1

A STUDY ON COASTAL SHIPPING AND CHA DOCUMENTATION

WITH REGARDING TO INDIAN MARITIME INDUSTRY

INTERNSHIP PROJECT REPORT SUBMITTED TO AMET UNIVERSITY

IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE

DEGREE OF

BACHLOR OF BUSINESS MANAGEMENT

(SHIPPING)

SUBMITTED BY

ADARSH DAS

(ABM 12932)

UNDER THE GUIDANCE OF

PROFFESSOR

MR.SRINIVASAN

AMET BUSINESS SCHOOL

AMET UNIVERSITYKANTHUR, CHENNAI-603112

2

DECLARATION CERTIFICATE

I, Adarsh das declare that the project report titled “A study on coastal

shipping and CHA documentation with reference to Indian

maritime industry” for the BBM shipping degree is my original

work and this project report has not formed the basis for the award of

any degree, associate ship, fellowship or any other similar title

Date : Name of student : ADARSH DAS

Place: Chennai Signature of student :

3

4

CERTIFICATION OF APPROVAL

This is to certify that this project titled “A study on costal shipping

and CHA documentation with reference to Indian maritime

industry” is bonafide research work carried out independently by

ADARSH DAS a student of BBM shipping of AMET UNIVERSITY,

Kanathur 603112 in partial fulfillment for the award of degree of

Bachelor of Business Management and that this project report has not

formed the basis for the awards previously for any degree, diploma

,associate ship, fellowship, or any other similar title

Date :

Place :

Signature of Director : Signature of guide :

Viva-Voce examination conducted

Internal Examinar : External Examinar:

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ACKNOWLEDGEMENT

I take this opportunity in acknowledging some noble hearts for lending hands in the

successful completion of my summer internship project report

I acknowledge with deep sense of gratitude for the constant encouragement of Mr. J.

Ramachandran, chairman, Vice chancellor Col. Dr.G. Thiruvasagam

I wish to explain my sincere thanks and gratitude to the director of AMET BUSINESS

SCHOOL Mr.S.Ramachandran who had always helped whenever approached during the

course of the project

I also thank my respected guide Mr. srinivasan , without him the report may not be

possible.

I would be failing in my duty if I don’t extend my gratitude to my Institutional faculties,

without their help the project would not have been finalized and for the help rendered in

completing the project.

I would like to express my sincere thanks to Mr. Vishesh (MD) and all the staff members

of “P.V cargo clearing and shipping agencies “ who spent their precious time for me.

Because of them I was able to gain the knowledge about my subject.

I am highly thankful to my parents and my fellow friends for their support and suggestion

extended for the improvement of the internship report.

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CONTENTS

CHAPTER CONTENT PAGE NO:

1 INTRODUCTION 1

1.1 SCOPE OF STUDY 2

1.2 OBJECTIVES 3

2 ABOUT INDUSTRY 4

2.1 ABOUT COMPANY 6

3 FUNCTIONS AND DEPARTMENTS 8

3.1 CLASSIFICATION OF PORTS 9

3.2 COASTAL SHIPPING IN INDIA 13

3.3 BASIC CERTIFICATES REQUIRED 15

3.4 TYPES OF SERVICES 18

3.5 CHA LICENSE REGULATION 26

3.6 ICEGATE 38

3.7 STUFFING OF CARGO 68

4 FINDINGS 75

4.1 OBSERVATION 76

8

4.2 ARTICLE 77

4.3 MAJOR ORTS IN OPERATION 79

5 SUGGESTION 85

5.1 LIMITATION 86

6 CONCLUSION 87

6.1 REFERENCE 88

6.2 BIBLIOGRAHY 89

1

CHAPTER 1

INTRODUCTION

We live in a global society which is supported by a global economy – and that

economy simply could not function if it were not for ships and the shipping industry.

Without shipping, intercontinental trade, the bulk transport of raw materials and the

import/export of affordable food and manufactured goods would simply not be

possible. Yet, for most people, shipping, not to mention the huge range of related

maritime activities that go to make up what is loosely termed ''the shipping industry'',

do not register a particularly strong echo on their personal radar. And the same, as a

consequence can be said of the seafarers that operate the world’s fleet, despite the fact

that the global economy depends utterly on their presence. Seafarers are, in effect, the

lubricant without which the engine of trade would simply grind to a halt.

Shipping usually only comes to greater prominence when, as inevitably happens from

time to time, the bleaker side of the industry rears its head, when an accident or

pollution occurs. Yet the truth is that, over many decades, shipping has actually

become much safer and much cleaner

The growth in international trade, removal of trade barriers being the principal reason,

has made the developing countries to concentrate more on the improvement of their

infrastructure, like roads, airports, seaports, which play a vital role in the development

of the economy. Product storage, along with the capacity to move large shipments,

have placed the shipping industry in a very advantageous position. Containerization ,

multi-model transport services, advancement of marine engineering technology,

specialized systems, and computerization have contributed towards making sea

transport as a prime mode for movement of internationally traded goods. However the

development of shipping industry in a country also depends on its population density,

economic advancement and many other inter related conditions like port and refueling

capacities

2

(1.1) SCOPE OF THE STUDY

To study about coastal shipping

To study about the role and functions of customs house agent

To study about the documentation procedure

To identify the performance of the customs house agent

3

1.2 OBJECTIVES

To study the role of customs house agents

To study on essential features of CHA license regulation,1984

To study the procedure of export and import document

To identify the analysis of the cargo exported and imported

4

Chapter 2

INDUSTRY PROFILE

(2.1) Shipping and logistics overview

Seaports are uniquely structured social and technical organizations and the

most vulnerable nodes in logistics chains directly affected the oscillations

in the logistics and transport markets. The development In the supply

chain, logistics and transport industry such as the horizontal and vertical

integration between actors, product and process innovations, shortening

product lifecycles, minimization of time to markets, advances in

informat ion and communication technologies, new practices in

manufacturing and logistics, restructuring of logistics networks and repositioning

of regional and local distribution centers , developments in intermodal transport

and as a result of these, changes in the expectations of the players in the

supply chains, have all changed the roles of ports from being places providing

loading and discharging operations to intermodal terminals in the supply chain

systems that add value to the port users and final customers. Ports have become the

most important logistic link in the production, distribution and consumption

chains of economies worldwide and parts of intermodal networks, with competition

increasingly taking place between complete logistics chains instead of between ports .

The competitiveness of ports within logistics chains is thus a much higher priority

than it was before. Due to the restructurings in the markets surrounding ports and

accelerating competition in the logistics, transport and port industry, organizational

effectiveness (OE), which is a rather new concept for port studies aiming to assess

the success of seaports, is becoming more important in today's port business. OE

has both an internal and external focus, which means it provides an overall

5

evaluation of port organization and does not solely focus on the operational

measures like efficiency and productivity.

The aforementioned changes in the logistics and supply chains and

especially the severe competition among the actors in these chains, impel

ports to provide more specialized integrated, value-added logistics services,

to integrate themselves within logistics chains by cooperating with supply

chain actors, utilizing information and communication systems and

knowledge sharing, increasing accessibility to the hinterland and developing

intermodal transport opportunities. The changes in the traditional roles of

ports put responsibility on port authorities as the administrative bodies of

port organizations. Their landlord, regulator and operator roles are shifted

towards a 'coordinator, facilitator and integrator role in port clusters,

international transport, logistics and supply chains'. As the roles and

functions change, so do the goals. The scope of port authority goals

extends towards the hinterland and logistics chains. Where the effective

organization is both efficient and able to modify its goals as circumstances

change as a party to restructuring supply and logistics chains, port

authorities redefine their goals and priorities in accordance with the needs of

the changing market. The changing goals also change the organizational

effectiveness criteria. It appears that in today's port business, commonly used

port performance measures such as efficiency, profitability and growth are not

enough to assess a port organization's success at all points. With respect to the

developments in logistics chains, in this chapter it is proposed that port-logistics

chain integration, adaptability to changes in the environment, customer

orientation and satisfaction, information and communication management,

service quality and provision of value-added and intermodal services,

innovation and resource acquisit ion gain more impor tance than before.

6

(2.2) COMPANY PROFILE

P.V cargo clearing and shipping agencies is a Indian company which is situated in

Kozhikode district in kerala

The company is typically a customs house agent and they are under taking many other

port related operations like stevedoring, forwarding etc

P.V cargo clearing and shipping agencies was established on 1958 at Kozhikode

seaport

The founder of the firm is Mr.P.V Vasu . he was the only man who got license for the

forwarding during that time

Now his follower Mr. P.V Vishesh is undertaking the firm

P.V clearance and shipping agencies have 3 branches across the state

Calicut seaport

Calicut airport

Kollam seaport

In Calicut seaport branch there are 3 employers in respective post like

Director

Adminisrator

Examiner

The company also have lots of contract workers for the loading and discharging of

cargoes inside port (stevedorers) and outside the port

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The company mainly deals in the customs house agent in preparation of documents

for the export and import of cargo between the Kozhikode port and some

Lakshadweep port such as Kavarathi port , Veraval port, Minicoy port

The main cargoes they deals include food items like wheat , rice, vegetables, drinking

water bottles, poultry feeds ,meet, cattle feeds, chemicals like cement, soda ash light

etc

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Chapter 3

SECTOR SPECIFIC DETAILS

India has a coastline spanning 7516.6 kilometers, forming one of the

biggest peninsulas in the world. It is serviced by 12 major ports, 187 notified minor

and intermediate ports

3.1 Classification of ports Indian government has a federal structure, and according to its constitution, maritime

transport is to be administered by both the Central and the State governments. While the

central government's shipping ministry administers the major ports, the minor and

intermediate ports are administered by the relevant departments or ministries in the nine

coastal states West Bengal , Odisha, Andhra Pradesh , Tamil Nadu, Kerala, Karnataka

,Goa, Maharashtra and Gujarat. Several of these 187 minor and intermediate ports have been

identified by the respective governments to be developed, in a phased manner, a good

proportion of them involving public–private partnership.

Shipping Major ports handled over 74% of all cargo traffic in 2007. All major ports, except one Ennore

port are government administered, but private sector participation in ports has increased.

There are also 7 shipyards under the control of the central government of India 2 shipyards

controlled by state governments, and 19 privately owned shipyards.

As of 2000, there were 102 shipping companies operating in India, of which five were

privately owned and based in India and one was owned by shipping cooperation of India

There were 639 government-owned ships, including 91 oil tankers, 79 dry cargo bulk

carriers, and 10 cellular container vessels. Indian-flagged vessels carried about 15 percent of

overseas cargo at Indian ports for financial year 2003.

Cargo handled The following table gives the detailed data about the major ports of India for the financial

year 2009-10 and percentage growth over 2008-09 (Source: Indian Ports Association):

Name

Cargo

Handled

(2010)

'000

tonnes

%

Increase

(over

2009)

Vessel

Traffic

(2009–

10)

%

Increase

(over

2008-09)

Container

Traffic

(2009–10)

'000 TEUs

%

Increase

(over

2008-09)

Kandla 79,521 10.10% 2,776 10.29% 147 6.52%

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Name

Cargo

Handled

(2010)

'000

tonnes

%

Increase

(over

2009)

Vessel

Traffic

(2009–

10)

%

Increase

(over

2008-09)

Container

Traffic

(2009–10)

'000 TEUs

%

Increase

(over

2008-09)

Visakhapatnam 65,501 2.49% 2,406 2.51% 98 13.65%

Chennai 61,057 6.20% 2,131 2.5% 1,216 6.38%

Navi Mumbai 60,746 6.03% 3,096 4.13% 4,062 2.78%

Mumbai 54,543 5.14% 1,639 1.67% 58 -36.95%

Paradip 57,011 22.84% 1,531 -0.32% 4 100.00%

Mormugao 48,847 17.19% 465 6.89% 17 21.42%

Kolkata 46,295 -14.61% 3,462 07.50% 502 17.01%

Mangalore 35,528 -3.17% 1,186 0.16% 31 6.89%

Tuticorin 23,787 8.07% 1,414 -7.21% 440 0.22%

Kochi 17,429 14.45% 872 15.19% 290 11.11%

Ennore

(corporate)

10,703 -6.93% 273 9.2% -- --

All Indian Ports 560,968 5.74% 21,251 02.82% 6,865 4.25%

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11

12

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3.2 An overview on Costal shipping in India

Coastal shipping accounts for a low share of India’s total domestic cargo moved by

different modes of transport. In comparison, developed nations rely heavily on coastal

shipping, considered to be eco-friendly, cost-effective and fuel-efficient.

In India, coastal shipping moves just 7% of the local freight despite a coastline of

7,517km dotted with 12 state-owned ports and around 200 smaller harbours . The

share is low compared with the European Union, where coastal shipping has a 43%

share of the cargo traffic. In the US, it has a 15% share.

It’s another matter that Caravel had to fight it out with the powerful industry body, the

Indian National Ship owners Association, to start the new service. India’s coastal trade

is reserved for Indian registered ships and foreign ships are allowed to operate only

when Indian ships are unavailable. Caravel has hired a foreign ship to run the service.

India has a limited number of coastal container ship operators. Besides Caravel, these

include Shreyas Shipping and Logistics Ltd, Shipping Corp. of India Ltd, Seaways

Shipping Ltd, Jindal Waterways Ltd, Vikram Logistic and Maritime Service Pvt. Ltd

and Kinship Shipping and Logistics Pvt. Ltd.

Many freight forwarders and logistics firms who have committed volumes, however

little they may be, are now dependent on these few firms to move the cargo.

Coastal shipping cannot operate on its own; it needs support from road and rail to

move the cargo from factories and warehouses to the ports and then deliver it to

customers from the destination ports.

Taxation and regulatory issues have curbed the growth of coastal shipping. Vessels

engaged in coastal trade are much smaller than ships that ply international waters. But

the same provisions of India’s Merchant Shipping Act, 1957, relating to construction,

equipment, operation, certification and safety also apply to both ocean-going and

coastal ships.

For instance, crew qualification criteria are the same for coastal and ocean-going

ships. But the crew on coastal ships pay income tax while those on foreign-going

ships are exempted from it. Coastal ship operators also have to pay customs duty on

ship fuel, spares and stores.

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In September last year, India’s maritime regulator, the Directorate General of

Shipping, eased staffing requirements for vessels operating along the country’s coast.

The regulator has separately flagged off a plan to exempt certain classes of ships used

only in coastal trade from some of the stringent provisions of the Merchant Shipping

Act to promote the sector. It has prepared a draft of the proposed conditions, called the

Indian Coastal Ship Safety Code, that such vessels will have to comply with in order

to avail of the exemption. The new code is awaiting notification.

The Indian government is charging a concessional tariff for coastal ships calling at its

12 ports. Coastal ships are given a concession of as much as 40% on vessel-related

charges, or port calling costs such as port dues, berth hire and pilotage, compared with

similar charges for other ships.

Besides, a discount of 40% is also extended to coastal cargo and container-related

charges such as ship-shore transfer and transfer from berth to storage yard and vice

versa.

The shipping ministry is also lobbying for a Rs500 crore corpus from the government

to develop coastal shipping. The arrival of many private container train operators is

another big facilitator for coastal shipping. With global recession slowing demand for

goods and consequent fall in ship values and rentals, there are plenty of idle container

ships in the global market that can be bought or hired at dirt cheap rates to ply along

India’s coast as Caravel has shown.

Competition in this sector, with the arrival of more operators, will drive down the

logistics costs for Indian customers, who are now primarily using road (some 65% of

domestic freight), by offering multimodal transport combining rail and sea with

peripheral deliveries and pickup by road.

According to one industry estimate, cost of transporting goods from north to south

India and vice versa can be reduced by about 50% with a combination of rail and sea.

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3.3 Basic Certificates and documents required to be carried on board all

ships

International Tonnage Certificate (1969).

An International Tonnage certificate shall be issued to every ship, the gross and net tonnage of

which have been determined in accordance with the Convention.

International Load Line Certificate.

An International Load Line Certificate shall be issued under the provisions .of the International

Convention on Load Lines, 1966, to every ship which has been surveyed and marked in

accordance with the Convention or the Convention as modified by the 1988 LL Protocol, as

appropriate. LL Convention, article 16, 1988 LL Protocol article 18.

An International Load Line Exemption Certificate

shall be issued to any ship to which an exemption has been granted under and in accordance

with article 6 of the Load Line Convention or the Convention as modified by the 1988 LL

Protocol, as appropriate. LL Convention, article 6, 1988 LL Protocol article 18.

Intact Stability Booklet

Every passenger ship regardless of size and every cargo ship of 24 m in length and over shall

be inclined on completion and the elements of their stability determined. The Master shall be

supplied with a Stability Booklet contain such information as is necessary to enable him, by

rapid and simple procedures, to obtain accurate guidance as to the stability of the ship under

varying conditions of loading. For bulk carriers, the information required in a bulk carrier

booklet may be contained in the stability booklet. SOLAS 1974, regulation 11-1/22, and 11-

1/25-8;

Damage control booklets.

On passenger and cargo ships, there shall be permanently exhibited plans showing clearly for

each deck and hold the boundaries of the watertight compartments, the openings therein with

16

the means of closure and position of any controls thereof, and the arrangements for the

correction of any list due to flooding. Booklets containing the aforementioned information

shall be made available the officers of the ship. SOLAS 1974, regulation 11-1/23,23-1.25-8

Minimum safe manning document

Every ship to which Chapter 1 of the Convention applies shall be provided with an

appropriate safe manning document or equivalent issued by the Administration as evidence of the

minimum safe manning. SOLAS 1974 (1989) , regulation

Certificates for masters, officers or ratings.

Certificates for masters, officers or ratings shall be issued to those candidates who, to the

satisaction of the Administration, meet the requirements for service, age, medical fitness, training,

qualifications, and examinations in accordance with the provisions of STCW Code annexed to

the Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978.

Formats of certificates are given in section A-1/2 of the STCW Code. Certificates must be kept

available in their original form on board the ships on which the holder is serving. STCW 1978 1995

(amendments) article VI, regulation 1/2, STCW Code, section A VI

International oil Pollution Prevention Certificate

An International oil pollution prevention certificate shall be issued after survey in accordance with

regulation 4 of annex I of MARPOL 73/78, to any oil tanker of 150 gross tonnage and

above and any other ships of 400 gross tonnage and above which are engaged in voyages to

ports of offshore terminals under the jurisdiction of other Parties to MARPOL 73/78. The

certificate is supplemented by a Record of Construction and Equipment for Ships other than

Oil Tankers (Form A) or a Record of Construction and Equipment of Oil Tankers (Form B),

as appropriate. MARPOL 73/78

Oil Record Book.

Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and

above other than an oil tanker shall be provided with an Oil Record Book, Part 1 (Machinery

space operations). Every oil tanker of 150 gross tonnage and above shall also be provided

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with an Oil Record Book, Part II (Cargo/ballast operations). MARPOL 73/78, annex I, regulation

20.

Shipboard Oil Pollution Emergency Plan

Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400

gross tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan

approved by the Administration. MARPOL 73/78,

Garbage Management Plan.

Every ship of 400 gross tonnage and above and every ship which is certified to carry 15

persons or more shall carry a garbage management plan which the crew shall follow.

MARPOL73/78.

Garbage Record Book.

Every ship of 400 gross tonnage and above and every ship which is certified to carry 15

persons or more engaged in voyages-to ports or offshore terminals under the jurisdictimi of

other parties to the convention and every fixed and floating platform engaged " in

exploration and exploitation of the sea bed shall be provided with a garbage record book

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3.4 TYPES OF SERVICES

i) Tramp

ii) Liner

• Tramp service is driven by demands of the merchant in carrying goods in large

quantities to specified location, does not have a fixed schedule or tariff in the sense

that the freight rates are negotiable per voyage,

• Liner Shipping is driven by demands of the merchant in carrying goods in smaller

quantities, which is unitized or break-bulk, on a specified route, operating with a

regular schedule, to pre-advertised ports of call and fixed tariff.

THE CHARACTERISTICS OF TRAMP SERVICE

• No fixed schedule - the ship calls at ports “subject to inducement”.

• Serves customers with large shipments

• E.g. Ore, coal steel, crude oil, food grains, fertilizers – full shiploads

• Freight rates are negotiable – No Tariff

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EXPORT-IMPORT PROCESS

1. Registration for Import & Export rights.

2. Registration for customs, tax, and etc.

3. Signing of Export Contract.

4. Shipping Arrangement

5. Application for export licenses

6. Application for Inspection & Quarantine

7. Customs Formalities

8. Foreign Exchange Verification.

VARIOUS STEPS INVOLVED IN EXPORT-IMPORT PROCESS

STEP 1: TRADE ENQUIRY

• First of all the importer has to make an enquiry from various exporters. For this

purpose he sends a Letter of Enquiry to the exporter, sitting information about the

availability the terms and condition concerning the delivery and payment.

• 3In the Letter of Inquiry the importer should specify the quality, quantity and

description of the goods desired.

• In reply to the inquiry the importer will receive a quotation from the exporter. The

quotation state that the price at which the goods will be supplied. It also contains the

particulars as to quantity and quality of the goods available. The term and condition of

sale said by exporter.

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STEP 2: PROCUREMENT IMPORT-EXPORT LICENSE

• Any person who wants to import-export of goods is required to obtain a license for

export-import, unless the goods to be imported are exempt from license.

• Major formalities in export-import business to get an Importer-Exporter code number,

this is required for foreign exchange. It is also known as form of declaration, V.P.

code.

• If we export-import from India then we have to have an importer-exporter code

number which is issued by the regional office of the Directorate General of Foreign

Trade (DGFT). Custom authority will not allow import-export of goods from India

without having IEC code Number.

STEP 3: OFFERS AND ORDER PLACEMENT

• Export business start with a document written by export to importer. This is known as

quotation. The quotation state that the price at which the goods will be supplied. It

contents the particulars as to quantity, quality of goods available.

• If the offer is acceptable to the buyer in terms of price, delivery and payment terms,

the buyer will then place an order on the exporter, giving as much date as possible in

terms of specification, part no. quantity etc. No standard format is required for such a

purchase only.

• Offer Accepted- Then it is a mutual agreement between the exporter and the imported,

where they both enters into a contract-which is in terms of CURRENCY.

STEP 4: OBTAINING FOREIGN EXCHANGE

• After accepting the order by importer next step he has to submit an application in the

prescribed form along with the import license to any foreign exchange bank, Under

the Foreign Exchange Act. The exchange bank will forward the application to

exchange control department of Reserve Bank of India. After examine application in

21

accordance with exchange policy of the government. RBI will sanction the release of

foreign exchange. The intending importer will get the amount of foreign exchange

from the exchange bank concern.

STEP 5: SENDING LETTER OF CREDIT

• In case the importer does not enjoy full confidence of the exporter, he is to give a

proof for this purpose he may send a letter of credit to foreign supplier.

• The importer can obtain letter of credit (L/C) by depositing the amount of money in

the bank.

• A L/C contents an undertaking by the bank to owner bill of exchange drown by the

exporter on the importer up to the amount specified in L/C.

A letter of credit is a document issued by a financial institution, or a similar party,

assuring payment to a seller of goods and/or services provided certain documents have

been presented to the bank.

TYPES:

i) Commercial L/C ii) Standby L/C iii) Revocable L/C

iv) Irrevocable L/C

STEP;6 FINDING AGENT

A ship's agent is the person or company who looks after the interests of principal

shipping lines and its ships while at port. The responsibility of a shipping agent

includes arranging for pilotage, towage and berthing of ship at port, arranging bill of

lading and collection of freight. He is also responsible for bringing the business for the

shipliner within its country or region covered and accordingly earns commission on it.

There are mainly two types of shipping agents active in the industry : Liner ship agent

and Tramp ship agent.

22

Liner agents primarily represent different principals having liner ships (container

vessels) operated on pre-determined, scheduled, advertised ports of loading and

discharge on a regular basis. The principal-agent relationship is maintained with the

binding of not undertaking any competitive business or taking any agency activities on

behalf of competitive lines. The responsibility of the agent also includes marketing for

the principal and getting maximum business. Usually a liner agent gets around 5% of

the freight collected by him from the principal.

Tramp shipping agents are not binded to any principal. Normally, the unscheduled

cargo carriers chartered for the particular voyage are handled by these agents on job-

to-job basis. Generally, tramp shipping agent undertakes the job for many shipping

companies and the job duration may vary from single to continuous jobs.

Stevedoring

Stevedoring, involves operations relating to loading and discharging of cargo to / from

the vessels to docks in the course of import and export trade. The job of stevedoring

service providers primarily involves the supply of equipment and labour, direction for

the handling of cargo and loading and unloading of vessels in the port. However, a

historical difference exists between the job of 'stevedoring' and 'loading' as the

operations of moving goods from ship's side until they are safely stored within the

vessel is called stevedoring, while loading involves movements of good from berth to

ship's side. Stevedores handle only dry cargo of bulk, break bulk and containerised

type. Mechanized cargo handling facilities are applied for handling of dry bulk cargo

thereby reducing the responsibility of stevedores, break bulk and containerised cargo

requires stevedoring.

Seaport activities

Seaports are the interface between maritime and inland modes of transport for

movement of goods and passengers. In broader terms, ports are single organisational

23

units with multi-dimensional activities integrated within the logistics chain for

providing services to maritime trade. The prime objective of a seaport is to provide

fast and safe transit of goods and passengers through its facilities at minimal cost. .

In the new era of liberalisation and privatisation, the concept of a seaport is a mere

physical hub of maritime activities to being a link in the larger logistic chain that

connects the origin of cargo to its final point of delivery, i.e. the consignee to the

consigner.

Lighterage

Lighterage is the combination of several independent activities using small sized

barges or lighters for the purpose of carrying cargo discharged from an ocean going

vessel in order to lighten or reduce its weight. On the other hand 'Barging', an integral

part of the macro process of lighterage activities, involves carrying of cargo

consignment in small vessels, where the intention may not be to lighten the mother

vessel but to transport cargo from one place to another (e.g. silt barging) or carry

potable water to the mother vessel. Though lighterage and barging are quite different

activities, both have been considered under the port sector for simplification.

Clearing and Forwarding

The job of Customs House Agent (CHA) or Clearing & Forwarding agent is an

absolute necessity for any kind of import-export trade, which involves processing of

documents with Customs authority. The role of CHA is to pass all the documents

required for export-import trade through from Customs on behalf of shippers by

paying the requisite customs duty.

The Clearing & Forwarding process is marred due to cumbersome customs procedures

involving high volume of paper works. In order to streamline the Customs formalities,

different Port Trusts and Customs Department in many countries have come out with

the idea of EDI (Electronic Data Interchange) and are implementing the EDI process

in selected major ports to reduce the paper works. However, the process has yet to be

fully implemented due to inability of respective personnel in ports and Customs to

adapt to new technology. However, the industry believes in a rapid integration of this

24

technology.

Customs House Agent (CHA) is a person who is licensed to act as an agent for

transaction ()limy business relating to the entry or departure of conveyances or the

import or export of goods at any Customs station.

A custom house or customs house was a building housing the offices for the

government officials who processed the paperwork for the import and

export of goods into and out of a country. Customs officials also collected

customs duty on imported goods.

The customs house was typically located in a seaport or in a city on a major

river with access to the ocean. These cities acted as a port of entry into a

country. The government had officials at such locations to collect taxes and

regulate commerce.

Due to advances in electronic information systems, the increased volume of

international trade and the introduction of air travel, the customs house is now

often a historical anachronism. There are many examples of buildings around

the world whose former use was as a custom house but that have since been

converted for other use, such as museums or civic buildings.

In the United Kingdom, since 1386 the phrase custom house is used instead of the

plural customs house. This was after a "Custom House" was erected at Wool

Wharf in Tower Ward, to contain just the officials of the Great Custom on Wool

and Woolfells. The singular form was used even though in later years the Custom

House was the location of other Customs officials as well.

25

ROLE OF CLEARING AND FORWARDING AGENT- CUSTOM

HOUSE AGENT (CHA)

i) Documents for C & F Agent

ii) Customs Clearance Export Process

iii) Document Forwarding

iv) Shipment Notification to Importer

v) Making Payment Import Process

vi) Delivery of Goods

26

3.5 CHA licensing regulations, 1984 (brief)

1. No ceiling on the number of CHAs who may be appointed in a customs house

2. A regular license is preceded by a temporary license.

3. Criteria of experience and financial soundness must be met.

4. A regular license is subject to passing an examination, a minimum volume of business

and compliance with Regulation No. 14.

5. Changes in the constitution of a partnership or firm do not affect the operations of a

CHA.

6. Prescribed fees prevent overbilling by CHAs.

Qualifications

An applicant should:

Be a graduate of a recognized university.

Hold a pass in Form 'G' as an employee of the firm or company.

Should have three years of experience in customs-clearance work.

Should have bank-certified assets of Rs.1 lakhs or Rs.50,000.

If there are more applicants than licenses, the Commissioner selects by seniority of

holding a G pass. If two people have equal seniority, the older person will be preferred

An applicant needs to possess a pass in Form G for only one year with written

authorisation from the Commissioner.

Clarifications

1. A diploma in Customs clearance and freight forwarding offered by the University of

Mumbai is not considered as "graduation" for the purpose of eligibility.

27

2. An employee, partner or director of a CHA licensee authorized for examination under

Regulation 9(5) may take three examinations in two years from the date of application

by the licensee for examination.

3. The level of knowledge of the local language must be determined by the

Commissioners; the Regulations have no requirement. Knowledge of the local

language by an authorized representative is considered sufficient. Proficiency in Hindi

is desirable.

4. A person passing an examination under Regulation 9(5) may apply for a CHA license

when applications are requested, subject to other qualifications.

5. Persons granted CHA licenses before the 1997 amendment requiring graduation

would continue to qualify for renewal.

Multimodal transport operators as CHAs

Multi model transport operators (MTOs) are appointed under the Multimodal Goods

Transportation Act, 1993 by the Ministry of Surface Transport. Their work involves

carrying goods by more than one mode of transport between India and abroad. This

does not confer a right on them to obtain an appointment as steamer agents or CHAs

unless they are otherwise qualified for the appointment.

License type

Temporary

After accepting an application, a one-year temporary licence is granted under

Regulation 8 in Form B. Before receiving a temporary (or regular) licence, the

applicant must execute a bond on Forms D and E. For major ports, the surety amount

is Rs.25000/; for other ports, Rs.10000/. Surety may also be given in the form of

National Savings Certificates or postal security, which should be pledged in the name

of the Commissioner. Since a regular licence-holder is allowed to work in more than

one Customs station, separate bond and surety must be posted for each customs

station.

Regular

28

An application for regular license may be made on Form C by a person who has

passed the examinations. Forms A and C are nearly identical, except that while the

former is issued under Regulation 5, the latter form is issued under Regulation 10. A

regular license is requested on Form D. The applicant must satisfy the following

conditions:

1. Quantity or value norms of cargo cleared from the customs house (as determined by

the Commissioner)

2. Applicant conduct during the temporary-license period; no complaints of non-

compliance with Regulation 14

A regular license is nontransferable, and its term is ten years. ghfffz

Disqualifications

Regulation 10(1) specifies that only a person who qualifies in the examination can

apply for a regular license. Sub-regulation 3 provides that the Commissioner may

reject the application of a person who fails the examination. If performance criteria are

not satisfied regarding quantity and value of clearances or conduct, the application

may be rejected. An appeal may be made of an order of rejection within 30 days to the

Chief Commissioner, who is also empowered to review regular licence grants within

one year.16915032

Record-keeping

Accounts should reflect all financial transactions entered into as a CHA. A copy of all

documents filed (such as shipping bills, bills of entry and transshipment applications)

must be maintained for at least five years and should be available for inspection by

departmental officers.

Duties

Authorised clearances only against authorization: A CHA is required to clear goods

for import or export with specific authorization from the principal, which must be

produced whenever required by the Deputy or Assistant Commissioner.

29

Personal clearance: The CHA must personally clear the goods or clear them through

an employee designated by the Commissioner. All documents should list the CHA's

name at the top. The CHA should not attempt to influence the conduct of customs

officers in matters pending before him or his subordinates; there should be no threats,

false accusations or duress against such officers, and no promise of advantage, benefit

or gift should be made or bestowed on such officers. The CHA's duties should be

discharged expeditiously, and he cannot charge more than the rates approved by the

Commissioner.

Conflicts of interest: If the CHA is a former officer of a department, he cannot

represent any matter before a customs officer which he had considered as an officer.

He cannot use facts which came to his knowledge as an officer.

Correct advice: The CHA must advise the client to comply with the provisions of the

Act and the regulations, diligently ensuring the imparting of correct, relevant

information to the client for clearance of cargo or baggage. If there is non-compliance

by a client, the CHA must bring it to the attention of the deputy or assistant

commissioner. This regulation requires the CHA to provide information to the

department.

Fiscal accountability: The CHA must promptly pay the government all monies

received from the client for duties and taxes. Any money received from the client or

from the government should be promptly and fully accounted to the client.

Record-keeping: A CHA should not attempt to gather information from government

records if they are not provided by the appropriate officer. Access to records should

not be denied, removed or concealed when sought by the Commissioner. Records and

accounts must be maintained as directed by the Deputy or Assistant Commissioner,

and available for inspection. All documents must be prepared in accordance with rules

and orders.

If the license granted to a CHA is lost, the loss should be promptly reported to the

Commissioner. If there is failure in compliance with obligations under Regulation 14,

the Commissioner may prohibit a person from acting as a CHA.

30

Handling changes

Any change in partners or directors should be referred to the Commissioner. If there is

a change in the constitution of the firm or company, an application for temporary and

regular licences should be made within 30 days of the change. If there are no adverse

findings against the firm or company, the Commissioner will grant a licence in the

previous category held by the firm or company. In the meantime, the firm may

continue as a CHA with application to the Commissioner.

If the CHA is not a firm or company, the Commissioner will grant permission to

continue as a CHA if there is any change in the constitution of the concern. If the

change is due to the death of a licenced CHA, his legal heir (assisting him in his work

as CHA under Regulation 20) may be granted a licence subject to no adverse findings

and passage of the examination. Changes in the qualified person acting on behalf of

the firm or company should be immediately provided to the Deputy or Assistant

Commissioner.

EXPORT PROCESS- (Clearing and Forwarding Agent)

• The exporter is expected to provide the following documents to the Clearing &

Forwarding Agents, who are entrusted with the task of shipping the consignments,

either by air or sea.

1. INVOICE- A list of things provided or work done together with their cost, for

payment at a later time.

31

Invoice contains the following-

• Shipper/Exporter Address

• Consignee/Importer Address

• Invoice No. & Date

• Exporter IEC

• TIN No.

• CST No.

• Buyer’s order No. & PO#

• Buyer if other than consignee

• Country of origin of goods

• Country of final destination

• Terms or Delivery and Payment

• Port of loading

• Port of discharge

• Final destination

• Marks & No’s

• No & kind of packages

• Description of Goods

• Qty in no’s

• Unit price currency/no.

• Amount(currency) terms

• Total

• Amount chargeable

• Export under which scheme

2. PACKING LIST-

Packing list contains the following-

• Shipper/Exporter Address

• Consignee/Importer Address

• Invoice No. & Date

32

• Exporter IEC

• TIN No.

• CST No.

• Buyer’s order No. & PO#

• Buyer if other than consignee

• Country of origin of goods

• Country of final destination

• Terms or Delivery and Payment

• Port of loading

• Port of discharge

• Final destination

• Marks & No’s

• No & kind of packages

• Description of Goods

• Qty in no’s

• Remarks

• Total gross weight

• Total net weight

• Total no. of packages

• Declaration

3. ROLE OF CUSTOM HOUSE AGENT-

After receiving the exporters Invoice and Packing list. The custom house agent starts

their proceedings with EDI process.

33

EDI- Electronic Data Interchange

The process of exchange of information and data through electronic media by various

organizations in a business process is known as ‘Electronic data Interchange’.

EDI ensures,

• Generation of required number of copies for submission to Customs and other relevant

agencies is avoided.

• No paper generation and printing involved and the data travels through the system.

• No time consuming process and just at a click of mouse, transmission of data from

one place to another / other places are possible.

• Allows the other agencies to filter / modify the information provided through the

system for their further monitoring.

Process-

Different software’s are used by different custom house agents –Royal impex.

Agents opens new job page in the software and they enter all required data according

to given data in the Invoice and Packing list.

Branch of the shipper in any.

Authorized dealer code (A.D Code)

Port of Loading-

a) INCCJ4 KOZHIKODE customs

Insurance- for customs reference.

Calculating insurance- Invoice value × Exchange Rate × 0.25%.

For Drawback schemes – Where the exporters get the benefits from the government,

to promote exports government uses these kinds of schemes.

Drawback schemers get incentives from customs.

How to find out FOB value for CIF shipments:-

Calculation-

FOB=Invoice value × Exchange Rate – (freight + insurance)

34

Process-

i) Invoice detail

ii) Preparing check list

iii) Preparing flat file- readable by system

iv) Flat file- through ICEGATE Delhi

v) Shipping Bill No. is Issued

“Shipping bill” means an electronic declaration accepted and assigned a unique

number by the Indian Customs Electronic Data Interchange System, and includes its

print-outs.

Export works-CHA-

a) Cargo checking- physical CHA does.

b) Admission- Cargo arrival timing, weight, no. of pacakages.

c) P.O Preventive Officer-(Signing)

d) A.O Appraising Officer- Open Order (Assessment of the documents, checking the

chapters- according to the cargo the chapters are given or not.)

e) E.O Examination officer- i) Entering the details in the system,

ii)Registering

iii)Physical Examination randomly

iv)Report prepared- yes cargo verified

f) A.O- Latex Board / OOC- Out Of Order

g) Send to printer- Signing- first A.O then E.O all other copies

IMPORT PROCESS- (Clearing and Forwarding Agent)

Same process is done as in export. Bill of Entry Number is issued through ICEGATE

after preparing the flat file using EDI process.

35

Import Documentation Procedure

1. Filing of IGM (import general manifest)

2. Receive CAN (Cargo Arrival Notice) and inform consignee.

3. Preparation of Bill of Entry.

4. Check IGM filed by Liner.

5. Fees submission to CMC. (Checklist generation)

6. Checklist verified with documents and signed by Form G and Form H holders.

7. Again Submission (If OK we get a B/E number)

8. Assessment (Bill set goes to Appraiser)

9. Physical examination of the cargo is done by Examination officer.

10. Duty paid in bank and get Open Order.

11. Wharf / CFS / House for Movement.

12. Wharf customs verification.

Lists-

1.OGL- Open General List

2.License-Cargo Imported for the public uses

3.Negative List- The cargo which cannot be imported.

36

BILL OF ENTRY

A declaration by an importer or exporter of the exact

nature, precise quantity and value of goods that have landed or are being shipped out.

Prepared by a qualified customs clerk or broker, it is examined by

customs authorities for its accuracy and conformity with the tariff and regulations. See

also customs entry.

A bill of entry contains the following particulars:

(a) Name and Address of the importer.

(b) Import license Number.

(c) port of Destination.

(d) Name of Ship and no.

(e) Name of the country where the goods are to be imported.

(f) Custom Duty payable.

(g) Package no. & mark.

(h) Description of the goods in terms of their quality & quantity.

Types of Bill of Entry

1. Home Consumption Bill of Entry:

This type of Bill of Entry used to take the cargo directly to the Party. The Proper

officer is satisfied that any goods entered for home consumption are not prohibited

item and the importer has paid the import duty. The customs officer may issue an

order permitting clearance of the goods from customs to party warehouse.

2 .Warehouse Bill of Entry

If the Importer does not want to use the entire stock immediately or he is not in a

position to pay the full customs duty livable on the goods. He can file an In Bond Bill

of Entry for warehousing the goods Bonded at any Public Bonded Warehouse or

Private bonded Warehouse.

37

3. EX – BOND Bill of Entry for Home Consumption:

In this type of Bill of Entry used to clear the cargo in required parts. The cargo, which

was stored in any warehouse (Pvt / Govt), using In Bond is delivered to party. An

Examination is already done only the Bonding Inspector to check the cargo and noted

in a stock account book and delivered to consignee. The Inspector signs on the gate

pass before the cargo goes out of the CFS.

Document Forwarding:

After completing the shipment formalities, the C & F Agents are expected to forward

to the Exporter the following documents;

– Customs signed Export Invoice & packing List.

– Duplicate of Form SOP (Standard operation procedure).

– Exchange control copy of the shipping Bill, processed electronically.

– AR4 (Original & duplicate) duly endorsed by Customs for having effect the

Export.

– Bill of Lading or Airway bill as the case may be.

Shipment Notification to Importer:

Now exporter prepares an invoice of goods in which he writes name of ship,

description of goods, quality, price, ship charges, postage, insurance and commission

paid etc. and forward to importer.

Making Payment:

38

The import trade procedure comes to end when the importer makes the payment to the

exporter. Unless payment for the goods in advance. The importer may send payment

as a contract of export order likewise:

(1) Payment against document.

(2) Payment against Delivery.

(3) Payment in Advance.

(4) Payment under open account.

(5) Payment under Letter of Credit.

(6) Payment on Consignment Basis.

Delivery of Goods:

After completing necessary formalities the importer present the delivery order to the

officer of the dock. The officer signs the delivery order and issues a gate pass. The

importer submits the delivery of goods then he makes arrangement for carrying the

goods by rail or road transport to his factory.

3.6 ICEGATE-

E-Commerce Portal Central Board of Excise and Customs

ICEGATE stands for the Indian Customs Electronic Commerce/Electronic Data

interchange (EC/EDI) Gateway. ICEGATE is a portal that provides e-filing services to

the trade and cargo carriers and other clients of Customs Department (collectively

called Trading Partner). At present, about 8500 users are registered with ICEGATE

who are serving about 6.72 lacks importer/exporter. ICEGATE links about 15/broad

39

types partners with Customs EDI through message exchanges enabling faster Customs

clearance and in turn facilitating EXIM Trade.

ICEGATE is an infrastructure project that fulfills the department's EC/EDI and data

communication requirements. Through this facility the department offers a host of

services, including electronic filing of the Bill of Entry( import goods declaration),

Shipping Bills (export goods declaration) and related electronic messages between

Customs and the Trading Partners using communication facilities (E-mail, Web-

upload & FTP) using the communication protocols commonly used on the internet.

The airlines and shipping agents can file manifests through the internet using this

facility, while the custodians and cargo logistics operators interact with Customs EDI

through ICEGATE for cargo and logistics and related information. Besides, data is

also exchanged between Customs and the various regulatory and licensing agencies

such as DGFT, RBI, Ministry of Steel and DGCIS through ICEGATE. The National

Import Database (NIDB) and Export Commodity Database (ECDB) for Directorate of

valuation are also being serviced through ICEGATE. All electronic documents/

messages being handled by the ICEGATE are processed at the Customs' end by

the Indian Customs EDI System (ICES), which is running at 103 customs locations.

Department has embarked upon Centralization of its infrastructure and all customs

locations have been shifted to centralized infrastructure hosted at Data Centre by

linking them through MPLS based WAN.

In addition to e-filing, ICEGATE also provides host of other services like e-payment,

on-line registration for IPR, Document Tracking status at Customs EDI, online

verification of DEPB/DES/EPCG licenses, IE code status, PAN based CHA data and

links to various other important websites/information pertaining to the Customs

business.

The ICEGATE also provides 24X7 helpdesk facility for its trading partners. To ensure

secure filing, it is proposed to use digital signatures on the Bill of Entry and other

documents/ messages to be handled on the gateway.

ICES

40

The Indian Customs EDI System (ICES) is now operational at 111 major customs

locations handling nearly 98% of India's International trade in terms of import and

export consignments. ICES has two aspects:

Internal Automation of the Custom House for a comprehensive, paperless, fully

automated customs clearance system that makes the functioning of Customs clearance

transparent and efficient.

Online, real-time electronic interface with the trade, transport, Banks and regulatory

agencies concerned with customs clearance of import and export cargo through

ICEGATE.

ICES is designed to exchange/transact customs clearance related information

electronically using Electronic Data Interchange (EDI). A large number of documents

that trade, transport and regulatory agencies (collectively called Trading Partners) are

required to submit/ receive in the process of live customs clearance are now being

processed online.

41

Indian Customs EDI System - Imports

All India

Customs Revenue Collection at Branch and e-Payment

Date : 07/07/2014

All Figures in Rs.

SN

o Site Code Name of Site

Branch e-Payment Total

No.

of

Chall

an

Revenu

e

Collect

ed

No.

of

Chall

an

Revenue

Collected

No.

of

Chall

an

Revenue

Collected

(1) (2) (3) (4) (5) (6) (7) (8) (9)

1 INBED1 Bedi 0 0 0 0 0 0

2 INBOM1 Mumbai (Ex Bombay) 0 0 135 19650077

3 135

19650077

3

3 INCCU1 Calcutta 21 108515

85 174

40041743

3 195

41126901

8

4 INCOK1 Cochin 2 105966 48 31484247 50 31590213

5 INDAH1 Dahej 0 0 1 13573536

9 1

13573536

9

6 INENR1 Ennore 0 0 5 26124027 5 26124027

7 INGGV1 GANGAVARAM 0 0 2 6366301 2 6366301

42

PORT

8 INHZA1 HAZIRA, SURAT 0 0 9 7719558 9 7719558

9 INIXY1 Kandla 0 0 148 16437055

5 148

16437055

5

10 INKAK1 Kakinada 0 0 1 523061 1 523061

11 INKAT1 KATTUPALLI PORT 0 0 5 71822668 5 71822668

12 INKRI1 Krishnapatnam 0 0 1 5733666 1 5733666

13 INKRK1 Karaikal 0 0 0 0 0 0

14 INMAA1 Chennai (Ex Madras) 15 767057 827 80004037

9 842

80080743

6

15 INMDA1 Magdalla 0 0 0 0 0 0

16 INMRM1 Marmagoa 0 0 6 5395953 6 5395953

17 INMUN1 Mundra 0 0 99 13267508

7 99

13267508

7

18 INNML1 New Mangalore 0 0 5 7581240 5 7581240

19 INNPT1 Nagapattinam 0 0 0 0 0 0

20 INNSA1 Jawaharlal Nehru (Nh 6 162876 1662 13920514

82 1668

13922143

58

21 INPAV1 Pipavav (Victor) Por 0 0 8 4737263 8 4737263

22 INPNY1 Pondicherry 0 0 0 0 0 0

23 INPRT1 Paradeep 0 0 3 25669361 3 25669361

24 INTUT1 Tuticorin 0 0 75 21379422 75 21379422

43

25 INVTZ1 Visakhapatnam 0 0 33 10068253

3 33

10068253

3

26 INAMD4 Ahmedabad 5 148071 70 9834635 75 9982706

27 INATQ4 Amritsar 0 0 0 0 0 0

28 INBLR4 Bangalore 18 634134 1020 14446291

3 1038

14509704

7

29 INBOM4 Mumbai (Ex Bombay) 24 233348

7 1471

33831570

9 1495

34064919

6

30 INCCJ4 Kozhikode 0 0 2 50165 2 50165

31 INCCU4 Calcutta 9 249706 170 39673169 179 39922875

32 INCJB4 Coimbatore 0 0 4 187521 4 187521

33 INCOK4 Cochin 3 17536 26 3151370 29 3168906

34 INDEL4 Delhi 66 197928

7 1339

61077321

0 1405

61275249

7

35 INDPC4 DPC BKC Mumbai 0 0 59 15240014 59 15240014

36 INGOI4 Goa 0 0 1 174850 1 174850

37 INHYD4 Hyderabad 7 147878 128 32417059 135 32564937

38 INIDR4 Indore 0 0 0 0 0 0

39 INJAI4 Jaipur 0 0 7 4690072 7 4690072

40 INJNR4 Nashik-Janori ACC 0 0 0 0 0 0

41 INMAA4 Chennai (Ex Madras) 11 302840 677 12644337

8 688

12674621

8

44

42 INTRV4 Thiruvananthapuram ( 0 0 2 45043 2 45043

43 INVTZ4 Visakhapatnam 0 0 0 0 0 0

44 INAJJ6 Arakkonam

Melpakkam 0 0 0 0 0 0

45 INAKV6 Ankleshwar ICD 0 0 1 930625 1 930625

46 INAMG6 Amingaon (Gauhati) 0 0 0 0 0 0

47 INAPL6 Dadri ACPL CFS 0 0 51 29332919 51 29332919

48 INASR6 Amritsar 0 0 0 0 0 0

49 INBFR6 M/S GRFL, ICD,

BALLA 0 0 0 0 0 0

50 INBGK6 Bhagat ki Kothi Jodh 0 0 1 8415393 1 8415393

51 INBHL6 Bhilwara 0 0 0 0 0 0

52 INBLJ6 Agra 0 0 0 0 0 0

53 INBRC6 Baroda 0 0 8 10450206 8 10450206

54 INBSL6 Bhusaval ICD 0 0 0 0 0 0

55 INBVC6 CONCR-

ICD/BALLABGARH 0 0 0 0 0 0

56 INBWD6 Bhiwadi 0 0 0 0 0 0

57 INCCH6 Chinchwad ICD 0 0 0 0 0 0

58 INCHE6 Tiruppur-Chettipalay 0 0 0 0 0 0

59 INCPC6 Kanpur Chakeri 0 0 0 0 0 0

45

60 INCPL6 Dadri CGML 0 0 23 36406439 23 36406439

61 INDER6 Dadri 0 0 22 18817993 22 18817993

62 INDIG6 Dighi (Pune) 0 0 1 1113475 1 1113475

63 INDUR6 ICD Durgapur 0 0 0 0 0 0

64 INFBD6 ICD Faridabad 0 0 18 9718026 18 9718026

65 INGHR6 Garhi Harsaru Gurgao 0 0 39 47105865 39 47105865

66 INGNR6 LIPL/MARRIPLEMG

UNTUR 0 0 0 0 0 0

67 INHAS6 HASSAN ICD 0 0 0 0 0 0

68 INHZR6 ICD

HAZIRA/SURAT 0 0 0 0 0 0

69 INIGU6 Coimbatore Irugur IC 0 0 0 0 0 0

70 INILP6 Tiruvallur-ILP ICD 0 0 19 57369160 19 57369160

71 ININD6 ICD Pithampur 0 0 9 10810151 9 10810151

72 INJAI6 Jaipur 0 0 0 0 0 0

73 INJNR6 Nashik-Janori ICD 0 0 0 0 0 0

74 INJUC6 Jalandhar 0 0 0 0 0 0

75 INJUX6 Basni Jodhpur ICD 0 0 0 0 0 0

76 INKAR6 Karur ICD 0 0 0 0 0 0

77 INKBC6 ICD HAZIRA 0 0 0 0 0 0

78 INKKU6 Kanakpura Jaipur ICD 0 0 14 12704133 14 12704133

46

79 INKNU6 Kanpur 0 0 9 5191487 9 5191487

80 INKTT6 Kota 0 0 0 0 0 0

81 INKYM6 KOTTAYAM 0 0 0 0 0 0

82 INLDH6 Ludhiana 0 0 77 45222623 77 45222623

83 INLON6 ICD Loni 0 0 27 16023499 27 16023499

84 INMBD6 Pakwara (Moradabad) 0 0 4 351389 4 351389

85 INMDD6 Mandideep ICD 0 0 2 22298966 2 22298966

86 INMUL6 Mulund ICD 0 0 11 2874279 11 2874279

87 INMWA

6 ICD Maliwada 0 0 2 308431 2 308431

88 INNGP6 Nagpur 0 0 22 10655508 22 10655508

89 INNSK6 Nasik 0 0 2 242815 2 242815

90 INPMP6 Pimpri 0 0 0 0 0 0

91 INPNK6 KLPPL PANKI 0 0 6 2785336 6 2785336

92 INPNP6 Babarpur 0 0 0 0 0 0

93 INPPG6 Patparganj

ICD,DELHI 7 407591 169 52070320 176 52477911

94 INPTL6 Patli ICD 0 0 9 2529523 9 2529523

95 INRAI6 Raipur 0 0 0 0 0 0

96 INREA6 Rewari 0 0 0 0 0 0

97 INRTM6 CONCOR ICD 0 0 0 0 0 0

47

RATLAM

98 INSAC6 Sachin (Surat) 0 0 2 362715 2 362715

99 INSAU6 THAR DRY PORT 0 0 5 8728237 5 8728237

100 INSBI6 ICD Sabarmati 0 0 71 59362369 71 59362369

101 INSKD6 ICD

KALINGANAGAR 0 0 1 221891 1 221891

102 INSLL6 Singanallur 0 0 0 0 0 0

103 INSNF6 ICD, Hyderabad 0 0 28 18061065 28 18061065

104 INSTT6 Dadri STTPL CFS 0 0 24 13821025 24 13821025

105 INTCR6 M/S TICS, ICD

MATHIL 0 0 0 0 0 0

106 INTDE6 Tudiyalur-Coimbatore 0 0 0 0 0 0

107 INTHA6 Thar Dry Port Jodhpu 0 0 1 508372 1 508372

108 INTHO6 Tiruppur-Thottiplaya 0 0 0 0 0 0

109 INTKD6 Tuglakabad 4 296736 345 30402854

7 349

30432528

3

110 INTLG6 Pune-Talegoan ICD 0 0 8 7169230 8 7169230

111 INTMX6 ICD, THIMMAPUR, 0 0 2 1247086 2 1247086

112 INTTP6 Dadri TTPL 0 0 0 0 0 0

113 INTUP6 Tirupur 0 0 0 0 0 0

114 INTUT6 Tuticorin ICD 0 0 5 1799490 5 1799490

48

115 INTVT6 ICD TONDIARPET

CHENN 0 0 2 3001485 2 3001485

116 INVPI6 Vapi 0 0 7 4741466 7 4741466

117 INWAL6 Waluj (Aurangabad) 0 0 10 5546905 10 5546905

118 INWFD6 ICD Bangalore 0 0 124 52420038 124 52420038

119 INATRB Attari Road 0 0 0 0 0 0

120 INJBNB Jogbani 0 0 37 4648544 37 4648544

121 INPTPB Petrapole LCS 0 0 40 2836635 40 2836635

122 INRXLB Raxaul 2 181368 6 505116 8 686484

Total==>> 200 185861

18 9487

57552082

63 9687

57737943

81

Note : 1. Revenue includes Duty, Interest, Fine and Penalty.

2. Both Payment at bank branches and e-payment are included.

3. Only EDI Challans are included.

4. Challans which are integrated with ICES as on 08/07/2014 02:35 for the

day/period (Payment) are included.

5. Revenue collected and No. of Challan may vary if this report for the same

day/period is generated again on

some other day/time because challans for the day/period (payment) might

have got integrated

with ICES on a later day.

49

Generated on 08/07/2014

Report ID : IMP_DAILY_REV_EPAY_BRANCH_07072014

50

Indian Customs EDI System - Exports

All India

Drawback Pendency Report

LEO given on or before- 07/07/2014

Site ID Site

Name

No. of SBs in Queue

Total

SBs

Total

DBK EG

M

EGM

ERRO

R

SAMPL

E

DB

K

AC

DBK

SUP

SCROL

L IN

QUER

Y

REPL

Y

INIGU

6

Coimbato

re Irugur

IC - ICD

/ CFS

673 23 44 27 1626 42 578 3013 1948.0

6

INTUP

6

Tirupur -

ICD /

CFS

5 0 0 0 2 0 5 12 13.44

INSLL

6

Singanall

ur - ICD /

CFS

105 5 0 1 11 9 118 249 91.97

INCHE

6

Tiruppur-

Chettipal

ay - ICD /

CFS

1047 2 138 176 1499 806 192 3860 3233.9

4

Rs. in Lakhs

51

INTDE

6

Tudiyalur

-

Coimbato

re - ICD /

CFS

215 5 1 109 28 131 313 802 657.24

INTHO

6

Tiruppur-

Thottipla

ya - ICD /

CFS

59 0 10 25 16 5 13 128 215.96

INREA

6

Rewari -

ICD /

CFS

124 7 0 3 8 16 16 174 48.04

INGHR

6

Garhi

Harsaru

Gurgao -

ICD /

CFS

2202 41 9 86 36 282 748 3404 2778.4

INPTL

6

Patli ICD

- ICD /

CFS

678 30 0 11 22 165 216 1122 533.5

INBRC

6

Baroda -

ICD /

CFS

641 345 5 65 563 0 203 1822 873.58

INNGP

6

Nagpur -

ICD /

CFS

200 19 4 214 163 107 826 1533 1049.9

8

52

INVPI6

Vapi -

ICD /

CFS

0 0 0 0 0 0 1 1 .97

INDIG

6

Dighi

(Pune) -

ICD /

CFS

928 3 0 8 15 20 383 1357 171.34

INTLG

6

Pune-

Talegoan

ICD -

ICD /

CFS

3270 28 1 0 253 30 228 3810 1099.4

8

INCCH

6

Chinchw

ad ICD -

ICD /

CFS

6 0 0 3 13 11 3 36 47.34

INSBI6

ICD

Sabarmat

i - ICD /

CFS

2126 64 110 94 2096 645 1151 6286 4084.8

6

INTUT

6

Tuticorin

ICD -

ICD /

CFS

2372 58 45 0 1229

0 1574 1951

1829

0

13662.

03

INBSL

6

Bhusaval

ICD - 112 6 0 0 0 0 77 195 99.26

53

ICD /

CFS

INSAU

6

THAR

DRY

PORT -

ICD /

CFS

201 4 1 4 44 123 30 407 233.38

INCCU

1

Calcutta -

Sea Port 1505 620 466

417

6 785 904 5331

1378

7

20180.

02

INBO

M1

Mumbai

(Ex

Bombay)

- Sea Port

245 24 3 23 1091 60 598 2044 6705.3

7

INMA

A1

Chennai

(Ex

Madras) -

Sea Port

2267

0 3517 15

866

6

1005

3 2178 15731

6283

0

80252.

43

Printed on : 08/07/2014 01:17

Report ID : all_india_dbk_pend_as_on07072014

54

Indian Customs EDI System - Exports

All India

Drawback Pendency Report

LEO given on or before- 07/07/2014

Site ID Site Name

No. of SBs in Queue

Total

SBs

Total

DBK EG

M

EGM

ERR

OR

SAMP

LE

DB

K

AC

DB

K

SUP

SCRO

LL IN

QUE

RY

REPL

Y

INNSA

1

Jawaharlal

Nehru (Nh -

Sea Port

201

25 5019 1932

111

02

469

23

10159

0 17234

2039

25

185110

.04

INMW

A6

ICD Maliwada

- ICD / CFS 60 3 0 1 74 13 352 503 174.43

INWA

L6

Waluj

(Aurangabad) -

ICD / CFS

44 1 0 2 19 4 150 220 101.88

INKK

U6

Kanakpura

Jaipur ICD -

ICD / CFS

899 494 0 11 184 56 276 1920 1019.8

3

INJAI6 Jaipur - ICD /

CFS 80 0 4 1 1 0 278 364 115.86

Rs. in Lakhs

55

INCPC

6

Kanpur

Chakeri - ICD /

CFS

243 0 3 47 18 22 36 369 392.34

INKN

U6

Kanpur - ICD /

CFS 852 126 113 49 263 58 288 1749

3370.8

1

INJNR

6

Nashik-Janori

ICD - ICD /

CFS

43 1 0 12 4 0 0 60 56.21

INNSK

6

Nasik - ICD /

CFS 49 0 0 14 2 4 1 70 80.58

INPNP

6

Babarpur -

ICD / CFS 618 36 39 167 101 85 88 1134

1641.0

3

INTK

D6

Tuglakabad -

ICD / CFS

292

6 262 43

176

6

499

8 2329 1838

1416

2

23030.

12

INIDR

4

Indore - Air

Cargo 0 0 0 0 0 0 0 0 0

INPAV

1

Pipavav

(Victor) Por -

Sea Port

799 75 157 1 115

8 303 190 2683

2205.8

3

INAT

Q4

Amritsar - Air

Cargo 130 38 3 3 70 0 9 253 86.72

INASR

6

Amritsar - ICD

/ CFS 2 0 0 0 3 0 0 5 11.22

56

INFBD

6

ICD Faridabad

- ICD / CFS 660 7 30 20

515

5 2262 645 8779

6350.5

7

INPRT

1

Paradeep - Sea

Port 10 0 0 0 20 0 14 44 799.1

INMU

L6

Mulund ICD -

ICD / CFS 900 10 58 1 385 0 304 1658

1734.4

5

INTRV

4

Thiruvanantha

puram ( - Air

Cargo

205

9 1724 0 114

409

1 2747 0

1073

5 119.99

INRXL

B

Raxaul –

Border 69 0 19 1 12 4 2971 3076

2167.5

3

INBO

M4

Mumbai (Ex

Bombay) - Air

Cargo

393

5 556 181 12 827 1641 10141

1729

3

5985.9

8

INMA

A4

Chennai (Ex

Madras) - Air

Cargo

797

4

1056

4 10

193

0

167

33 2348 13851

5341

0

23306.

69

Printed on : 08/07/2014 01

Report ID : all_india_dbk_pend_as_on07072014

Indian Customs EDI System - Exports

All India

57

Drawback Pendency Report

LEO given on or before- 07/07/2014

Site ID Site Name

No. of SBs in Queue

Total

SBs

Total

DBK EG

M

EGM

ERRO

R

SAMPL

E

DB

K

AC

DB

K

SUP

SCROL

L IN

QUER

Y

REPL

Y

INJUC6 Jalandhar -

ICD / CFS 56 0 0 0 15 0 0 71 79.76

INATR

B

Attari

Road –

Border

0 0 0 0 0 0 0 0 0

INAMD

4

Ahmedaba

d - Air

Cargo

147

6 425 27 6

100

6 101 447 3488 833.71

INCOK

4

Cochin -

Air Cargo

164

9 2181 5 1 252 606 569 5263 320.41

INIXY1 Kandla -

Sea Port 186 37 0 0 72 16 186 497

1507.8

9

INBLR

4

Bangalore

- Air

Cargo

324

5 7711 26 414

208

7 1188 394

1506

5

4637.8

5

Rs. in Lakhs

58

INCCU

4

Calcutta -

Air Cargo

163

6 1929 1149 91

333

0 1324 8132

1759

1

7476.8

1

INBWD

6

Bhiwadi -

ICD / CFS 0 0 0 0 0 0 0 0 0

INBHL

6

Bhilwara -

ICD / CFS 0 0 0 0 0 0 0 0 0

INJUX6

Basni

Jodhpur

ICD - ICD

/ CFS

22 0 0 0 0 0 0 22 4.31

INTHA

6

Thar Dry

Port

Jodhpu -

ICD / CFS

182

6 21 6 49

133

0 31 503 3766

1580.5

9

INBGK

6

Bhagat ki

Kothi Jodh

- ICD /

CFS

143

2 115 5 252 238 357 1007 3406 1336.3

INPPG6

Patparganj

ICD,DEL

HI - ICD /

CFS

142

1 10 217 148 128 43 57 2024

2129.3

8

INKTT

6

Kota - ICD

/ CFS 32 7 0 10 1 0 0 50 31.11

INBLJ6 Agra - 58 4 0 0 69 474 11 616 1146.1

59

ICD / CFS

INMBD

6

Pakwara

(Moradaba

d) - ICD /

CFS

193

2 443 4 149

191

2 24 326 4790

4073.2

4

INLDH

6

Ludhiana -

ICD / CFS

363

4 238 77 450

144

5 2 885 6731

7744.3

2

INJAI4 Jaipur -

Air Cargo 38 7 0 4 21 24 65 159 55.61

INCJB4

Coimbator

e - Air

Cargo

161 52 1 44 9 54 117 438 117.74

INRAI6 Raipur -

ICD / CFS 18 6 0 0 14 0 2 40 59.92

INGOI4 Goa - Air

Cargo 378 15 0 0 9 0 0 402 5.25

INDAH

1

Dahej -

Sea Port 0 0 0 0 0 0 0 0 0

Printed on : 08/07/2014 01:35

Report ID : all_india_dbk_pend_as_on07072014

60

Indian Customs EDI System - Exports

All India

Drawback Pendency Report

LEO given on or before- 07/07/2014

Site ID Site Name

No. of SBs in Queue

Tota

l

SBs

Total

DBK EG

M

EGM

ERRO

R

SAMP

LE

DB

K

AC

DB

K

SU

P

SCRO

LL IN

QUER

Y

REPL

Y

INMD

A1

Magdalla -

Sea Port 27 1 0 4 3 0 2 37 452.04

INWF

D6

ICD

Bangalore -

ICD / CFS

1265

3 304 68 269

423

3 871 78

1847

6

9262.9

6

INNM

L1

New

Mangalore -

Sea Port

650 50 0 0 10 215 113 1038 776.93

INKAK

1

Kakinada -

Sea Port 41 1 1 1 12 0 3 59 220.74

INMU

N1

Mundra - Sea

Port 3263 332 0

256

4

452

1 3017 1695

1539

2

17132.

48

Rs. in Lakhs

61

INCOK

1

Cochin - Sea

Port 1594 760 200 245

209

3 1735 8535

1516

2

9451.3

1

INHYD

4

Hyderabad -

Air Cargo 2193 686 67

111

1 807 998 3192 9054 6938.1

INDEL

4

Delhi - Air

Cargo 3016 960 604 74

600

2 1399 10571

2262

6

17573.

89

INAPL

6

Dadri ACPL

CFS - ICD /

CFS

358 3 2 206 136

1 654 533 3117

2383.4

9

INTTP

6

Dadri TTPL -

ICD / CFS 0 0 0 0 4 0 4 8 2.36

INSTT

6

Dadri STTPL

CFS - ICD /

CFS

1467 27 5 188 218

3 967 425 5262

4228.2

8

INDER

6

Dadri - ICD /

CFS 3198 50 0 287 296 1597 270 5698

3967.8

7

INCPL

6

Dadri CGML

- ICD / CFS 315 6 8 143 137 448 370 1427

1787.5

3

INSNF

6

ICD,

Hyderabad -

ICD / CFS

4238 259 19 470 237

6 401 1471 9234 5946.3

ININD

6

ICD

Pithampur -

ICD / CFS

370 31 0 0 358 3 293 1055 749.09

62

INAJJ6

Arakkonam

Melpakkam -

ICD / CFS

383 2 0 0 59 37 132 613 1944.8

7

INMD

D6

Mandideep

ICD - ICD /

CFS

217 521 0 125 114 336 310 1623 2632.3

2

INPNY

1

Pondicherry -

Sea Port 0 0 0 0 0 0 0 0 0

INNPT

1

Nagapattinam

- Sea Port 4 0 0 0 0 0 0 4 .46

INMR

M1

Marmagoa -

Sea Port 632 8 0 142 80 15 123 1000 3609.7

INGGV

1

GANGAVAR

AM PORT -

Sea Port

0 0 3 0 2 0 11 16 620.9

INTUT

1

Tuticorin -

Sea Port 4157 1139 154

474

9

240

5 347 1989

1494

0

20091.

02

Printed on : 08/07/2014

Report ID : all_india_dbk_pend_as_on07072014

63

Indian Customs EDI System - Exports

All India

Drawback Pendency Report

LEO given on or before- 07/07/2014

Site

ID Site Name

No. of SBs in Queue

Tot

al

SBs

Total

DBK EG

M

EGM

ERR

OR

SAMP

LE

DB

K

AC

DB

K

SU

P

SCRO

LL IN

QUE

RY

REPL

Y

INVT

Z1

Visakhapatnam - Sea

Port 255 113 7 533 677 63 858

250

6

7699.

72

INPT

PB

Petrapole LCS –

Border 596 0 215

148

7

320

3 1580 8327

154

08

15362

.83

INKA

R6

Karur ICD - ICD /

CFS 158 0 0 3 0 141 0 302

279.5

2

INILP

6

Tiruvallur-ILP ICD -

ICD / CFS 676 0 0 373

174

2 571 26

338

8

2284.

13

INGN

R6

LIPL/MARRIPLEM

GUNTUR - ICD /

CFS

343 1 0 10 0 15 0 369 303.9

6

Rs. in Lakhs

64

INEN

R1 Ennore - Sea Port 29 5 0 294 5 29 75 437

6040.

76

INKR

K1 Karaikal - Sea Port 11 2 0 1 1 6 0 21

164.7

3

INBV

C6

CONCR-

ICD/BALLABGARH

- ICD / CFS

17 1 0 0 4 1 2 25 38.81

INKR

I1

Krishnapatnam - Sea

Port 188 125 0 356 431 0 64

116

4

2021.

39

INJN

R4

Nashik-Janori ACC -

Air Cargo 0 0 0 0 0 0 0 0 0

INAK

V6

Ankleshwar ICD -

ICD / CFS 351 23 6 153 147 1 52 733

529.1

6

INSA

C6

Sachin (Surat) - ICD /

CFS 0 0 0 0 0 0 0 0 0

INBF

R6

M/S GRFL, ICD,

BALLA - ICD / CFS 52 1 1 0 49 0 21 124

119.4

2

INTV

T6

ICD TONDIARPET

CHENN - ICD / CFS 808 281 0 373 304 204 382

235

2

2091.

33

INPN

K6

KLPPL PANKI - ICD

/ CFS 466 26 19 142 76 222 220

117

1

2453.

57

INHA

S6

HASSAN ICD - ICD

/ CFS 0 0 0 0 0 0 0 0 0

65

INKA

T1

KATTUPALLI

PORT - Sea Port 15 0 0 0 11 0 3 29 46.29

INHZ

R6

ICD

HAZIRA/SURAT -

ICD / CFS

0 0 0 0 0 0 0 0 0

INDU

R6

ICD Durgapur - ICD /

CFS 231 3 0 0 43 0 6 283

576.2

8

INKB

C6

ICD HAZIRA - ICD /

CFS 128 0 0 0 3 2 0 133

125.4

2

INTC

R6

M/S TICS, ICD

MATHIL - ICD /

CFS

8 0 0 1 14 2 0 25 2.3

INHZ

A1

HAZIRA, SURAT -

Sea Port 274 1 55 27 287 202 12 858

1131.

02

Printed on : 08/07/2014

Report ID : all_india_dbk_pend_as_on07072014

66

Indian Customs EDI System - Exports

All India

Drawback Pendency Report

LEO given on or before- 07/07/2014

Site ID Site Name

No. of SBs in Queue

Total

SBs

Total

DBK EG

M

EGM

ERR

OR

SAMP

LE

DB

K

AC

DB

K

SU

P

SCRO

LL IN

QUE

RY

REPL

Y

INAM

G6

Amingaon

(Gauhati) -

ICD / CFS

30 15 0 0 679 155 0 879 570.16

INVTZ

4

Visakhapatnam

- Air Cargo 0 0 0 0 0 0 0 0 0

INBE

D1 Bedi - Sea Port 0 0 0 0 0 0 0 0 0

INTM

X6

ICD,

THIMMAPUR

, - ICD / CFS

26 0 0 4 5 0 0 35 41.79

INJBN

B

Jogbani –

Border 77 0 0 74 4 1 91 247 311.44

INDPC DPC BKC 0 0 0 0 0 0 0 0 0

Rs. in Lakhs

67

4 Mumbai - Air

Cargo

INLO

N6

ICD Loni -

ICD / CFS 350 33 0 60 419 4 353 1219 1279.42

INSK

D6

ICD

KALINGANA

GAR - ICD /

CFS

0 0 0 0 0 0 0 0 0

INCCJ

4 Kozhikode 10 6 0 0 132 72 14 234 3.48

INKY

M6

KOTTAYAM

- ICD / CFS 16 0 0 3 0 1 3 23 5.34

INPM

P6

Pimpri - ICD /

CFS 52 0 0 0 0 0 0 52 27.7

INRT

M6

CONCOR ICD

RATLAM -

ICD / CFS

26 0 0 0 80 0 0 106 47.41

Grand Total : 6699

57

582312.

12

Printed on : 08/07/2014

Report ID : all_india_dbk_pend_as_on07072014

68

3.7 STUFFING OF CARGO

CARDBOARD CARTONS.

Cardboard cartons are probably the easiest type of cargo to stuff in containers,

especially when the cartons are of equal size. Because of their routine nature,

however, basic stuffing techniques are often overlooked. Cargo handlers should

preplan the load and establish the stuffing pattern. The weight should be evenly

distributed throughout the container. Cargo handlers should ensure that, if possible,

the load is tight and square from front to back and from wall to wall. The cases should

be either turned or staggered when stuffed to produce lacing effect, which gives the

load more stability and reduces shifting. Figure 12-1 shows the bonded block stuffing

method, which is highly recommended when stuffing loose cartons.

PALLETIZED CARGO.

Cartons and cases that are unitized are normally the best cargo for stuffing,

unstuffing, stabilizing in transit, and warehousing. As with a manually-stacked load,

the cases should be interlocked in each unit to reduce shifting. Unitized cargo should

be secured with banding or shrink wrap. Cargo handlers will use uniform pallet-load

heights to obtain maximum use of container cube when palletized loads are placed in

containers . Better cargo cube capacity can be obtained by using a pallet-load height

of 43 inches instead of the 54-inch pallet-load height used in break-bulk shipments.

The pallet-load height of 54 inches is too high for double-stacking in a container and

results in the loss of valuable cargo cube capacity.

69

Bonded block method of stuffing cardboard cartons

Cube utilization

BAGGED, SACKED, AND BALED CARGO. The stuffing methods are as follows:

a. Cargo handlers ensure that cargo consisting of bags, sacks, and bales is laced on

dunnage--either racks, pallets, or packing material. The cargo should be stuffed in

cross-tiers as shown in . The cross-tier method provides the most stability. It is

customarily used for less-than-full container loads of bagged cargo, and for a full load

at the rear, to minimize the possibility of cargo shifting.

b. As with most other types of cargo, container loads of bagged material should be

braced across the door to prevent the bags from falling out when the container is

opened. Cargo handlers should also—

70

Cross-tier stuffing

Use sufficient dunnage layers on the container deck to provide a sump area for

condensate drainage.

Separate bags, sacks, or bales from other cargo by using partitions or auxiliary decks.

When stuffing bales, provide dividers between rows and tiers to prevent chafing and

friction between metal bands or strapping.

Flatten Bags.

DRUMS. The stuffing methods are as follows:

a. Place drums tightly against each other to avoid shifting (see Figure 12-4). Drums

and barrels containing petroleum products are not shipped in the same container with

general cargo.

Drums stuffed tightly to prevent shifting

b. If there is any unused floor space, brace the load with chocks to prevent the drums

from tipping or shifting. Drums should be placed upright with the bungs on top,

packed tightly, and, preferably, palletized. Personnel will use flatrack containers, if

available, for high-density loads since unstuffing is facilitated with this type of

container. Consistent with the weight limitations of the container and individual state

highway restrictions, it may be possible to double-tier palletized drums depending on

71

the commodity density. These drums must, however, be properly stacked and tied

down.

c. When double-stacked drums are not unitized, place dunnage between tiers. This

dunnage increases the amount of weight-bearing surface and reduces sliding. The

drums on the second tier must also be packed tightly.

d. Handle pails and fiberboard drums in the same manner as regular drums. However,

since most pails and fiberboard drums have ridged, interlocking chines, do not use

dunnage between tiers so that the top and bottom rims can interlock.

e. When checking fiberboard drums, personnel should be aware that banding can

sometimes cut the drums. It is recommended that fiberboard drums be chocked by use

of a bulkhead (Figure 12-5). On double-stacked fiberboard drums, personnel may use

a stand chock. The bottom tier should be tight to give support to the stand chock.

Bulkhead constructed to support load

WOODEN BOXES AND CRATES.

When stuffing a container with wooden boxes and crates, place the heavy items on the

container floor with the pallet access openings facing the container door. If the crates

are of uniform size and weight, they should be stacked directly one on top of the other.

Personnel should never place a heavy box or crate so that it rests on top and inside the

four corners of the box beneath it. Dense crate loads may require dunnage over the

lower level of crates to prevent damage.

a. Stuff small, unpalletized boxes and crates in much the same manner as cartons and

place them on their sides or ends to maximize space, provided vendor instructions do

not prohibit it.

72

b. As a general rule, place boxes and crates containing liquids that may leak on the

bottom of the load. As with other types of cargo, the load should be braced to prevent

boxes and crates from falling out when the container is opened at destination.

c. Figure 12-6 shows stuffing arrangements of various sizes of boxes and crates.

Methods for stuffing various sizes of wooden boxes and crates (rear view)

MACHINERY AND HEAVY-END ITEMS. Loads must be carefully preplanned

when machinery and heavy-end items are to be stuffed into containers. In addition to

equipment that may be irregular in shape, high-density components may reach the

weight capacity of the container or the highway limitations imposed by individual

states and countries before achieving the desired cube capacity of the container.

a. Extreme weight will not in itself hold the cargo in place. Ensure that heavy cargo is

securely braced and blocked on all sides to prevent any lateral or lengthwise motion,

since its concentrated weight will cause major damage if the load shifts. Deck cleats

and chocking should prevent lateral and fore-and-aft movement. The use of tie-downs

and metal strapping should prevent vertical movement.

b. All shoring and bracing must bear on a structural member of the container and not

on the panel sides of the container alone.

73

c. Heavy cargo, though requiring no extra crating or boxing, should be placed on

cradles or skids so the extreme weight is further distributed over a larger area

d. In some instances, extremely dense items may need to be bolted to the container

floors. Personnel should not do this without approval of the carrier.

Distribution of heavy loads in containers

The exact method for securing vehicles in containers depends on the type and size of

the vehicle being shipped; however, the following general rules apply:

Load vehicles into the container facing out to allow for quick loading.

Place vehicles in gear with the hand brakes set.

Disconnect battery and tape the cable terminals.

Drain the fuel level to no more than 1/4 tank.

Remove or protect breakable parts such as exterior mirrors and antennas.

Secure vehicles to the floor to include chocking the wheels on all four sides so that

lateral or lengthwise movement is possible.

Stack small vehicles in a standard container to obtain maximum cube use.

MIXED COMMODITIES. To achieve maximum cube use, more than one commodity

will often stuff into the same container.

a. Along with the general stuffing techniques listed throughout this section, the

following guidelines should be followed when stuffing mixed commodities:

74

Never stuff a commodity giving off an odor with a commodity that would be affected

by an odor. Certain cargo can be contaminated by contact with oil, dust, or vapors.

When stuffing commodities with different packaging (cartons with crates), be sure to

use dunnage between the different kinds to separate them and prevent damage

If wet and dry cargoes are stuffed in the same containers, use dunnage to separate the

commodities.

Container doors are not to be used to secure loads. You can use bullboards wedged in

container doorposts and plywood sheets or pallets to prevent mixed or boxed cargo

from contacting the container door.

Do not stow hazardous materials of different classes in the same container if any

segregation requirements are shown in the IMDG code for the different classes

involved.

Fig. Dunnage separating mixed commodities

b. Sound judgment is the most important basis for determining when commodities can

be mixed and what stuffing method is the best to be used to ensure the arrival of cargo

at its destination without any damage.

PERISHABLES. The refrigerator container should be inspected for cleanliness and

should be pre-cooled before loading. Some containers have drain holes in the bottom

for cleaning purposes. Since these holes permit the entry of outside air and affect the

temperature, they must be plugged before cargo is loaded in the container. The cargo

should then be loaded as quickly as possible into the container, normally without

lathing or dunnage placed between rows or layers of cargo. The cargo should not be

packed tightly to the interior roof of the containers or hard against the doors, because

sufficient air space must be left to provide proper air circulation within the container .

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a. Frozen foods do not generate heat. Stowing boxes of frozen commodities tightly

will prevent heat entry and surround the items with a blanket of cold air

b. When loading is completed, the clerk closes the doors and affixes the seal. On the

record chart, the clerk writes the date and time of loading, temperature setting, and the

name and voyage number of the vessel on which the container will be loaded.

Fig: Stuffing perishable commodities

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chapter 4

FINDINGS

(4.1) OBSERVATION

Port details (visited)

NAME OF THE PORT : Kozhikode beypore port

WATER LOCATION : Laccadives sea (Arabian sea)

ANCHORAGE DEPTH: 6.4M-7.6M

CARGO PIER DEPTH : 3.4m-4.6m

OIL TERMINAL DEPTH : 3.4m-4.6m

DRY DOCK : N/A

HARBOUR SIZE : very small

RAILWAY SIZE : N/A

HARBOUR TYPE : open roadstead

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4.2

ARTICLE : (THE HINDU NEWSPAPER)

Lakshadweep keen on a flourishing Beypore

port

From supply of provisions to medical treatment, the residents of Lakshadweep

depend on the mainland for almost all their daily needs. It is imperative to

ensure the efficiency of water transport to meet these needs. The development

of the Beypore port, which is the main connecting point for the islands, has

been a longstanding demand of the residents.

The extension of the special berth for Lakshadweep at the port and deepening

of the draught has failed to take off despite various proposals and fund

allocation from the government.

“The islanders have generations of trade and cultural relations with the people

of Kozhikode. The passenger movement remains high all through the year, with

peaks attained during vacations and during festivals like Ramzan or Onam. But

we still depend on smaller vessels because the bigger ones cannot berth at

Beypore. Even these are irregular and get delayed for days,” says Mohammed

Sadique, a doctor from the Kalpeni island in Lakshadweep and national

secretary of the Nationalist Congress Party (NCP).

Islanders say the lack of improvement in facilities at Beypore has resulted in

Kochi gradually replacing Kozhikode as the main connecting centre.

“Even after shifting Lakshadweep’s headquarters from Kozhikode to the

islands in 1965, some of the major units continued to run out of here. But these

shifted to Kochi in 1977 because big vessels can come to the port there. Many

of us end up travelling to Kozhikode through Kochi or Mangalore because of

the lack of enough ships. All our major needs are centred on Kozhikode,

including the courts, Hajj embarkation point, trade, and many educational

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institutions affiliated to Calicut University,” says K.P. Muthukoya, chief

coordinator, Malabar Dweep Welfare Centre. Dr. Sadique says the Government

Medical College, Kozhikode, even used to have a special ward for patients

from Lakshadweep.

INORDINATE DELAYS

Vessel owners also have their share of grievances regarding the facilities at the

existing port.

“The first thing to be done is a comparison study with the Mangalore port,

especially on the issue of delays. A vessel that comes to Mangalore leaves the

very next day whereas in Beypore, it remains stuck for days for one reason or

the other. There are no facilities for passengers also. The ticketing counter that

witnesses long queues for days is testimony to the inept handling of operations

here,” says Syed Mohammed Shameel, advisor of the Vessel Owner’s and

Cargo Agent’s Contractors Association.

The labour charge is also double the amount in other ports and it directly

affects the prices of essential commodities on the islands. In 2010, the Central

government had sanctioned Rs.16 crore, out of a total of Rs.46 crore for the

development of the Lakshadweep berth at Beypore. But, this is still deposited

with the Central Public Works Department (CPWD).

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(4.2) MAJOR EXPORTS AND IMPORTS

In the case of Beypore port there is very less role for the customs as most of the

cargoes are transhipped between domestic ports

Exporting cargoes are mainly food items like bread ,wheat, rice, poultry feeds, cattle

feeds , cement ,bakery items, fresh drinking mineral water bottles, oil products like

petroleum, diesel, kerosene , edible oil, vegetables etc

Importing cargoes are mainly marine foods, soda ash light, etc

(4.3) MAJOR PORTS IN OPERATION

COCHIN PORT : KOCHI

KAVARATHI PORT : LAKSHADWEEP

KOTTYAM PORT : KOTTYAM

MUMBAI PORT : MAHARASHTRA

JNPT MUMBAI : MAHARASHTRA

KANDLA PORT : GUJARAT

MINICOY PORT : LAKSHADWEEP

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81

82

BEYPORE PORT ENTRANCE

BREAK BULK CARGO (WHEAT) LOADING

83

STORAGE OF CARHOES IN WAREHOUSE AND BARRELS

84

85

Chapter 5

(5.1) LIMITATION

No proper infrastructure

Study is on the customs house agents

Its related with export and import procedure which have many clauses

Study is related to only Indian maritime industry

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(5.2) SUGGESTIONS

The government should approve a reasonable budget and it should be satisfactory

In case of Kozhikode port continuous dredging should be done so they can allow

more ships

Should reduce the number of union and other organization in-side shipping industry

Every shipping agency should follow the just in time (JIT) concept in order to make

shipment faster and easier

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CHAPTER (6) CONCLUSION

Customs duties levied by central government import of goods into and export of

goods from, India

Customs house agent have become an extended arm of customs department

It made the export and import clearance more easier than before

Procedure naturally varies depending on mode of import or export

To promote and protect the interest of exporters and importers

Coastal logistics have to be improved in a country like India who is having a huge

coastal area connecting various world

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6.1 Reference :

Maritime logistics : Dong-Wook Song & Photis M Panayides

Elements of shipping : Alan E.Branch

Cargo work : David J.House

ICEGATE official web site

Prof : Prem kumar notes

Beyore port authority

Lakshadweep port authority web site

Line mint & the wallstreet journel

89

6.2 Bibliography

JOURNALS CONSULTED

The Hindu survey of south Indian sea orts

Line mint & wall street journal

Times shipping journal

BOOKS CONSULTED

Maritime logistics : Dong- Wook Song & Photis M Panayides

Elements of shipping : Alan E. Branch

Cargo work : David J. House

WEBSITE CONSULTED

ICEGATE official web site

Lakshadweep port authority web site

Wikipedia

IMO official