Import export procedure flowchart

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TABLE OF CONTENTS
1. BACKGROUND ................................................................................................................1
1.1. Terms of Reference..................................................................................................2
2. INTRODUCTION..............................................................................................................3
2.1. Indian Port Sector ....................................................................................................3
2.2. Cargo Profile at Indian Ports ...................................................................................3
2.3. Stakeholders of the Port Sector................................................................................3
2.4. Ex-Im Procedures at the ports..................................................................................3
3. DWELL TIME AND EFFICIENCY AT PORTS...........................................................5
3.1. Concept and Introduction.........................................................................................5
3.2. Definition of Dwell Time.........................................................................................5
3.2.1 Comparison Of Average Dwell Time at Indian Major Ports.......................6
3.3. Port Efficiency Parameters ......................................................................................7
3.3.1 Pre-Berthing Detention................................................................................7
3.3.2 Non Working Time of Vessels At Berth.....................................................7
3.3.3 Turn Round Time (TRT) .............................................................................8
3.3.4 Output Per Ship Berth Day .........................................................................8
3.3.5 Efficiency Parameters – Inter-Dependency .................................................8
4. INTERNATIONAL AND INDIAN PORTS – A COMPARATIVE ANALYSIS......10
4.1 Standards at some International Ports....................................................................10
4.2 International Ports - Overview..............................................................................10
4.2.1 e-Environment With ERP for Port Operations: .........................................10
4.2.2. Port Infrastructure and Superstructures ....................................................13
4.2.3. Quantum of traffic......................................................................................14
4.2.3.1 Cargo traffic:.............................................................................................14
4.2.3.2 Vessel Traffic:...........................................................................................14
4.2.4 Dwell Time Comparison with International Ports:...................................15
4.2.5 Level of Mechanization: ............................................................................15
4.2.6 Space- not a constraint:..............................................................................15
4.2.7 Evacuation of Cargo: .................................................................................15
4.2.8 Regulatory Practices: .................................................................................16
4.3. A Comparative analysis of International Port viz-a-viz Indian Major Ports:........16
4.4. Business Process Flow At Indian Container Terminals: .......................................18
4.5. Constraints in achieving the International norms ..................................................25
5. ANALYSIS OF FACTORS CONTRIBUTING TO DWELL TIME AND
PORT’S EFFICIENCY...................................................................................................26
5.1 Analysis of Factors Attributable To Port...............................................................26
5.1.1. Infrastructure Constraints ..........................................................................26
5.1.1.1. Inadequate Port Capacity...........................................................................26
5.1.1.2 Inadequate Navigational Aids And Facilities:...........................................26
5.1.1.3 Bunching Of Vessels.................................................................................27
5.1.1.4 Poor Road Network Within The Port.........................................................27

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5.1.1.5 Low Cargo Handling Capabilities ............................................................27
5.1.2.1. Inadequate Cargo Handling Equipments / Machinery...............................27
5.1.2.2. High Down Time of Equipments..............................................................28
5.1.2.3. Low Labour Productivity..........................................................................28
5.1.2.4. Shortage of Storage Space ........................................................................28
5.1.2.5. Regulatory restrictions on Operation Time ..............................................28
5.1.3. Low IT Application ..................................................................................29
5.1.3.1. Insufficient IT implementation in Port Operations...................................29
5.1.3.2. Partial Implementation Of EDI.................................................................29
5.1.3.3. Too many Manual Documents:..................................................................30
5.1.3.4. Systems and Procedures: ...........................................................................30
5.1.3.5. Limited Time For Payment And Documentation: .....................................30
5.2. Factors Attributable to Other Stakeholders ...........................................................30
5.2.1. Cargo Evacuation / Aggregation Constraints ............................................30
5.2.1.1. Non- Aggregation of Cargo in time...........................................................30
5.2.1.2. Slow evacuation of cargoes from the areas leased / licensed to Users......31
5.2.1.3. Document Readiness..................................................................................31
5.2.1.4. Mismatch at transfer points........................................................................31
5.2.2. Statutory Inspection And Procedures ........................................................31
5.2.2.1 Procedural Formalities of Regulatory Authorities................................31
5.2.2.2 Limited working hours by Customs and other Govt. Agencies.................31
5.2.2.3. Lack of inspection / testing facilities for Edible / Plant / Drugs at the
port 32
5.2.2.4 Restrictions by Local Bodies .....................................................................32
5.2.3. Deployment Of Private Cargo Handling Equipments ...............................32
5.2.3.1 Delay in mobilization of Equipments & trucks by Stevedores..................32
5.2.4. Inadequate IT implementation...................................................................32
5.2.5. Shortage of Railway Wagons/Rakes/Heavy duty trucks ...........................33
5.2.6. Manual Customs Examination of Containers ............................................33
5.2.7. Poor / Inadequate Hard infrastructure (Road / Rail Network)...................33
5.2.8. Other Factors.............................................................................................33
5.2.8.1. Onboard Stowage of Cargo........................................................................33
5.2.8.2. Draught Survey..........................................................................................33
5.2.8.3. Cargo unlashing and lashing......................................................................33
5.2.8.4. Delays in Confirmation of loading / unloading plan .................................34
5.2.8.5. Ballasting / Deballasting............................................................................34
5.2.8.6. Liquid bulk vessels delayed for want of Ullage, Flushing and Survey .....34
6. INITIATIVES UNDERTAKEN BY THE DEPARTMENT OF SHIPPING.............35
7. RECOMMENDATIONS.................................................................................................36
7.1. Short Term Measures - Port Account .......................................................................36
7.1.1 Reduction of Non-working time and improvement of Output per Ship
Berthday 36
7.1.2. 24 X 365 – Round the clock port working.................................................37
7.1.4 Strengthen the roads to and within the Ports .............................................37
7.1.5 Improve labour productivity ......................................................................37
7.1.6. IT as a strategic weapon In the Port Sector ...............................................38
7.1.7. Norms for Stevedoring License ................................................................39
7.1.8. Creation of Off-Dock Facilities for Bulk/Break-Bulk Cargoes................40

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7.2 Short Term Measure – Non – Port Account ..........................................................40
7.2.1. 24 X 365 – Round the clock port working...............................................40
7.2.2. Stipulate age of vessels calling at the port................................................40
7.5 Estimated Reduction:.............................................................................................41
7.6 Benefits ..................................................................................................................41
7.6.1. All Stakeholders to be benefited...............................................................41
7.6.2. Nation.........................................................................................................41
7.6.3. Ports & Terminals......................................................................................41
7.6.4. Importer / Exporter ....................................................................................42
7.6.5. Transport Operators ...................................................................................42
7.6.6. Other Stakeholders:....................................................................................42
APPENDIX – 1: CARGO TRAFFIC AT INDIAN PORTS .............................................43
1.1. Break-up of cargo handled at Indian Major Ports for 2005-06..............................43
1.2. Traffic handled at Minor and Intermediate Ports during 2005-2006.....................43
APPENDIX – 2 :- STAKEHOLDERS AND THEIR ROLES.......................................44
APPENDIX – 3: IMPORT – EXPORT PROCEDURES.................................................47
3.1 Flow Chart For Import Bulk / Break Bulk.............................................................47
3.1.1 General Port Procedure for Import - Bulk / Break Bulk Cargo.................48
3.2. Flow Chart for Import Flow of containers.............................................................49
3.2.1 General Port Procedure for Import - Container ........................................50
APPENDIX – 3A: TIME STUDY FOR PORT’S ROLE IN HANDLING
CONTAINERS.................................................................................................................52
3.3.1 General Procedure for Export - Bulk / Break Bulk Cargo.........................55
3.4. Flow Chart for Export Flow of containers.............................................................56
3.4.1. General Procedure for Export – Containers...............................................57
APPENDIX–4: PORT EFFICIENCY PARAMETERS..................................................59
4.1. Pre-Berthing Time on Port a/c and Non-port a/c...................................................59
4.2 AVERAGE NON-WORKING TIME (Port Account And Non-Port Account). ...60
4.3. Turn Round Time at Indian Ports (Port account & Non-Port account).................61
4.4. The Average Output per Ship Berth Day (OSB) ...................................................62
4.5. TRT (over all) for the major ports are given below for the year 2005-06.............63
4.6. Port Capacity: ........................................................................................................64
APPENDIX – 5: DETAILS OF PROPOSED REDUCTION OF DOCUMENTS IN
PORTS 65
APPENDIX – 6: DOCUMENTS INVOLVED...................................................................67
6.1 Documents involved in each stage of voyage:.......................................................67
6.2 Documentation - Import Cargo..............................................................................70
6.3 Documentation - Export Cargo..............................................................................71

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APPENDIX 7: READY RECKONER .............................................................................72
7.1. Reduction of TRT and Dwell Time at 25% reduced NWT and 10% increased
OSB 72
APPENDIX 8:- ELECTRONIC DATA INTERCHANGE AND PORT
COMMUNITY SYSTEM................................................................................................73
8.1 Introduction............................................................................................................73
8.1.1 Electronic Commerce (EC)/Electronic Data Interchange (EDI) ...............73
8.1.2 Towards Integration- Port Community System.........................................74
8.1.3 Electronic Data Interchange (EDI) in Indian Major Ports:........................76
8.1.4 Status of EDI and Internal automation ......................................................76
8.1.5 Messages For Information Exchange In PCS............................................78
APPENDIX – 9: FLOW-THROUGH GATE SYSTEM:.................................................83
APPENDIX – 10 RECOMMENDATION TO IMPROVE THE EFFICIENCY OF
THE PORT 84
10.1. Other Measures – Port Account.................................................................84
10.1.1. Augmenting capacity at ports ....................................................................84
10.2. Other Measures – Non- Port Account........................................................85
10.2.2. Create Exclusive Cargo Freight Corridor..................................................85
10.2.3. Introduce Heavy Axle Trucks/Wagons.....................................................86
10.2.4. Introduce Unified Transmission Form.......................................................86
APPENDIX – 11: ABBREVIATIONS...................................................................................3

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LIST OF FIGURES
Figure 3.1: The distribution of cargoes handled by Indian Major Ports in 2005-06.......... 5
Figure. 3.3.5: Turn Round Time Diagrammatic Representation..................................... 9
Figure. 4.2.1 (a): Core wokflow of Port Logistics.......................................................... 11
Figure. 4.2.1. (b) The document flow for import and export process............................ 13
Figure 4.4 (a) Workflow adopted by JNPT – Import Container...................................... 19
Figure 4.4 (b) Workflow adopted by JNPT – Export Container...................................... 20
Figure 4.4 c) Process flow Delivery Container - GTI ..................................................... 21
Figure. 4.4 (d): Process flow of Gate in Containers of Gateway Terminals.................. 22
Figure. 4.4 (e): Import flow of Containers at CCTPL .................................................... 23
Figure. 4.4 (f): Export flow of Containers at CCTPL ..................................................... 24
Figure: 7.1.7. Single Window Environment for Port Users ........................................... 39
Figure 3.1: Flow chart for the General Import Process.................................................. 47
Figure 3.2: Flow Chart for import flow of containers...................................................... 49
Figure 3 A (a): Time study for Port’s role in handling containers-Import ....................... 52
Figure 3 A (b): Time study for Port’s role in handling containers-Export ....................... 53
Figure 3.3.: Flow Chart for Export Bulk/Break Bulk ....................................................... 54
Figure 3.4: Flow Chart for Export FLOW OF CONTAINERS........................................ 56
LIST OF TABLES
Table 3.2.1: Average Dwell Time in Indian Ports-Combined for Licenced area and
Terminal ............................................................................................................... 6
Table 4.2.3.1. : Comparison of Cargo Traffic of Indian Ports with International Ports –
2005 ................................................................................................................... 14
Table 4.2.4 : Comparison with International Ports......................................................... 15
Table 5.1.2.1: Details of QC Productivity and vessel rate ............................................. 27
Table 1.1: Cargo Traffic at Major Ports – (2005-06)...................................................... 43
Table 1.2: Traffic handled at Minor and Intermediate Port during 2005-06 ................... 43
Table 4.1 : Average Pre-Berthing Detention Time at Major Ports in 2005-06................ 59
Table 4.3: Turn Round Time at Indian Ports during 2005-2006. ................................... 61
Table 4.4. Average Output Per Ship Berthday during 2005-06. .................................... 62
Table 4.5: Components of Trun Round Time ................................................................ 63
Table 4.6: Commodity wise Capacity of Major Ports 2004-05 & 2005-06 ..................... 64
Table 5: Details of Proposed Reduction of Documents in Ports.................................... 66
Table 7.1.: Turn Round Time Analysis – OVRERALL ................................................... 72

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1. BACKGROUND
In the meeting of the Committee on Infrastructure held on 16th
February,
2006, it was decided that an Inter Ministerial Group (IMG) under the chairmanship of
Secretary Shipping be constituted to make recommendations for reducing the total
dwell time at Ports and to bring it in line with International Standards. Accordingly,
an Inter-Ministerial Group was constituted on 13th
March 2006. It was required to
submit its report by 31st
May 2006. The composition of the IMG was as follows:
(i) Secretary (Shipping) - Chairman
(ii) Member Secretary, Planning Commission (or his representative)
(iii) Chairman Railway Board (or his representative)
(iv) Secretary, Department of Economic Affairs
(v) Secretary, Commerce
(vi) Secretary, Revenue.
The meetings of the group were held on 15.5.2006, 29.5.2006, 29.6.2006,
31.10.2006, 24.11.2007 and 25.01.2007 amongst the Members and core group of
officers.
Detailed discussions were held with the representatives of the Major Ports
and the Port Users to get a better appreciation of the issues involved and to identify
the measures required for reducing the dwell time at the Ports. Two separate teams
of officers were also deputed to visit Rotterdam and Singapore Ports to study various
aspects of dwell time at these ports.
Issues concerning the dwell time at the Ports and measure for its improvement
were discussed in the meetings held with stakeholders and representatives and
members of IMG. The different components of the dwell time at various stages
involving different agencies were reviewed. A comparison was also made with the
procedures followed in Ports in other countries.

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1.1. Terms of Reference
To analyze the efficiency of the Major Ports in the country and to identify the
factors affecting the performance.
To recommend measures to be adopted for improving the efficiency at ports.
To identify the factors effecting port’s efficiency and suggest measures to
improve the efficiency.
To analyze the dwell time of cargo / containers at Indian Ports and to arrive at
the factors contributing to the high dwell time and recommend measures for
reducing the dwell time and improve the efficiency at major ports.

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2. INTRODUCTION
2.1. Indian Port Sector
Ports in India are classified as major or minor on the basis of ownership. The
Government of India wholly owns the 12 Major ports. While the Major Port Trust Act
of 1963 governs the eleven Major Ports, the 12th port viz. is the only corporate port
that is administered by the provisions of Companies Act. The ownership of the non-
major ports is essentially under the jurisdiction of the respective Maritime Board of
the State Governments.
2.2. Cargo Profile at Indian Ports
The volume of cargo handled at the Indian ports has witnessed CAGR of
10.67% in the last five years. Total cargo handled at the 12 Major Ports is 423.34
million tonnes in 2005-06 against 383.7 million tonnes handled in 2004-05. The
cargo profile at Indian major & minor ports for the year 2005-06 is exhibited in Tables
1.1 & 1.2 of Appendix-1. The share of the minor ports is growing steadily and is
almost 25% of the Indian maritime trade.
2.3. Stakeholders of the Port Sector
Port authorities are one of the important stakeholders in the supply chain
logistics, whose performance is a key factor in determining the efficiency of the
system. The identified stakeholders and their role in port logistics chain are listed in
Appendix -2.
2.4. Ex-Im Procedures at the ports
The Major Ports are ISO certified and the port procedures in conjunction with
Customs procedures are intended to provide definite predictable methods by which
cargoes can be handled and cleared through seaports on payment of applicable
Custom duties, port charges for vessels as well as cargo, abiding by the laws of the
land.
Ports are Custom notified places under Section 7 of the Customs Act 1962.
Ports are the custodians of cargo appointed by Customs under Section 45 of the
Customs Act 1962 for safe storage of goods till they are delivered. The respective
ports prescribes the procedures under Major Port Trusts Act of 1963 for the handling
of vessels and cargo, delivery and admittance of cargo at the port in conjunction with
the Customs procedures for clearance of cargo.
All services rendered by the Major Ports are payable in accordance with the
rates approved by TAMP. The Steamer Agents intimate the port regarding the arrival
of the vessel. The port extends desired facilities for vessel and cargo operations on
payment of applicable vessel related charges on grant of permission by Customs.
On payment of applicable stevedoring charges and other service charges, the
Stevedore’s request for provision of port labour for the cargo discharge and loading
operations.

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The Clearing and Forwarding Agent move the cargo in or out of the port after
completing the formalities for clearance of cargo at Customs. Wharfage charges are
the basic dues on the cargo passing through the port. In imports, cargo is delivered
on receipt of Out of Charge order from Customs and in exports, cargo is loaded on
receipt of Let Export Order / Passed for Shipment (or) Allowed for Shipment.
Manual processing, multiple physical interfaces and redundancy characterize
the Ex-im processes at Indian Ports. Bottlenecks and limited use of information
technology in the processes hamper the seamless transfer of cargo in the supply
chain logistics. General procedures for import & export streams of containers, Bulk
and Break Bulk cargoes have been listed and explained with the help of respective
process flow charts in Appendix 3.

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3. DWELL TIME AND EFFICIENCY AT PORTS
3.1. Concept and Introduction
Maritime trade contributes more than 90% of the total volume of the ex-im
trade. Cargoes are transported in bulk, break bulk and containerized forms. The
cargo handled at the Major Port Trusts in 2005-06 was 423.34 million tonnes. The
break-up is illustrated in the pie diagram below.
Cargo Distribution for 2005-06 ( in MT)
16%
69.37
34%
142.08
15%
61.98
35%
150.12
Liquid Bulk Break Bulk Dry Bulk Container
Total Traffic in Major Indian Ports 423 MT
Figure 3.1: The distribution of cargoes handled by Indian Major Ports in 2005-06
3.2. Definition of Dwell Time
The duration for which an entity stays in the port for service is called dwell
time of the entity. In the port parlance, the entities are mainly the vessel and cargo /
containers.
Cargo / Container related dwell time
The time cargo / container remains in a terminal’s in-transit storage
area while awaiting shipment by vessels in exports or evacuation by rail / road
in imports.
Vessel related dwell time
From the time a vessel reports at anchorage to the time it is cast-off
from the berth, is the Turn Round Time for the vessel.
Dwell time of cargo/container and vessel broadly reflects the efficiency of the
port. Thus measures adopted to reduce the dwell time have an influence on the
efficiency of the port.

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3.2.1 Comparison Of Average Dwell Time at Indian Major Ports
The Dwell Time at Indian Ports for 2005-06:
AVERAGE DWELL TIME IN INDIAN PORTS -COMBINED FOR LICENCED AREA,
TRANSIT AREA AND TERMINAL (2005-06) (IN DAYS)
Sl.No. PORT Dry Bulk Break Bulk Container*
Import Export Import Export Import Export
Indian Major Ports WH-LA Terminal WH-LA Terminal WH-LA Terminal WH-LA Terminal
1 TPT NA 3 NA NA 7 5 NA NA 1.18 3
2 CHPT 50 3 30 3 15 7 15 7 3 4.5
3 MGPT 50 3.5 18 3 NA NA NA NA NA NA
4 PPT 45 3 30 3 NA NA NA NA NA NA
5 MBPT NA 4 NA NA 7 7 7 7 1.2 7
6 JNPT NA NA NA NA NA NA NA NA 1.5 6
7 KANDLA 60 4 7 6 6 7 11 7 5 1
8 HALDIA 30 3 30 3 10 5 10 6 6.5 6.5
9 KOLKATTA NA NA NA NA 17 5 10 6 8.2 4.8
10 VPT 10 3 20 3 10 5 NA NA 3.8 2.3
11 NMPT 10 3 30 4 7 4 NA NA NA NA
12 COPT 25 3 NA NA NA NA NA NA 10 7
13 ENNORE NA 3 NA NA NA NA NA NA NA NA
Average 35 3.23 23.57 3.57 9.87 5.62 10.6 6.6 1.88* 3.78*
* Only ports with dedicated container terminals / BOT terminals / throughput greater than 40000 TEUs have been
taken into consideration.
NA – Not Available. WH- Warehouse; LA- Leased, TA-Transit Area
Table 3.2.1: Average Dwell Time in Indian Ports-Combined for Licenced area and Terminal
The above Table shows the dwell time at Indian Major Ports for the year
2005-06.
Average container Dwell Time at major container Terminals:
• Import = 1.88 days
• Export = 3.78 days
Average Dwell Time of Indian Ports for Dry Bulk/Break Bulk:
Import: Dry Bulk =35+3.23 = 38.23 days Break Bulk = 9.87+5.62= 15.49 days
Export: Dry Bulk =23.57+3.57= 27.14 days Break Bulk = 10.6 +6.6 = 17.2 days
It is pertinent to note that for liquid bulk cargoes dwell time is not an issue since in
most of the ports the cargo is pumped out of the port premises or to user tank farms
directly from the vessel.
Except in the case of Jawaharlal Port most of the container vessels calling on
the container terminals today are feeder line vessels from the nearby hub ports like
Singapore, Colombo, Penang etc. The average dwell time in major container
terminals is 1.88 (import) and 3.78 (export) days. Any reduction in dwell time would
reduce the transaction cost and also increase the capacity of the existing Port

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infrastructure. This in turn would facilitate the trade in general and will enhance the
competitiveness of Indian goods in the international markets.
It is observed that the port’s role in the entire logistics chain is barest minimum to
provide the infrastructure facilities for handling of vessels, containers and other
cargo. A detailed time study of the actual time taken by the port authority for handling
import and export containers in the container terminal was carried out. It revealed
that the total time taken by the port authority, cumulatively, is 3.5 to 5.5 hrs for import
and 3.3 to 5.3 hrs for export. Thus it can be observed that the rest of the time the
container dwells in the port is on the account of other stakeholders like shipping
agents, customs, Clearing agents / transporters etc who have to play their respective
roles in preparing & furnishing the requisite information to the port authority, arrange
for funds for making payment of port charges, arranging for transport etc. Appendix
3A gives the time taken for various activities taken by the port for handling containers
at the terminal.
3.3. Port Efficiency Parameters
The efficiency of any Port may be judged by the Parameters such as – Pre
Berthing Detention Time (PBD), Non-Working Time at Berth (NWT), Turn Round
Time (TRT) and Output per Ship Berth day (OSB) of the vessels.
While making comparison on the basis of indices of efficiency it is important to
note that ports differ significantly in their infrastructure, cargo mix, types of ships
calling at the Ports and nautical constraints etc. For these reasons, comparison of
the indices of efficiency parameters not only with international ports but also
amongst other Indian Ports may not be appropriate.
3.3.1 Pre-Berthing Detention
Definition:
“This is the time taken by a ship from its arrival at the anchorage (reporting
station) till it starts its movement to the working berth, i.e., operational berth. ”
Pre berthing Detention is a component of the Turn Round Time and any
increase in the PBD correspondingly increases the Turn Round Time. The Average
Pre Berthing Time on port account and non-port account at the Indian Major Ports for
the year 2005-06 is illustrated in Table 4.1 of Appendix-4. The factors contributing
towards port account and non-port account towards pre-berthing detention are listed
in the table.
3.3.2 Non Working Time of Vessels At Berth
Definition:
Non-working time is defined as sum of the “The Idle time from the time
of berthing to start of work, idle time during ship operation and idle time taken
from the time of completion of operations to sailing from berth together.

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The Average Non-working Time on port account and non-port account at the
Indian Major Ports for the year 2005-06 is listed in Table 4.2 of Appendix-4. The
factors contributing towards port account and non-port account towards Non-
Working Time are listed in the table.
3.3.3 Turn Round Time (TRT)
Definition:
The Turn Round Time of a vessel refers “to the time the vessel reports
at the anchorage to the time it sails out from the berth”.
The Average Turn Round Time on port account and non-port account at the
Indian Major Ports for the year 2005-06 is listed in Table 4.3 of Appendix-4. The
factors contributing towards port account and non-port account towards turn round
time are listed in the table.
From the data pertaining to the above three port efficiency parameters, it is
observed that the average PBD, NWT and TRT values especially on non-port
account are quite high, indicating that ships have to wait at anchorage or berth for
availing the services and under utilization of resources at Indian Ports. Ideally, the
berths should wait for ships and not the ships for berth. At the international Ports
there is no concept of PBD as sufficient infrastructure is available to service the
vessels as and when they arrive. NWT as also TRT at International Ports is low.
3.3.4 Output Per Ship Berth Day
Definition:
The average output per ship berth day is defined as the ratio of the
aggregate cargo to the total number of berth days.
The Average Output per Ship Berth Day (OSB) at the Major Indian Ports for
the year 2005-06 is listed in Table 4.4 of Appendix 4. The low values for OSB
indicate lower productivity and there is enough scope for improving the same by way
of minimizing the non-working time.
3.3.5 Efficiency Parameters – Inter-Dependency
The port efficiency parameters Turn Round Time (TRT), Pre-Berthing Time
(PBD), Output per Ship Berth day (OSB) and Non-Working Time (NWT) are inter-
dependent and factors affecting one parameter will have cascading effect on the
others. The main parameter of TRT can be fairly taken to indicate the efficiency of
the port since it reflects all the other components effectively. To make understanding
explicit, the following pictorial representation of the components involved in TRT is
shown.
The pictorial representation of the components involved in TRT is shown
below:

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V e s s e l a t R e p o rtin g
S ta tio n
O p e ra tio n C o m p le te d
V e s s e l S a ilin g fro m B e rth
V e s s e l R e a d in e s s fo r
B e rth in g
O p e ra tio n C o m m e n c e d
P re -B e rth in g D e te n tio n
T im e (P B D ) (A )
N o n W o rk in g T im e (C 1 )
W o rk in g T im e (D )
N o n W o rk in g T im e (C 3 )
Id le T im e (C 2 )
+
T
U
R
N
R
O
U
N
D
T
I
M
E
(
A
+
B
+
C
+
D
)
C (T O T A L N O N W O R K IN G T IM E ) = C 1 + C 2 + C 3
T U R N R O U N D T IM E D IA G R A M M A T IC R E P R E S E N T A T IO N
V e s s e l B e rth in g
T ra n s it T im e
(B )
Figure. 3.3.5: Turn Round Time Diagrammatic Representation
In terms of time distribution, TRT is the sum of PBD, time spent at the working berth
that includes the vessel working time (WT) and Non-Working Time (NWT) at berth
and operational Transit Time (time taken for berthing).
The values of the various components involved in TRT (over all) for the major
ports for the year 2005-06 are given in the Table 4.5 of Appendix 4. The TRT is
taken as an indicator of the overall port efficiency.
A comparative analysis of facilities at International Ports and Indian Ports has
been dealt at chapter 4. This study in the chapter 5 includes the detailed analysis of
various factors attributable to the port as also other stakeholders, which are
contributing to the dwell time of the vessel as well as for the cargo and also those
affecting the port efficiency parameters. Initiatives already taken by the department
of shipping have been listed in chapter 6. Specific recommendations to address the
issues involved have been listed with target dates for implementation by the ports
and other stakeholders in chapter 7.

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4. INTERNATIONAL AND INDIAN PORTS – A COMPARATIVE ANALYSIS
4.1 Standards at some International Ports.
To make a comparative analysis, the performance of our ports and some of
the international practices adopted in port operations for achieving higher efficiency
and quick turn round time of resources were studied.
Ports are large entities, whose characteristics are defined by the demands of
the local economy. It is observed that the Port of Rotterdam is predominantly an
industrial complex comprising of industries and a Port to cater to the demands of the
domestic as well as continental trade, It is a Port handling wide range of cargo mix
with separate state of the art terminals to handle containers, liquid bulk, dry bulk and
break bulk. On the other hand, Singapore, which is along the world’s busiest
maritime route, has four container terminals that handle close to 23 million TEUs of
which 85% is transshipment container traffic and only 15% is domestic consumption.
Port Officers deputed to study these ports confirmed the vast difference in the quality
of infrastructure and superstructures characterized by state-of-the-art facilities ably
supported by the IT infrastructure available at these ports in comparison to Indian
Ports. There is a large disparity in the volume of cargo handled at the Ports of
Rotterdam and Singapore as shown in Table-4.2.3.1 and the volume of cargo
collectively handled at all Indian Major Ports.
International seaports are transportation gateways that are runs as commercial
enterprises in the private sector and supported for infrastructure by public bodies
where in the market forces play a large part in their success. The success of these
enterprises is not confined to the port owners only but by entire regional economies
since strong ports stimulate trade and helps to attract inward investment. Further,
these ports are complemented by excellent transport connections by barge / feeder
vessels, road and rail network. To make a direct evaluation of the prevailing situation
in international ports two separate study teams visited the Port of Rotterdam and
Port of Singapore. In general successful international ports are characterized by
optimized business process flow complemented with electronic information exchange
amongst the stakeholders by the latest in Information Technology, higher level of
mechanization, huge volumes of cargo and vessel traffic, intermodal connectivity and
vast space for storage and processing. Another key feature is the presence of huge
industrial complex within the port premises. Thus the growth of both the port and the
industries complement each other.
4.2 International Ports - Overview
4.2.1 e-Environment With ERP for Port Operations:
The entire business processes in the port is in an e-environment, which is
characterized by literally no manual intervention. The leading ports have been
successful in simplifying or eliminating complex and cumbersome import
procedures, policies and practices and have evolved practices that are in tune with
ever-changing and dynamic nature of international trade. With globalization and
highly competitive environment, international ports have ensured that their core
function of sea port operations is cost effective, maximizes profit and at the same

11
time ensures quicker turn round of ships and encourages investment.
International ports are bound by International Maritime Organizations (IMO)
convention on facilitation of International Maritime Traffic (FAL) of 1965. The
purpose of the FAL convention is to facilitate maritime transport by simplifying and
minimizing the formalities, documentary requirements and procedures associated
with the arrival, stay and departure of ships engaged in international voyages.
United Nations has established CEFACT known now as UN/CEFACT, which is its
Center for Facilitation of procedures and Practices for Administration, Commerce
and Transport. The focus is worldwide facilitation of international transactions
through simplification and harmonization of procedure and information flow. With
the advent of wide spread use of information technology, electronic data
interchange has come to be referred as “best practice” technology of improving
trade facilitation.
Sea Ports are Custom bound area where goods can be released after
undergoing certain procedures, which include revenue collection. In the
international ports, Customs procedures are highly simplified and rationalized with
emphasis on the speed of clearance of goods to reduce delays in delivery to
overseas and local customers. This leads to overall improvement in import duty
administration and clearance of goods so as to improve and control cargo
clearance and produce increased revenue as well as supply relevant trade data for
planning purposes. International Ports have integrated their business process flows
successfully with Internet information technology.
The entire gamut of information exchange amongst the stakeholders involved
in sea port operations has been streamlined through adoption of Port Community
System. The core workflow of port logistics is described in the diagram given
below:
Figure. 4.2.1 (a): Core wokflow of Port Logistics

12
The Port Community System run by M/s Port Infolink at Port of Rotterdam and M/s
Portnet at Port of Singapore enables to facilitate chain integration of the entire
process of information exchange amongst the stakeholders and maintain its
competitive position in their respective areas. With continuous growth of cargo
flows, the availability of a Port Community System is a pre requisite for a
successful development of a port. In international ports, Port Community System is
defined as a typical PPP (Public-Private-Partnership) investment that has a:
• PCS platform forms ICT infrastructure
• Neutrality is paramount
• High investment costs and risks (depending on scale and complexity of the
port)
• Large number of users from different transport sectors which need to share
information to perform. Without initiating and controlling role of the government
only bilateral solutions will be developed.
PCS is characterized by a central platform, which enables reuse and
integration of data. Information is stored, changed, shared and reused by a great
number of customers. A central platform enables powerful and seamless data
integration between all major port players and throughout the port logistics chain,
communication via both messages and ASP Internet services. Central platform
offers central functionality for all services.
Implementation of the above has led to the improvement in the businesses of
the clients of the port that in turn enhances the competitive position of the port by:
• Faster and more efficient transport & handling
• High service levels by less retyping with less mistakes and more focus on service
delivery
• Lower staff and administration cost
International ports that have implemented PCS have experienced large
improvement in their competitive position of the port in the following areas:
• Value for money
• Throughput time & capacity
• Operational cost
• Service levels & customer focus
• Security
The document flow for import and export process is given below in the
diagram:

13
Figure. 4.2.1. (b) The document flow for import and export process
All the formats and message exchanges are designed according to the
international norms and standards issued time to time by UN/CEFACT.
4.2.2. Port Infrastructure and Superstructures
International Ports are characterized by sufficient port infrastructure in terms of
modern resources, port superstructure and services. The draught available in
these ports ensures that neither the size of the vessels nor the nature of cargo is a
constraining factor. The norm is that the resources wait for servicing the vessels /
cargo. The infrastructure available at the Port of Rotterdam is:
Feature Port of Rotterdam
Port Area 10,500 ha
Area of Water 3,500 ha
Total Port Length 40 km
Pipelines 1500 km
Quay Length 77 km

14
Tank Storage 33.3 Million m3
Terminal (all private) 59
Oil Jetties 122
Dry Docks 16
The Superstructures available at international Ports are powerful and have the
latest technologies implemented. The Quay Cranes are capable of reaching across
22 rows of containers, the yard cranes can reach upto 9 high and supported by
automated systems.
4.2.3.Quantum of traffic
4.2.3.1 Cargo traffic:
International ports in general have high volume of cargo traffic with different cargo
mix. In addition, they cater to huge volume of transshipment traffic. During 2005,
Port of Rotterdam handled 370 million tonnes of cargo and Port of Singapore
authority handled 423 million tonnes of cargo. Analysis of the cargo mix at these
ports indicates that 85% of traffic at Singapore is transshipment for containers.
Both these ports are considered to be hub ports of Europe and Asia respectively.
Comparison Cargo traffic with Rotterdam and Singapore for 2005. (In 000’s Tonnes)
Fertilizer Coal Container Total
Port Period POL
Iron*
ORE
Finished Raw
Therma
Coking Tonnage TEUs
Others
2004-05 126442 76195 3846 5831 33322 19237 54761 4233 64112 383746
Indian Ports
2005-06 142087 79171 6624 5570 37658 21101 61980 4613 69376 423567
2004
Jan-Dec
129300 21300 264100 393400
Port of
Singapore 2005
Jan-Dec
137800
These above commodities are included in the category
others.
23200 285500 423300
2004
Jan-Dec
135400 42300 82500 8292000 92300 352600
Port of
Rotterdam 2005
Jan-Dec
144300 40800
These above commodities are
included in the category others.
91200 9287000 93900 370200
Source: IPA and information brochure of the Port of Rotterdam & Singapore
Table 4.2.3.1. : Comparison of Cargo Traffic of Indian Ports with International Ports –2005
4.2.3.2 Vessel Traffic:
Vessel traffic at the international ports is very high with around 1.5 lakh vessels
per year of different sizes. At Port of Rotterdam and Port of Singapore authority on
average more than 1,50,000 vessels of different sizes and with different cargoes
call on the port. The draught available range from 12m to 23m, which enables the
port to handle even the latest container vessels and tankers. The number of ship
movement amounts to over four lakhs in each of these ports.

15
4.2.4 Dwell Time Comparison with International Ports:
A comparative statement showing the average dwell time of Indian Major
Ports with International Ports like Rotterdam and Singapore is listed in the Table
below:
In days
Cargo Type Major Ports Rotterdam $ Singapore Jurong
Import Export Import Export Import Export Import Export
Dry Bulk 38 27 14-30 14-30 - - - -
Break Bulk 15 17 60 60 *0.85 *0.85 2 *0.9
Container 1.88 3.78 4 3 *0.6 *0.6 *0.8
**2
*0.8
**2
$ Dwell Time here is not constraint *Transshipment. **Local day
Table 4.2.4 : Comparison with International Ports.
It is observed that the dwell time for containers at Major Port’s container
terminals are comparable with the International Ports. At Port of Rotterdam, the port
is a component of the industrial complex similar to the Special Economic Zones
(SEZ) in India. In such ports, the dwell time is not a matter of concern.
4.2.5 Level of Mechanization:
There is a high degree of mechanization of the facilities involved in port operations
especially in cargo handling and information exchange. The work force is skill
intensive and technology driven. The terminal operators and the port authority
ensure that the terminals are equipped with highly productive cargo handling
systems in line with the objectives of the port and demands of the trade. The
discharge / loading rate is very high. For instance the liquid bulk terminal has a
discharge of about 1 – 1.25 lakhs tons per day. The dry bulk terminal also
discharges 1 – 1.25 lakh tonnes per day. The number of quay cranes deployed per
vessel is around 3-4 and the productivity of these cranes is between 25-30 moves
per hour. The container-parking yard is equipped with sufficient number of yard
cranes and other accessories. The port gates at Singapore have an automated
system in place, which facilitates flow through system. Further, the cargo handling
systems are supported by the modern technologies. At Rotterdam a Container
terminal is fully automated extensively using information technology especially
robotics.
4.2.6 Space- not a constraint:
Space is not a constraint as the ports have sufficient space for cargo storage and
allied activities and thus congestion is not a factor. In Rotterdam, the port occupies
only 60% of the huge industrial complex and the remaining 40% comprises of
various industries. The port meets the industries logistics requirements for
movement of goods. In Singapore too, the port complements the various industries
that have established themselves adjacent to the port.
4.2.7 Evacuation of Cargo:
Successful international ports are transshipment intensive points and
evacuation is mostly by feeder vessels in case of Singapore and barges in case of

16
port of Rotterdam. Intermodal connectivity of seaside with landside is seamless. In
port of Singapore a highly innovative flow through gate system is in place that has
eliminated the problem of congestion at the port gates. The detail of the Flow
Through Gates is in Appendix 9. Delivery and admittance of containers is by
appointment and highly automated gate system that ensures hassle free entry / exit
in and out of the port. Even port of rotterdam is having cargo evacuation by
appointment that is a saving for all concerned in the trade. Further, the port
evacuates liquid cargo by pipeline.
4.2.8 Regulatory Practices:
Ports as mentioned earlier are customs bound areas and are bound by
customs regulations for cargo clearance. Unlike Indian ports, international ports
have minimal but effective customs clearance procedures that do not inhibit port
operations.
4.3. A Comparative analysis of International Port viz-a-viz Indian Major Ports:
An analysis of the facilities available at International Ports and at Indian Ports shows
the following major differences.
Sl.
No
Indian Port Rotterdam Port
1 Evacuation / Aggregation of cargo
Cargo is predominantly by
road and rail only.
Most of the bulk cargo and the
containers movement through
barges accounts for 50-60%
transportation because of excellent
inland water networking. Intermodal
connectivity by rail / road is
seamless.
2 Level of Mechanization
The extent of mechanization
is less in Indian Major Ports
The level of mechanization is very
high with the latest technologies
applied in all spheres.
3 Location of Port based Industries
Most of the manufacturing
firms are located away from
the ports.
Most of the manufacturing units are
located within the Port, thereby the
evacuation is very fast.
4 Availability of storage space
Land is very scarce in Ports.
Hence, evacuation has to
take place.
As so much of land is available at
the Rotterdam Port, the more
number of days the cargo lies inside
the Terminal, the revenue is high to
the Terminal Operator.
5 Availability of Resources
We have dedicated terminals
with less number of berths.
There is no concept of pre-berthing
detention as the berths are waiting
for ships and they have longer quay
lengths.

17
6 Information Exchange
EDI implementation is partial.
Too many human interfaces
and manual exchange of
documents.
The total EDI networking is
complete and total and hence, there
is no physical movement paper
from any place. Human intervention
is almost nil. All payments are also
done electronically.
7. Custom’s regulations for cargo clearance:
All Customs formalities have
to be completed in the
respective port itself.
Under the European Union
Customs formalities, Customs
clearance need not take place at
the Port itself, it may be done
beyond the port premises.
8. Work Processes:
Work flow is manual and
partly computerized and ERP
is being envisaged for
implementation.
The entire processing is
computerized and enterprise
resource planning software is
implemented years back.
Sl.No. Indian Port PSA Singapore
I Availability of Physical Infrastructure:
1 The total number of Terminals for
handling containers at India’s biggest
Container Port–JNPT is three Terminals
having linear quay length of 600 Mtr.,
adequate for nine vessels at a time.
PSA Singapore has four terminals
having quay length of 11,754 mtrs
which can accommodate about 41
container vessels at a time.
2 The area available at JNPT for the three
terminals is about 133 hectares.
The area available at Singapore
Ports for the four terminals is about
425 hectares.
3 For expansion of area, JNPT is
dependant on acquisition of land behind
the terminal and the same is fraught
with problems of land acquisition and
resettlement/rehabilitation.
Though land is scarce in Singapore,
expansion of terminal is done by
reclamation of land from sea and
therefore though costly, can be well
planned and is not limited by the
constraint of land acquisition.
4 The draft at JNPT is (-) 12M and there
is limitation on latest generation
vessels.
Maximum draft is more than (-) 16 M.
and there is no limitation on the most
modern and latest generation container
vessels.
5 There are draft limitations in the
channel.
There are no draft limitations in the
channel and the biggest ships in the
world can visit Singapore Port at any
point of time.
6 The total number of quay cranes is
about 8 Nos.
The number of quay cranes at the
four terminals at PSA Singapore is
131.
II Level of Mechanization:
1 The level of mechanization at Indian
Ports is limited and many cargoes are
handled by conventional means. In
container stream, the number of quay
The level of mechanization is very high
and sophisticated with infusion of latest
technology in every sphere of handling
of cargo.

18
cranes reach stackers, trailers etc. are
far limited.
2 The equipments are handled by staff
deployed at site. The average move per
hour is about 20/25. Due to less
deployment of cranes, the crane rate
(total number of containers
loaded/unloaded from a ship in one
hour) is about 60/70. This leads to late
turn round of vessel and subsequent
high dwell time.
The cranes are both operated by staff at
site and also by automation through
Terminals control centre. The move per
hour is about 25-30. They have the
maximum reach across the biggest and
widest generation vessels. Due to
adequate deployment of cranes, the
crane rate achieved is 100 per hour.
This leads to quick turn round of vessel
and subsequent less dwell time.
III Cargo handling characteristics:
1 The total volume of cargo handled at
Indian Ports in 2005-06 is 423.567
Million Tons. In this, handling of
container cargo is only 4613 TEUs and
JNPT, India’s biggest container port
handled 2667 TEUs in 2005-06.
The total volume of cargo handled at
Singapore in the calendar year 2005
was 423.3 million tons of which,
containers handled was 23.2 million
TEUs. The volumes therefore are
simply not comparable.
4.4. Business Process Flow At Indian Container Terminals:
Indian Major ports have re-engineered their business flow processes for
containers incorporating the best practices in international ports and at the same
time abide by the complex regulatory practices. There is scope for optimizing the
processes further. A comparison of the process flow amongst the major terminals
such as Jawaharlal Nehru Port Trust (JNPT), Gateway Terminals India (GTI),
Chennai Container Terminal Private Limited (CCTPL) etc indicate that the flow is
almost similar in these container terminals due to the fact that the operations at
these container terminals are run based on terminal operating systems such as
NAVIS, CETOS etc. These terminal operating systems are basically designed on the
best practices adopted by the International ports and hence the basic framework of
operations is the same with customization meet the specific needs of the terminal.
Given below is the workflow at these three terminals – JNPT, GTI, CCTPL.

19
JNPT Work Flow:
The workflow adopted by Jawaharlal Nehru Port Trust for their import containers is:
T
Figure 4.4 (a) Workflow adopted by JNPT – Import Container

20
The Workflow Adopted By Jawaharlal Nehru Port Trust For Their Export
Containers Is:
Figure 4.4 (b) Workflow adopted by JNPT – Export Container

21
G T I Work Flow :
Figure 4.4 c) Process flow Delivery Container - GTI

22
Figure. 4.4 (d): Process flow of Gate in Containers of Gateway Terminals

23
CCTPL Work Flow :
Import Procedure Flow Chart
Figure. 4.4 (e): Import flow of Containers at CCTPL

24
Figure. 4.4 (f): Export flow of Containers at CCTPL

25
4.5. Constraints in achieving the International norms
In comparing the dwell time at the international ports such as Singapore and
Rotterdam with those in Major Ports in India, it is observed that there are vast
differences in the availability of infrastructure, connectivity and electronic information
exchange. Therefore, the implementation of the recommendations may not bring the
average dwell time of cargoes and efficiency at major ports on par with international
standards because of the following reasons:
The aggregation / evacuation of cargo in international ports is very quick
due to reasons such as, the seamless connectivity with other modes of
transport, the excellent state of the rail / road network, inland waterways,
higher carrying capacity of wagons / road carriers, the level of
mechanization in the various cargo handling subsystems etc., Most of the
International ports handle bulk cargoes like coal, iron ore etc via conveyor
systems / mechanized systems from the mines to the port, which has very
less aggregation time.
International ports do not face the constraints of space and congestion
within and outside the port.
Due to the presence of adequate infrastructure, planning of vessels and
cargo is done 72 hours in advance and through electronic means by
shipping lines, haulers, freight forwarders, shippers and government
agencies. The port community system supported by the PORTNET,
allows ordering of berths and pilot services, documentation, enquiry and
tracking and billing. The entire berth system, ship planning, yard planning
system, resource allocation system and flow through gate is done
electronically. This can be introduced and put into operation in Indian
ports only after a comprehensive introduction of EDI which will facilitate
paperless business transaction.

26
5. ANALYSIS OF FACTORS CONTRIBUTING TO DWELL TIME AND PORT’S
EFFICIENCY
The Factors contributing to the Dwell Time and those affecting the port
efficiency parameters in Major Indian Ports in this report are grouped into two
categories namely factors attributable to Port and to the other stakeholders.
5.1 Analysis of Factors Attributable To Port
The following factors affecting dwell time and port efficiency parameters are
attributable to the port.
5.1.1.Infrastructure Constraints
5.1.1.1. Inadequate Port Capacity
The total cargo handling capacity of Indian Major Ports for 2005-06 has been
estimated at 660 million tonnes as against 397.5 million tonnes in the year 2004-05.
The total cargo handled in Indian Major Ports for 2005-06 and 2004-05 was 423.13
MT and 383.66 MT respectively. While the cargo handled was within the overall
capacity available at the ports, a closer analysis reveals that in some of the most
important streams of cargo, ports are handing more than their designed capacity.
The growth in cargo has been phenomenal whereas the concurrent growth in
capacity has not been able to keep pace with it. The details about the capacity and
cargo handled are given in Tabel.4.6 of Appendix 4. The growth in container traffic
and the lack of corresponding growth of capacity can be cited to illustrate this point.
Further, the Ports are projected to handle more and more traffic in view of the
anticipated GDP growth of 8%. Therefore immediate enhancement of capacity of the
ports is imperative. Inadequate port capacity leads to congestion thereby leading to
increased TRT and dwell time.
5.1.1.2 Inadequate Navigational Aids And Facilities:
Certain Ports like Mumbai are already equipped with Vessel Traffic
Management System (VTMS), whereas most of the other Ports are not equipped
with such facilities. In most of the international Ports, VTMS facilities are used for
regular berthing / deberthing of ships.
Most of the Ports have sufficient number of marine crafts like Tugs and
Launches and Marine Crew / Pilots for handling the present vessel traffic. These
may not be sufficient to meet the increased vessel traffic in the coming years.
Therefore, there is a need for replacing the existing crafts with sophisticated and
modern marine crafts and augment the fleet strength to meet the projected growth in
the traffic.
In the international Ports such as Port of Rotterdam, Port of Singapore etc.
the floating crafts and their services are privatized but under the command of the
Harbour Master.

27
5.1.1.3 Bunching Of Vessels
The bunching of vessels may arise due to:
• Entrance Channel Restrictions: Channel width restrictions leading to
unidirectional vessel movements causes waiting of vessels for service.
• Non-availability of berth: Due to want of suitable draught or the available
berth being occupied by other working vessel, the vessels calling at Indian
Ports have to wait for want of berths. The number of dedicated berths
available for handling specialized cargoes / containers are limited e.g. berths
with pipeline for handling liquid cargo, mechanized ore handling plants for iron
ore etc.
5.1.1.4 Poor Road Network Within The Port
The roads within most of the ports are narrow and are not designed to handle
the present kind of traffic and load. This results in traffic congestions leading to
delays in feeding and evacuation of cargo, which in turn lowers productivity of vessel.
Lack of route planning for optimization of existing road network with suitably located
weighbridges, too many criss-crossing of roads result in multiple congestion points.
5.1.1.5 Low Cargo Handling Capabilities
The cargo handling capabilities of Ports in general is low. The productivity at
berth is very low in many ports on account of a combination of the following factors:
5.1.2.1. Inadequate Cargo Handling Equipments / Machinery
The cargo handling equipments / machinery at the Ports were commissioned
years ago and have outlived their designed life span. The productivity of these
equipments does not conform to the requirements of the modern vessels now calling
at the ports. Further, the right type of cargo handling accessories like container
spreader, special gears for handling wood pulp, newsprint, logs etc., required by the
trade are either not available or is insufficient. Sophisticated container handling
equipments like Quay Gantry Crane (QGC) are available only in few Ports like
Chennai, Cochin, Mumbai, Vizag and JNPT and the rest of the Ports are left to
handle containers with conventional cranes or vessel’s cranes. Further, the other
types of container handling equipments at the Terminal like Rubber Tyred Gantry
Crane (RTG), Rail Mounted Gantry Cranes (RMGC), Top Lift Trucks (TLTs), Reach
Stackers (RS) are yet to be provided in sufficient numbers in most of the Ports.
For example, the QGC productivity on container vessels at Indian and
International Ports are as under:
Port Quay crane productivity
(no. of moves/hr.)
Vessel rate
(No. of Container/hr.)
Indian Ports 20 40 @ 2 QC/Vessel
Port of Rotterdam 25 70 @ 3 QC/Vessel
Port of Singapore 25-30 100 @ 4 QC/Vessel
Table 5.1.2.1: Details of QC Productivity and vessel rate

28
For ports predominantly handling dry bulk cargoes, productivity depends on
the capacity of wharf cranes and the grabs. These are insufficient to cater to the
needs of all the users. It may not be economical to procure all the equipments by the
ports but depending upon the demand, the port can either procure or outsource the
same.
5.1.2.2. High Down Time of Equipments
The equipments that is available at the ports breakdown frequently due to
poor maintenance policies - i.e., reactive maintenance instead of preventive
maintenance. The large response time, non-availability of spares, dependence on
proprietary parts, and cumbersome purchase procedures results in large down time
of equipments.
5.1.2.3. Low Labour Productivity
A one-to-one comparison with each of the Indian ports or with other
International ports for labour productivity is not possible as it depends on various
factors like degree of mechanization, infrastructure, working conditions etc., which
vary from port to port. The manning scale for handling various commodities is based
on fixed gang composition in all ports. Further, the manning scale of the gangs is
disproportionate to the requirements, Enforcement of discipline amongst the
unionized workforce is difficult and poor work ethics such as the tendency to report
late and break early at the point of posting lowers productivity of the individual as
well as the gang’s productivity in the shift.
The labour productivity is measured in terms of output per gang shift which is
the tonnage achieved by one gang per shift. The average output per gang shift for
all Indian Major ports is 493 tonnes for the year 2005-06.
5.1.2.4. Shortage of Storage Space
The ports are facing acute shortage of storage space to implement their
expansion plans to handle additional cargo as economic activities around most of the
ports have increased to a large extent burdening the city infrastructure. As a
consequence, cargo aggregation/evacuation is seriously affected. The lack of
storage space affects the discharge / loading rate of the vessel.
5.1.2.5. Regulatory restrictions on Operation Time
The time lost in meeting the basic needs of the workers during the shift
in spite of introducing the concept of reliever causes delays in operations. The major
ports in the country are not working 24 X 7 X 365 on account of the statutory
holidays, time lost during shift changeovers etc. Safety regulations further restrict the
handling of certain commodities only during day light hours like hazardous cargo and
over-dimensional project cargoes.

29
5.1.3. Low IT Application
5.1.3.1. Insufficient IT implementation in Port Operations
The resources at the disposal of the Port are distributed and under utilized in
the absence of an enterprise resource planning system This results in some
resources being extensively used while others are idling waiting for the availability of
other resources. Further, problems are multiplied due to partial automation of the
processes, voluminous documentation, inconsistency in data, redundant data entry,
associated delays in processing and human errors of judgment and calculation.
The information exchange to different levels of operational tiers continues to be
manual leading to duplication of work and redundant bookkeeping. Consequently
there is lower productivity and longer non-working time at berths. International Ports
like Singapore and Rotterdam are supported by IT resource planning system along
with a vibrant Port Community system such as PORTNET, PORTINFOLINK etc.,
resulting in higher productivity levels.
5.1.3.2. Partial Implementation Of EDI
On paper, all Electronic Data Interchange (EDI) messages with Customs are
being exchanged in many Indian ports. However, some ports do not possess the
software infrastructure to utilize/generate the message so as to benefit in terms of
electronic information exchange with even at least one stakeholder namely Customs.
Implementation of EDI in essence should facilitate seamless information
transfer amongst all members of the Port Community including exporters, importers,
Custom House Agents, Shipping Lines, Shipping Agents, Stevedores, transport
operators, Banks, Ports, Terminal Operators, Customs and Other organizations /
companies in the maritime logistics chain using the Internet. It will enable each
member to transfer vital information to his counterpart so as to perform their
functions effectively and to improve the overall efficiency of maritime trade and
transportation cycle. The above solution should be an integrated port information
system characterized by a common database or distributed database eliminating
redundant data entry, multiple data entry points and the need for frequent data
verification. The details of EDI Implementation are given in 8.14 & 8.15 of Appendix -
8.
Internationally, the process of standardization of messages being
exchanged by the business partners of commercial transactions of the port
community is in standards such as UNEDIFACT. Though Information technology has
facilitated the instant access and transfer of information through EDI, In India real
time implementation of EDI is minimal and consists of the proprietary message
exchange format formulated by Customs. This is not compatible to any of the
international standards for instance, UNEDIFACT. The port community information
exchange is a combination of paper and electronic components with a mismatch in
speed causing communication gaps amongst the stakeholders. This information
bottleneck is estimated to contribute to about 40% of the documentation.
The present status of EDI in Indian Major Ports, the types of message
exchanges between the stakeholders including customs have been enumerated in
appendix - 8.

30
5.1.3.3. Too many Manual Documents:
Paper based systems with manual processing results in redundant record
keeping, delayed information transfer and voluminous documents. Each stage of
documentation is closely associated with the corresponding documentation of
Customs. Unlike other stakeholders in the supply chain, the activities of the port are
subjective to the completion of certain activities of other statutory bodies since the
port is only a custodian of cargo. There are 12 Pre Arrival Document, the import
process has 16 and the export process has 13 major documents that are to be
completed before the cargo can exit the port premises. Various documents involved
in clearance/shipment of goods are listed for each activity with the names of
agencies involved and time taken for completion of respective activity in Table –1 of
Appendix-5.
5.1.3.4. Systems and Procedures:
The systems and procedures in vogue in the ports needs simplifications to
facilitate e-environment transactions. It is characterized by cumbersome physical
data verification, modifications, artificial checks and balances leading to delay in the
processing of documents and completion of business transactions. The system is
burdened with a scope for personal interpretation instead of simple logic. The
process of filing of documents, calculation of port charges, anomalies in the
classification of cargo, procedures for refund etc are some of the issues that needs
to be addressed. Further, the overlapping roles of various departments have forced
various stakeholders to file documents with various departments of the port and
customs as well as with other stakeholders. Though many ports have introduced
single window processing for providing services under a single roof, the user still has
to interact with different departments individually. The entire process is time
consuming and can be done way by introduction of e-environment.
5.1.3.5. Limited Time For Payment And Documentation:
For most of the services, the documentation and payment have to be
completed during working hours of administrative sections i.e 1000 – 1700 hours,
which renders services being unavailable for a minimum of 17 hours each day. This
constrains the process of cargo delivery / admittance.
5.2. Factors Attributable to Other Stakeholders
The following factors affecting dwell time and port efficiency parameters is
attributable to other stakeholders.
5.2.1.Cargo Evacuation / Aggregation Constraints
5.2.1.1. Non- Aggregation of Cargo in time
The Shippers are not able to declare the Cargo readiness in spite of the
arrival of the vessel at the Anchorage due to non-Cargo aggregation on account of
constraints like want of space, congestion on the land-sea interface, non-supply of

31
cargoes by the exporters etc.
5.2.1.2. Slow evacuation of cargoes from the areas leased / licensed to Users
In certain ports, land is made available by port to Shippers / Importers on
rental for aggregating /storage of cargo. Importers tend to retain the cargo at the
allocated plots or tank farms till a suitable buyer is found. In short, the port area is
used as a warehouse of the trader resulting in unavailability of precious space for
freshly discharged cargo. Want of storage space in such rented areas to
accommodate the entire manifested/booked quantity mainly due to non-clearance of
earlier vessel’s cargo forces the Agents to keep the vessel idling at anchorage as
well as at berths. At International Ports such as Rotterdam there are no constraints
of space.
5.2.1.3. Document Readiness
The Agents are unable to make the vessel ready for want of completion of
pre-arrival documents like filing of Import General Manifest, Advance payment of port
charges, ISPS declaration etc. Multiple documentation to fulfill the mandatory
obligations of various regulatory bodies like Police, Customs, PHO also causes
delay.
5.2.1.4. Mismatch at transfer points
The speed at which the vessel load / discharge cargo at the berth does not
match with the rate of aggregation / evacuation of cargo by consignees from storage
point to the hook point and vice versa. For e.g for steam coal the discharge rate of
vessel at Chennai Port is 500 T/Hr and the trucks of only 10 tons capacity are
deployed i.e., at least 50 trips an hour to remove the discharged cargo. The number
and the capacity of trucks deployed by the handling agents for
aggregation/evacuation of cargo are insufficient to meet the requirements. The
transporter desists from using trucks with greater productivity to move cargo to and
from the transit area.
5.2.2.Statutory Inspection And Procedures
5.2.2.1 Procedural Formalities of Regulatory Authorities
The fumigation of the Plant Products, PHO clearance, independent sample
collection by different agencies in an uncoordinated manner forces the vessels to
wait at anchorage. The Plant Quarantine Authorities report only during the daytime in
some ports. The delay in the completion of formalities like Customs examination and
clearance hampers the discharge and delivery of cargo especially in respect of cargo
meant for direct delivery.
5.2.2.2 Limited working hours by Customs and other Govt. Agencies
Assessment and appraisal units of Customs work only for 5 days a week from
0915 hours to 1745 hours. The Appraiser at the Docks, the examination staff as well

32
as the bank where duty payment is made works only for 5 ½ days a week. Thus for
regular weekends containers/cargo is stranded for want of statutory agencies for the
processing work.
5.2.2.3. Lack of inspection / testing facilities for Edible / Plant / Drugs at the
port
For edible items testing facilities with Customs, PHO etc. are inadequate and
hence such items are sent to specialized laboratories, which take more than two
weeks to issue the certificate and consequent delay in Cargo clearance. Plant
quarantine and drug controlling officers are not available near the port vicinity and
are to be brought from distant places, which cause delays.
5.2.2.4 Restrictions by Local Bodies
Restriction imposed by local bodies affects free movement of heavy vehicles
carrying Containers/cargo. Cargo laden vehicles are prohibited to commute on the
city roads during the daylight hours restricting the movement of cargo in and out of
the port.
5.2.3.Deployment Of Private Cargo Handling Equipments
Ports have permitted the cargo-handling agents (Stevedores) to deploy their
own cargo handling equipments. Cargo handling agents do not engage high
performance equipments for the discharge / loading of cargo from vessels to cut
cost. This results in poor performance of the vessel at berth.
To take advantage of freight earnings agents hire very old vessels especially
for bulk cargoes like fertilizers that are equipped with poor quality and low
performance gears resulting in a very low discharge / loading rate. There are
instances of the ship gears crumbling while in operation at berth.
5.2.3.1 Delay in mobilization of Equipments & trucks by Stevedores
o Cargo handling equipments: - Delays in mobilization of specialized
equipments / gears by the Agents increases the waiting time.
o Transportation: - Delays in the mobilization of suitable trucks in required
capacity and numbers for the transportation of cargo on the landside
increase the waiting time.
5.2.4. Inadequate IT implementation
The supporting services offered by the private agencies suffer inadequate IT
infrastructure and generation of information in compatible form to handle the swift
information transfer amongst the business partners. Thus there is delay in
processing of documents due to incomplete message exchange.

33
5.2.5.Shortage of Railway Wagons/Rakes/Heavy duty trucks
Shortage of rail rakes for movement of containers/cargo results in reduced
allocation of rakes to different ports and ICDs. This adversely affects quick
evacuation of containers/cargo. Prevalence of low axle load wagons and trucks
results in less cargo being carried per wagon/truck. The cargo carrying capacity of
the connecting transport (road or rail) is well below the requirement. This affects the
quick movement of goods.
5.2.6.Manual Customs Examination of Containers
Customs, inspection and examination process mandates opening of the
containers, examination of the goods and resealing of the containers. This is a time-
consuming process adding to the dwell time.
5.2.7.Poor / Inadequate Hard infrastructure (Road / Rail Network)
The road and rail network and the highways in general are inadequate to
handle the kind of volumes of the cargo/containers envisaged, leading to stretching
the meager resources. The carting time for cargos becomes very high due to the
poor road / rail infrastructure. Further, the congestion in the approach roads to the
ports / terminals delays the arrival of the export cargo in time. This results in the
cargo missing the vessel and forced to be crossed to other vessels with the
connected documentation delays. To meet the expectations of the international
maritime industry and to reduce the time mismatch between road / rail with sea
transports, it is imperative to upgrade the hard infrastructure in the country to reduce
the carting time to a great extent.
5.2.8. Other Factors
5.2.8.1. Onboard Stowage of Cargo
The improper cargo stowage in vessels calling at the ports results in additional
operations due to the shifting the cargoes meant for other ports which results in the
decrease in productivity levels at the berth and increased time for cargo completion.
5.2.8.2. Draught Survey
The Process of conducting the draught surveys for bulk vessels by different
agencies before the commencement of the Cargo operation increases the TRT of
vessels especially for vessels carrying cargo for different consignees resulting in
lower productivity.
5.2.8.3. Cargo unlashing and lashing
The vessels that are calling at Indian Ports are generally old and have
inadequate provisions for secure lashing and unlashing facilities. Therefore, the time
taken for completing this process is more. This is highly relevant for break bulk cargo
and more so in the case of exports.

34
5.2.8.4. Delays in Confirmation of loading / unloading plan
Vessels wait at Anchorage for want of confirmation of loading / unloading plan
for liquid bulk cargoes from oil companies.
5.2.8.5. Ballasting / Deballasting
Long time is taken for Ballasting/De-Ballasting due to out-dated equipments
on board the vessel, which delays the vessel’s readiness for cargo operations.
5.2.8.6. Liquid bulk vessels delayed for want of Ullage, Flushing and Survey
Storage tanks of oil companies have limited capacity and non-clearance of
cargoes before the arrival of next vessel results in vessel’s waiting in the queue.
Pipelines need to be cleaned by flushing and cleared by the receiver’s surveyor
when the same line handles multiple liquid bulk commodities.

35
6. INITIATIVES UNDERTAKEN BY THE DEPARTMENT OF SHIPPING
1. The Inter Ministerial Group (IMG) noted that the Department of Shipping
has already undertaken certain significant steps in the area of enhancing
port capacity, facilitation of the trade and simplification of procedures.
The Indian Ports Association performs periodic analysis of the
performance of the Major Ports.
2. Department of Shipping has already initiated the following actions with the
overall objective of improving the efficiency at Major Ports and
simplification of procedures for the facilitation of the trade.
I. The process of developing the Port Community System has been
commenced in right earnest. National Informatics Center has
completed the feasibility study and the software application developer
has commenced the process development.
II. The Major Ports have been advised to install the IT infrastructure for
the exchange of EDI messages with Customs and other stakeholders.
III. Directions have been issued to the Major Ports to undertake process
Re-Engineering to discontinue redundant documents, simplify and
merge essential documents and facilitate web-enabled services to
other stakeholders e.g Steamer Agents file the Vessel Arrival Intimation
through a port user interface in the respective port’s websites.
IV. Ports have been advised to undertake study of their internal yard
planning to enhance the efficiency of rail movement within the port.
3. The Department of Shipping has formulated projects to be implemented by
Major Ports through public and private participation for the creation of new
port infrastructure facilities to enhance the port capacity. Procurement of
new cargo handling equipments and mechanization of handling systems to
enhance productivity at major ports.
4. Pro-active measures have been adopted in imparting training to the
workforce to enable multi-skills and multi-tasking.
5. Attractive VRS schemes have been extended to bring down the labour
strength to optimum level.

36
7. RECOMMENDATIONS
A series of recommendations are made for all stakeholders to improve
network capacity by deploying advanced technologies that increases gate
throughput, expedite cargo and container clearance time, enhance navigation
efficiency and information transparency at ports. A strategy that involves cost-shared
deployment of automated communications systems that help enhance capacity
utilization and cargo-handling capability, provide real-time information on vehicle and
cargo location, and improve overall transportation productivity. Capacity and
throughput improvements in general involve an array of infrastructure-based
solutions that remove access bottlenecks, often involving regional corridor planning
and incorporate a mix of technological, infrastructure modernization, and institutional
solutions. The recommendations are made with the objective to reduce dwell time
and improve the efficiency of the ports, which can be categorized with short term and
long term measures.
7.1. Short Term Measures - Port Account
7.1.1 Reduction of Non-working time and improvement of Output per Ship
Berthday
There is scope for improvement of the efficiency parameters. The transit time
from the anchorage to the berth and vice versa for ships is inevitable. The delays on
account of port such as want of pilots, tugs etc can be minimized.
The turn round time for the vessels ranges from 1.77 –4.82 days. The analysis
of the same indicates that the non-working time at ports is very high and needs to be
reduced. Any reduction in the non-working time has a direct bearing on the turn
round time of the vessel.
Some measures that could be adopted immediately are:
Optimization of Cargo Handling Systems & Equipments:
In the servicing of vessel and handling of cargo especially loading and
unloading from vessels, lack of state of art equipments affect the rate of handling
thereby leading to high turn round time of vessels and high dwell time of cargo.
It is therefore necessary to procure more sophisticated and efficient equipments
to achieve enhanced efficiency in cargo handling. In the NMDP, 52 proposals in
two phases have been planned for procurement, replacement and up gradation
of Port equipments. The particulars are in Annex ***
Synchronization of the landside operations with the seaside operations such
as optimizing the rail operations, removal of road congestion within ports by
efficient management of traffic flow etc.
Introducing programs for attitudinal changes amongst the workforce to imbibe
a better work culture.
Maintenance management of the cargo handling equipments.

37
As an illustration appendix 7 contains a ready reckoner showing impact of
25% reduced NWT and 10% increased OSB TRT and dwell time.
(Action: All Ports)
(Time Frame: 30-12-2007)
7.1.2.24 X 365 – Round the clock port working
Round the clock (24 x 365) navigation, operations and documentation is
absolutely necessary to ensure higher productivity and eliminate delays owing to
restricted working hours and holidays.
.
Deployment of VTMS and AIS Systems in all ports.
Implement hot seat exchange system to eliminate time lost in shift
changeovers and recess hours. The Non Working Time is reduced from 3
hours to ½ hour each day, TRT will reduce by 10% i.e. 12hrs for Dry /
Break Bulk and 5 hrs for containers.
(Action: All Ports)
(Time Frame: 30-12-2007)
Each port should undertake a specific study to assess the navigational
infrastructure requirements and implement the optimum design to ensure
round-the-clock navigation.
(Action: All Ports)
(Time Frame: 30-12-2007)
7.1.4 Strengthen the roads to and within the Ports
• Make it mandatory for ports to invest in 4 lane RCC roads laid using state
of the art technology with in the port area.
• Port to implement immediately unidirectional traffic flow to eliminate criss
crossing and traffic congestion.
• The approach roads to ports to be 6 lanes with no surface crossings.
(Action MOS / all ports)
(Time Frame: 31-06-2008)
7.1.5 Improve labour productivity
o Increase the number of Hoopers used for handling bulk especially
foodgrains and fertilizer handling in all ports that are handling dry bulk in
conventional methods.
o Rationalization of Manning Scale: Implement the tribunal award on
manning scales in all ports. Adopt commodity based manning scale for
labour deployment.
o Equip Workforce with Multi Skill & Multi Tasking: The work force to be

38
trained for multi skills for optimum deployment.
(Action all ports)
(Time Frame: 31-12-2007)
7.1.6. IT as a strategic weapon In the Port Sector
o Introduce e-environment to eliminate physical interface
The presence of physical interfaces in the import-export process flow
hinders the smooth flow of information transfer leading to lower
productivity. Introduce an e-environment based on paperless office to
eliminate the physical interfaces in filing of port documents, assessment
and payment of charges, flow through gates.
(Action all ports)
(Time Frame: 31-12-2007)
o Strengthen the IT backbone for Port operations
Implement an Enterprise Resource Planning (ERP) system that co-
ordinates and integrates every asset of the Port from quay cranes, mobile
cranes, Cargo handling equipments to the movement of cargo /containers
and the human resources. A system that allows the ports to manage its
equipment and human resources seamlessly, flexibly and in real time. The
ERP system is equipped with tools such as berthing system, ship planning
system, yard planning system, resource allocation system, flow through
gate, reefer monitoring etc. Introduction of IT and EDI in vessel
management solutions for planning and stowage plan of vessels has to be
made mandatory to achieve higher levels of productivity and ensure
seamless ness in operations. This would facilitate the intra-port
information transfer.
(Action IPA , all ports)
(Time Frame: 31-12-2007)
o Implement Port Community System
At the international Ports the IT services are privatized but the Port is the
guiding factor in the implementation. In India, Customs have implemented
a proprietary message exchange format to cater to their specific needs.
The Ministry of shipping is funding the development of a centralized Port
community system through IPA. In the port of Singapore, a single window
environment for the User to access all the statutory bodies is provided.
The user files a single document online and the same is communicated to
the various statutory bodies for approval online. One stop-shop solution for
traders that fulfills all export, import and transit related regulatory
requirements at a single entry point – thus reducing turn round time and
labor costs. The following diagram depicts the concept of single window
environment.

39
Port M M D
PHOCustom s
Light House
Security Bank
Single
W indow
Statutory
BodiesTrader
Paper
Figure: 7.1.7. Single Window Environment for Port Users
The extension of this Port community system to implement a single
window environment for the stakeholders to interact with all
Government agencies through a single interface – uniform form abiding
by the UNEDIFACT standards.
The Port community system should enable the
Ordering of berth and pilot services
Documentation
Enquiry and tracking
Linkage to Government and Port Authorities systems, as well as Port
Users existing systems.
Billing
Exercising IT as a strategic weap inte on would enhance the visibility of the
port and eliminates 23 person-to-person rface and 50 minutes in pre-arrival
documentation, 23 hours in Import and 15 hours in export documentation.
(Action IPA,NIC)
(Time Frame: 31-12-2007)
O Acceptance Of Digitally Signed Documents
All stakeholders are to possess digital signature to facilitate secure
exchange of electronic documents. Accept digitally signed documents
such as Bill of Lading, Packing List, Delivery Order, OOC, BE, SB, LEO,
Open Chit, Confiscation / Detention Orders instead of insisting on physical
documents. This will facilitate the online filing of import / export
applications similar to the BE / SB of Customs in the ICE Gate facility.
(Action IPA)
7.1.7. Norms for Stevedoring License
o A minimum set of equipments and gears is to be made mandatory for
granting Stevedoring License.
o A minimum set of transport vehicles of higher capacity are to be owned /
hired by stevedore to ensure transfer of larger volumes in shorter time and
also to decongest the Ports.

40
(Action: MOS)
(Time Frame: 30-12-2007)
7.1.8. Creation of Off-Dock Facilities for Bulk/Break-Bulk Cargoes
To create more Off-Dock storage and bonded warehousing facilities outside
the port limits for storage of bulk and break bulk cargo to decongest city based ports
in a phased manner.
(Action all ports)
(Time Frame: 31-12-2008)
7.2 Short Term Measure – Non – Port Account
7.2.1. 24 X 365 – Round the clock port working
To make 24X7 working effective, it is imperative for 24X365 Working By
other Governmental Agencies & Shipping Lines like Customs, Plant
Quarantine, PHO etc through the deployment of a mechanism to install a
skeletal system, which can perform all the activities round the clock on all
days.
(Action MOS , all ports)
(Time Frame: 31-12-2007)
7.2.2. Stipulate age of vessels calling at the port
DG shipping to stipulate stringent conditions pertaining to age, quality, design
etc for the vessels calling at Indian ports. Suspect PNI club should be identified and
blacklisted. Vessels insured by such clubs should not be entertained at Indian Ports.
(Action MOS /DG Shipping)
(Time Frame: 31-12-2007)
o Augment Marine Resource Handling Capabilities
The Marine resources like floating crafts, tugs and crews are just adequate
to sustain the present vessel traffic. But to meet the projected escalation
in traffic, it is recommended that superior and higher bollard pull capacity
tugs (40 Ton Bollard Pull) may be acquired to improve the operational
efficiency in Pilotage and towage. Availability of Pilot staff is sometimes an
impediment in ensuring just-in-time-service. As a matter of policy, Pilot
cadre should be strengthened. Alternatively, entire services of the
Pilotage can be outsourced / privatized to provide just-in-time-service for
ships.
(Action MOS)
(Time Frame: 31-03-2008)

41
Other recommendations to improve the efficiency of the Port are shown in
Appendix 10 since they are not directly related to the terms of reference for this
committee
7.5 Estimated Reduction:
The reduction is to be achieved within 3 years.
•Reduction in Dwell Time for vessels (TRT) - by 0.9 - 1.3 days.
Expected Reduction in Terminal Dwell Time
Cargo Type Present Expected
Import Export Import Export
Dry Bulk 3.23 3.57 1.60 1.70
Break Bulk 5.62 6.60 1.50 3.30
Container 1.88 3.78 1.00 1.50
7.6 Benefits
7.6.1. All Stakeholders to be benefited
Implementation of the recommendations is expected to benefit all the
stakeholders to a large extent by way of reduction in transportation cost and also the
country to sustain the growth in the economy.
Given below are the benefits expected to accrue for the Nation and
Stakeholders:
7.6.2.Nation
The reduction in dwell time will reduce the transportation cost of Indian goods.
This in turn will make Indian goods competitive in global markets. The image of an
efficient maritime infrastructure will enable the country to attract more of the maritime
trade, thereby increasing the nation’s share in the maritime trade.
7.6.3.Ports & Terminals
Any reduction in dwell time will increase the capacity of ports and help in the
optimization of port capacity. It will enable the ports to utilize the infrastructure better

42
and efficiently. The turn round time for vessels will reduce thereby enable the port to
attract and handle more vessels.
7.6.4.Importer / Exporter
Reduction in the dwell time will directly reduce the transit time for the cargo.
This will reduce the transportation cost as well as the inventory costs. Further, the
delivery / receipt of goods in time to the clients will garner greater goodwill enabling
the furtherance of the business.
7.6.5.Transport Operators
The Turn Round Time for the transporter fleet will reduce in the event of the
reduction of dwell time. This will result in higher productivity of the fleet and higher
revenues. There will be reduction in the waiting time for trucks with matching savings
in fuel.
7.6.6.Other Stakeholders:
All the stakeholders in the supply chain will be beneficiaries of the reduction in
dwell time. Overall the profitability of one and all will increase owing to higher
productivity and efficiency.
* * *

43
APPENDIX – 1:CARGO TRAFFIC AT INDIAN PORTS
1.1. Break-up of cargo handled at Indian Major Ports for 2005-06.
( In 000’s Tonnes)
Fertilizer Coal Container
Port POL
Iron*
ORE Finished Raw
Therma
Coking Tonnage TEUs
Others Total
Calcutta 4934 101 - - - - 3234 203 2537 10806
Haldia 17689 7939 324 508 3408 5371 1911 110 5187 42337
Paradip 910 10273 - 1568 12529 3758 45 4 4026 33109
Visakhapat
nam
16941 16171 2295 891 2740 7068 630 47 9065 55801
Ennore 244 537 - - 8387 - - - - 9168
Chennai 13113 9527 701 371 1914 1183 11757 735 8682 47248
Tuticorin 774 42 484 958 6146 - 3428 321 5349 17139
Cochin 9641 - 81 598 199 - 2488 203 880 13887
New
Mangalore
22392 9307 662 - - 513 149 10 1428 34451
Mormugao 833 25314 228 - 378 2895 105 9 1935 31668
Mumbai 27781 - 171 434 1844 - 2145 156 11825 44190
J.N.P.T. 2545 - - - - - 33777 2667 1514 37836
Kandla 24290 2 1678 252 113 313 2311 148 16948 45907
All Ports 142087 79171 6624 5570 37658 21101 61980 4613 69376 423567
Source IPA
Table 1.1: Cargo Traffic at Major Ports – (2005-06).
1.2. Traffic handled at Minor and Intermediate Ports during 2005-2006
(In 000 Tons)
Port
POL
Crude +
Product
Iron
Ore
Cement
& Clinker
Coal
Fertilizer &
FRM
Container
Tonnage Others Total
GUJARAT 64705 5204 10968 10299 2152 3929 6889 104146
MAHARASTRA - 5086 1495 1718 - - 2863 11162
GOA (PANJIM) - 11428 - 333 - - 1 11762
TAML NADU 538 - - - 56 - 116 710
KARNATAKA NA 2600 10 NA NA NA 1304 3914
KERALA 12 1 7 NA NA NA 114 134
PONDICHERRY NA NA 51 NA NA NA 45 96
ANDHRA
PRADESH
9464 3522 849 200 1962
NA
2301 18298
A&N ISLANDS 124 NA 101 NA 12 204 474 915
ALL PORTS 74843 27841 13481 12550 4182 4133 14107 151137
Source IPA
Table 1.2: Traffic handled at Minor and Intermediate Port during 2005-06

44
APPENDIX – 2 :- STAKEHOLDERS AND THEIR ROLES
CUSTOMS
Assessment and collection of customs duties on import and export cargoes as
per Customs laws (Customs Act, 1962 and Customs Tariff Act, 1975); Enforcement
of the various provisions of the Customs Act governing imports and exports of cargo,
baggage, postal articles and arrival and departure of vessels, air crafts etc.;
Discharge of various agency functions and enforcing various prohibitions and
restrictions on imports and exports under Customs Act and other allied enactments;
Prevention of smuggling including interdiction of narcotics drug trafficking; and
International passenger processing.
PORT TRUSTS
Provide infrastructure facilities like berths, equipment, storage space,
navigational channels and road/rails network within the Port area. Perform vessel
operations like berthing / un-berthing of vessels, Container/cargo handling operations
like landing of containers/cargo from vessel, movement to storage yard, stuffing/ de-
stuffing of containers facilitating the process of examination through movement of
containers to CFSs, delivery / aggregation of containers/cargo. Provides berthing
facilities, Cargo handling facilities including manpower and equipment, Cargo
storage space in the form of open land or shed space etc. assessment and recovery
of Port related charges and documentation formalities for import / export goods.
PORT HEALTH ORGANIZATION (PHO)
The agency that is responsible for the inspection of hygiene in the ship and
amongst the crew, so as to control the spread of infectious diseases from incoming
vessels and aircraft. Inspecting food/agricultural products entering the Port, for
wholesomeness, fitness and compliance with Indian legislation. Some of the cargo
samples like edible oil is inspected by PHO and permitted for domestic use based
on lab certification.
PLANT QUARANTINE ORGANIZATION
To prevent the entry, establishment and spread of exotic pests in India as per
the provisions of The Destructive Insects & Pests Act, 1914 and the notifications
issued there under. The authorized officer of the PQ department has to inspect
timber and grains in the ship hold before permitting discharge. Inspection of empty
ship holds is carried out immediately upon arrival of vessel at the designated port
before granting permission for loading of the grain into the vessel. The agency is
also responsible for inspection of import cargo before allowing discharge of the
same. They also Supervise fumigation of cargo on board the ship, in the shed and
subsequent degassing.
IMMIGRATION AUTHORITIES
The agency that is responsible for applying the immigration laws of the
country and providing the needed documents for foreign crew and passengers to
disembark and embark.

45
TERMINAL OPERATOR
Manages the terminal operations both at the wharf and the yard, acts as the
custodian of the cargo/containers. Most of the functions performed by the Terminal
operator and Port trust are common.
VESSEL OPERATING AGENT (STEAMER AGENT/ MAIN LINE OPERATOR)
The authorized representative in a specified territory acting on behalf of a
steamship line or lines and attending to all matters relating to the vessels owned by
his principals. The steamer agent liaises with the port and other agencies like
customs for the completion of formalities related to the various agencies. They
compile the vessel plan and co-ordinate with the stevedores and the port operator for
loading/ discharge operations.
CONTAINER OPERATING AGENT (NVOCC/ VOCC)
They represent the container Lines and provide the steamer agent with details
of the containers belonging to them in the vessel. They also give the delivery order to
the Clearing Agent/Importer for clearing the container. Similarly, The liner gives the
authorization for loading containers to a vessel to the clearing agent. They recover
terminal handling charges and container detention charges as also issue Bill of
lading and agent’s delivery order to the consignees.
(NVOCC- Non Vessel Operating Common Carrier)
(VOCC- Vessel Operating Common Carrier)
STEVEDORE
A stevedore manages the operation of loading or unloading a ship. A
stevedore owns gears and equipments used in the loading or discharge operation
and engages labour who actually load and discharge cargo under the direction of a
stevedoring company.
IMPORTER / EXPORTER / CUSTOMS HOUSE AGENTS (CHA)
Importers / exporters are the owners of the goods being imported/ exported.
And they are mainly responsible for completion of customs and Port formalities either
themselves or through a CHA. CHA is a person engaged in providing any service,
either directly or indirectly, connected with the clearing and forwarding operation.
They are licensed to enter the customs premises and clear the goods through
Customs/Port after payment of all duties and port charges on behalf of the importer.
Similarly the CHA brings in the export cargo and completes all documentation for
loading on behalf of the exporter.
TRANSPORT OPERATORS (RAILWAY / CONCOR / PRIVATE)
Road
The Cargo cleared for delivery from the port or received for export in the Port
is transported to/from the consignor /consignees’ premises by the private transporter.
Railways
The Railways provide the permanent way and rolling stock for the
transportation of the rail bound cargo. The availability of these resources may have
an effect on the dwell time of the cargo. The Container Corporation (CONCOR)

46
handles the rail bound containers. Lack of infrastructure or other resources with the
CONCOR/other Private operator affects the Dwell Time of containers.
CONTAINER FREIGHT STATIONS (CFS) / INLAND CONTAINER DEPOTS (ICD)
The primary functions of ICD/CFS can be summed up as - receipt and
dispatch/delivery of cargo, stuffing and stripping of containers, transit operations by
rail/road to and from serving ports, Customs clearance, consolidation and dis-
aggregation of LCL cargo, temporary storage of cargo and containers, reworking of
containers, maintenance and repair of container units.
SECURITY AGENCIES
Government security agencies like the CISF or the private security agency,
which takes care of the safe keeping of the cargoes inside the port premises.
Prevents pilferage/damage of cargoes. The regulatory measurers imposed by these
authorities may affect the dwell time of cargoes within the port.
EXTERNAL AGENCIES
The actions of other agencies like Local Police local Governmental agencies
etc sometimes affect the movement of cargoes/ containers from and to the port.
Traffic restrictions, levy of tax, cess etc and the accompanied documentation affects
the dwell time of the cargoes/containers.

47
APPENDIX – 3:IMPORT – EXPORT PROCEDURES
3.1 Flow Chart For Import Bulk / Break Bulk
Filing of IGM at
customs service
center
Filing of vessel
arrival intimation
at the Port
Import Process
IGM no: Generated
on Grant of entry of
vessel by Customs
IGM Received from
Customs
EDI/ By Hand
Issues DO to the
importers
Appoints
Stevedore for
Cargo Operations
Statutory Bodies
(PHO,
Immigration,
Police)
Importer appoints
Custom House Agent
(CHA)
Import Application Filed in
the port along with Bill of
Lading / DO
Files the Bill of entry (BE) with
customs
Berth Allotment
Cargo Operations
By Port / Stevedore
Tally Sheet
Cross checking BE with IGM
Assessment
& Charges payment at Port
Valuation of Goods
Out Of Charge
/ Confiscation / Detention
Delivery of Cargo
( OOC & BE of customs,
IA of port)
Cargo Accounting
IGM Vs ( Landed&
Delivery)
IA closure
Out Turn Statement
for Steamer agent
Uncleared/confiscated
cargo
for auction
Stop
Indent for
equipment and
labour
Steamer Agent
(SA)
A
A Delivery Type
Cargo stacked in transit
sheds before delivery.
7 free days for foreign cargo
Stacked
Importer takes the cargo directly from
the vessel to the plot or outside . Port is
not the custodian of cargo
Overside Delivery
Loaded directly into the vehicle of the importer
and the cargo should be cleared within 24
hours otherwise it attracts demuarage
charges.
Direct Delivery Stop
C1
C1
Uploading of BE
Service Center to Customs.
Customs generate BE Number
EDI / No EDI
Appraisal of Goods
Payment of Customs Duty
Examination
Required
Physical Verification
YES
NO
Doc with BE:
Packing list, Invoice, BL,
DO, GATT declaration,
Importer / CHA
declaration, Import
Licence, LC, Insurance,
Origin certificate,
Technical literature, Test
report, No commission
declaration
Importer: IEC No:
from DGFT
Import Process flow
Figure 3.1: Flow chart for the General Import Process.

48
3.1.1 General Port Procedure for Import - Bulk / Break Bulk Cargo
• The Steamer Agent files the Vessel Arrival Intimation 7 days prior to the
expected arrival of the vessel
• The steamer agent files IGM manually or electronically.
• The Port allocates the berth and the vessel is berthed.
• Customs, PHO, Plant Quarantine, Immigration etc officials board the vessel
and entry inward is granted.
• Port/terminal operator commences the cargo operations
• The steamer agent pays the Vessel Related Charges in advance.
• Bill of Entry filed by the CHA/Importer and BE number is obtained.
• BE is cross checked with IGM and tallied
• BE is sent for assessment. Assessed and payable duty is arrived at.
• Duty is paid by the importer or CHA
• Stevedore indents for labor and equipment
• Unloading of cargo operation starts with tally
• CHA files import application along with the Delivery Order. Port cargo Related
charges are paid. IA is verified with IGM
• Selected packages are opened and Customs examines the cargo.
• On obtaining the Out of Charge from the Customs the CHA approaches the
port for delivery of cargo with BE and IA.
• The documents are cross-verified, vehicle ticket is issued and delivery is
effected. The delivered goods pass the port gate after physical examination
and document check at the gate.

49
3.2. Flow Chart for Import Flow of containers
IGM Filed with Customs
Stacking in yard according to delivery mode
Discharge Operations (Seal & Damage Verification)
Discharge planning - Yard Planning
IAL submitted to CT
DDD LCLICDPNRGCH
Nominated boxes moved
for inspection on wheel
Cargo Examined duty
appraised by Customs
TSA Filed CFS
Destuffing
Box moved to
CONCOR annex
for onward rail
movement
Boxes moved to
CFS
MTY Yard
Container Delivered
Duty Paid Bill of Entry obtained
EDI Module
Seal Damage inform
Customs / shipping line
& CCT puts its seal
Import flow for CONTAINERS
Custom Process
at Terminal
Custom Process
at CFS
Custom Process
at ICD
Custom Process
at Terminal
Figure 3.2: Flow Chart for import flow of containers

50
3.2.1 General Port Procedure for Import - Container
• Vessel Operating Agent (VOA) issues Vessel Identification Advice (VIA) to the
Port / Terminal and Customs. VIA is registered.
• VOA files IGM with Customs.
• The VOA registers the Vessel details like vessel profile, stack height, reefer
points etc., with the terminal.
• VOA requests berth allotment to the Port and the vessel is berthed.
Immigration / Customs / PHO completes their formalities.
• Discharge starts and containers are moved to the Yard / delivery point.
Delivery procedures for direct delivery containers.
• VOA issues container arrival notice to Container Operating Agent (COA).
• COA issues delivery Order to CHA.
• BE is registered parallelly and duty is paid and request for delivery of
containers is made to terminal by the CHA.
• The terminal operator issues job order intimating the location of the container
to the CHA.
• The hauler enters the terminal with requisite documents
• Container is located and equipment interchange request is prepared by the
terminal operator
• Container is loaded and the container is moved out of the terminal with gate
pass and customs endorsed EIR
Delivery procedures for CFS designated containers
• Delivery order issued by VOA to COA
• COA nominates CFS and container list is issued to the CFS/Terminal
• Request for movement by PNR is made to the terminal
• PNR approved and permission given for movement of containers.
• Location of the containers is intimated to the hauler by the terminal operator
• Copy of the job order and copy of EIR is given to the Hauler.
• Container is located and loaded on to trailer and moves out of the terminal.
Delivery Procedures for ICD Containers.
• Delivery order issued by VOA to COA
• COA submits Transshipment Advice to Customs.
• COA requests movement of container to ICD terminal.
• Containers are moved to ICD through EIR.
• Containers are received at ICD terminal and EIR is endorsed.
• Containers loaded to trailers, wagons. Inland Waybill is prepared parallelly
and containers move out.
Delivery Procedures for LCL Cargo (Delivery to Terminal / CFS)
• Terminal operator moves the LCL containers to CFS.
• Permission to open the container obtained from the Customs by CHA and
Open Chit generated.

51
• DO issued and terminal charges paid.
• BE registered, duty paid,
• Container de-stuffed under tally.
• Hauler enters terminal / CFS gate.
• Cargo loaded onto the hauler. EIR generated.
• Receipt for cargo obtained from CHA.
• EIR endorsed by Customs and cargo moved out of the Terminal / CFS.

52
APPENDIX – 3A: TIME STUDY FOR PORT’S ROLE IN HANDLING
CONTAINERS
Figure 3 A (a): Time study for Port’s role in handling containers-Import
Request for berthing of vessel
Agencies Involved – Shipping Agent, Port. Documents Required – Berthing application, Payment
receipt for berth hire and stevedoring , Certified hazardous cargo list. Time Taken- 30 min
CONTAINER OPERATIONS – IMPORT CYCLE – TIME
STUDY FOR PORT ACTIVITIES
Submission of Advance list, IGM and advance payment of container related charges at Port
Agencies Involved – Shipping Agent, Port. Documents Required - Hard copy of IGM, Port Payment Receipts.
Time Taken- 30 min
Vessel / Yard Planning
Agencies Involved – Shipping Agent / stevedores, Port, Documents Required- Vessel Bayplan, vessel / yard planning form. Time
Taken- 45 minutes.
Total Time taken by Port = 3.5 hrs to 5.5 hrs
Movement from CY to Out Gate / ICD, Out Gate Operations
Agencies Involved –Port, Shipping Agent, Port’s Transporters.
Documents Required- Advance list, Gate Pass,
Time Taken- 30 min
Discharging of import container and movement to CY for storage
Agencies Involved – Shipping Agent, Customs, Port, Port’s Transporters. Documents Required- Vessel ? yard Planning form, Tally sheet.
Time Taken- 20 min.
Berthing of vessel
Agencies Involved – Shipping Agent, Port, PHO, Police, Immigration, Customs, Rammaging (for narcotics). Documents Required-
ISPS declaration, copy of P&I cover, Application to DC, Details about crew, boarding set consisting ship & crew details, PHO form.
Time Taken- 1 to 3 hrs.

53
Figure 3 A (b): Time study for Port’s role in handling containers-Export
Request for berthing of vessel
Agencies Involved – Shipping Agent, Port. Documents Required – Berthing application, Payment
receipt for berth hire and stevedoring , Certified hazardous cargo list. Time Taken- 30 min
Submission of Loading list, SB / Customs permission and advance payment of container related charges at
Port
Agencies Involved – Shipping Agent, Port, Custom Documents Required - Hard copy of Load List , Port Payment
Receipts. Time Taken- 30 min
Movement of container from CY to berth & Loading on vesel
Agencies Involved – Shipping Agent, Customs, Port, Port’s Transporters. Documents Required- Vessel ? yard Planning form, Tally sheet.
Time Taken- 20 min.
Movement from CFS / Factory to In Gate
Agencies Involved –Port, Shipping Agent, Transporters, Customs
Documents Required- Form 13, Gate Pass,
Time Taken- 15 min
Berthing of vessel
Agencies Involved – Shipping Agent, Port, PHO, Police, Immigration, Customs, Rammaging (for narcotics). Documents Required-
ISPS declaration, copy of P&I cover, Application to DC, Details about crew, boarding set consisting ship & crew details, PHO form.
Time Taken- 1 to 3 hrs.
Yard / Vessel Planning
Agencies Involved – Shipping Agent / stevedores, Port, Documents Required- Vessel Bayplan, vessel / yard planning form. Time
Taken- 45 minutes.
Total Time taken by Port = 3.3 hrs to 5.3 hrs
CONTAINER OPERATIONS – EXPORT CYCLE – TIME
STUDY FOR PORT ACTIVITIES

54
3.3.Flow Chart for Export Bulk/Break Bulk
Export Flow
SA files vessel
arrival intimation
with port
SA / CHA gets
Gate opening
permission from
port either for
Vessel / Cargo
Exporter Appoints
CHA for cargo
Berth Allotment
CHA files EA
along with invoice
& packing list
Assessment and
payment at port
SA appoints
Stevedore
CHA / SA moves
cargo into the port
either to the plot or
transit shed for
aggregation
(Admittance of
cargo by ECR)
ECR verified EA &
LEO
Cargo operations
Boat Note verified
Export Tally sheet
Preparation of
Mate Receipt
Shed Manifest
Un Exported /
Customs
Permission not
passed cargo
shutout
Filing of declaration
by Exporter/CHA at
Service Centre with
Invoice & packing list
Assessment by
customs Apprisal unit
Payment of customs duty if
any
Examination of cargo by
customs examination unit
Indent for labour
and equipment
from port
SA - Steamer Agent
CHA - Custom House Agent
EA - Export Application
SB - Shipping Bill
LEO - Let Export Order
ECR - Export Cargo Receiver
Export Flow
Uploading of shipping
bill by service
centreCustoms.
generate shipping bill
number
Verification of goods by
customs preventive officer
at the port
Issue of allowed for
shipment order for loading
Filing of export general
manifest (EGM) by steamer
agent with customs
Issue of Let Export Order
(LEO)
Exporter IEC number
CHA authorised by
customs
Exporter: IEC No:
from DGFT
Shipping Bill along
with GR form,
Invoice, packing list,
BL, certificate of
origin and certificate
of measurement
Boat note
preparation
Figure 3.3.: Flow Chart for Export Bulk/Break Bulk

55
3.3.1 General Procedure for Export - Bulk / Break Bulk Cargo
• Exporter/CHA requests the Traffic Manager for moving the cargo into the port
and based on the permission given the cargo is moved into the port with cart
chit.
• Exporter/CHA submits Shipping Bill with Customs along with supporting
documents like packing list, letter of credit etc
• Customs give a serial number to the shipping bill.
• CHA files Export Application along with invoice, Packing list etc.
• The Steamer Agent files the Vessel Arrival Intimation 7 days prior to the
expected arrival of the vessel
• The Port allocates the berth and the vessel is berthed.
• Steamer Agent files for Entry outward
• After passing the shipping bill by the customs export department, goods are
presented for appraisal and examination.
• The Vessel Related Charges are paid in advance by the steamer agent
• Customs officer verifies the contents/cargo and permit clearance by giving let
export and customs passed Shipping bill.
• Stevedore indents for labor and equipment
• The CHA submits the Export application along with allowed for Shipment by
the Customs to the port. The documents are compared and boat note issued.
• Cargo is loaded with proper tally and Mate’s receipt is received. The
consolidated cargo exported by the vessel is filed as EGM with Customs.

56
3.4. Flow Chart for Export Flow of containers
ICD CFS StuffedFactory Stuffed
S.Bill generated
LEO given
S.Bill Generated & LEO given
at CFS
Self Sealed / C.
Confirmation of landing
given by shipping line
CT Terminal gate check for
Seal and Damage, “Allowed
for Shipment” endorsed /
Passed in on F-13
Yard Location assigned and
container stacked in yard
Boxes planned for Loading
EGM filed by vessel operator
with Customs
Box Loaded in to vessel
Export flow for CONTAINERS
Shipper
Central excise Certified
Packing List, LC, ARE, Purchase
Order, BL prepared CHA and signed
by SA
Form 13
Given by SA
Figure 3.4: Flow Chart for Export FLOW OF CONTAINERS

57
3.4.1.General Procedure for Export – Containers
Prior to Loading of Container
• VOA issues Vessel Identification Advice (VIA) to Customs/Port Terminal.
• VIA is registered at Port and VIA Number is received.
• VOA registers the vessel details like Vessel Profile, Stack height, Reefer
Points, Hatch configuration at the terminal.
• VOA submits the berthing application to the Port.
• The Hauler moves the container through the Port Gate.
• On receipt of Allowed for shipment from the Customs the Hauler moves the
container to Terminal.
• Export Containers received at the Port/terminal with export application,
weighment Certificate, IMO IMDG Code etc - to the terminal Operator.
• Terminal operator moves the container to the assigned yard and offloads the
container with an endorsement of exact location on EIR.
• VOA Plans container loading operation with the terminal operator.
• Immigration, Customs and PHO board the vessel on arrival and the Crew list,
store list, restricted item list, boarding set (Ships crew details), and PHO
standards are verified.
Export Container Received From ICD By CONCOR
• On arrival of the container at the CONCOR Yard, the container Inland way bill
is submitted by COA to CONCOR for movement of container
• The pre-Advice Form, weighment certificate /IMO IMDG Code etc is issued by
Hauler to Terminal for verification
• To off load the container to the correct slot in the yard. EIR marked with the
Container location is given by Terminal to CHA
• The containers are moved to the yard.
Containers Stuffed At CFS
• Request for carting cargo into the terminal, Cargo Carting Order / Shipping Bill
filed by CHA/ Shipper submitted to CFS.
• For Movement of cargo into the CFS, Endorsed Carting Order is submitted by
Hauler to CFS
• Examination completed by Customs and Let Export Order issued.
• Stuffing Order is issued by COA to CFS
• Survey is conducted and Survey remark on Pre-Advice Slip is issued by the
Surveyor to the CFS
• For Stuffing of Container, a Tally / Stuffing report/CLP is issued by CFS to
COA
• Customs seals the Container

58
Loading of Container on to the Vessel
• VOA submits the loading sequence list to the Terminal For the movement of
container from pre-stack to ship side.
• After loading the container to the vessel the Terminal operator gives the Tally
Sheet to the shipping agent.
• The VOA facilitates the issuance of Mate Receipts by master of vessel and
gives it to the terminal
• On receiving the Port charges receipt the request for Port Clearance is given
by terminal to VOA
• For sailing of vessel the application for Port clearance is applied by VOA to
the Customs.
• On receiving the Port Clearance and Customs clearance the vessel sails.
• The EGM filed with customs.

59
APPENDIX–4: PORT EFFICIENCY PARAMETERS
4.1. Pre-Berthing Time on Port a/c and Non-port a/c
AVERAGE PRE-BERTHING TIME – 2005-2006 (In Hours)
DRY BULK LIQUID BULK BREAK
BULK
CONTAINER
TOTAL
PORT NON PORT NON PORT NON PORT NON Total
A/C PORT A/C PORT A/C PORT A/C PORT
PORT
PORT A/C NON-PORT
A/C
A/C A/C A/C A/C
M C M C
KOLKATA NA NA NA 14.03 0.09 13.17 0.14 7.76 0.08 8.57 0.09 9.62 9.71
HALDIA 42.5 79.43 21.36 23.49 14.76 26.85 36.43 29.83 4.24 5.08 30.37 21.37 51.74
PARADIP 1.31 1.69 32.13 20.9 1.09 11.72 1.64 17.31 2.11 1.43 1.48 23.61 25.09
VIZAG 0.46 2.92 30.8 30.88 1.02 19.46 0.42 19.45 0.79 1.21 1.54 23.33 24.87
ENNORE 0.36 NA 4.08 NA NA NA NA NA NA NA 0.36 4.08 4.44
CHENNAI 1 1.3 80.1 8.3 1 25.8 0.8 7.7 0.7 5.3 0.9 14.7 15.6
TUTICORIN 6.65 15.83 1.91 7.4 2.23 7.87 1 25.2 0 11.21 3.06 14.4 17.46
COCHIN 10.03 0.73 13.97 8.99 5.75 19.22 1.19 4.4 1.23 7.25 2.94 10.81 13.75
NMPT 0.24 2.88 11.04 17.52 0.48 21.12 0.96 4.56 0 3.36 0.96 17.76 18.72
MORMUGAO 9.88 46.4 74.57 4.63 14.51 3.04 99.48 16.04 4.28 0.42 17.56 33.01 50.57
MUMBAI NA 1.92 NA 22.8 6.48 21.12 4.08 17.28 2.4 14.64 4.8 19.2 24
J.N.P.T NA NA NA NA 14.09 16.92 8.53 22.59 5.45 15.63 7.4 14.65 22.05
KANDLA NA 37 NA 22.28 5.04 19.44 34.04 28.12 9.84 4.32 19.68 19.92 39.6
All Ports 10.66 19.09 30.38 20.98 6.08 20.25 9.01 18.44 2.82 9.05 8.77 18.38 27.15
NA – Not Applicable. PBD(A) referred to in the pictorial representation of TRT at fig 3.3.5
Factors contributing to Port Account:
1. Non- availability of working berth as the berth is occupied by another working vessel
2. Non- availability of working berth as berth is out of commissioned
3. Non- availability of working berth for any other reason
4. Non- availability of berth as all other berth are fully occupied
5. Discharging/loading in midstream due to non-availability of pberth
6. Berth-don of cargo handling equipment on shore
Factors contributing to Non-Port Account:
1. Documents not ready
2. Cargo not ready
3. Agent’s Option
4. Waiting for mother/daughter vessel
5. Lack of storage space in shed/tanks (not/poor clearance)
6. Waiting for barges
7. Mid-stream discharge to meet draft requirement
8. Absence of advance intimation about ETA etc.
9. On ship’s account
Source IPA
Table 4.1 : Average Pre-Berthing Detention Time at Major Ports in 2005-06

60
4.2 AVERAGE NON-WORKING TIME (Port Account And Non-Port Account).
PORT PERFORMANCE INDICATORS: CATEGORY WISE
AVERAGE NON-WORKING TIME (C)TO TOTAL STAY AT BERTH (2005-2006) ( IN DAYS)
PORT DRY BULK LIQUID BULK BREAK BULK CONTAINER TOTAL
PORT A/C NP A/C
PORT
A/C NP A/C
PORT
A/C NP A/C
PORT
A/C NP A/C
PORT
A/C NP A/C Total
MECH CONV MECH CONV
KOLKATA 0 0 0 0.96 0 1.51 0 2.12 0 0.57 0 1.17 1.17
HALDIA 0.18 0.18 0.76 1.35 0 0.44 0.16 1.2 0 0.45 0.07 0.72 0.79
PARADIP 0.14 0.16 0.5 0.78 0 0 0.15 0.96 0.03 0.56 0.15 0.67 0.82
VIZAG 0.32 0.17 0.37 0.52 0.08 0.32 0.18 0.47 0.06 0.08 0.15 0.39 0.54
ENNORE 0.18 0 0 0 0 0 0 0 0 0 0.18 0 0.18
CHENNAI 0 0 1.1 1.5 0 0.3 0 1 0 0 0 0.9 0.9
TUTICORIN 0.02 0.04 0.53 0.96 0.02 0.35 0.04 1.08 0 0.05 0.02 0.6 0.62
COCHIN 0.48 0.68 0.9 1.49 0.06 0.17 0.12 0.67 0 0 0.2 0.45 0.65
NEW MANGALORE 0 0.02 0.37 0.58 0.01 0.24 0.01 1.01 0 0.28 0.01 0.37 0.38
MORMUGAO 0.08 0 0.27 0.54 0 0.27 0 0.63 0 0.08 0.03 0.3 0.33
MUMBAI 0 2.02 0 0 0.4 0 1 0 0.33 0 0.7 0 0.7
J.N.P.T 0 0 0 0 0.3 0 0.16 0 0.06 0 0.08 0 0.08
KANDLA 0 0.02 0 0.5 0.01 0.37 0.01 0.38 0.01 0.23 0.01 0.39 0.4
NWT(C) referred to in the pictorial representation of TRT at fig 3.3.5
Factors contributing to Port Account:
1. Vessel waiting for a working berth after completion of unloading and before commencement
of loading
2. Break-down / non-availability of handling equipment
3. Non-availability of port labour gangs
4. Early break-up late reporting of DLB/Port Labour
5. Spillage/grizzly cleaning/chute jamming
6. Ragging / Stitching
Factors contributing to Non-Port Account:
1. For want of cargo / containers
2. For customs formalities-prior / after to commencement / completion of work
3. For unloading/loading instructions from Chief Officer / SA
4. Shed congestion/non or poor clearance of cargo
5. Want of wagons/lorries/trailers for clearance
6. Draught hooking/survey
7. Ship’s positioning /wharping/trimming
8. Break-down of ship gear
9. Due to ship bunkering/waiting for bunkering / repairs at berth / ballasting / cleaning
10. Non- availability of private labour
11. For sailing instruction/boat note
12. Due to weather conditions
13. Due to Pollution
14. Want of barges
15. Document not ready
Table 4.2: Average Non-Working Time - port account and Non-port account.

61
4.3. Turn Round Time at Indian Ports (Port account & Non-Port account)
AVERAGE TURN AROUND TIME (2005-2006)
(in days)
DRYBULK LIQUID BULK BREAK BULK CONTAINER Total
PORT
PORT
A/C
NON-
PORT
A/C TOTAL
M C M C M C
PORT
A/C
NON-
PORT
A/C TOTAL
PORT
A/C
NON-
PORT
A/C TOTAL
PORT
A/C
NON-
PORT
A/C TOTAL
PORT
A/C
NON-
PORT
A/C TOTAL
KOLKATA 0 3.09 0 1.54 0 4.63 2.01 2.06 4.07 3.94 2.44 6.38 2.16 0.93 3.09 2.55 1.57 4.12
HALDIA 4.63 6.9 0.76 1.35 5.39 8.25 1.71 0.44 2.15 4.92 1.2 6.12 1.15 0.76 1.91 3.28 0.72 4
PARADIP 1.86 3.41 1.34 0.87 3.2 4.28 1.34 0.49 1.83 4.19 0.72 4.91 1.36 0.05 1.41 2.57 0.59 3.16
VIZAG 1.66 3.73 1.88 1.94 3.54 5.67 1.27 1.13 2.4 3.46 1.3 4.76 0.42 0.13 0.55 2.35 1.45 3.8
ENNORE 2.06 0 0.17 0 2.23 0 0 0 0 0 0 0 0 0 0 2.06 0.24 2.3
CHENNAI 2.4 5.2 3.4 0.6 5.8 5.8 1.9 1.1 3 3.4 0.5 3.9 1.2 0.2 1.4 2.6 0.7 3.3
TUTICORIN 3.42 4.34 0.07 0.31 3.49 4.65 1.7 0.33 2.03 2.97 1.05 4.02 0.56 0.46 1.02 2.23 0.6 2.83
COCHIN 7.47 5.96 0.9 1.49 8.37 7.45 1.82 0.28 2.1 1.88 0.53 2.41 0.19 1.13 1.32 1.82 0.31 2.13
N.M.P.T 1.5 3.37 0.82 1.34 2.32 4.71 1.36 1.13 2.49 3.2 1.19 4.39 0.89 0.43 1.32 1.87 1.13 3
MARMUGAO 1.25 7.57 3.38 0.73 4.63 8.3 1.56 0.4 1.96 9.86 1.29 11.15 1.34 0.1 1.44 2.41 1.67 4.08
MUMBAI 0 9.06 0 3.05 0 12.11 0.7 2.14 2.84 3.97 1.18 5.15 1.71 0.83
2.54
2.92 1.17 4.09
J.NP.T. 0 0 0 0 0 0 2.27 0.71 2.98 3.44 0.93 4.37 1.34 0.64 1.98 1.36 0.6 1.96
KANDLA 0 4.88 0 1.55 0 6.43 1.6 1.32 2.92 4.49 1.66 6.15 1.92 0.5
2.42
3.04 1.35 4.39
ALL PORTS 2.55 4.66 0.89 1.32 3.44 5.98 1.66 0.93 2.59 3.65 1.19 4.84 1.3 0.47 1.77 2.52 0.98 3.5
4.71
Factors contributing on port account and non-port account towards the TRT are the combination of all the factors mentioned for PBD
and NWT.
(Source: IPA)
M-Mechanical: C-Conventional: NA-Not Applicable
Table 4.3: Turn Round Time at Indian Ports during 2005-2006.

62
4.4. The Average Output per Ship Berth Day (OSB)
PORT PERFORMANCE INDICATORS : CATEGORY – WISE
AVERAGE OUTPUT PER SHIP BERTHDAY (2005-2006) (In tons)
CONTAINERPORT DRYBULK (in MT) LIQUID
BULK (IN
MT)
BREAK
BULK (in
MT)
(in Tons)
MECH CONV
KOLKATA 0 2079 9484 627 4147
HALDIA 9575 6223 18151 2233 3000
PARADIP 21535 7714 10414 961 2796
VIZAG 28452 7133 19565 1584 8097
ENNORE 33662 0 0 0 0
CHENNAI 30999 7346 18281 1892 17150
TUTICORIN 13250 6834 5295 1178 12659
COCHIN 2649 3589 18284 1349 5273
N.M.P.T 23578 8499 23232 1560 3528
MORMUGAO 58181 3950 7292 1390 2313
MUMBAI 0 1303 19545 2273 4162
J.NP.T. 0 0 6415 3459 17861
KANDLA 0 5258 19801 2926 5633
ALL PORTS
20820 6494 17439 1844 9270
*13657 ** 538 TEUs
* Avg OSB for dry bulk both for mechanical and conventional methods of handling is
13657 tons.
** 13.4 tons per TEU is conversion factor for containers.
(Source : IPA)
Table 4.4. Average Output Per Ship Berthday during 2005-06.

63
4.5. TRT (over all) for the major ports are given below for the year 2005-06.
COMPONENTS OF TRT
PBD TRANSIT NWT WTPORT
(A) (B) (C) (D)
TRT
(In days)
OSB
(In tones)
KOLKATA 0.40 0.083 1.17 2.46 4.12 3984
HALDIA 2.16 0.083 0.79 0.97 4.00 8755
PARADIP 1.05 0.083 0.82 1.21 3.16 11316
VIZAG 1.04 0.083 0.54 2.14 3.80 10557
ENNORE 0.19 0.083 0.18 1.85 2.30 33622
CHENNAI 0.65 0.083 0.90 1.67 3.30 10378
TUTICORIN 0.73 0.083 0.62 1.40 2.83 5392
COCHIN 0.57 0.083 0.65 0.82 2.13 7767
NEW MANGALORE 0.78 0.083 0.38 1.76 3.00 15048
MORMUGAO 2.11 0.083 0.33 1.56 4.08 16834
MUMBAI 1.00 0.083 0.70 2.31 4.09 6552
J.N.P.T 0.92 0.083 0.08 0.88 1.96 15821
KANDLA 1.65 0.083 0.40 2.26 4.39 8700
ALL PORTS 1.13 0.083 0.58 1.70 3.50 9267
PBD - (A), NWT - (C) WT - (D) as referred to in the pictorial representation of TRT in figure 3.3.5. The
transit time is reckoned as 2 hrs on an average for all ports.
Table 4.5: Components of Trun Round Time
Source: IPA

64
4.6. Port Capacity:
COMMODITY WISE CAPACITY OF MAJOR PORTS - 2004 -05 & 2005-06
TONNAGE
POL CONT. OTHERS TOTALPORT
2004-05 2005-06 2004-05 2005-06 2004-05 2005-06 2004-05 2005-06
CAPACITY 3.60 3.60 3.40 4.00 2.80 5.00 9.80 12.60
KOLKATA
HANDLED 5.53 4.93 2.35 3.23 2.92 1.78 9.94 10.80
CAPACITY 17.00 17.00 1.20 3.00 15.90 22.20 34.10 42.20
HALDIA
HANDLED 16.41 17.72 2.00 1.71 23.80 16.78 36.21 42.21
CAPACITY 7.50 6.00 NA NA 31.50 45.40 39.00 51.40
PARADIP
HANDLED 0.84 0.90 0.03 0.05 32.23 29.16 30.10 33.10
CAPACITY 16.75 16.90 1.00 1.00 31.90 37.05 49.65 54.95
VIZAG
HANDLED 14.62 16.94 0.64 0.63 40.55 32.57 50.14 55.80
CAPACITY 10.50 11.25 6.00 12.00 25.35 25.55 41.85 48.80
CHENNAI
HANDLED 11.69 13.20 9.86 11.75 25.69 18.85 43.80 47.24
CAPACITY NA NA NA NA 12.00 13.00 12.00 13.00
ENNORE
HANDLED 0.10 0.24 NA NA 9.06 9.24 9.48 9.16
CAPACITY 2.30 2.30 3.60 5.00 9.90 13.25 15.80 20.55
TUTICORIN
HANDLED 0.74 0.77 3.20 3.42 13.19 11.62 15.81 17.13
CAPACITY 10.50 11.20 2.00 3.00 3.00 5.15 15.50 19.35
COCHIN
HANDLED 10.27 9.64 2.31 2.53 1.35 1.92 14.09 13.93
CAPACITY 19.20 21.00 NA NA 11.10 17.00 30.30 38.00
NMPT
HANDLED 21.43 22.39 0.14 0.15 12.88 11.35 33.89 34.45
CAPACITY 1.50 1.50 NA NA 27.00 28.00 28.50 29.50
MORMAGOA
HANDLED 1.01 0.83 0.12 0.11 30.55 29.72 30.65 31.68
CAPACITY 32.00 32.00 3.50 3.50 7.40 8.25 42.90 43.75
MUMBAI
HANDLED 19.33 27.78 2.57 2.14 22.29 5.20 35.12 44.19
CAPACITY 31.00 34.00 NA NA 14.00 12.00 45.00 46.00
KANDLA
HANDLED 22.12 24.29 2.74 2.31 12.89 14.94 41.54 45.90
CAPACITY 5.50 5.50 27.60 30.60 NA NA 33.10 36.10
JNPT
HANDLED 2.46 2.49 28.74 33.77 14.70 NA 32.80 37.75
CAPACITY 157.35 162.25 48.30 62.10 191.85 231.85 397.50 456.20
ALL PORTS
HANDLED 126.55 142.12 54.69 61.79 242.10 183.13 383.57 423.34
Source: IPA
Table 4.6: Commodity wise Capacity of Major Ports 2004-05 & 2005-06

65
APPENDIX – 5: DETAILS OF PROPOSED REDUCTION OF DOCUMENTS IN
PORTS
Present Proposed Reduction Proposed
PRE ARRIVAL DOCUMENTS
1 Last 10 Ports of Call
2 Ship Particulars List
3 Arrival Crew List
4 Sailing Crew List
5 Pre Arrival Notice
6 Berthing Application & Registration
Six Documents Merged as
One Common Document
"Vessel Arrival Notice"
1 Vessel Arrival Notice
7 ISPS Certificate and Ships Certificates 2 ISPS Certificate and Ships Certificates
8 P&I Club Certificates 3 P&I Club Certificates
9 IMDG General Declaration 4 IMDG General Declaration
10 Arrival Report 5 Arrival Report
11 Ship Movement Documents 6 Ship Movement Documents
12 Vessel Planning Form 7 Vessel Planning Form
IMPORT
1 Agents Delivery Order
2 Overside Delivery Order
Two Documents merged
as One Common
Document
3 Shed Delivery Order One Document Dispensed
4 Gate Pass 1 Delivery Order
5 Container Transshipment Application 2 Gate Pass
6 Customs Permission for Transshipment One Document Dispensed 3 Container Transshipment Application
7 Request for Gang & Equipment 4 Request for Gang & Equipment
8 Tally Sheet 5 Tally Sheet
9 Application for Landing 6 Application for Landing
10 Final Survey Certificate 7 Final Survey Certificate
11 I G M (Custodian Copy) 8 I G M (Custodian Copy)
12 Import Application 9 Import Application
13 Bill of Entry (Custodian Copy) 10 Bill of Entry (Custodian Copy)
14 OOC (Custodian Copy) 11 OOC (Custodian Copy)
15 Open Chit 12 Open Chit
16 Job Order 13 Job Order

66
Table 5: Details of Proposed Reduction of Documents in Ports
Present Proposed Reduction Proposed
EXPORT
1 Carting Chit
2 Gate Opening Permission One Document Dispensed 1 Carting Chit
3 Request for Gang & Equipment 2 Request for Gang & Equipment
4 Export Tally Sheet 3 Export Tally Sheet
5 Final Survey Certificate 4 Final Survey Certificate
6 Export Application 5 Export Application
7 Shipping Bill (Custodian Copy) 6 Shipping Bill (Custodian Copy)
8 LEO (Custodian Copy) 7 LEO (Custodian Copy)
9 Open Chit 8 Open Chit
10 Shed Manifest 9 Shed Manifest
11 Allowed for Shipment 10 Allowed for Shipment
12 Boat Note 11 Boat Note
13 Mate Receipt 12 Mate Receipt

67
APPENDIX – 6:DOCUMENTS INVOLVED
6.1 Documents involved in each stage of voyage:
I. PRE ARRIVAL DOCUMENTS
Document Flow
Sl.
No:
Activity Document
Mode
of
Filing
From To
1
Cargo Arrival
Notice
Letter M Steamer Agent Importer
2 Transfer of BL BL M
Owner/Charterer
(Principals)
Steamer Agent
3
Bank Guarantee Or
Corporate Letter of
Indemnity
Form Consignee owner
4
Delivery Order
Instructions
Form Owner Steamer Agent
5
Issue Of Delivery
Order
Delivery Order Agents consignee
6 Filing of IGM Prior IGM
Online /
Service
Center
Steamer Agent Customs
7 Arrival Intimation
Vessel Arrival
Intimation
Port
website
Steamer Agent Port
8
General
Information
Form I Manual
Master / Steamer
Agent
Port / Customs /
MMD / PHO /
Police
9 Arrival Report Form III Manual
Master / Steamer
Agent
Port / Customs /
MMD / PHO /
Police
10 Grant entry Inwards
Grant Entry
Inwards for vessel
Online
PO
Customs
Customs
11
General
Declaration
Form II Manual
Master / Steamer
Agent
Port / Customs
12 Import clearance
Permission to
grant entry
inwards
Manual Customs Steamer Agent
13 Rummaging Shipping Journal Manual Master
Preventive Officer
Customs
14 Declaration
Gold / Bullion /
Silver
Manual Master Customs
15 Declaration Agency for vessel Manual Master Customs
16 Declaration
Same bottom
cargo
17 Declaration
No opium
certificate
18 Declaration
No Arms &
Ammunition
19 Declaration Deck Cargo Manual Master Customs
20 Declaration
No Passenger on
board
21 Declaration Store list Manual Master Customs
22 Draft survey Survey certificate Manual Surveyor Steamer Agent
23 Receipt Store list Manual Customs Master
24
Report of arrival of
vessel in port
Emigration
Journal Manual Master Immigration Officer

68
II. ARRIVAL OF VESSEL TO SAILING OF VESSEL
Stakeholders
Sl.
No Activity Document
Mode of
Filing
From
To
1.
Immigration Officer
Boards the vessel
verifies the list of
crew and
passengers if any,
Issues Immigration
Clearance and
Issues Shores
Passes
Crew, passenger
list, clearance
certificate and
shore pass
Manual
Immigration
Officer
Steamer
Agent/passenger/cre
w
2. Delivery Over side
Overside
Delivery Order
Manual
Steamer
Agent
Master
3. Ships certificates Receipt Manual
Steamer
Agent
Master
4. Vessel planning
Vessel planning
form
Manual
Steamer
Agent
Port
5. Tally Tally sheet Manual Port Stevedore agent
6.
Intimation of cargo
arrival
Cargo arrival
notice
Manual
Steamer
Agent
Importer
7. Draft survey
Surveyor
certificate
Manual Surveyor Steamer Agent
8.
Completion of
discharge
Discharge
completion
certificate
Manual
Steamer
Agent
Customs
9.
Export cargo
loading / no
discharge
Export Cargo
loading / No
discharge
certificate.
Manual
Steamer
Agent
Customs
10.
Consignee
appoints C&F
Agent
11.
Tank inspection by
Chief
Officer/Surveyor
Draft Survey for
dry bulk, no survey
for general cargo
Inspection report
Draft survey
report
Surveyor/Chie
f Officer
Steamer
Agent/Consignee
12.
Statement of Facts
for calculation of
lay time
Agents
Signed by master and
receiver
13. Pilot Called VHF Master Port
14. Delivery Order
Issue of delivery
order
Manual
Steamer
Agent
CHA
15. Filing of BE
Bill of entry with
Invoice,
Packing list,
Country of
Origin Certificate,
Analysis
Certificate.
Online CHA
Customs Service
Center
16.
Filing of Import
Application
Import
Application
Manual CHA Port
17. Print check list
Check list for
verification of the
BE
Manual
Service
Center –
Customs
CHA

69
18.
Issue of Chalan
TR6
Chalan TR6 Customs CHA
19.
Duty value
assessed
Duty advice Manual Customs CHA
20. Examination
Examination
order
AO
Appraisal
AO
Docks
21.
Testing for edible
items for human
consumption
CFTRI Mysore
certificate
Manual PHO CHA/SA
22. Plant quarantine
Phyto/Fumigation
certificate, Plant
Quarantine
clearance
certificate
Manual
Plant
quarantine
officer
Steamer agent
23. Cargo verification Out of Charge
Manual /
EDI
Customs CHA
24.
Request for gate
opening
Gate opening
Application
Manual CHA /SA Port
25. Grant Permission Permission letter Manual Port CHA /SA
26. Carting orders Carting chit Manual CHA /SA Transporter
27.
Filing of Export
Application
Export
Application
Manual CHA Port
28. Filing of SB
Shipping bill with
packing list,
Invoice,
Exchange
Control
Declaration (GR)
form no. BA
Manual /
EDI
CHA Customs
29.
Permission for
direct loading /
delivery
Permission letter Manual CHA Port
30.
Passing Cargo for
exports
LEO
Let export order
Manual /
EDI
Customs
CHA
31.
Loading export
cargo
Allowed for
shipment
Manual
Customs
PO
CHA
32.
Filing Labour
Indent
Gang Indent
Online /
Manual
Stevedore
Port
33.
Filing Equipment
Indent
Equipment
Indent
Online /
Manual
Stevedore
Port
34.
Filing Labour
Indent
Gang Indent
Online /
Manual
CHA
Port
35.
Filing Equipment
Indent
Equipment
Indent
Online /
Manual
CHA
Port
36.
Delivery of
imported cargo
Vehicle ticket Manual Port
CHA
37.
Transport
instructions
Form-20A Manual CHA
Transporter
38.
Receipt of Goods
on board
Mate Receipt Manual Master
Port / CHA
39. Port Clearance
Port Clearance
certificate
Manual Port
Steamer Agent
40. Port Clearance
Port Clearance
certificate
Manual
Steamer
Agent
Customs

70
41.
Grant entry
outwards
Grant Entry
outwards
Online Customs
PO
Customs
Sailing of vessel to closure of the voyage
Stakeholders
S.No: Activity Document
Mode of
Filing From To
1.
IT returns for
the vessel
Authorization
letter
Manual Master Steamer Agent
2. Bill
Final Marine
Bill
Manual Port Steamer Agent
3.
Export Cargo
in vessel
Export General
Manifest
Manual
Steamer
Agent
Customs
4.
Import Cargo
lying
Out Turn
Statement
Manual Port
Steamer Agent /
Customs
6.2 Documentation - Import Cargo
Agency No. of Documents Name of document
Customs 6 Bill of Entry (B/E), Customs out of charge, Customs permission
on Transhipment permit TP, Customs NOC for restricted
commodities.
Port 4 Tally Sheet, Shed Delivery Order,payment receipt for wharfage
& demurrage, Gate pass
Shipping
Agent
17 Application for Rotation with vessel details, Application for
Registration, Import General Manifest(IGM), Berthing application,
docking application, Advance list, payment receipt for berth hire
charges and stevedoring charges, Certified Hazardous cargo list,
ISPS declaration, Copy of P&I cover, Stowage plan, Bay plan,
Hatch Summary, Application to PHO, Agents delivery order,
Railway indent, Transhipment permit (TP), Load list.
CHA /
Importer
4 Bill of Lading (B/L), Packing list, Invoice, Cargo inspection
certificate
PHO /
PQ
2 PHO / PQ report (for perishable cargo), PHO NOC of ship
(yellow fevour zone)
MCGM 2 A, B / N form (for octroi charges)
Total 35
Customs 8 IGM, Inward entry, Customs permission (for CY to CFS), Bill of
Entry (B/E), Customs out of charge (OOC), Customs permission
on SMTP, Customs NOC for restricted commodities. Open Chit
Port 6 Tally Sheet, Container Movement challan, Shed Delivery Order,
payment receipt for wharfage & demurrage, Gate Pass, EIR
VOA /
COA
Registration, Import General Manifest(IGM), Berthing
application, docking application, Advance list, payment receipt
for berthhire charges and stevedoring charges, Certified
Hazardous cargo list, ISPS declaration, Copy of P&I cover,
Stowage plan, Bay plan, Hatch Summary, Application to PHO,
Container load plan, Agents delivery order, Agents CMC
permission, Agents gang delivery order, SMTP, Railway indent,
Transhipment permit (TP), Load list, Form –13, D.O
CHA /
Importer
5 Bill of Lading (B/L), Packing list, Invoice, Cargo inspection
certificate, country of Origin
CONCO
R
2 Train summary, Inland way bill (For ICD),

71
PHO / PQ 2 PHO / PQ report (for perishable cargo), PHO NOC of ship
(yellow fever zone)
State
Govt.
2 A, B / N form (for octroi charges)
Total 49
6.3 Documentation - Export Cargo
Customs 4 Shipping Bill, let Export Order, Customs NOC for restricted
commodities outward entry
Port 2 Tally Sheet, Payment Receipt for Port Charges for wharfage /
demurrage charges on Export Cargo.
Shipping
Agent
11 Application with vessel details, Application for registration,
Application for carting, Berthing application. Advanced payment
receipt for berth hire and stevedoring charges, Certified
Hazardous cargo list, ISPS declaration, Copy of P&I cover, Mate
Receipts, Application for Port clearance, Bill of lading.
CHA /
Exporter
3 Check list, Invoice /purchase order, Cart chit
PHO / PQ 1 PHO’s Clearance ( for Food grains)
Total 21
Customs 8 EGM, Outward entry, Shipping Bill (S/B), Let Export Order (LEO),
Allowed For Shipment, Customs NOC for restricted commodities.
Open Chit, Port Clearance
Port 6 Tally Sheet, Pre Advice Slip, Container Movement Challan,
payment receipt for wharfage & demurrage, Gate Pass, EIR
VOA /
COA
Registration, Export General Manifest(EGM), Berthing
application, docking application, Advance list, payment receipt for
berth hire charges and stevedoring charges, Certified Hazardous
cargo list, ISPS declaration, Copy of P&I cover, Stowage plan,
Bay plan, Hatch Summary, Application to PHO, Container load
plan, Agents delivery order, Agents CMC permission, Agents
gang delivery order, SMTP, Railway indent, Transhipment permit
(TP), Load list, Form –13, D.O
CHA /
Importer
5 Packing list, Invoice, Cargo inspection certificate, Carting Order
CONCOR 2 Train summary, Inland way bill (For ICD),
State
Govt.
2 A, B / N form (for octroi charges)
Total 47

72
APPENDIX 7: READY RECKONER
7.1. Reduction of TRT and Dwell Time at 25% reduced NWT and 10%
increased OSB
The corresponding reduction in TRT is displayed in the Table below for reference.
TURN AROUND TIME ANALYSIS - 25% REDUCTION IN NON-WORKING TIME PLUS 10% INCREASE IN
PRODUCTIVITY
AVERAGE TRT (ACTUAL)
(In Days)
Expected TRT (In days)CARGO
Actual
TRT
PBD Transit
Time
Average
Non-
working
Time
Vessel
Working
Time
Average
Output
per Ship
Berth
Day
10% Inc in
Productivity
Corresp vessel
working time
Reduction
in Vessel
Working
Time
25%
reduction
in Non-
working
time
Total
Reduction
in TRT
Expected
TRT
(A) (B) ( C ) (D) (E) =
A -
(B+C+D)
(F) (G) (H) =
E x ( F / G )
(I) (J) =
( D ) x
25%
(K) = (I) +
(J)
DRY BULK 4.71 1.68 0.083 0.91 2.04 13657 15023 1.85 0.19 0.23 0.41 4.30
BREAK BULK 4.84 1.14 0.083 0.95 2.67 1844 2028 2.42 0.24 0.24 0.48 4.36
CONTAINERS 1.77 0.49 0.083 0.28 0.92 538 592 0.83 0.08 0.07 0.15 1.62
** Proposed reduction in Turn Around Time is achievable by
(1) Reducing the Idle time by 25%
(2) Increasing the productivity by 10%
Average Transit time is assumed to be 0.083 days for In and Out operations
Table 7.1.: Turn Round Time Analysis – OVRERALL

73
APPENDIX 8:- ELECTRONIC DATA INTERCHANGE AND PORT
COMMUNITY SYSTEM
8.1 Introduction
As Ports are gateways to International Trade, they face new challenges requiring
in meeting the demands for sophisticated data communication solutions. Customers
and Trading Partners expect ports to have the most sophisticated data technology
available for moving data around the terminal/berth.
8.1.1 Electronic Commerce (EC)/Electronic Data Interchange (EDI)
The members of the Port Community depend on the flow of data from other
members of the community to perform their functions effectively, since activity in one
area will have an impact on the others. If data can be exchanged between them
accurately and speedily, the efficiency and throughput will be improved. Electronic
Data Interchange (EDI) has therefore become an essential element for maintaining
the efficient operation not only of ports but also for the complete trade and
transportation cycle.
The EC/EDI implementation is vigorously pursued in the functioning of trade
regulating and facilitating organizations like Customs, Ports, Airports, Airlines, Banks,
DGFT, AEPC/Texprocil, CONCOR, etc. Implementation of EDI varies from port to
port and covers areas like Banks, exchange with Customs and few messages with
few users.
Though Indian major ports introduced computers for their operations and
management quite early, they could not establish fully integrated EDI with their
trading partners. Implementation of EDI varies from port to port and covers areas like
banks, exchange with customs and few messages with few users.

74
In the Indian Port Community also, though some members of the community
have computerized their internal operations, it is difficult for them to transfer data
electronically to all their trading partners. Therefore, exchanging data, getting status
updates from trading partners or transacting business with other members of the
community take place manually resulting in re-entry of data into their internal
systems at the cost of speed and accuracy affecting their service levels to their
customers.
As the dominant players of the community (Customs, Ports, Banks etc.) begin
to adopt electronic exchange of data and e-commerce practices, other members of
the community are forced to comply. In the near future, the companies that do not
reengineer its process to the demands of the trade will either stagnate or perish.
The availability of broadband Internet connection at affordable cost in the country
has provided accessibility and uniform interface to all the members and broken the
barriers of digital divide.
Hence, integrating all activities across maritime transport chain (from cargo
origin to destination) electronically into a common Port Community System, which
meets all the requirements of stakeholders, that is dynamic, consistent and easily
accessible through the Internet is the need of the hour.
8.1.2 Towards Integration- Port Community System
EDI implementation at Ports is in a piecemeal fashion and hence the real
benefits have not realized so far. Therefore, steps have already been initiated to
implement Centralized Web based - Port Community System (PCS) at all Major
Ports to reap the maximum benefits of EC/EDI and move towards a paperless
regime.

75
Port Community System (PCS) is intended to integrate the electronic flow of
information across the trading partners involved in maritime transport chain through
a common interface. The PCS will function as the centralized hub for all major ports
of India and other stakeholders like Shipping Lines/Agents, Surveyors, Stevedores,
Banks, Container Freight Stations, Government Regulatory Agencies, Customs
House Agents, Importers, Exporters, Transporters, etc. for exchanging messages
electronically in secure manner using the latest technologies.
It will be accessible through a secure and personalized web browser. This
central and common facility will definitely save time and money and improve the
speed of the services. It will improve track and trace efficiency and shipment/service
visibility by automatically posting the current status updates by the system of each
member as and when any significant event occurs. The status will be available for all
interested parties for viewing or downloading as required.
The ultimate aim is to seamlessly integrate all members of the port community
and also to provide and electronic platform to act as a single window to exchange
messages.
The main objectives of the PCS are:
Develop a centralized web-based application, which act as single window, for
the community members/stakeholders to exchange messages electronically in
secure fashion.
Data repository for research and analysis
Benefits of PCS :
User will be able to file documents for any port from any where in India;
User will be able to monitor and track the activities through the web;
Provides both web forms as well as message exchange options;
Provides gateways for payment, SMS, E-mail, etc. centrally;

76
Minimize hardware, software procurement and maintenance cost by avoiding
duplication of resources at each Port Community;
Better security, redundancy and providing for Disaster recovery;
Building of a repository of information for endless query options and a variety of
needs including statistics and research;
Over a period of time when the repository of information gets built up the past
data can be quite valuable.
Setting up the Centralized Web Based – Port Community System (PCS) and the
system is likely to be in placed by end of 2007. The ultimate aim is to seamlessly
integrate all members of the port community and also to provide and electronic
platform to act as a single window to exchange messages.
8.1.3 Electronic Data Interchange (EDI) in Indian Major Ports:
All EDI messages with customs are being exchanged. However, the port
does not possess the software infrastructure to utilize/generate the message so as to
benefit in terms of information exchange with at least one stakeholder namely
customs. We continue to depend on the corresponding manual documents of
customs for completing the port documentation.
8.1.4 Status of EDI and Internal automation
Port – Customs EDI messages
exchange
- All Ports except Paradip and Ennore
Port – Bank messages exchange -
Exist to some extent in all ports except
Vizag and New Mangalore
Port – User interface -
JNPT/NSICT/PSA/VTPL exchanging
UNEDIFACT messages
-
NMPT exchanging vessel information
through FTP (File Transfer Protocol)
-
Tuticorin/Chennai /MOPT/COPT
exchanging messages which are web
based

77
Port Community System -
Vendor has been selected. Work to
commence from August 2006 and likely
to complete by Dec 2007

78
8.1.5 Messages For Information Exchange In PCS
S.No Messages From To
Vessel Related Messages
1 Vessel Profile
SA Port
2
CALINF: VIA/VCN Registration/
Vessel Scheduling
SA Port
3
Allotment of VIA/VCN
Registration/ ACK of CALINF
Port
SA
4
BERMAN : Berth Management
Message(BERMAN) / Berthing
Application/ Un-Berthing
Application/ Resource
Request/Movement of Vessel
from one Berth to other
SA Port
5
PAXLST : Passenger/Crew List Message SA
PHO,
Immigration
,
Port
6
BAPLIE: Bay Plan/ Stowage Plan
SA
Port/
Surveyor
Port(Import
)
SA(Export)
7 MOVINS: Stowage Instruction SA Port
8
IFTDGN: Dangerous Goods
Notification
SA
Port,
CH
A,I
mp
ort
er
9 Requisition for Resources
SA/
Stevedores
Port
10 Allotment of resources Port
SA /
Stevedores
11
Un-Berthing/Sailing/Shifting/Re-
Berthing Application
SA Port
12
VESDEP : Vessel Movement
/Vessel Departure Message
Port SA
13
TPFREP : Terminal Performance
Report
Port SA
Container Related Messages
14
COPRAR : Container Loading
and Discharge Order/ Advance
Container List (Imports and
Exports)
SA
Port
CONCOR/
RAIL
OPERATORS
CHA
CFS
Surveyor
Transporter
15
COARRI : Container
Loading/Discharge Report
Port SA
16 COSTOR: Container Stuffing/De- SA Port, CFS

79
Stuffing Order
17 Container Load Plan ( CLP ) SA
Port, CFS,
Surveyor
18
Container special handling
order
SA Port
19 COSTCO: Container Stuffing /De-stuffing report
Port,
C
F
S
SA
20 Gate Open Report / Cut Off Report Port Stakeholders
21
CODECO : Container/Cargo
Gate-in Gate-Out Report
Port SA,CHA
22 EIR : Equipment Interchange Report Port
SA,
Transporter
23 COPARN : Empty Container Release Order SA Port
24 COEDOR: Container Stock Report Port SA/CHA,CFS
25 Request for Carting Permission SA,CHA Port
26 Confirmation of Carting
Port SA,CHA
27 Job Order CFS
Port,
Transporter
28
Stoppage or Release of
Containers
Customs CFS/Port
Finance Related Messages
29 Request for Assessment of SA Port
30 Confirmation of Advance Port SA
31
PD Account Balance
Details/Shortfall Intimation Notice
Port SA,CHA
32
INVOIC : Invoice for Vessel /
Container/ Stevedoring / Cargo
Port SA,CHA
33 PAYORD : Pay Order/Refund Order
Port SA,CHA
34 CREADV : Credit Advice Bank SA, CHA,Port
35 DEBADV : Debit Advice Bank SA, CHA,Port
36 Daily Transaction Summary Report Bank Port
CARGO RELATED MESSAGES
37 Bill of Lading/ Agent Delivery Order SA CHA, Port
38
Mate Receipt
Return of Mate Receipt
SA
Port
Port
SA
39
Application for Log Entry/Short landed/Landing remark
certificate
CHA Port/CFS
40 Grant of Log Entry/Short landed/Landing remark certificate Port/CFS CHA
Transport related Messages
41
COPINO : In-land Way Bill / Container Pre-notification
message arriving by Rail/ Placement Memo / In-Land
way bill/ Rail Receipt /Export Advance list for Containers
arriving by rail
Rail
Operator
Port/CHA/
Stevedore
42 Rail Receipt
Rail
Operator
Port/CHA/
Stevedores
43 Removal Memo from Rack
Port
CHA/
Rail
Operator

80
Stevedore Rail
Operator/
Port
44 Pendency of Containers with Respect to Destination
Port
Rail
Operator
SA, Rail
CHA /
Stevedore
45 Train Schedule/Summary Certificate
Port
Rail
Operator
SA
CHA/
Stevedores
Regulatory Authority Messages
46 Application for Tonnage Certificate SA DG Shipping
47 Tonnage Certificate
DG
Shipping
SA/Port
48 License for Vessel Application Ship Owner
DG
Shipping
49
Acknowledgment for License
for Vessel Application
DG
Shipping
Ship Owner
50 Coastal Voyage Registration
Ship
Owner
DG
Shipping
51
Acknowledgement for Coastal
Voyage Registration
DG
Shipping
Ship Owner
52
Multimodal Transport
Registration
Transporter
DG
Shipping
53
Acknowledgement for
Transport Registration
DG
Shipping
Transporter
54 Cargo Manifest SA Customs
Customs
Port
55 Container Details SA Customs
Customs
Port
56 Allocation of IGM No
Customs SA
57 Grant of Entry Inward
Customs SA, Port
58 Request for Cancellation
SA Customs
59 Confirmation of Vessel Arrival at Port
Port Customs
60 Cancellation of IGM No Customs SA, Port
61 Landing/Tally Report
Port/
Stevedores
SA, Customs
62 Details of the Containers Landed and Damaged
Packages
Port Customs
63 Excess Landed Cargo Port Customs
64 Location of Cargo Port Customs
65 Out of Charge Customs CHA, Port
66 Containers out of Charge Customs CHA, Port
67 Out of Charge-Item Details Customs CHA, Port
68 Request for Transshipment SA Customs
69 Transshipment Permit Customs SA, Port
70
Detention/Confiscation
Release Order
Customs Port

81
71 Detention/Confiscation Release of Containers Customs Port
72 Gate Pass Port/CFS
CHA,
Customs
73 Disposal Order Customs Port
74 Item Disposal Order Customs Port
75 Cargo Disposal Particulars Port Customs
76 Request for Cargo Movement SA Customs
77 Cargo Movement Approval Customs
SA, Port,
CFS
78 Arrival of Cargo at CFS CFS Customs
79 Transshipment Approval Customs SA, Port
80
Acknowledgement Message
to Transshipment Request
Customs SA
81 Application for Rotation No. SA Customs
82 Allotment of Rotation Number Customs SA, Port
83
Application for Cancellation of
Rotation Number
SA Customs
84 Cancellation of Rotation number Customs SA, Port
85 Shipping Bill Details Customs Port
86 Shipping Bill - Item Details Customs Port
87 Entry of Goods into Port Port Customs
88 Entry of Goods into Port-Container Port Customs
89 LEO/Stuffing Report Customs
SA/CHA,
Port
90
Stuffing Report - Container
Information
Customs
SA/CHA,
Port
91 Details of Shutout Cargo Customs Port
92
Container/Package Shutout
Cargo Details
Customs Port
93
Application for Entry Outward
prior to Loading U/s 39
SA Customs
94 Grant of Entry Outwards Customs SA, Port
95
Application for Port Clearance
U/s 42 (Prior to Sailing)
SA Customs
96 Grant of Port Clearance
Port,
Customs
SA
97 Vessel Sailing Report Port Customs, SA
98 Export General Manifest SA
Customs,
Port
99 EGM - Container Particulars SA
Customs,
Port
100 Requisition of Stevedoring activities
All
Stakeholders
Stevedores/
Port
Table

82
S.
No
Additional Messages
From
1. Submit Bill of Entry CHA/Importer
2. Submit Shipping Bill CHA/Exporter
3. ETA SA
4. Request Back to town CHA
5. Permission Back to town Customs
6.
Movement Permission
from Pre-Shipment to
Dock
CHA
7. Movement Order Port
8. Export Cargo Register Port
9. Form 13/Annexure C CHA
10. Forwarding note SA
11. Work Order SA
12.
Container departure
information
Rail
Transporter

83
APPENDIX – 9: FLOW-THROUGH GATE SYSTEM:
A unique and innovative system for passage of trucks in to the various container
terminals has been designed at PSA Singapore. As explained earlier, the four
terminals (Brani, Keppel, Tanjong Pagar & Pasir Panjang) operate as one seamless
terminal. The horizontal integration of the terminals and seamless transfer of
containers is the corner stone of efficiency at PSA. Since the terminals are
contiguous to the city, quick entry into the terminal is essential to keep the
connecting roads free and fast flowing so that congestion at terminal and city roads
is avoided. The flow through system has been designed to ensure immediate access
of trailer-trucks, on arrival, to the terminal.
The flow-through gate system, introduced in 1997, is a fully automated system
that identifies trucks and gives drivers instructions within 25 seconds.
The Flow Through Gate system handles an average traffic flow of 700 prime
movers per peak hour, and 8000 prime movers per day.
The fully automated and paperless process clears prime movers going into
the port within 25 seconds using the following steps:
A manifest is submitted through PORTNET 36 hours in advance.
- The truck arrives at the gate and is weighed by the weighbridge.
- The driver taps his id card on the card reader and keys in an id
number.
- A signal is automatically picked up from the transponder atop the
truck’s cabin.
- The container number is captured by the Container Number
Recognition System via the CCTVs at the gate.
- The weight of the truck, driver’s identity, truck’s identity, and the
container number is all checked against the manifest and cleared.
- The automatic paging system tells the driver the exact position in the
yard where the container will be stacked.
In 1999, the Flow Through Gate System was conferred an Innovation Award
at the 11th
UK Seatrade Awards for its contribution to the Port’s excellence.

84
APPENDIX – 10 Recommendation to Improve the efficiency of the Port
10.1. Other Measures – Port Account
10.1.1. Augmenting capacity at ports
The capacity of Ports is dependent on the number of berths, equipments and
handling systems.
• Berths- More Dedicated Facilities
The berth occupancy is higher than 65% for berths with dedicated facilities
to handle streams of traffic such as iron ore, fertilizers and container.
However, in these specific streams, the capacity to handle vessels should
be seen in terms of both berth occupancy as well as pre-berthing detention
of vessels. Considering these two factors, more dedicated berths
especially to handle dry bulk and containers needs to be developed with
respect to the cargo profile of the port. Further more Single Point
Moorings (SPM) are to be developed for catering to the traffic in crude oil
to exploit the economies of scale, as the Government is encouraging
shore based refineries. To improve the productivity at these SPMs and at
oil berths suitable superstructures for pumping at international norms are
to be developed.
• Equipments – Higher Capacity superstructures at Berth
The level of penetration of mechanization in the general cargo/break bulk
cargo stream is quite inadequate when compared to international norms.
Further, it varies from port to port and many ports are depending on ship’s
gears to handle cargo. Equipments are also outdated and have
notoriously poor levels of productivity and high downtime. Ports are not
able to replace their equipment because of the advisory by the MOS for
minimum of 20 years of life span for equipments.
It is, therefore, recommended that every multipurpose cargo berth should
have at least 2 back-up shore cranes (Quay shore cranes) or harbour
mobile cranes of minimum capacity of 30 Tons and above / 35 Tons for
containers, with ability to fit grabs as well as spreaders for containers.
Harbour mobile cranes are versatile in character hence they can be
optimally utilized for multi- commodity handling. The codal life of all
equipments to be only 10 years as against the existing 20 years.
(Action MOS , all ports)
(Time Frame: 31-12-2008)
• Handling Systems – State of the Art Systems and TQM
Implementation
Handling systems are relevant in bulk streams, which handle oil, iron ore,
coal etc. in large quantities. The dedicated handling systems in vogue are
quite old in most ports. These need to be modernized with the State of the
Art Handling systems characterized by abilities to handle newly evolving
heavy axle wagons (higher capacity hydraulic tippers), conveyor rate of at
least 4000 tons per hour (international bench mark) and ship loading rate

85
4000 tons per hour. Even in some ports where such state of the art
systems have been commissioned, the actual productivity achieved is
lesser than the designed capacity due to improper maintenance practices
and poor work ethics. Therefore, it is recommended that Total Quality
Management (TQM) should be enforced and shift changeovers should be
made seamless to reduce non-working time.
In most container terminals, the vessel rate is about 45-50 containers per
hour, which is below the international benchmark of 75-100. This is mainly
due to the deployment of less number quay cranes per vessel and the
nature of vessels calling at Indian Ports. It is recommended that in the
concession agreement for private terminals, it should be mandated that a
minimum of 3-quay crane per ship to be deployed at all times. This will
ensure faster turn round of container vessels and more windows available
for berthing and also attract bigger vessels to Indian Ports.
(Action MOS / all ports)
(Time Frame: 31-03-2012)
• Uniform national policy for creating a minimum of (-) 14metres
draught at all Major Ports:
Restrictions of draughts at various Ports seriously impede the ability to
handle vessels of a standardized international scale. Minimum draft of –
14m will give the major ports the capability to handle post Panamax
vessels for dry bulk and mainline mother vessels for containers. At
International Ports, the Government funds the dredging and maintenance
cost of channels. It is, therefore, recommended that, as a national policy,
minimum draft of –14m in all berths of the major ports may be developed.
It is also recommended that the Government fund the cost of maintaining
the minimum draught.
(Action MOS)
(Time Frame: 31-03-2012)
10.2. Other Measures – Non- Port Account
10.2.1 Additional testing facilities
Permit accredited non-governmental testing laboratories: Government to permit
the statutory bodies to accept the test certificates issued by accredited testing
laboratories eliminating the need for the samples to be sent to far flung government
laboratories only.
(Action MOC)
10.2.2. Create Exclusive Cargo Freight Corridor
Exclusive cargo freight corridor – Road and Rail has to be developed in all-
important ports urgently. Also the rail / road connectivity to all ports has to be
expedited. This will enable the transporters to operate their fleet round the clock.

86
(Action: MOS / Ministry of Railways)
(Time Frame: 31-03-2012)
10.2.3. Introduce Heavy Axle Trucks/Wagons
Heavy axle wagons and multi axle trucks to be introduced in the transportation
sector. This will improve the Turn Round of trucks and enhance the carrying
capacity of vehicles to facilitate expedition evacuation of cargo.
(Action: Other Stakeholders)
(Time Frame: 31-06-2008)
10.2.4. Introduce Unified Transmission Form
Implement a unified and secure Transmission Form that is valid across the
country to avoid delays at the check points.
(Action: Ministry of S, RT & H, Dept. of Road Transport / All State Governments)
(Time Frame: 31-06-2008)

1
OPTIMIZING RAIL OPERATIONS AND REMOVAL OF ROAD CONGESTION
Name of
Port
Name of the Project Funding Arrangement(Rs. In Crores) Date of Clearance obtained/to be obtained Date of
commen
ement of
work
Estimat
ed Cost
(Rs in
cr.)
Budget
ary
support
Interna
l
resour
ces
Private Others Inprinciple
approval of Deptt.
of Shipping/
Planning
Commission/Port
Selection of
BOT
Operator
byPort/PIB
or EFT
recommend
ation/Port
Committee
recommend
ation
Govt.
approval for
the project
under Sec-
42 of
approval for
Investment
byGovt. Or
Port.
Env. Clearance
KDS Development of infrastruc-ture
in the docks and allied facilities.
12.00 0.00 12.00 0.00 0 To be placed for approval of Brd of Trustees by
Dec.205
Dec.05 to
March 07
HDC Dev. Of road infrastructure
including drainage etc. inside &
outside dock (in phases)
30.00 0 30.00 0 0 04.10.2002 by
KoPT Board.
NA Constn.
Work in
progress
HDC Improvement of back up area
with railway connectivity inside
the dock in phases.
25.00 0 25.00 0 0 20.01.2004 (By
KoPT Board)
NA Constn.
Work in
progress
PPT Upgradation of Paradip Rly.
Yard signalling, Station Bldg
25.00 0 25.00 Within PPT
Board's power
NA March
2006
PPT Upgradation of road inside
harbour area.
15.00 15.00 Within PPT
Board's power
NA 7.2.2005
PPT Electrification of MCHP Rly.
Line tohandle 20MTPA
10.00 10.00 Within PPT
Board's power
NA Works no
yet
commen
ed
VPT Improvement to road
infrastructure with road,
bridges/fly over bridges
30.00 30.00 December 2004 May 05
VPT Improvement to road
infrastructure with road
bridges/fly over bridges, phase-
II
55.00 41.00 14.00 Sept.,2006 March
2007
VPT Development of interchange
yard at Vadlapudi and
Reception and Despatch yard
at Mindi and associated
facilities.
81.00 58.00 23.00 July 2006 Dec.,200
VPT Improvement to Port Railway
System.
30.00 30.00 Sept 2002 Oct., 200
VPT Modernization of Railway
sidings facilities.
20.00 20.00

2
ChPT Multilevel stackyard for
Automobile Export.
48.00 48.00 Within
Board's
power
31.10.05 NA 01.04.06
TPT Widening & strengthening of
Port roads from Western
boundary to Green gate and
strengthening of approach
road, Ambedkar road with
bituminous layer.
17.00 17.00 Board approval on
18.12.04.
NHAI has been requested to
take up the work
Jan., 200
TPT Constn. Of separate signal
station including provision for
VTMS and proc. Of 2 nos. 32
Ton BP Tug, 1 no. 45 T. Bollard
Pull Tug, 2 nos. Pilot Launch, 3
nos Mooring boat
60.00 60.00
NMPT Improvement to Port internal
roads.
50.00 50.00
NMPT Development of Marshalling
Yard.
30.00 20.00 10.0 N.A
MbPT Road improvements within
MbPT Estate.
35.00 35.00 Appvl. Accorded in March 05 Oct. 05 NA Nov.2005
MbPT Wadala Mahul to Truck
Terminous link.
15.00 7.50 7.50 These schemes will be executed by State Govt. April 06
MbPT Anik Panjarpol Link 152.00 35.00 117.00 April 05
JNPT Rail work: Extension of
doubling beyond holding yard
leading to Terminal-1,2&3
20.00 20.00 JNP Board - March
2006
N.A Jan.,200
JNPT Road work: Constn. Of Grade
separators through SPV of Port
connectivity.
8.00 40.00 40.00 JNP Board - March
2007
N.A GOI - April
2006
NA Sept., 06
JNPT Const. Of addl. Railway lines
Jasai yard and holding yard &
Extn. Of Electrification
22.00 22.00 JNP Board - Oct.,
2006
N.A April 200
JNPT Constn. Of sorting yard for
handling mix trains.
40.00 40.00 JNP Board - Oct.,
2006
N.A April 07
JNPT Internal Port road widening,
Stage-II
45.00 45.00 JNP Board - Oct.,
2006
N.A April 07
JNPT Constn. Of 2nd Evacuation
road.
45.00 45.00 JNP Board - April
2006
NA NA NA April 07
JNPT Merry- go- round linkage in JN
Port.
72.00 72.00 JNP Board - June
2006
NA GOI - June
08
NA Jan.,09
KPT Extn. Of road and railway
network in the rear of back up
area from berth No.11 to 18 at
Kandla.
57.49 57.49 Oct-05
(Board)
NA
KPT Constn. Of addl. Carriage-way for4-lanning ofroad from Kutch salt junction to west gate no.2 at Kandla. March,04
(Board)
NA
KPT Providing Rly network in newly developed cargo jetty. Jan.,05
(Board)
NA
KPT 4-lanning of existing road from NH-8A up to Jetty Complex. April,05
(Board)
NA

3
APPENDIX – 11: ABBREVIATIONS
BE Bill of Entry
BL Bill of Lading
CCTPL Chennai Container Terminal Private Limited
CFS Container Freight Stations
CHA Custom House Agents
COA Container Operating Agent
CONCOR Container Corporation of India
DDD Direct Delivery
DGFT Director General of Foreign Trade
DO Delivery Order
EA Export Application
ECR Export Cargo Receiver
EDI Electronic Data Interchange
EIR Equipment Interchange Report
GCH Green Channel Delivery
GPS Global Positioning System
GTI Gateway Terminal India
ICD Inland Container/Clearance Depot
IGM Import General Manifest
IMDG International Maritime Dangerous Goods
IRR Internal Rate of Return
ISPS International Ship and Port Facility Security
JIT Just in Time
JNPT Jawaharlal Nehru Port Trust
LC Letter of Credit
LEO Let Export Order
MMD Mercantile Marine Department
MNC Multi National Company
MT Million Tonnes
MTA Empty Available
MTY Empty
OOC Out of Charge
OOG Out of Gauge
OSB Output Ship Berth day
PBD Pre-Berthing Detention Time
PHO Port Health Organization
PNR Public Notification Reference
POL Petroleum Oil Lubricants
RFID Radio Frequency Identification
TEU Twenty foot Equivalent Unit
TRT Turn Round Time
TSA Transshipment Advise
UIL Under Inbound Load
UN/EDIFACT United Nations Electronic data Inter Change for Administration, Commerce
and Transport
UOL Under Outbound Load
VIA Vessel Identification Advice
VOA Vessel Operating Agent

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