Private Limited: Transworld Terminals aims at defining new rules of service orientation in the field of Container Freight Stations. Transworld Terminals is new face of the modern era CFS. Located at Mundra and Tuticorin Port, the gateway for import and export cargo from the vast hinterland of India. It is efficiently catering to the current needs of modern day logistics solution through its state of the art infrastructure with high end focus on service quality. It's Mundra CFS facility established in September, 2007, around 7KMs away from the container terminals (MICT/AMCT) and is easily accessible from Ahmadabad, Rajasthan and other North Indian Locations through NH-8 and NH-8A. The Strategic Objective of Transworld Terminals Private Limited, is to provide state-of-the-art facilities in the most cost effective way by giving utmost priority to safety and security, in terms of container handling, storage, customs bonding, warehousing and other value added services.Ship Management: Orient Express Ship Management Ltd: OESM, as a part of Transworld Group, operates with total commitment to integrity while providing high quality innovative services to its customers. Our team of dedicated, experienced and qualified professionals is committed to provide a comprehensive range of services in ship management and is determined to exceed our client's expectations.Management Consultancy: Transworld Management Consultancy Pvt Ltd: Transworld Management Consultancy (TMC) acts as an in-house consultancy firm offering professional services to the various companies under the Transworld Group. Service Tax issues and Assessments, Income Tax Assessments and Investments Consolidation of the Management Information System (MIS) reports Corporate level Human Resources team carrying out Manpower Management Banking and Finance arrangements and facilities for the Transworld Group coordinated by Group CFO Secretarial cell handling Group legal requirements Corporate level Payroll Management teamNVOCC:NVOCC stands for Non Vessel Owning Common Carrier. NVOCC operation comprises of sales, stuffing and transport of the containers to gateway ports. The bill of lading issue and overseas distribution is taken care by the agents of NVOCC. An NVOCC signs contracts with shipping lines to guarantee the shipment of certain number of units each year. In return the shipping line offers favorable rates to the NVOCC. Thus, NVOCC ends to be the largest trade maker for the container shipment.Non-vessel operating common carriers (NVOCCs) are similar to traditional freight forwarders, but with some important differences, mostly in terms of taking more responsibility than a traditional freight forwarder can.Often referred to as "shipless shipping lines", an NVOCC acts almost like a common carrier, with the exception that an NVOCC does not actually operate the vessel it uses to move the container. Instead, the NVOCC brokers space on existing container ships and, using the aggregate volume from all its clients, negotiates discount rates that in many cases will allow the NVOCC to offer lower rates to shippers than those offered by the vessel operator themselves.In addition, an NVOCC can and sometimes does own and operate its own or leased containers (a pure forwarder usually does not), and in certain areas is accorded the status of a "virtual carrier." In other cases, an NVOCC also accepts all liabilities of a carrier, depending on jurisdiction.Shippers might use an NVOCC due to damage liability, for lower rates, ease of doing business in some cases versus the ocean carriers, and more. The NVOCC will generally also provide the functions of a freight forwarder as well in terms of managing end-to-end logistics and customs clearance.There are literally hundreds of NVOCCs, and recent analysis shows the market has a lot of dynamics amongst the players. The world's 100 highest-volume NVOCCs has seen an increase of 3.2% in their aggregate TEUs, closing out 2012 with about 4.8 million in TEU-equivalent shipments, or about 151,000 more TEUs than in 2011.TRADITIONAL LOGISTICS FUNCTIONS IN TRANSWORLD GLS:1. Purchasing / Procurement2. Inventory Control3. Warehousing4. Materials Handling5. Order Processing6. Transportation7. Customer Service8. Facility Location / Network DesignVARIOUS SERVICES OFFERED BY TRANSWORLD GLS:BLPL offers a wide range of customizable end-to-end logistics solutions by carrying in-gauge as well as out-of-gauge cargo and lay great emphasis on ensuring that services meet the highest standards of quality, safety and reliability.Custom Global Logistics Services:BLPL has the infrastructure and the expertise to meet the varying logistical needs of clients who are involved in the fields of technology, manufacturing, apparel, foods, retail etc., and has proved its capability in providing tailored global logistics solutions which are built on a strong partner network of 3PL enablers, Forwards, Transport Enablers, Supply Chain professionals and Logistics Experts.BLPL also have a large fleet of containers of assorted sizes and types to suit for all types of transportation needs from normal dry cargo containers to specialized ones such as sophisticated reefers and flat rack containers.Multi-modal Transportation Solutions:BLPL provides efficient, end-to-end solutions for shipments that require the utilization of multiple modes of transport on a local as well as at global levels.Extensive experience in handling the complex process of multi-modal transport makes the company as an ideal logistics partner that can help keeping the business run smoothly in an increasingly competitive environment.Port Cargo Management (at port of origin and destination ports):BLPLs Port Cargo Management services are the ideal way to manage shipments at the ports of origin as well as destination ports across the globe. In addition to being fully customizable to the customers distribution needs, Port Cargo Management solutions can help reduce the costs associated with warehousing, systems and related equipment.Reefer Carriage Solutions:BLPL owns and operates a large fleet of reefers to handle cargo that requires refrigeration and also ensure that the refrigerated cargo is monitored throughout the shipping process. Each of the containers in reefer fleet is built to the highest technical specifications and undergoes regular maintenance to ensure maximum operational efficiency. Integral Reefers: Integral reefers have their own refrigeration units. Fleet of integral reefers is powered by sophisticated electronic equipment from Carrier, a leading provider of cooling solutions.Special Projects and ODC (Over Dimension Cargo) Handling:BLPL has organizational and technical expertise to handle special or oversized cargo in the safest and best possible way. In addition, BLPL also own and operate a fleet of containers that are designed specifically to handle special shipments and Over Dimensioned Cargo (ODC). Open top containers: Open top containers are designed to allow loading through the open top and the rear doors. A tarpaulin cover serves to protect the cargo from the elements. They are ideal for large and awkwardly-sized cargoes that can be handled only with a crane or a rolling bridge. Flat Rack/Flat Bed containers: This type is suitable for cargo that is classified as over width, heavy weight or even both of these machinery, industrial boilers, tractors, steel bars and more. The bottom of the flat rack containers is specially reinforced to handle the high pressure of particularly heavy cargo. High load lashing rings are installed on the corner posts, top-side rails and bottom side rails to ensure that the cargo can be adequately secured in place.Logistics Support - Documentation and Tracking: Documentation and Customs Clearance: Knowledge of the customs regulations of both importing and exporting countries is critical for smooth door to door global transportation. Employees at Transworld GLS, who are well versed in the customs laws of each country, confirm the required procedures for imports and exports by providing total support for related tasks and coordinate quick and accurate customers clearance. Container Tracking: BLPL's online container tracking software enables customers to track their cargo shipments in real time. Customers can also opt to receive consignment tracking alerts via email.NVOCC (Non-Vessel Operating Common Carrier): The definition and act of a freight forwarder and NVOCC is described by government of various countries differently. The legal obligations to government, clients and public vary from country to country for an NVOCC and a Freight forwarder.The NVOCC means Non-Vessel Operating Common Carrier. A Non vessel operating common carrier is a cargo consolidator who does not own any vessel, but acts as a carrier legally by accepting required responsibilities of a carrier who issues his own bill of lading (or airway bill), which is called House bill of lading under sea shipment and House airway bill under air shipment. An NVOCC need not be an agent or partner of a freight forwarding company, where as freight forwarding company can act as a partner or agent for an NVOCC. Globalization has lead to an increase in the integration of national markets and the interdependence. Countries worldwide have opened their boundaries for wide range of goods, services and commodities. Today, in a globalised economy, no nation is self sufficient. Every nation is involved at different levels in trade to sell what it produces, in order to gain what it lacks and also to produce more effectively than their partners. A freight forwarders who does not own vessel, but functions as a carrier by issuing its own bill of lading and assuming responsibility for the shipments is called an NVOCC Non vessel operating common carrier. Firm that ship cargo on behalf of its clients. NVOCC functions like any other carrier, issuing its own bills of lading or air way bills.There are numerous benefits of using a Non Vessel Operating Common Carrier. They can also help a company save time and resources because of their understanding and immense knowledge of the cargo shipping industry. This knowledge includes information on what the most effective and efficient routes of delivery are, based on specific destinations. They have expertise in most of the constituents of cargo shipping, packaging, pickup and delivery. This knowledge is institutional in providing a cargo with the best possible standards in accordance with international standards of delivery. Non Vessel Operating Comon Carriers are considered to be one of the intermediaries in the shipping industry.The latest law in this area has defined the NVOCC as a common carrier which deos not own or operate the vessels by which the ocean transportation is provided, and is a shipper in its relationship with the ocean carrier. NVOCC operators buy space from ocean carriers for consolidated shipments from a variety of clients. Documentation, logistical planning and warehousing of cargo from the port to final destination also are taken care of as part of the services provided.It was in 1951, when first intermodal modern day container was built and in 1955 first intermodal transport was operated. For the purpose to stream line the movement of container from origin to destination, there were intermediaries at each stage in the system. Ocean Freight Forwarder, Customs Clearance Agents, Trucking Agency, Railway Booking and Wagon Lease Agency, Container Freight Station, Port Clearance Agents, etc.Components:Each time of the following three stages, i.e. Inland Transportation at origin; Seaway and finally Inland Transportation at destination, a new Bill of lading was issued and cargo was insured. With International Trade increasing in 1970s, efficiencies from containerisation led to trade of large volume and increased ocean carriers attention to ship with full container load (FCL). That was the time when NVOCC emerged into the business. NVOCCs are considered as one of the intermediaries in maritime industry. NVOCCs went a way ahead in the business and provided end to end logistic solution even to small shippers.At origin, a NVOCC plays a role of consolidator as well as packaging agency, whereby they take part parcels from various shippers and consolidate in one full load container. Increase in efficiency and low time turn out time in transportation from inland depots to gateways of port. Another concept of Multicity Consolidation (MCC) is also leveraged by NVOCCs. Once the cargo is placed in Container Freight Station (CFS) or warehouse at ICDs, cargo to a same destination is consolidated in one FCL. In this way NVOCCs filed a transportation niche, particularly for Inland ports, as consolidator for smaller shippers ignored or abandoned by the ocean carrier.NVOCC Bill of Lading:NVOCCs releases Multimodal House Bill of Ladings (HBL) once they run a door-to-door service. They issue this HBL against shipper/final consignee whilst the Steam Ship Line issues a Master B/L (MBL) against the forwarder at origin and the forwarder at destination. NVOCCs play an important part in international trade. It is important that safe guards are in place to ensure the security of blank Bills of Lading, and there are systems in place to track them if they are misused.A NVOCC, who does not charter an entire ship, condudes contracts of carriage with several shippers/freight forwarders concerning individual packages or containers. When the NVOCC has accumulated an appropriate number of orders, he condudes a contract of carriage with a carrier who actually will perform the transportation. The NVOCC makes money by obtaining a better price from the carrier then he (the NVOCC) charges his shippers. The main duty of a carrier consists of the unconditional and unlimited obligation to transport the goods from the port of lading to the port of destination. The commitment to fulfill the transport obligation is the only and decisive criterion for a carrier.The salient features of NVOCC (Export Sea) are as below: Register individual shipment, shipping Bill wise. Club multiple shipping bills under one HBL. Club multiple HBLs under one Master B/L. Prepare and print Master and House Bill of Lading. Specify B/L charges for various charge heads for both payment and receipts and in any currency. Prepare Challan report for HBL. Prepare and send Consol Manifest. A unique alert system which updates the user on current status of shipments based on shipment life cycle defined. These alerts can be mailed directly to the customer. Prepare and send shipping advice to customer. Prepare and print Container Load Plan (CLP). Shipped on board (SOB) or shut out report preparation. Track transshipment details of containers at various cargo hubs. Various Customer Service reports. Can be sent directly through email from system. Prepare and print various types of Invoices e.g. Services and Freight, Brokerage, Lifting Shifting etc. including to Overseas Agent.The salient features of NVOCC (Import Sea) are as below: Record various details for Import Shipment. Maintain various stages of shipment in its life cycle. A unique alert system which updates the user on current status of shipments based on shipment life cycle defined. These alerts can be mailed directly to the customer. Keep track of various charges related to a shipment e.g. Freight, Fuel Surcharge, Ex-works etc. Prepare, print and send Cargo Arrival Notice (CAN) to importer for collection of charges which are linked to accounts. Receive or send Delivery Order (DO) as the case may be. Checks for shipment under Bank Release Order (BRO) and controls issue of DO. Overseas Agents inward invoice/Credit/ Debit Note can be booked into system for each shipment with profit sharing. A complete Foreign Remittances module for payment and receipts with RBI and bank covering letters/forms.The salient features of NVOCC (Accounts) are as below: Complete accounting package to suit specifically the needs of freight forwarding /NVOCC business with multi location and multi division activity. Managing the accounts of individual profit centres combined with common accounting books. Prepare/view trial balance/ profit and loss/balance sheet for individual profit centres as well as entire company. Prepare and print all types of vouchers e.g. Cash/Bank payment and receipts and journal vouchers. Receipts and payments can be booked against particular invoices with TDS deducted details. Book Trade Bills i.e. related to a particular shipment e.g. Transport or Freight Debit notes. Facility for Non Trade bills where tracking can be held for each item in a bill e.g. stationery items, Telephones etc. with separate recording of Service Tax Charged. Complete Cheque book management module for tracking of checks bank wise and also cancelled and post dated cheques. Merge Data of different Branches in Head Office. Complete security module for rights of each user to operate a certain part of software. Data can be exported to TALLY accounting package.WORKING OF NVOCCS AT VARIOUS STAGES:Warehousing & In plant Logistics: Receipt Unloading into warehousing Inspection Storage including stacking Preservation Order execution Dispatch and loading into own/customers vehicleYard management: Receipt of cargo Inspection Storage Inventory management Order execution Billing Dispatch to customersValue Added Service: Unpacking/Repacking Grading/Sorting Break-bulk Labeling/Bar Coding Heat Sealing/Shrink Wrapping Assembly related services Quality CheckInformation Related Services: MIS on stock, dispatch KPI related MIS Invoicing related MIS Preparation/submission of Excise returnsInvoicing: Order processing Invoice printing Related statutory DocumentationInventory Management: Re-order level assessment & finalization Stock-aging & FSN analysisDistribution (Secondary Transportation): Transportation to customers premises Unloading at customers premises Transit insurance Reverse Logistics Transport load optimisationCONTAINER FREIGHT STATION (CFS):CFS is a place where containers are stuffed, de-stuffed and aggregation/ segregation of export/import cargo take place. With the growing volume of international trade, the need for expeditious clearance of goods at the port within the minimum possible time has been gaining importance. This is more so when the ports are facing congestion at their premises. Further, for optimal utilization of existing infrastructure, space, equipment, goods that are landed at ports need to be evacuated straight away without any loss of time. Accordingly the concept of Container Freight Stations (CFS) has grown in importance along with the development and growth of ports. A CFS is an extended arm of Port/ ICD/Air cargo Complex, where import/ export goods are kept till completion of their examination and clearance. The imported goods can be immediately shifted from the port to CFS which also helps in the reduction of port congestion. All the activities related to clearance of goods for home consumption, warehousing, temporary admissions, re-export, temporary storage for onward transit and outright export and transshipments take place from such stations. Therefore, clearance of goods from CFS is an important point of consideration for trade in respect of export/ import Cargo as it is the final Customs contact point. TYPES OF CONTAINERS:There are many shipping containers that serve different purposes. We have created a list of the top 7 most commonly used shipping containers to help you find the most suitable container for your shipping needs.1. 20, 40 and 40 HQ dry storage container2. Flat rack container3. Open top container4. Insulated and thermal container5. Tank container6. Refrigerated ISO container7. Special purpose container

TYPES OF CONTAINERS HANDLING BY TRANSWORLD GLS:Liquid Chemical

Chemical grade Tank-Container

Start

YESSTank ContainerLiquid Cargo?

Food-Grade Tank Container

Liquid food stuffNO

YESSFlat-Rack ContainerOver-width Cargo?>2.35m (78)

YESSNOOpen-Top Container

Over-height Cargo?>2.54m (85)

Heavy weight cargo20 Reefer -Container

YESSNO

Refrigerated ContainerTemperature Cargo Required?

40 High-Cube Reefer Container

20 Standard ContainerStandard Container

Heavy weight cargoLight weight cargoNO

40 Standard (or) 40 High-Cube Container

General cargo

40 High-Cube (or) 45 High-Cube Container

Light weight & voluminous cargo

1. 20, 40 and 40 HQ dry storage container:These are some of the most common shipping containers. They are used for shipping dry goods that do not require temperature control.

2. Flat rack container:Flat rack containers are especially suitable for heavy loads and cargo that needs loading from the top or sides. There are collapsible containers and non-collapsible containers with or without walls. Flat rack containers are manufactured from steel and come in 20 and 40 sizes.

3. Open top container:Open top containers do not have solid roofs instead they have removable bows and a weatherproof tarpaulin roof which can be secured with ropes and allows for a significantly simplified loading and unloading process.The door header may also be swung out allowing for easier access to the cargo. Open top containers are ideal for bulky cargo such as machinery.

4. Insulated and thermal container:Thesestorage containers have a regulated temperature control allowing them to maintain a higher temperature to keep goods warmer.

5. Tank container:These are liquid storage containers. They are typically constructed of strong steel and other anti-corrosive materials to protect the liquid freight inside it.

6. Refrigerated ISO container:RefrigeratedISOfreight container is one that is temperature regulated and always has a carefully controlled low temperature. These types of units are used for the shipment of perishable substances like vegetables and fruits over vast distances.

7. Special purpose container:These containers can be different shapes and sizes and are often custom made for specific cargo.

OPERATIONS IN IMPORT & EXPORT:The imported goods before clearance for home consumption or for warehousing are required to comply with prescribed Customs clearance formalities. This includes presentation of a Bill of Entry containing details such as description of goods, value, quantity, and exemption notification etc., Customs Tariff Heading. This Bill of Entry is subject to verification by the proper officer of Customs (under self assessment scheme) and may be reassessed if declarations are found to be incorrect. . Similarly Customs clearance formalities for goods meant for export have to be fulfilled by presenting a Shipping Bill and other related documents. These documents are verified for correctness of assessment and after examination of the goods, if warranted, Let Export Order is given on the Shipping Bill.Import procedure:Goods imported into the country attract Customs duty and are also required to confirm to relevant legal requirements. The goods mentioned in the IGM for transit to any place outside India or meant for transhipment to another Customs station in India are allowed transit without payment of duty. In case of goods meant for transhipment to another Customs station, simple transshipment procedure has to be followed by the carrier and the concerned agencies at the first port of landing and the Customs clearance formalities have to be complied with by the importer after arrival of the goods at the other Customs station. There could also be cases of transshipment of the goods after unloading to a port outside India. Here also simple procedure for transshipment is prescribed, and no duty is required to be paid.The goods which are offloaded at a port for clearance the importers have the option to clear the goods for home consumption after payment of duties leviable. For this purpose every importer is required to file a Bill of Entry for home consumption or warehousing.The importers have to obtain an Importer-Export Code (IEC) number from the Directorate General of Foreign Trade prior to filing of Bill of Entry for clearance of imported goods. The Customs EDI System receives the IEC number online from the DGFT.If the goods are cleared through the EDI system, no formal Bill of Entry is filed as it is generated in the computer system, but the importer is required to file a cargo declaration having prescribed particulars required for processing of the Bill of Entry for Customs clearance.The importer clearing the goods for domestic consumption through non-EDI ports has to file Bill of Entry in four copies; original and duplicate are meant for Customs, third copy for the importer and the fourth copy is meant for the bank for making remittances. Along with the Bill of Entry the following documents are also generally required:(a) Signed invoice(b) Packing list(c) Bill of Lading or Delivery Order/Airway Bill(d) GATT valuation declaration form duly filled in(e) Importers/CHAs declaration(f) Import license, wherever necessary(g) Letter of Credit, wherever necessary(h) Insurance document(i) Import license, where necessary(j) Industrial License, if required(k) Test report in case of items like chemicals(l) DEEC Book/DEPB in original, where relevant(m) Catalogue, technical write up, literature in case of machineries, spares or chemicals, as applicable(n) Separately split up value of spares, components, machineries(o) Certificate of Origin, if preferential rate of duty is claimedUnder the EDI system, the importer does not submit documents as such but submits declarations in electronic format containing all the relevant information to the Service Centre. A signed paper copy of the declaration is taken by the service centre operator for non-reputability of the declaration. A checklist is generated for verification of data by the importer/CHA. After verification, the data is filed by the Service Centre Operator and EDI system generates a Bill of Entry Number, which is endorsed on the printed checklist and returned to the importer/CHA. No original documents are taken at this stage. Original documents are taken at the time of examination. The importer/CHA also needs to sign on the final document before Customs clearance.After noting, the Bill of Entry gets sent to the appraising section of the Custom House for assessment functions, payment of duty etc. In the EDI system, the noting aspect is checked by the system itself, which also generates Bill of Entry number.After noting/registration the Bill of Entry is forwarded manually or electronically to the concerned Appraising Group in the Custom House dealing with the commodity sought to be cleared. Appraising Wing of the Custom House has a number of Groups dealing with commodities falling under different Chapter Headings of the Customs Tariff and they take up further scrutiny for assessment, import permissibility angle etc.Amendment of Bill of Entry:Whenever mistakes are noticed after submission of documents, amendments to the Bill of Entry is carried out with the approval of Deputy/Assistant Commissioner. The request for amendment may be submitted with the supporting documents. For example, if the amendment of container number is required, a letter from shipping agent is required. On sufficient proof being shown to the Deputy/Assistant Commissioner amendment in Bill of Entry may be permitted after the goods have been given out of charge i.e. goods have been cleared.Prior Entry for Bill of Entry:For faster clearance of the goods, Section 46 of the Customs Act, 1962 allows filing of Bill of Entry prior to arrival of goods. This Bill of Entry is valid if vessel carrying the goods arrives within 30 days from the date of presentation of Bill of Entry. This Bill of Entry has 5 copies, the fifth copy being called Advance Noting copy. The importer must declare that the vessel is due within 30 days and present the Bill of Entry for final noting as soon as the IGM is filed. Often goods coming by container ships are transferred at intermediate ports (like Colombo) from mother vessel to smaller vessels called feeder vessels. At the time of filing of advance Bill of Entry, the importer does not know which vessel will finally bring the goods to Indian port. In such cases, the name of mother vessel may be filled in on the basis of the Bill of Lading. On arrival of the feeder vessel, the Bill of Entry may be amended to mention names of both mother vessel and feeder vessel.Accredited Clients Programme:The Accredited Clients Programme (ACP) has been introduced with the objective of granting assured facilitation to importers who have demonstrated capacity and willingness to comply with the laws administered by the Customs. This programme replaces all existing schemes for facilitation in the Customs stations where EDI and RMS is implemented. Importers registered as Accredited Clients form a separate category to which assured facilitation is provided.Considering the likely volume of cargo imported by the Accredited Clients, Custom Houses may create separately earmarked facility/counters for providing Customs clearance service to them. Commissioners of Customs are also required to work with the Custodians for earmarking separate storage space, handling facility and expeditious clearance procedures for these clients.The RMD administers the ACP and maintains the list of Accredited Clients centrally in the RMS. The importers who have been granted the status of Accredited Clients are required to maintain high levels of compliance, which is closely monitored by the RMD in co-ordination with the Commissioners of Customs. Where compliance levels fall, the importer is at first informed for improvement and in case of persistent noncompliance, the importer may be deregistered under the ACP.In order to ensure that there is no misuse of the program by imposters (persons who assume the Accredited Clients name and identity), the Accredited Clients should file Bills of Entry using digital signatures. Additionally, all Bills of Entry must be filed through the ICEGATE and duty in respect of these consignments paid though such the Accredited Clients bank account at the designated bank.The eligibility criteria for importers to get ACP status are as follows:(i) They should have imported goods valued at Rs. Ten Crores [assessable value] in the previous financial year; or paid more than Rs. One Crore Customs duty in the previous financial year; or, in the case of importers who are also Central Excise assesses, paid Central Excise duties over Rs. One Crore from the Personal Ledger Account in the previous financial year, or they should be recognized as status holders under the Foreign Trade Policy.(ii) They should have filed at least 25 Bills of Entry in the previous financial year in one or more Indian Customs stations.(iii) They should have no cases of Customs, Central Excise or Service Tax, as detailed below, booked against them in the previous three financial years:(a) Cases of duty evasion involving mis-declaration/ mis-statement/collusion /willful suppression / fraudulent intent whether or not extended period for issue of SCN has been invoked.(b) Cases of mis-declaration and/or clandestine/unauthorized removal of excisable / import / export goods warranting confiscation of said goods.(c) Cases of mis-declaration/mis-statement/collusion/willful suppression/ fraudulent intent aimed at availing CENVAT credit, rebate, refund, drawback, benefits under export promotion/reward schemes.(d) Cases wherein Customs/Excise duties and Service Tax has been collected but not deposited with the exchequer.(e) Cases of non-registration with the Department with intent to evade payment of duty/tax.(iv) They should not have any cases booked under any of the Allied Acts being implemented by Customs.(v) The quality of the submissions made by the applicants to Customs should be good as measured by the number of amendments made in the Bills of Entry in relation to classification of goods, valuation and claim for exemption benefits. The number of such amendments should not have exceeded 20% of the Bills of Entry during the previous financial year.(vi) They should have no duty demands pending on account of non-fulfillment of export obligation.(vii) They should have reliable systems of record keeping and internal controls and their accounting systems should conform to recognized standards of accounting. They are required to provide the necessary certificate from their Chartered Accountants in this regard.The ACP accreditation is initially valid for a period of one year and would be renewable thereafter upon a review of the compliance record of the Accredited Client.Export procedure:For clearance of export goods, the exporter or his agent has to obtain an Importer- Export Code (IEC) number from the Directorate General of Foreign Trade prior to filing of Shipping Bill. Under the EDI System, IEC number is received by the Customs System from the DGFT online. The exporter is also required to register authorized foreign exchange dealer code (through which export proceeds are expected to be realized) and open a current account in the designated bank for credit of any Drawback incentive.All the exporters intending to export under the export promotion scheme need to get their licences/DEEC book etc. registered at the Customs Station. For such registration, original documents are required.Waiver of GR form:Generally the processing of Shipping Bills requires the production of a GR form that is used to monitor the foreign exchange remittance in respect of the export goods. However, there are few exceptions when the GR form is not required. An example is export of goods valued not more than US $25,000/- and another is export of gifts valued upto Rs.5,00,000/-Arrival of export goods at docks:The goods brought for the purpose of export are allowed entry to the Dock on the strength of the check list and other declarations filed by the exporter in the Service Center. The custodian has to endorse the quantity of goods actually received on the reverse of the check list.Customs examination of export goods:After the receipt of the goods in the Docks, the exporter/CHA may contact the Customs Officer designated for the purpose, and present the check list with the endorsement of custodian and other declarations along with all original documents such as, Invoice and Packing list, AR-4, etc. The Customs Officer may verify the quantity of the goods actually received and enter into the system and thereafter mark the Electronic Shipping Bill and also hand over all original documents to the Dock Appraiser who assigns a Customs Officer for examination and indicate the officers name and the packages to be examined, if any, on the check list and return it to the exporter/CHA.Stuffing / loading of goods in containers:The exporter or his agent should hand over the Exporters copy of the Shipping Bill duly signed by the Appraiser permitting Let Export to the steamer agent who would then approach the proper officer (Preventive Officer) for allowing the shipment. In case of container cargo the stuffing of container at Dock is done under Preventive Supervision. Further, loading of both containerized and bulk cargo is to be done under Preventive Supervision. The Customs Preventive Superintendent (Docks) may enter the particulars of packages actually stuffed into the container, the bottle seal number, details of loading of cargo container on board into the EDI system and endorse these details on the Exporters copy of the Shipping Bill. If there is a difference in the quantity/ number of packages stuffed in the containers/goods loaded on vessel the Superintendent (Docks) may put a remark on the Shipping Bill in the EDI system and that it requires amendment or change in quantity. Such Shipping Bill may not be taken up for the purpose of sanction of Drawback/DEEC logging, till it is suitably amended.The Customs Preventive Officer supervising the loading of container and general cargo into the vessel may give Shipped on Board endorsement on the Exporters copy of the Shipping Bill.Palletisation of cargo is done after grant of Let Export Order (LEO). Thus, there is no need for a separate permission for palletisation from Customs. However, the permission for loading in the aircraft/vessel would continue to be obtained.Amendments:Any correction/amendments in the check list generated after filing of declaration can be made at the Service Center provided the documents have not yet been submitted in the EDI system and the Shipping Bill number has not been generated. Where corrections are required to be made after the generation of the Shipping Bill number or after the goods have been brought into the Export Dock.Drawback claim:After actual export of the goods, the Drawback claim is automatically processed through EDI system by the officers of Drawback Branch on first-come-first-served basis. The status of the Shipping Bills and sanction of Drawback claim can be ascertained from the query counter set up at the Service Center. If any query is raised or deficiency noticed, the same is also shown on the terminal and a print out thereof may be obtained by the authorized person of the exporter from the Service Center. The exporters are required to reply to such queries through the Service Center. The claim will come in queue of the EDI system only after reply to queries/deficiencies is entered in the Service Center.The Steamer Agent/Shipping Line may transfer electronically the EGM to the Customs EDI system so that the physical export of the goods is confirmed, to enable the Customs to sanction the Drawback claims.Generation of Shipping Bills:After the Let Export order is given on the EDI system by the Appraiser, the Shipping Bill is generated in two copies i.e., one Customs copy, one exporters copy (EP copy is generated after submission of EGM). After obtaining the print out the Appraiser obtains the signatures of the Customs Officer and the representative of the CHA on both copies of the Shipping Bill and examination report. The Appraiser thereafter signs and stamps both the copies of the Shipping Bill.Export General Manifest:All the shipping lines/agents need to furnish the Export General Manifests, Shipping Bill-wise, to the Customs electronically before departure of the conveyance.Apart from lodging the EGM electronically the shipping lines need to continue to file manual EGMs along with the exporter copy of the Shipping Bills in the Export Department where they would be entered in a register. The shipping lines may obtain acknowledgement indicating the date and time at which the EGMs were received by the Export Department.OPERATIONS INCLUDING IN CFS: In import as the vessel arrives the discharge of container takes place at the port. From the port the container is moved either to the CFS if its a local container or to an ICD if its an ICD container. At CFS destuffing of cargo from container takes place and the empty container is moved to the empty yard. At the empty yard the container is repaired with in estimated record of 48hrs. If the container doesnt have any repairs then the container is reused for export order. If the container has to be repaired then approval from the principals for container is expected and the final bill after repair is forwarded to the consignee.At the export cycle the container booking by the exporter is received and the container release order (CRO) is issued by the officer. Upon receiving the CRO the shipper picks up the container from the empty yard and stuffing of cargo into the container takes place either at the CFS or at the factory. Form-13 is issued for the container once it is stuffed to enter into the port by the concerned officer.Shipping bill is received from the port for the containers loaded in the yard. After the shipping bill received the containers are loaded onto the vessel. The load list is sent to POD within 24hrs from vessel sailed and the documents like B/L is sent to POD.If the bill of lading is not surrendered then POD is advised to release the cargo based on the original B/L. If the B/L is surrendered then the freight certificate is issued to the consignee and the Telex release is sent to POD for releasing the cargo.

IMPORTEXPORTREPAIRING

VESSEL - SHIPAPPROACHING PORTPOSTING FORM -13 -EIRFORM-13 OR EIR REQUESTSTUFFINGCONTAINER PICK UPCRO - RELEASEBOOKING REQUESTRETURN TO YARDDELIVERY FROM CFSDO ISSUEIN TO CFSOUT TO CFSVEESEL - SHIPDISCHARGE

OFFLOADING IN PORT

LOADING

KRISHNAPATNAM PORT:Krishnapatnam is a minor port in the state of Andhra Pradesh on the eastern coast of India at Latitude 14o15N and Longitude 80o18E. The port is approximately 170 km north of Chennai. Nellore is the nearest major town to the port, located at a distance of 25km. The port is located at the distance of about 1km from the confluence of Khandaleru River with the Bay of Bengal, and has an estuarine basis 1.5km long and 1km wide. The interstate navigation canal called Buckingham Canal flanks the port area on its western side. A lighterage port at Krishnapatnam has been in operation since 1956. Ships were anchored off the port at a distance of about 5km, where the water depth is around 10 m, and the cargo is transferred from ships to the port jetties by lighters during fair weather periods.Krishnapatnam port is being developed by a NAVAYUGA Group as a deep-water all weather port, which in Phase I will have the capacity to handle 13.5 million tones per annum (MTPA) traffic comprising mainly of iron ore, thermal and coking coal. The Financial Closure for the PhaseI was achieved on 16th October 2006. PhaseI of the development has been designed to achieve a throughput of 14.5 MTPA by the 6th year of operation comprising 9 MTPA of iron ore exports, up to 4 MTPA of thermal & coking coal imports and general cargo traffic of up to 1.5 MTPA. It is planned to construct three berths one each for iron ore, coal and general cargo with a draft of 12 m.PhaseI for development of the Krishnapatnam port comprises the development of following facilities: Breakwaters (North breakwater 609 m long; South breakwater 1,574 m long); Approach channel & maneuvering areas; Navigational aids; Berthing jetties one coal berth, one iron ore berth and one multi-purpose berth; Stackyard for iron ore & coal; Utility buildings; Services such as water, power, control systems and security. The Phase I was initially be designed to initially cater to vessels of up to 60,000 DWT, which will be upgraded in later stages to handle capacities of 200,000 DWT. Dredged level at berths during PhaseI will be 13.2 m Chart Datum (CD). Total berth length will be 850m. Subsequently, there was an addition of one berth in Phase I for handling Coal imports upto 7 MTPA. This berth will mainly cater to the coal requirement for JSW Steel for their proposed expansion in steel plant and its proposed 650 MW power plant in Vijayanagar in Karnataka. This additional berth will also be commissioned along with the earlier 3 berths in Phase I.The following facilities are planned for the phase II operation: 4 Coal berths with cargo handling equipments and facilities. 1 start-up Container Terminal using one berth with equipments. 2 General Cargo berths with equipments so as to handle multi commodity like cement & clinker, steel, granite, bayrites and other break bulk cargo. Dredging to the extent of about 20 million cu.m. at the berths, inner & outer channels and turning circle to facilitate navigation of large vessels. 4 additional market buoys to serve as navigational aids at the breakwaters and berths. North breakwater to be extended upto -5.5m contour. Other necessary civil infrastructure like buildings, internal roads & drainage and electrical works. KPCLs business plan for Phase-II envisages handling of non containerized dry cargo arising out of Captive / Non captive and Hinterland based industry requirements. The General Cargo profile comprises mainly of Coal Iron & Steel Cement & Clinker Fertilizer Agri commodities like Wheat, Rice and Pulses Granite & Minerals Project Cargo mainly ODC Others like Scrap, Forest Product etc The cargo profile of Krishnapatnam Port broadly falls in three major categories, namely: - Captive Cargo i.e. Cargo which is assured because of either locational advantages and / or the facilities created at the port to cater the particular cargo requirements.

- Hinterland Cargo i.e. existing / potential cargo of the hinterland situated in close vicinity of the port that Krishnapatnam will serve. It is logical for this cargo to get attracted to Krishnapatnam due to its location and its associated distinct logistical advantages. - Non Captive Cargo i.e. existing / potential cargo of areas situated in close vicinity or far off from the main hinterland. The said cargo will be attracted to Krishnapatnam due to overall facilities / infrastructure; cost effectiveness and enhanced service levels to the end users compared to competition. For the purpose of financial projections only captive and hinterland cargo is being considered. A brief analysis of the Captive and Hinterland cargo is discussed below: Captive Cargo -Thermal & Coking Coal Imports The vicinity of Krishnapatnam has existing thermal power plants of over 4,000 MW. The existing power plants consume domestic coal procured from Mahanadi Coalfields Limited (MCL) or Singareni Collieries Company Ltd. (SCCL). Any coal coming from MCL, is currently transported by rail-sea-rail route i.e. from Talcher to Paradip port by rail, then by sea from Paradip to Chennai port. Finally, coal is transported by rail from Chennai port to the respective power plants of Raichur and Rayalseema. Krishnapatnam will become a natural choice for Raichur Thermal Power Station, Rayalseema Thermal Power Plant, JSW Power Plant and Bellary Thermal Power Plant, as it will save them considerable amount of freight costs if they use Krishnapatnam over Chennai port. Following the same rationale all the power plants in the hinterland having coal linkage with MCL will stand to gain by using Krishnapatnam port rather than currently used Chennai port. Also in case there is any delay in procuring coal from these mines these power plants may also go for imported/blended coal using Krishnapatnam port. Total coal forecasts to be handled by Krishnapatnam port for these plants from the year 2012-13 is estimated at 12 million tonnes. Also by 2015, over 9,000 MW of additional capacity is proposed to be constructed in the vicinity of Krishnapatnam port. Reliance power is constructing 4000 MW UMPP based on imported coal at Krishnapatnam port. KPCL has entered into a agreement with Reliance Power for handling 14 million tonnes of coal for their upcoming 4000 MW UMPP. UMPP shall start commissioning its units from 2012-13 and will go full stream from 2015-16. APGENCO is setting up a 1,600 MW thermal power plants at Krishnapatnam port. The power project is proposed to be implemented in two phases, with the first phase having a capacity of 800 MW expected to be commissioned in 2009-10 and second with the same capacity in 2012-13. Annual coal requirement for the said plant would be about 5 million tones. APGENCO is proposing to use blended coal for the same with 30% of the requirement to be imported via Krishnapatnam port. For the rest 70% company has received LOA from MCL and it plans to transport the coal via sea route using Krishnapatnam port. KPCL shall install a conveyor system directly from the port to the APGENCO power plant for transporting the same. KPCL has also entered into agreements with AP GENCO for assured coal traffic at the port. Other power plants coming up in the vicinity of Krishnapatnam port and who plans to use the same for importing coal are Vikas Power Private Ltd (540 MW, 2 million tonnes), Simhapuri Energy Private Limited (540, 2.4 million tonnes), Navayuga Engineering Ltd (1900 MW, 6.7 million tonnes), BBI Power Ltd (520 MW, 1.8 million tonnes), GVK Power Limited (500 MW, 1.8 million tonnes). For the purpose of financial projections in the base case scenario that also takes into account various delays in implementation of above mentioned plants etc it has been considered that KPCL would handle about 35 million tonnes of coal annually. Hinterland Cargo Any port serving its immediate hinterland has a distinct location advantage compared to its competitors. Similarly, Krishnapatnam will be the only available alternative to the various existing and potential industries proliferating in its vicinity. The major such cargo targeted is as under: Granite India is one of the few countries in the world possessing a wide spectrum of dimensional stones i.e. Granite, Marble, Sandstone, Limestone, Slate, Quartzite etc., and these dimensional stones are considered to be the major export commodity in India. Karnataka, Andhra Pradesh and Tamilnadu are the three major granite-exporting regions in India. On the east coast granite exports are primarily handled at Visakhapatnam, Kakinada, Chennai & Tuticorin. Visakhapatnam Port primarily handles granite coming from northern districts of Andhra Pradesh. Kakinada is presently receiving granite cargo from Ongole region. However a significant volume of granite produced in Andhra Pradesh is moving to Chennai and other ports, which provide better frequency of vessels and good rail connectivity. Krishnapatnam being strategically located in the Nellore district can attract significant amount of granite cargo from Ongole; Kadapa and Anantpur region, which are presently being handled at Kakinada / Chennai port mainly because of the distance factor. The rail connectivity at Nellore reduces the distance from Ongole to Krishnapatnam as compared to Kakinada by 250 Kms. Rail connectivity is considered for transportation of granite blocks as they are heavy cargo and weight of single block could range from 25 to 50 tones or more. Moreover Krishnapatnam would also provide adequate facilities in terms of berth, stockyard and cranes for facilitating granite exports. Barytes Andhra Pradesh has large reserves of Barites and accounts for 95% of barytes production in India. These reserves of barytes are concentrated in Cuddapah, Prakasam and Nellore districts of Andhra Pradesh. Presently Chennai port is handling almost entire Barytes exports generated from Andhra Pradesh & adjoining regions. Chennai has an advantage over Krishnapatnam port in terms of rail distance. To overcome the same Krishnapatnam has signed an MOU with Rail Vikas Nigam Ltd. for developing a rail route between Obulavaripalle and Krishnapatnam, which is going to be operational by 2010/11. In addition to this, the distance disadvantage could be marginalized to a great extent by providing a deep draft facility, which would facilitate handling of larger parcel size vessels, thus bringing down the shipping costs. Further the port would also provide quay cranes for loading of barites thus providing an option of using gearless vessels. KPCL would also provide large plots to be used as stockyards by exporters. Based on the above factors, it is clear that Krishnapatnam Port will be able to secure a significant portion of barites exports. Iron & Steel The locations, which are south of Hyderabad, can be considered as the primary hinterland of the Krishnapatnam port for steel related import and exports. Steel companies, which are in Bellary Raichur Nalgonda region of Karnataka & Andhra Pradesh, will provide export cargo to Krishnapatnam. Moreover, Krishnapatnam can attract more and more share of its own hinterland because of the logistical connectivity it provides to its end users like Brahmani Steel and SBQ Steel. Further, the number of foundries of Western Andhra Pradesh and Eastern Karnataka imports Iron scrap as their raw materials. Krishnapatnam port will be preferred as a port due to its various advantages. Agri-Commodities Krishnapatnams immediate and secondary hinterland is one of the major rice producing regions accounting for approximately 30% of rice production in Andhra Pradesh. It has a significant share in non-basmati rice exports from India. Currently, Kakinada anchorage port is the main gateway for rice exports from the region. Considering the proximity of Krishnapatnam port from various rice producing districts, it is estimated that a significant volume of rice exports from its immediate hinterland could shift to Krishnapatnam. As far as wheat imports are concerned, the actual volumes would largely depend on government policies and domestic production. Further, the estimated wheat import traffic on the East coast of India is likely to be shared by multiple ports. Krishnapatnam is expected to handle close to 0.8 m tones of food grains traffic by 2020- 21 from 0.3 million tonne in 2008-09. Fertilizers Historically, India has been an importer of fertilizers with growth in production capacities hampered by unavailability of raw materials, unfavorable pricing policies and rising input costs. As per the provisional estimates, Indias fertilizer production in 2007-08 declined to 32.7 million tones, whilst the fertilizer imports increased to almost 14.3 million tones (~44% of total production). The port, in case of Urea imports, is primarily chosen on the basis of its proximity to the actual consumption centers and the available infrastructure for handling and storing fertilizers. Currently, on the East coast of India, fertilizer importers are facing severe constraints in terms port capacity and are looking for alternate ports facilities. As per the consultants estimate, Krishnapatnam can become a good alternative to Chennai, Visakhapatnam, Kakinada to serve Southern Andhra Pradesh, North and East Karnataka and Northern Tamil Nadu. It is expected that due to logistical advantage, coastal states should have higher propensity to import fertilizers than land locked states to overcome the demand supply gap. Fertilizer imports in 2007-08 in Krishnapatnams immediate and secondary hinterland were around 35% of the total consumption, as compared to a national average of 30%. On this basis, fertilizer imports in Krishnapatnams hinterland can be estimated at around 3.9 million tones over the same period. Container Traffic Indias container traffic has been growing at a compound average growth rate (CAGR) of 14% over the past decade. The major containerized commodities driving volumes in India are textile, automobile, auto components, engineering and capital goods. Container handling capacity in India is set to increase from over 7.7m TEU in 2006-07 to around 31.5 m TEU by 2019-20. Currently, the share of Northern and North West hinterland region in India container traffic is around 66.2%. However, with the expected growth in the East Coast traffic, this share is likely to move down to around 60% by 2020-21. Central east coast, which is the immediate or primary hinterland for the Krishnapatnam port, is vast and most complex in terms of traffic movement. The main centers in this hinterland are Nagpur, Hyderabad, Guntur, Kakinada and Visakhapatnam. The major cargo generated from these regions is listed down as under: o Nagpur (about 53,000 TEU p.a.) - Steel, Yarn, Chemical, rice, castings and waste paper, heavy metal scrap, pulses, raw cotton and industrial chemicals. Most of the cargo is handled through JNP although; Chennai handled a miniscule in FY 2007. o Hyderabad (about 60,000 TEU p.a.) Export commodities like granites, electrical and electronics, paper and paper boards, agro and food products, pharmaceutical products. Similarly, major import commodities are asbestos fibre, chemicals, pharmaceuticals, machinery and equipments, building material and sanitary ware etc. 30% exports and 20% imports of Hyderabad transit via Chennai, so for Krishnapatnam port this container movement will be the easiest to tap. o Guntur (about 36,000 TEU p.a.) Export items like tobacco, spices, cotton, granite, coffee and processed food which constitute about 90% of the trade. Import items are Coffee beans & Food pulp only. Most of the trade is routed through Chennai currently. o Kakinada (about 8,000 TEU p.a) equally handled by Chennai & Visakhapatnam. o Lower East Region i.e. Chennai, Coimbatore, Tuticorin, Salem, Bangalore, Madurai, Tirupur and Pondicherry - chemical, food stuff, marine products, textiles and fabric, steel, coffee, stone and granite, pharmaceuticals, electronics, automobile and components, rubber and rubber products, rice, spices, coffee etc. Krishnapatnam derives an edge over the other ports in the East coast with the following advantages: a) Logistical Connectivity by facilitating the rail linkage between Obulavaripalle and Krishnapatnam via Venkatachalam, which is already under construction. b) Highly mechanized and better facilities to handle container traffic and enhanced operational performance with better supporting infrastructure. c) Lower port tariffs. d) Chennai container terminal suffering from severe capacity constraint coupled with logistics bottlenecks within the city limits and also there is a restriction in the transit of container trailers within the city limits during daylight hours e) Deep draft facility would facilitate handling of larger size vessels, thus bring in economies of scale, which is currently lacking at the competing facilities. f) Adequate infrastructure for faster turnaround of vessels. The proposed quay length of 2.4 kms would provide sufficient berthing space thus resulting in minimum or zero pre berthing delays. g) Can effectively serve major cargo centers in AP and Bellary-Hospet region. h) Can become gateway for East bound traffic of North India. Based on the above estimates, traffic consultant has estimated conservative container traffic of 1,50,000 TEUs for the Krishnapatnam port.CHENNAI PORT:Chennai Port is the 2nd largest Port in India in terms of cargo handled, achieving a key milestone of 50 Million tonnes in March 2007. The current financial year is the 125th year of commercial operations Port. The Port serves the geographical regions of Tamil Nadu, Pondicherry, South Andhra Pradesh and parts of Karnataka and has now emerged as hub on the east coast of India. Major commodities being handled at the Port are Containers, Automobiles Exports, POL, Iron Ore, Coal, Fertilizers (products and raw materials), and general cargo items. The total quay length available is around 5.5 km. It has in all 24 berths spread over 3 docks i.e. Ambedkar Dock, Jawahar Dock and Bharathi Dock. The maximum draft available at ChPT is 17.4 m at some of these berths. There is 7.0 km of entrance channel with the depth of outer channel being 19.2 m and that of the inner channel being 18.6 m. The Port has a total land area of 240 ha (approx.). Chennai Port was the first port to start container handling operations in 1983 which were handed over to CCTL in 2001 for operating under BOT basis. A second container terminal has recently been awarded to PSA SICAL at Ambedkar dock recently to augment the container operations.PORT LAYOUT AND INFRASTUCTURE:Chennai port was 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, Satabt Jawahar Dock, and Bharathi Dock along with the container terminal, and draft ranging from 1216.5 m (3954.1 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 6,700m (22,000 ft) long, and the turning basin is 560m (1,840ft) in length. A total of 9 well-lit channels marks buoys for the approach channel.RegionWater spreadLand areaNo. of berths

Inner harbour218 acres413 acres16

Outer harbour200 acres100 acres7

Total418 acres513 acres23

The Jawahar Dock has six berths with a total length of 1,310m (4,300ft) and maximum permissible draft of 10.4m (34ft) and 11m (36ft). All berths are 218.3m (716ft), and half of them have maximum draft of 10.4m (34ft). The dock mainly handles coal, fertilizer, iron ore lumps, pellets, edible oil, and phosperic acid. The Dr. Ambedkar Dock has 13 berths with a total length of 1,676m (5,499ft) and maximum permissible drafts from 8.512 m (2839 ft). The longest berth is 246m (807ft) long with maximum draft of 9.5m (31ft). Berth No. 7 is 198m (650ft) long with maximum draft of 8.5m (28ft), whereas Berths 8, through 12 are each 170.6m (560ft) and have maximum draft of 11m (36ft). Berth 14 is 179m (587ft) long with maximum draft of 9.5m (31ft). Berths 18 and 19 are naval 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 with total quay length of 917.2m (3,009ft), with berths ranging from 274.3m (900ft) in length with maximum permissible draft of 16.5 to 338.9 m (54 to 1,112 ft) in length with maximum draft of 14.6m (48ft). 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 to 100,000 dead weight tonnage (DWT), and a third berth can handle tankers up to 280.4m (920ft) and 140,000 DWT. Berth BD1 can accommodate ships to 108.1m (355ft) long. The oil terminals have capacity to handle 12 million tons of cargo per year and to pump 3,000 tons of crude oil and 1,000 tons of petroleum products per hour. 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 17m at BD3 during day light, high tide as the per the present navigational practice and also during night hours subject to fulfilment of safety considertions on a ship-to-ship basis.The iron ore terminal, which can handle 6 million tons per year and can load iron ore at a rate of 6,000 tons per hour, is also located at the Bharathi Dock. Berth BD2 can accommodate ore carriers up to 280.4m (920ft) in length. The terminal's separate receiving and shipping lines can function as an interconnected system. The terminal is served by rail lines and includes an ore stock yard with capacity for 544,000 metric tons.The container terminal has four berths with a total quay length of 885m (2,904ft) and maximum permissible draft of 13.4m (44ft). With capacity to handle fifth-generation container vessels, three of the four berths are 200m (660ft) long, and one is 285m (935ft) long. 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 yard has 3,960 ground slots and 240 reefer plug points. The terminal contains 24 container freight stations with warehouse storage and offers 24-hr customs inspection and clearance facilities. The container terminal has direct services to Europe, China, the United States, Korea, Thailand, the Mediterranean region, and West Africa.The warehousing and storage capacity available at the port is as follows:TypeNos.Area (sq.m)

Covered

Warehouses1265,686

Transit sheds836,000

Covered area for FCI643,450

Container freight stations212,600

Open

Open space3,25,000

Container parking area1,30,000

Dock/TerminalNo.Name of berthTypeLength(m)Permissibledraft (m)Remarks

Jawahar Dock1JD-1Food grains/general218.3311.5012.0 m on HW subject tothe vessel reducing the draftto permissible draft ofthe berth below low tide.Transit shed attached

2JD-3Food grains/general218.3311.50Transit shed attached

3JD-5Food grains/general218.3311.50Transit shed attached

4JD-2Coal/other liquid bulk218.3311.50

5JD-4Coal218.3311.00

6JD-6Other ores/coal218.3311.00

Dr. Ambedkar Dock7NQPassenger/general198.008.50

8WQ-1General/other liquid bulk170.6011.00

9WQ-2General170.6012.00

10CBGeneral170.6012.00Transit shed attached

11WQ-3General170.6012.00

12WQ-4Fertilizer/general170.6011.0011m up to 795m;9.5m up to 810m

13SQ-1Fertilizer/general246.009.50

14SQ-2Fertilizer/general179.009.50

152nd CT-1--12.0

162nd CT-2--12.0

172nd CT-3--12.0

18Naval Berth North60.0009.00

19Naval Berth South140.0012.00

Bharathi Dock(oil & iron ore)20BD-1Oil338.9414.0

21BD-3Oil304.0016.5017.0m during HW;Between extreme dolphins

22BD-2Iron ore274.3216.50

Container Terminal23CT-1Containers200.0013.40Container freight station

24CT-2Containers200.0013.40Container freight station

25CT-3Containers200.0013.40

26CT-4Containers285.0013.40

Approach ChannelZone I750.00

Zone II to Zone VII5950.00

Turning Circle560.00

The port handles a variety of cargo including iron ore, coal, granite, fertilizers, 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 PSASical. 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 400m (1,300ft). 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 17m (56ft) and is capable of handling fourth-generation vessels up to 150,000DWT. It is going through an expansion and will have a depth of 1822 m (5972 ft), a continuous quay length of 2km (1.2mi) and back-up area of around 100ha (250acres). Two new breakwaters for a total length of 4km (2.5mi) will be constructed one as extension of the existing outer arm and the other extending from the fishing harbor breakwater. The consequent silting will reclaim about 300ha (740acres) 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 2km (1.2mi) with 1822 m (5972 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 sectionsthe 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 7km. The width of channel gradually increased from 244m to 419m at the bent portion, then maintains a constant width of 305m. The depth of the inner and the outer channels are 18.6m and 19.2m, respectively, below chart datum, with a swell allowances of 3m.The entrance is 350m in Bharathi Dock and 125m in Dr. Ambedkar Dock. The draught in the navigational channel is maintained by dredging approximately 1 million cubic meters annually.CHENNAI CFS:S.NoCFS CODENAME OF THE CFS

1.INMAA1AGL1ALL CARGO GLOBAL LOGISTICS LIMITED

2.INMAA1ASS1A.S.SHIPPING AGENCIES PVT. LTD.

3.INMAA1BLC1BALMER LAWRIE

4.INMAA1BNL1BINNY LTD CFS

5.INMAA1CON1CONTAINER CORPN OF INDIA LTD

6.INMAA1COW1CONTINENTAL WAREHOUSING CRPN

7.INMAA1CTO1CHANDRA CFS & TERM OPERATORS

8.INMAA1CWC1CWC MADHAVARAM

9.INMAA1CWC2CWC ROYAPURAM

10.INMAA1CWC3CWC, VIRUGAMBAKKAM

11.INMAA1CWC4CWC, CHROMPET

12.INMAA1DRL1DEVADOSS REDDY LOGISTICS PVT. LTD

13.INMAA1ECC1ENNORE CARGO CONTAINER TERMINAL

14.INMAA1GDL1GATEWAY DISTRIPARKS LTD

15.INMAA1GES1GERMAN EXPRESS SHPNG AGENC I P

16.INMAA1GLO1GLOVIS INDIA PVT LTD

17.INMAA1ICB1ICBC LTD

18.INMAA1KSS1KAILASH SHIPPING SERVICES P LTD

19.INMAA1MRK1MAERSK INDIA PVT LTD

20.INMAA1OYC1O YARD CFS

21.INMAA1SDL1SICAL DISTRIPARKS LTD

22.INMAA1SGL1SUN GLOBAL LOGISTICS LTD

23.INMAA1SHC1SATTVA HI-TECH & CONWARE P LTD

24.INMAA1SLP1SATTVA CFS AND LOGISTICS PVT LTD

25.INMAA1STL1SANCO TRANS LTD

26.INMAA1TCF1TRIWAY CONTAINER FREIGHT STATION

27.INMAA1TRL1THIRU RANI LOGISTICS PVT LTD

28.INMAA1VIK1VIKING WAREHOUSING

29.INMAA1VLT1VISHRUTHA LOGISTICS LTD

MAJOR CFS:1. ALL CARGO GLOBAL LOGISTICS LIMITED:Just 7 Kms from Chennai Port, this is the closest CFS to Chennai Port, with entry from Ennore Expressway and Thiruvottiyur High Road.Facilities: Total Area: 24 acres Annual capacity of 1,45,000 TEUs Plot Area: 61,570 sq. mtrs Open Container Yard: 31,500 sq. mtrs and 29,720 sq. mtrs in new yard Warehouse: 14,257 sq. mtrs Well-planned administrative building Reefer point facilities with available engineers Customs, Staff and Surveyors under one roof IT systems and EDI connectivity Skilled professionals and trained manpower

Equipment: Weighbridge Generator back-up Trailers Forklifts Reach stackers Top lifters CranesSafety & Security: Pilferage-free CFS Round-the-clock CCTV surveillance manned by trained personnel Regulated entry of visitors at the gate Security at gate, warehouse and other areas within the CFS Adequate firefighting equipment Regular mock drills for health & safety High-mast lights for daylight feel Underground drainage system2. A.S.SHIPPING AGENCIES PVT. LTD.:Facilities: 65000 Sq.ft. covered godowns with 1 million sq.ft. Cemented open area for trouble free movement of trailers, trucks and equipments. Round the clock security with high compound walls with barbed wire fencing and high mast floodlits looks like Airport. Round the clock 24 hours and 365 days service. Cargo unloading, stuffing / destuffing round the clock. Stuffing or destuffing in 30 minutes only. Fully computerised documentation. Fax and Xerox for users. Computerised weighing machines and 60 MT weigh bridge for packages as well as containers. Efficient and well trained manpower to handle any type of cargo. Marked Bays for cargo stacking in order to avoid mix-up with other cargo. 81 Shutters on the godowns so as to stuff 81 containers at a time and capable of stuffing / destuffing more than 150 TEUs per day. Empty container yard outside CFS premises for storing empty containers. 4 x 20' & 2 x 40' Trailers for internal movement of containers. Well-furnished air conditionedofficerooms for users. Uninterrupted power supply with standby Generators. Reefer Plugs available. Conveniently located at 16 KM from the port on the Chennai - Bangalore National Highway and thus avoiding the inbound trucks to enter and get into the city traffic congestion. Markedslotsfor storing Import laden containers linerwise. Repairing, Cleaning / Washing empty containers. Customs Preventive Officer available 24 hours. The first CFS to have EDI connectivity with main Custom House. The first CFS to have highspeedline printer for Customs document printout. The first CFS to have ISDN Telephone line.Equipments: 4Gantry Cranes (60-45-30-15 MT) with standby generators. Latest attraction 45 MT Gantry Crane can stack containers upto 7 high 5Fork Lifts each 10 MT (3 TOYOTO + 2 KOMATSU). 6 New Forklifts each 3 MT (SWARAJ / KOMATSU) 2 New Electric Forklifts each 3 MT (MACNEILL) Tractor and 4 x 20' and 2 x 40' Trailers TCM Top lifter 45 MT MITSUBISHI Forklift 45 MT 3 Straddle Carriers "TCM" JAPAN each 25 MT KALMAR - 15 MT Reach Stacker ESCORTS -MobileCrane 10 MT TUSKER - Mobile Crane 10 MT ImporterPallet trucks 2.5 MT - 6 Nos.3. CONTAINER CORPN OF INDIA LTD:Container Corporation of India Ltd (CONCOR) was incorporated in March 1988 under companies Act, and commenced operation from November 1989 taking over the existing network of seven ICDs from the Indian Railways. The company was setup with the objective of developing multi-modal logistics support for Indias International and Domestic Containerized cargo and trade.Due to the short leads of traffic owing to the geography of the area, the region has concentrated heavily on developing both rail androad services, and providingvalue added servicesespecially in the area of warehousing, LCL movements, air cargo etc.Bondedtrucking servicesfor Export LCL consolidation from, and delivery of LCL imports to hinterland locations, have been introduced between Chennai, Bangalore and Coimbatore and all major locations in South IndiaNew achievements:1. At ICD/WFD an exclusive warehouse has been constructed and commissioned with all facilities to deal with air cargo including infrastructure to do palletisation.2. Customs has declared CHTS as bonded area for storage of import containers with metallic scrap and cashew.Other salient features: 1. Tondiarpet is the only Hub point in South India with Rail/Road Connectivity to Major Ports/ICDs2. Offering competitive rates3. Lock fast facility for sensitive cargo4. Bonding facility for LCL Cargo5. Warehousing of Export cargo6. Hastle free, Safe, Secure, State of the art Service7. Trained Labour,BatteryOperated FLTs for LCL8. Office Spacefor shipping line, NVOCC and Consolidators in the same complex9. Weighment facility10. On chassis stuffing/De-stuffing11. Facility for Lashing, Packing, Palletizing etc12. Transportation from and To port available13. Warehousing/Quick clearanceavailable at ICD/WFD/Bangalore, Coimbatore, Tirupur.14. Warehousing space on Lease available15. Closed circuitTV at the warehouse for strict security check.4. CONTINENTAL WAREHOUSING CRPN:CWCNSL also offers an integrated wareshousing solution across India through Kaveri Warehousing Pvt. Ltd. Incorporated in 2001, Kaveri Warehousing provides complete logistics services to MNCs, with pan India presence, covering almost all the state capitals and major citiesServices offered: Warehouse management Inventory management Manpower Accounting MIS Transportation DistributionNew business initiatives include telecom tower maintenance services and retail distribution for international and leading domestic retail chains. The company is introducing state-of-the-art technology for integrating its warehouses across the country.AchievementsConsistent performance of: Zero Shortage inventoryOn-time delivery without exceptionOptimisation of warehouse space5. SANCO TRANS LTD:Sanco Trans Ltd operates as a logistics company primarily in India. The company provides various services, such as air cargo, stevedoring, warehousing and distribution, transport, container terminal, customs clearance, multimodal transport operation/freight forwarding, and civil engineering. The company offers services through container freight stations in Chennai and Tuticorin are: Air cargo Stevedoring Warehousing Distribution Inland container depot in Salem Transport and equipment The Sanco container terminal Multi modal transport operation Freight forwarding Customs clearance Civil engineering. The company is having a covered warehouse space of 100,000 sq. ft, open warehouse space of 60,000 sqft, and having a capacity to store and handle 1,500 TEUs. They cater to