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AcknowledgementThis project is an attempt to share my experience and learning
during the two month of my project with Clarion Solutions Ltd,Nashik. With reference to Transworld Group of Companies. Thisreport would not have been possible without the support andguidance that I have received for various people at different stagesof the project.
I would like to express my profound gratitude and sincerethanks to Mr. Jignesh Joshi (CFS Manager) for giving me thisopportunity to work with Transworld Group of Companies.
I would like to express my special thanks to Mr.Sachin Joshi(Sr. Branch Manger of Clarion Solutions Ltd. Nashik) for guiding methroughout the project. It indeed has given invaluable exposure inField Work and Logistic Market.
I also express my sincere gratitude to my respected Prof.Sachin R. Pachorkar for his kind Co-operation and Invaluable
Guidance.I would like to express my thanks in no less measure to thewhole staff of Clarion Solutions Ltd. Nashik, to support me during theproject and for their kind co-operation.
Date: Aijaz S Shaikh(M. B. A. Marketing)
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Declaration
I, Mr. Aijaz S Shaikh, hereby declare that this project report isthe record of authentic work carried out by use during the academicyear 2007 2009 and has not submitted to any other University orInstitute towards the awards of any degree.
Aijaz S ShaikhDate: (M. B. A. II Marketing)
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INSTITUTE OF MANAGEMENT, RESEARCH &
TECHNOLOGY, NASIK-2.
INDEX
Sr. No.Particulars
Page No.
(1) Chapter 1: INTRODUCTION
1.1 Obj ect of the pro ject 51.2 Se lect i on of the top ic for s tudy 61.3 Introduction to the Topic 81.4 Obj ect i ves of the stu dy 161.5 Plan of Action 181.6 Rese arch meth odol ogy 221.7 Sco pe of the stu dy 301.8 Limi tat i on of the stu dy 311.9 Rat i onal e of the stud y 32
(2) Chapter 2: Prof i le of the Organizat ion
2.1 Backgro und and h is tory of the organ i zat ion 352.2 Org ani zat i ona l f lo w cha rt 372.3 serv ices of fered by the organ is at ion 38
(3) Chapter 3: Analys is and Interpretat ion of the informat ion
3.1 Top ic und er stu dy 523.2 Present at ion, ana lys is and in terpre tat ion of
the in format ion55
(4) Chapter 4: Conclus ion of the study 67
(5) Chapter 5: Recommendat ion andsuggest ions
69
Appendices
a) Quest ionnaire 71
b) Glossary 76
b) Bibl iography 78
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CHAPTER 1
INTRODUCTION
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(CHAPTER 1)
1.1 Object of Project:
The project forms a very vital aspect during the curriculum of M.B.A. At the end
of the first year students are required to under go summer training and a project
for span of two months.
Being a M.B.A. student only theoretical knowledge is not enough but the actual
exposure to the market and knowledge of actual marketing process can be
gained by working in the market, which is well attended through the summerproject
This training is an integral part of M.B.A program and its importance lies in fact
that it gives the students their first exposure to an organisational set-up and
allows him to get acquainted with real organisational problems, perceptions and
challenges.
The main object of the project is to enable the marketing student gain the field
experience by working on field and help him to understand how the practical
marketing decisions, strategies and market research activity is carried out.
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1.2 Selection of the topic for study
Inland distribution is becoming a very important dimension of the globalization /
maritime transportation / freight distribution paradigm. Observed logistics
integration and network orientation in the port and maritime industry have
redefined the functional role of ports in value chains and have generated new
patterns of freight distribution and new approaches to port hierarchy. Inland
freight distribution constitutes more than ever a cornerstone in port
competitiveness. Existing models on the spatial and functional evolution of ports
and port systems only partially fit into the new freight distribution paradigm. This
topic aims to add to the existing strategy by introducing a regionalization phase
in port and port system development. The regionalization phase and associated
new hinterland concepts demand new approaches to port governance and a
functional focus that goes beyond the traditional port perimeter.
Ocean freight transport industry has changed its structure as a result of the new
trends and preconditions that came with the introduction of the container and
the rise of intermodality. Short sea shipping has had the same impact as oceanshipping.
The following factors are acknowledged as the most important driving forces
behind the new trends:
The rise of containerization;
Door-to-door transport with a single bill of Lading;
Deregulation of the transport market;
Horizontal and vertical integration of the transport Market;
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Globalization of the world economy;
Rising demands from manufacturing industries.
Intermodal and sea related transports are acknowledged as priority measures to
solve common EU transport system problems. To meet market demands seaports
have tried to increase their capacity within the seaport area.
However seaports are among the most space extensive consumers of land in
metropolitan areas and their expansion often generates environmental and land
use conflicts.
The main problems seaports face today, as a result of growing containerized
transport, are lack of space at seaport terminals and growing congestion on the
access routes serving their terminals. The real estate and approaching problems
are among those that most ports face during their life time as well. The factors
are supporting the dry port concept, to outsource the functions which will need a
lot of territory with the cheaper hinterland locations.
The concept of the dry port is based on a seaport directly connected by road/rail
with inland intermodal terminals, where shippers can leave and/or collect their
goods in intermodal loading units as if directly at the seaport. The seaport and
the inland terminals are connected with high capacity traffic modes, such as rail,
rather than only with road. In addition to the transshipment that a conventional
inland intermodal terminal provides, services such as storage, consolidation,
depot, maintenance of containers, and customs clearance are usually available at
dry ports.
Thus, from all above factors need for selection of this topic arises significantly.
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1.3 Introduction to the topic
What Is Inland Intermodal Container Depot?
DEFINITION OF ICD/CFS
An Inland Container Depot / Container Freight Station may be defined as:-
A common user facility with public authority status equipped with fixed
installations and offering services for handling and temporary storage of
import/export laden and empty containers carried under customs control and
with Customs and other agencies competent to clear goods for home use,
warehousing, temporary admissions, re-export, temporary storage for onward
transit and outright export. Transshipment of cargo can also take place from
such stations.
An Inland Clearance Depot is a common-user inland facility, other than a seaport
or an airport, with public authority status, equipped with fixed installation, and
offering services for handling and temporary storage of any kind of goods
(including container) carried under customs transit by any applicable mode of
inland surface transport, placed under customs control to clear goods for home
use, warehousing, temporary admission, re-export, temporary storage for
onward transit, and outright export.
An Inland Container Depot is a common user facility with public authority status,
equipped with fixed installations and offering services for handling and
temporary storage of import/ export stuffed and empty containers.
An Intermodal Freight Centre is a concentration of economic independent
companies working in freight transport and supplementing services on a
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designated area where a change of transport units between traffic modes can
take place.
An Inland Freight Terminal is, any facility, other than a seaport or an airport,operated on a common- user basis, at which cargo in international trade is
received or dispatched.
DISTINCTION BETWEEN AN ICD & A CFS
Functionally there is no distinction between an ICD/CFS as both are transit
facilities, which offer services for containerization of break bulk cargo and vice-versa. These could be served by rail and/ or road transport. An ICD is generally
located in the interiors (outside the port towns) of the country away from the
servicing ports. CFS, on the other hand, is an off dock facility located near the
servicing ports which helps in decongesting the port by shifting cargo and
Customs related activities outside the port area. CFSs are largely expected to
deal with break-bulk cargo originating/terminating in the immediate hinterland of
a port any may also deal with rail borne traffic to and from inland locations.
Keeping in view the requirements of Customs Act, and need to introduce
clarity in nomenclature, all containers terminal facilities in the hinterland would
be designated as ICDs.
An Inland Port is located inland, generally far from seaport terminals. It supplies
regions with an intermodal terminal or a merging point for traffic modes rail,
air, and truck routes involved in distributing merchandise that comes from
water ports. An inland port usually provides international logistics and
distribution services, including freight forwarding, customs brokerages,
integrated logistics, and information systems.
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When containerization is bumming, ports often meet with shortage of capacities
for container storage areas. A HALCON is a inland port situated at the Ojhar
Airport servicing an industrial/commercial region connected with other ports byroad transport and is offering specialized services between the inland container
depot and the transmarine destinations. HALCON is container and multimodal
oriented and has all logistics facilities, which is needed for shipping and
forwarding agents in a port.
Most ports in India are located in sea coast, which demands the effective and
safe goods transport with a minimum of environmental strain. Simultaneously
the ports demand space and facilities for loading, unloading, storage, terminals,
etc. in order to ensure the keeping of high quality and growth with the growing
traffic and amount of cargo in question.
Extending the port areas by filling docks and dam, new sea areas solve the space
problem. To fill the sea area is very problematic in view of environmental
protection of coastal sea land. The increasing problem of transporting goods to
and from the port through the city, together with the expensive costs of
establishing new docks have created preconditions to establish HALCON, which
almost can handle all of the port related activities (Fig A). The development of
HALCON is therefore an essential tool to promote sustainability and effectiveness
of freight transport from the Nashik district as well as in the north Maharashtra
region.
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Sea
Hinterland
High capacity mode connections: High capacity cargo storage Consolidation Desolidation Additional services like transportation
Custom Clearance
Land
Fig. 1: Role of HALCON in transportation chain
To ensure an effective Inland container depot there are two general objectives:
(1) Consolidation of maritime goods in intermodal short- and long distance
transport flows and
(2) Collecting and distribution of local, regional and international transports.
OTHER DRY
PORT
HALCON
ROAD
TRANSPORT
ROAD
TRANSPORT
RECEIVER SENDER
PORT OF
CALL
PORT OF
SHIPMENT
SEA
TRANSPOTATION
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FUNCTIONs OF ICDs/CFSs
The primary functions of ICD/CFS may be summed up as under:
a. Receipt and dispatch/delivery of cargo.
b. Stuffing and stripping of containers.
c. Transit operations by rail/road to and from serving ports.
d. Customs clearance.
e. Consolidation and desegregation of LCL cargo.
f. Temporary storage of cargo and containers.
g. Reworking of containers.
h. Maintenance and repair of container units.
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The operations of the ICDs/CFSs revolve around the following centres
of activity:-
i.) Rail Siding (in case of a rail based terminal)
The place where container trains are received, dispatched and handled in
a terminal. Similarly, the containers are loaded on and unloaded from
rail wagons at the siding through overhead cranes and / or other lifting
equipments.
ii) Container Yard
Container yard occupies the largest area in the ICD.CFS. It is stacking area were
the export containers are aggregated prior to dispatch to port, import containers
are stored till Customs clearance and where empties await onward movement.
Likewise, some stacking areas are earmarked for keeping special containers such
as refrigerated, hazardous, overweight/over-length, etc.
iii) Warehouse
A covered space/shed where export cargo is received and import cargo
stored/delivered; containers are stuffed/stripped or reworked; LCL exports are
consolidated and import LCLs are unpacked; and cargo is physically examined by
Customs. Export and import consignments are generally handled either at
separate areas in a warehouse or in different nominated warehouses/sheds.
iv) Gate Complex
The gate complex regulates the entry and exists of road vehicles carrying cargo
and containers through the terminal. It is place where documentation, security
and container inspection procedures are undertaken.
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BENEFITS OF ICDs/CFSs
The benefits as envisaged from an ICD/CFS are as follows:-
The main benefits from ICDs/CFSs
1) Concentration points for long distance cargoes and its unitization.
2) Service as a transit facility.
3) Customs clearance facility available near the centers of production and
Consumption
4) Reduced level of demurrage and pilferage.
5) No Customs required at gateway ports.
6) Issuance of through bill of lading by shipping lines, hereby resuming full
liability of shipments.
7) Reduced overall level of empty container movement.
8) Competitive transport cost.
9) Reduced inventory cost.
10)Increased trade flows.
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To achieve these two objectives, it is necessary for the HALCON to carry out the
following functions:
Inland warehousing;
Management of container flows to different ports based on Consolidation
of individual container flows;
Reduction of pre and end haulage with road transport
Offering special- and extra services;
Reduction of transport costs;
Increase in the firms of ship owners and the port influence to ensure the
intensification of the transport chains effectiveness.
In order to carry out these functions HALCON have taken into consider the
following measures:
Centrally placed areas;
Choice Loading or reloading or shunting;
Co-ordination between different operators and Custom House Agents;
Using advanced or existing technology;
Integrated flow of information on road transport, inland container depot,
air cargo complex and maritime related data.
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1.4 Objectives of the research
MBA personal have to play a quite responsible role as a manager, so as it is
very essential to have adequate knowledge about every aspect of job, so as to
handle each & every situation effectively in a practical life with theoretical
knowledge.
The main thrust of MBA curriculum is to teach practical application of
the entire theoretical concept learns by students so far & now.
The project gives the live experience about the various aspects of
the management that is helpful from future point of view. The Project providesthe opportunity to understand the trade, consumer and distributor behavior very
closely.
This training is an integral part of M.B.A program and its importance lies in fact
that it gives the students their first exposure to an organizational set-up and
allows him to get acquainted with real organizational problems, perceptions and
challenges.
The main object of the project is to enable the marketing student gain the field
experience by working on field and help him to understand how the practical
marketing decisions, strategies and market research activity is carried out
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Primary objective: -
The primary objective of the project is to find out the market scenario for Inland
Container Depot and Air Cargo Complex of HALCON in Nasik city. As defining the
marketing strategy for a leading Logistics solution provider and an Industry
Analyst firm focused on providing integrated business solutions at the right time
and at right cost. .
Secondary objective: -
The secondary objective of the study was to collect the relevant data, prepare a
database, awareness of industries, perception, requirements, etc for inland
container depot and the container freight station.
Few other objectives are like this: -
To suggest new growing market opportunities for business development.
To analyzed the data prepare from survey
To find out customer preferences for price, period, availability, services
To find out customer wants and their proper fulfillment.
To find out existing freight forwarder in the market and their marketposition.
To find out customer attitude
To know the industries about whole scenario for facilities provided by theCFS, their probable customers and market value of the services.
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Market research has been used here as an instrument for decision making. Some
research conducted in the actual business field is routine, while some are
commissioned for a specific one-time purpose. However, it may not be taken for
granted that this will always provide with the right answer to a particularproblem.
Therefore, adherence to the correct method of conducting a research was
therefore a prerequisite. The research activity was carried under the guidance of
Sales Manager and CFS manager
It started with understanding the procedures and services offered by HALCON. I
accompanied the sales manager for onsite visits to customers to get the view of
exact procedure followed in the organization. These live interactions with
customers gave me an idea to understand & satisfy the customer single handedly
in the days to come.
A questionnaire schedule was developed considering the objective behind
the project. This was altered with few modifications depending upon the client
and its status. The research activity was done for 130 probable customers, 10
existing customers and 20 CHAs. This data handed over by the business partner
covered the contact information, products in use, and remarks as mentioned.
These customers were classified depending on:
Region
Urgency of attending them
New prospects
Business Potential
Industry type
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Company Schemes Volume
Mahindra & Mahindra Drawback & DEBP 250
JAIN irrigation 100 % EOU 300
Desan Agro DEBP 150
Omshree Agro DEBP 150
Sanjay Soya DEBP 150
Maharashtra OilExtraction
DEBP 150
Everest Industries Drawback 100
Jindal Saw DEPB &/ DBK 40
British Scaffoldings 100 % EOU 30
Table 1: Company Undergone Shipment from HALCON
A pre approach helped obtaining vital information about prospective buyers prior
to calling them. When calling a customer I needed to find out whom to meet,
what to speak, and what the customers hot buttons are and how to push them.
Before every visit, I interacted with the sales representative who guided me on
how to approach each customer that was handed over to me.
Once I had the information about the customers, it was time to set up the
area and get to work.
Following points helped in segmenting the customers location:
Ensuring I have a good map of the area.
Sort the qualified customers by region and street (viz. Dindori, Ozar etc).
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Setting my appointments as close to route order as possible.
Establish a regular work schedule. Mondays were a good day to book theweek's appointments.
Record helpful information.
Following points kept in mind during field visits:
Don't be "too" formal. When one asks a stranger for directions one
doesn't drag on and introduce oneself first. In the approach one can
introduce oneself but has only 30 seconds to "cut to the chase." Wasting
time with too many formalities was not a good idea every time.
Tell the customer how we can help them.
Tell the CHAs how we can help them. Remove the blockage in the CHAs
mind by telling them the fact that we are not their competitor but a
business developer.
Concentrate and be confident.
Keep it simple.
Re-work on my approach with the help of CHAs if it isn't working then
take his advice. Get help whenever needed.
Rejection is a natural aspect of this process.
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1.5 Research methodology:
In the general sense, research refers to search for the knowledge through
objective. Research is an academic activity and as such the term is used in
technical sense. Research is original contribution to the exiting stock of
knowledge making for its advancement. It is the pursuit of truth with the help of
study, observation, comparison, and experiment. The systematic approach
concerning generalization and formulation of a theory is also a research. As such
the term research refers to the systematic method consisting of enunciating the
problem, formulating the hypothesis, collecting the facts or data, analyzing the
facts and reaching certain conclusions either in the form of solution towards the
concerned problems or in certain generalization for some theoretical
formulations.
The very common meaning of research is A search for knowledge.
Research is an art of scientific investigation. It is movement from the known to
unknown. Whenever the unknown fact confronts us, we try to find the meaning
and causes of the fact. This feeling of human being is the mother of all
knowledge and the method, which he employs for obtaining the knowledge of
whatever the unknown, is called as research. Thus research is voyage of
discovery.
It is scientific and systematic search for pertinent information on a specific
topic. It is an organized enquiry. It clarifies doubtful facts. It corrects the
misconceived facts or ideas. It seeks to find explanations to unexplained
phenomena. In facts, research is an original contribution to existing stock ofknowledge making for its advancement. It is the perceived of truth with the help
of study, observation, comparison, and experiment. In short, research is search
of knowledge through objective. It is the systematic method of finding solution
to the problem.
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In methodology of the study, we study the various steps that are generally
adopted by a researcher in studying his research problem along with the logic
behind it. Research design plays an important role in collecting useful
information in cost effective manner. The flow of the research process is decidedfirst hand so that the conduct of the research does not take an incorrect
diversion from its objective.
Research design:
Research design is nothing but the master plan for the actual research. It is a
framework for carrying out research activities it comprises of series of prior
decisions. Master plan for this research was as follows:-
Type of research design:
All research approaches can be classified into one of the three categories of
research; exploratory, descriptive and causal. These categories differ significantly
in terms of research purpose. The type of the research conducted is Descriptive
Research. Descriptive research embraces a large proportion of marketing
research. the purpose is to provide accurate snapshot of some aspect of the
marketing environment.
This is research can also be a termed as Causal Research as in this type it is
necessary to show that one variable causes or determines the values of other
variables, Here, two variables are related or associated. Of course evidence of a
relationship or an association is useful.
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Sources of data:
The sources used for data collection were primary sources as well as secondary
sources. For the data related to the behavior, the dependence was totally on the
primary tools of interviewing with the help of questionnaire.
The methods used for data collection were Survey Method, Observation Method
(participative) & Interview Method for the different type of export and import
units, organization and agricultural bodies supported with a structured
Questionnaire, used as a tool for collecting primary data needed.
The sources of data collection are explained as follows.
Primary Data Observations of customer, interviews & questionnaire
Secondary Data - magazines, internet, books, newspaper etc.
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Research instruments:
Marketing researchers have three main research tools: questionnaires,
psychological tools and mechanical devices.
Questionnaire:
A questionnaire consists of a set of questions presented to respondents.
Because of its flexibility, it is by far the most common instrument used for
collecting primary data. They need to be carefully developed, tested and
debugged before they are administered on a large scale.
The questions can be closed ended or open ended. Closed ended questions
specify all the possible answers and provide answers are possible to interpret
and tabulated. On the other hand open ended questions allow respondent to
answer in their own words and reveal more on how people think. These are
useful for exploratory research.
Psychological tools:
Researchers can probe into a customers deeper beliefs and feelings
using Psychological tools such as depth interviews and laddering
questionnaires or by Rorschach test.
Mechanical devices:
These are occasionally used in marketing research. Galvanometer
measures the interest or emotions aroused by exposure to a specific ad orpicture. Eye cameras observe the eye movement of customers to see where
their eyes land first, how long they linger on a given item. Audiometer is
attached to TVs in participating homes to note which channel is being
watched.
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The project involves collection of data from end users about awareness
and satisfaction; it did not involve findings deeper belief and feelings or
emotions aroused. Hence psychological tools and mechanical devices are not
used. Moreover collecting data through questionnaire is easy and economicalas compared to eye camera, audiometer, television etc.
For the project purpose most of the survey is done through telephonic and
by mailing.
Telephone interviewing
The telephone interview gradually has become the dominant method for
obtaining information from large samples, as the cost and non response
problems of personal interviews have become more acute. At the same time,
many of the accepted limitations of telephone interviewing have been shown
to be of little significance for a large class of marketing problems.
Advantages:
More interviews can be conducted in a given time period, because notime period lost in traveling and locating respondents.
More hours of the day are productive.
Repeated call back at different times of the day can be made at very
low cost.
Overall, the telephone method dominates the personal interview with respect to
speed, absence of administrative problem, and cost per completed interview.
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Mail survey:
In this survey mode, questionnaires traditionally are mailed to potential
study participants, who complete and return them by mail. Superficially,
interviewing by mail consists of identifying and locating potential study
participants, mailing them questionnaires, and waiting for completed
questionnaires to be returned.
Advantages:
The most likely reason for choosing a mail survey is cost, but most of the
potential end-users are located through out country so it was most effective
way for doing survey through mail.
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Sampling plan:
A definite plan was developed for obtaining sample from a given
population that is called as sampling design. With this technique the item were
selected from the sample. The following points were taken into consideration.
Type of universe:
It was the first step before starting data collection. It was necessary to
definite the universe (i.e. the set of objects to be studied). Here the universe
defined was finite.
The universe:
Here for the study purpose major sector were chosen i.e. export oriented
units, government organizations for export etc
Sampling units:
Who is to be surveyed? This was the first question that pops in the initial stage.
Survey was conducted for those firms who were active in the export and import
activities. Project was design for Industries, govt. organization, Farmers, and
Manufacturing firm.
Sample size:
How many organizations should be surveyed? It is one of the most crucial
parts of survey since nobody has right solution for the question. Though large
sample give more reliable results than small sample size but they take more time
and money. However, it is not necessary to sample the entire target population
or even substantial portion to achieve reliable results.
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Sampling procedure:
Sampling units who are good prospect and having more accurate
information were selected.
After deciding on the research approach and instruments, it is important for a
researcher to design a sampling plan. Sampling is the process of obtaining
information about an entire population by examining only a part of it. A survey
conducted on the basis of the samples, is described as sample survey. With
consideration to the research study the following sampling plan is designed;
Sampling UnitAll type of the export and import units.
Sampling Procedure - Procedure followed is, Simple random sampling.
Sample Size - Samples are divided into five categories, explained in the
following table-
CATEGORY SAMPLE SIZE
1.Engineering Industries 95
2.Food Processing Industries 45
3.Agri industries 60
4.Agricultural Bodies(Farmers) 42
5.Custom House Agents (CHA) 20
6.Others 10
TOTAL 272
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1.6 Scope of the Study
1. This study of concept of the ICD has a wide scope & has done in the
Nasik District and North Maharashtra region.
2. To take up following type of company organizations in the various sectors,
this will provide the correct impetus for this research;
a) Engineering Industries :
(Like; ABB, M & M, Everest Industries etc.)
b) Food Processing Industries :
(Like; ADF foods, Winery Industries etc.)
c) Farmers and Agricultural bodies:
(Draksha bhavan, APEDA etc.)
d) Custom House Agents
(Like Global freight forwarder, Schenker freight mover etc.)
e) Other Industries
(JAIN irrigation, Maharashtra Oil Extraction etc.)
3. This study will adopt a case study approach for this purpose.
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1.7 Limitations of Study:-
1)Time duration:
The time duration for conducting the research was very short; due to this one
could not do justice for market survey.
2)sample size:
The sample size does not cover maximum number of organization and end
users through out the country. The sample size was restricted to certain number
only.
3)Response from interviewer:
Some of the respondent were not providing the information and some of the
mail respondent have not forward the data of questionnaires.
4)Telephonic interviewing problems:
A related problem with the telephone is that the interview must rely solely onverbal cues to judge the reaction and understanding of respondents. Since most
of the telephone interviews are kept as short of 5 to 10 minutes, because of the
belief that a bored or hurried respondent to likely to hang up the phone.
5)Mail surveys:
Some of the organization has not responded and some fail to send answer to all
question.
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1.8 Rationale/ Need and Significance of the Study
The shortage of the free space in the port areas is the reason to search for new
alternatives. This project focuses on the inland container depot and air cargo
complex concept which is a new approach to solving the mentioned problem.
The ICD and CFS concept is based on moving of intermodal terminals further to
hinterland from the port areas. It helps to avoid traffic bottlenecks, to connect
cargo handling from the port with other types of cargo at one common transport
centre and it can help develop the hinterland areas. The integrating logistics
centre networks in the North Maharashtra showed an initiative to elaborate the
concept and to study the feasibility to attract export & import units. Common
results of the ICD and CFS research and conclusions of the approach can
elaborate the new ways and solutions for the logistics problem in this region.
The research survey was carried out from 1st June 2008 to 30th July 2008. The
title is an acronym of Integrating Logistics Centre Networks in the Nashik District,
the objectives of which were
(1) To improve the networking and operation of ports, logistics centers and
other logistics operators and to create innovative solutions and strategies for all
actors in the logistics chains,
(2) To create conditions for the spatial integration of logistics operations, to
analyze spatial and environmental consequences of logistics centers development
and to remove bottlenecks in port-hinterland-logistics centre connections,
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(3) To improve the compatibility of different information technology based
transport and logistics networks, and
(4) To organize educative events related to logistics centers and disseminate
knowledge and potential of logistics centers and logistics in general
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CHAPTER 2
ORGANISATION
PROFILE
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2.1 Background & History of the Organization
TRANSWORLD GROUP
The Transworld Group was born out of a lifelong love affair with a sea. In1976, R. Sivaswamy founded the Transworld Group and navigated through its
formative years, establishing it as a reputed shipping company in India and the
gulf. In 1989, S. Ramakrishnan took over the company, building on the
foundation laid by his father. Under his dynamic leadership and ably assisted by
v Ramakrishnan and S Mahesh, the group today, has expanded its array of
activities from ship owning to providing total logistics and shipping solutions to
their customers, thus becoming an internationally recognized business house ofrepute with all companies being ISO 9001-2000 qualified.
The Groups growth and towering presence is supported by a fundamental
philosophy to explore and discover new business horizons, which is the driving
force that propels it towards a new tomorrow.
A diverse range of companies..a single goal Ship owning & Management
Container feeder services
Shipping Agencies
Air Cargo Activities
CFSs & Warehouses
NVOCC
Freight Forwarding Logistics
Company looks forward to future with confidence, to be a globally
accepted logistics provider.
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(Late)Shri.R.Sivaswamy found of Transworld Group of Companies, whos far
sighted vision created an opening in marine business globally. Heading the group
today is Mr. S. Ramakrishnan Chairman, whose infectious dynamism and
expertise has brought a remarkable growth. Ably supporting him is
Mr.S.Mahesh (Vice-Chairman & Managing Director), Mr. V. Ramnarayan
(Vice- Chairman & M.D) and Mr. L. B. Culas (Managing Director) .The Company
has scaled Great heights to be reckoned internationally as a business house of
repute.
Fig. Structure of the Organization
From humble beginning of handling Indias first ever container in late 70s forContship, company is today managing over 5,77,392 TEUs of container
movement, commanding approximately 12 % of this market. It represent over
ten shipping companies in India, employing over 1,000 people across 30
locations and handle over 1000 ship calls annually.
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2.2 Organizational Flow Chart.
Mr. S RamakrishnanChairman
Mr. L. B. KulasManaging Director
Mr. V. RamanarayanVice Chairman &Managing Director
Nasik PortHALCON
Mundra Port
Mr. S. MaheshVice Chairman &Managing Director
INTERNATIONAL OPERATIONS INDIAN OPERATIONS
Mr. Kalpesh SohnyGeneral Manager
Jignesh JoshiCFS Manager
DadriNew Delhi
Jignesh JoshiCFS Manager
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2.3 Services Offered By Organization
Companys differentiator is robust financial integrity and stability, market
reputation, trained professionals and the customer centric solutions, devised by
leveraging shipping & logistics expertise.
Transworld Group has many firsts to its credit, as mentioned below:-
First to operate a fully cellular common carrier container feeder services from
India.
First Indian operator to own and operate container Ships.
First and only Indian company to operate dedicated container berths at Indian
ports.
The first Indian company to commence feeder service linking Indian Ports.
First liner agency in India to introduce regular container service.
First Agency to move containers between ports and ICDs.
Owns 16 Container Ships of 600 to 1500 Teus on short Sea trades connecting
Indian Sub-continent.
Manages 16 Container Ships of 600 to 1800 Teus, and has ordered 4 new built
vessels
The group handles over 1000 ship calls annually across all major ports in India.
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Annual Throughput: About 600,000 TEUs. Also handling about 200 vessels per
annum.
Value System
Truly understanding our customers and their business.
Being Innovative to provide integrated business and logistics solutions.
Creating profitable opportunities to offer Right Solution at Right Time. `
Laying utmost emphasis on Integrity and Ethics in whatever we do emerge as a
leading player in the market
Core businesses
Ship Owning, Feeder Services, NVOCC.
Shipping Agency & Freight Forwarding
Domestic Activities:-
Supply Chain Management & 3 PL
Transportation (primary & secondary distribution)
Port to port containerized movements.
Warehousing, Container Freight Station
Container Yard Management & Container Handling.
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Group Arms (Operating into international business Ship owning, feeder
services, shipping agencies etc.):-
Orient Express Lines (Singapore) Pte. Ltd.
Shreyas Shipping Limited.
Balaji Shipping (UK) Limited.
Haytrans India Limited.
Meridian Shipping Agency Pvt Limited.
Albatross CFS Private Limited.
And there are more than 2 dozens associations & subsidiaries are marchingahead in various allied business.
Clarion Solutions Limited(The Logistics arm of Transworld Group)
As the logistics arm of Transworld Group, Clarion Solutions provides following
end to end supply chain / logistics solutions to customer with a clearly visible
differentiator in terms of companys approach towards the service & quality
delivery:-
Warehousing / 3 PL
Primary Transportation
Domestic Express & Air Cargo
Secondary Transportation & distribution
Packaging, labeling & order management.
Retail supply chain management.
Freight Forwarding (Sea & Air)
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Custom Documentation
Project Cargo & Cargo consolidation.
Port to port containerized movement.
Domestic Transportation service
Company have started focusing with great vigor on this area of logistics, for
there is a need of highly professional & service quality driven company in this
rather chaotic segment of industry. It have been doing Port to Port, Port to ICD
movements since long, now company have focused on total transport
solutions, with a highly diversified movements of open trucks ( LCV, MCV, 9
MT open, 15 MT Taurus Trucks), open-trailers carrying ODC consignment, local-
distribution and carting (into small tempos and one toners).
Highlights of Transport Division
Company is associated with few of very prestigious name of various industry
segments, namely FMCG, Engineering & Machinery, Consumer Durables,
Industrial, Automobile etc.
Company serves all over India with same service efficiency hence ensure that
customer get the entire requirement serve at a single point itself.
Company has a movement of 15 to 20 various kinds of trucks on daily basis,
lifting a consignment load of approximately 400-500 MT on daily basis.
Company do offer customers with regular MIS report, apprising them of
companys service levels in terms of vehicle placement, dispatch, safe & efficient
delivery.
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Few of esteemed customers are Colgate, Exide, Emerson, Tata Motors, Ashok
Leyland etc
Presence
Locations:
Ludhiana, New Delhi, Nashik, Jaipur, Jodhpur, Mundra, Kandla, Ahamedabad,
Baroda, Mumbai, Pune, Goa, Nagpur, Bangalore, Cochin, Tuticoron, Tripura,
Coimbatore, Nagapattinam, Chennai, Hyderabad, Vizag, Kolkata.
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A glimpse to few additional services
Container Freight Station, Dadri (Albatross CFS Pvt Ltd)
A joint venture between Transworld Group of Companies and Container
Corporation of India, a Govt of India Undertaking
Strategically located in ICD Dadri
Total area of 500,000 sq. feet
Capacity to handle 150,000 Teus per annum
Covered Warehouse 52,000 sq. feet
50 meter proximity from the railway siding
Recently Opened a New CFS at Mundra
Note:-
Also venturing into CFS (Container Freight Station) at Nhava Sheva (JNPT), and
Chennai.
Quick Facts about Transworld Group of Companies
Have a worldwide presence representing all major routes for various shipping
lines,
Very strong into feeder services in Indian Subcontinent & Gulf.
Own a strong fleet of ships.
Very strong in containerized cargo movements in India.
A fleet of 100 + trailers to handle containerized movements, ODC & heavy lifts.
An intensive present at all major ports & cities to provide you unmatched service
delivery & network.
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Internationally renowned team to provide & handle modern
warehousing/3PL/CFS services with customized & bundled allied services.
Its top management and employee involvement drives the quality initiatives,
thereby cultivating a culture for continuous improvement. Certification like ISO
9001:2000 by DNV, along with over 80 certified Internal Quality Auditors ensures
the implementation of the best industry practices. Companys internal practices
include 25 training modules across levels, delivering 11, 000 hours of training,
annually.
Awards and Recognitions like
Best Ship Owner Award 2006 Lloyds List Dubai
Runner up Best Shipping Agency 2006- Lloyds List Dubai
Runner up Best Ship Management 2006- Lloyds List Dubai
Recognition for establishing and expanding MISC presence in India
Best Shipping Agent Award for four consecutive years Transworld Shipping
Award for Excellence CONCOR A Govt. of India Undertaking Ministry ofRailways, NorthWest Region
OEL SINGAPORE was ranked FIFTH among all the private enterprises in
Singapore. The ranking takes in to account all the private enterprises across all
the business sections in Singapore
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HALCON
AIR/SEA CARGO COMPLEX
Ojhar Airport Nashik
It is a joint Working Group of Hindustan Aeronautics Limited (HAL) & Container
Corporation of India (CONCOR), established for developing the air/sea cargo
complex at HALs Ojhar Airport, Nashik. HAL is a well established organization in
aerospace. Concor is a pioneer and leader in multi modal logistics operations in
India
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AIR CARGO COMPLEX
Plot area 24,000 sq. mtrs
Covered bonded warehouse area 1350
sq. mtrs
Handle air cargo consolidation
Bonded trucking facility
Distance between cargo terminal and
Aircraft parking bay 2 kms
Destuffing area / Operational capacity
13500 sq. ft
Facility available for handling special cargo
Separate office space for carriers
ADVATAGES: AIR
World class infrastructure & facility
Proximity from Mumbai airport
Dedicated cargo complex
Competitive parking and landi
charges
Quick and efficient customs clearan
facility
Cost effective handling charges
Customer friendly environment
Thorough knowledge of documentatio Strength of professional personnel
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VALUE ADDED SERVICES:
Air & Sea cargo handling Consolidation of cargo
Warehousing
Palletisation
Lashing
Choking
Fumigation
Sorting & Labeling Inspection services
Round the clock container handling
Operations
Placement of containers
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CORE ACTIVITIES:
Carting and stuffing of export a
cargo/containers
Destuffing and storage of import cargo/
container
Cargo consolidation and desolidation for
export and import cargo
Container handling and stacking
One stop custom clearance and post
examination and clearance for export-
import consignments
Movement of container to and from ports
ADVANTAGES: SEA
Empty container availability at icd
Secured world class infrastructure facility
Ample yard and operational area
Well illuminated warehouse
Personalized services
One window custom clearance
24 hours uninterrupted power supply
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WAREHOUSE
Prefabricated structure
Covered bonded warehouse area
1800 sq. mtrs
Separate bonding space: 500 sq.
mtrs.
Separate carting and stuffing points
Dedicated handling equipments
Modern fork lifts
Hydraulic hand carts
Trolleys
Electronic weighing machine
Round the clock security
Rain gutter all along the peripheral
length of the warehouse
YARD:
Completely paved yard: 80,000 sq.ft.
Separately demarked for 20 40, open
tops, reefers, tanks and ODCs
Well illuminated high mast lighting
Fully fenced
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YARD EQUIPMENTS:
Ultra modern reach stacker
Heavy duty cranes to handle ODCs
Dedicated modern fork lifts
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3.1 Topic Under Study
The first task of the project was done by examining the practical networking
possibilities in existing ICDs and CFSs in the country, for improving port and
HALCON - connections in the Nashik.
The kind of operators companies networking and attitudes to ICD concept were
surveyed by questionnaire analysis. The questionnaire was taken to operator
companies and agricultural bodies from North Maharashtra region Nashik,
Sinnar, Dindori, Jalgaon, Dhule, and Pimpalgaon etc.
The questionnaire was supplemented by interviews in order to add to the
quantitative results. The target group for the questionnaire is domestic export-
oriented operators that work in business strategic networks. The persons who
have answered the questionnaires are from the managerial level. Managerial
level respondents are required since they are in a position to be able to have an
opinion about the strategic business networks.
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The main lines of business of the respondents were the following:
CATEGORY PERCENTAGE
1.Engineering Industries 34.92 %
2.Food Processing Industries 16.54 %
3.Agri industries 22.05 %
4.Agricultural Bodies(Farmers) 15.44 %
5.Custom House Agents (CHA) 7.40 %
6.Others 3.65 %
TOTAL 100 %
Table 1: Distribution of Prospects
Graph 1: The Main Line of Business Respondents
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From all above sources 23 % of questionnaires came from micro-sized
companies, 39 % from small-sized companies, 23 % from medium-sized
companies and 15 % from large companies.
Type of the Company Percentage
Micro-Sized Companies 23
Small-Sized Companies 39
Medium-Sized Companies 23
Large Companies 15
Table 2: Responded Companies
Graph 2: Responded Companies
The questionnaire was taken to 272 export oriented units and companies, 160
questionnaires which are duly answered are received from the companies, i.e. 60
% of the recipients answered the questions. The companies that do not co-
operate in networks are probably not as motivated to give their answers.
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3.2 Presentation, analysis and interpretation of
the information
1. Motives of Co-operation
First of all motives for cooperation were analyzed. Transaction cost minimization;
economies of scale and risk minimization were the three most important reasons
for that (Fig 1).
Economies of scope, learning and Need for resources are least important reasons
for the companies to co-operate, because of following:
Not ready to divert from conventional practices
Lack of interest
Lack of attitude towards learning
Lack of awareness of ICD concept
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No. Motives of Co-operation Average Grading in %
1 Need for resources 15.26
2 Learning 9.54
3 Risk Minimization 16.03
4 Economies of scale 20.99
5 Economies of scope 7.63
6 Transaction cost minimization 30.53
Table 3: Motives of Co-operation
Motives for co-operation
0 5 10 15 20 25 30 35
Need for
resources
Learning
Risk Minimization
Economies
of scale
Economies
of scope
Transaction
cost minimisation
Motives
Average grading in %
Graph 3: Motives of co operation
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2. Framework of Prospective Customers
The framework of the prospective customers is mainly based on one of thefollowing kinds Engineering Industries, Food Processing Industries, Agri
industries, Agricultural Bodies (Farmers), Custom House Agents (CHA) and
others. The survey shows (Fig ) that the Agro industries and Agricultural Bodies
(Farmers) are most acceptable forms of cooperation for exports units in Nasik.
One third of the respondents were without opinion when they were asked to
express interest to use value added HALCON terminal.
Percentage of agreed customers was higher among the Agro industries and
Agricultural bodies (Farmers), due to following reasons:
Avoidance of congestion for perishables
Convenient alternative for dock stuffing
Convenient location
Availability of container
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The reason for shortage of opinions was the lack of understanding of dry port
concept and lack of good practice cases for ensuring the advantages. Anyway,the respondents agreed that offering of special and extra services could be one
of the main driving forces for HALCON.
Table 4: Framework of Prospective Customers
Engg.Industrie
s
FoodProcessingIndustries
Agri.Industrie
s
Agri.Bodies
(Farmers)
CustomHouse
Agents(CHA)
Others Total
Strongly
disagree6 2 3 2 2 1 16
Disagree 8 2 4 3 6 1 24
No
Opinion11 7 16 12 6 3 55
Agree 9 6 13 11 2 1 42
Stronglyagree
2 3 6 7 4 1 23
Total 36 20 42 35 20 7 160
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Framework of Prospective Customers
6
8
11
9
2
2
2
7
6
3
3
4
16
13
6
2
3
12
11
7
2
6
6
2
4
1
1
3
1
1
0 5 10 15 20
Strongly
disagree
Disagree
No Opinion
Agree
Strongly agree
Prospects
EngineeringIndustries
Food ProcessingIndustries
Agri Industries
AgriculturalBodies (Farmers)
Custom HouseAgents (CHA)
Others
Graph 4: Framework of Prospective Customers
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3. Necessity for HALCON
No. OpinionAverage
Percentage
1 Strongly disagree 6.10%
2 Disagree 12%
3 No Opinion 48.50%
4 Agree 18.20%
5 Strongly agree 15.20%
Table 5: Necessity for HALCON
Strongly disagree,
6.10%Disagree, 12%
No Opinion, 48.50%
Agree, 18.20%
Strongly agree,
15.20%
Strongly disagree Disagree No Opinion Agree Strongly agree
Graph 5: Necessity for HALCON
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4. Functions Available at HALCON
With other types of cargo at one common transport centre, HALCON should
concentrate on the following
Functions:
Offer more specialized and extra services;
Ensure Intensification of the Transport Chain effectiveness;
Offer customs clearance services.
Stronglydisagree
DisagreeNo
OpinionAgree
Stronglyagree
Offering specialand extra services
0% 0% 34.30% 54.30% 11.40%
Management ofcontainer flows todifferent ports
0% 0% 51.40% 31.40% 17.10%
Custom Clearance 0% 0% 48.60% 34.40% 17.10%
High capacity cargostorage
0% 0% 51.40% 37.10% 11.40%
Warehousing 0% 57% 42.90% 37.10% 14.30%
Consolidation of
individual containerflows 0% 6% 60.00% 20.00% 14.30%
Ensure intensificationof the transport chainseffectiveness
0% 80% 40.00% 34.30% 17.10%
Table 6: Functions Available at HALCON
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Ensure intensification of the Consolidation of individual
transport chains effectiveness container flows
Warehousing High capacity cargo
Management of container Offering special and extra
flow to different ports Services
Custom Clearance
The funcions available at HALCON
0%
0%
34.30%
54.30%
11.40%
0%
0%
51.40%
31.40%
17.10%
0%
0%
48.60%
34.40%
17.10%
0%
0%
51.40%
37.10%
11.40%
0%
5.70%
42.90%
37.10%
14.30%
0%
5.70%
60%
20%
14.30%
0%
8%
40%
34.30%
17.10%
0% 20% 40% 60% 80%
Strongly
disagree
Disagree
No Opinion
Agree
Strongly agree
Percent
Graph 6: The functions available at HALCON
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5. Average Opinion on HALCON advantage
Opinion on the dry port advantages (Fig 6) was positive as expressed by the
respondents. The dry port is feasible due to its following features:
It helps to avoid traffic bottlenecks;
Strengthens multi-modal solutions;
Helps to connect cargo handling from the port
Agree Neutral Disagree
Reduction of total transportexpense
52 33 15
Strengthening the ports intransport chains
63 37 0
Connecting cargo Handling fromthe port with other types ofcargoat one transport centre
78 22 0
Strengthening the multi modalsolutions
81 19 0
Reducing the use of expensive,centrally located areas in port
63 33 4
Reducing load environmentalproblems in the cities
67 33 0
Ensuring Quality service 67 30 3
Avoiding the traffic bottlenecks 89 11 0
Integrating the port area withcities
67 22 11
Table 7: Average Opinion on HALCON advantage
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Average opinion on HALCON advantage
52
63
78
81
63
67
67
89
67
33
37
22
19
33
33
30
11
22
15
0
0
0
4
0
3
0
11
0 10 20 30 40 50 60 70 80 90 100
Reduction of total transport
expense
Strenghthening the ports in
transport chains
Connecting cargo Handling from
the port with other types of cargo
at one transport centre
Strenghthening the multi modal
solutions
Reducing the use of expensive,
centrally located areas in port
Reducing load environmental
problems in the cities
Ensuring Quality service
Avoiding the traffic bottlenecks
Intigrating the port area with cities
Percent
Agree Neutral Disagree
Graph 7: Average Opinion on HALCON advantage
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6. CHA Analysis:
Factors for Not Diverting Business Percentage
Export under schemes 40
Location of HALCON 21
Reluctant to change 12
Lack of understanding 11
Customer non-cooperation 9
Cost 7
Table 8: CHA Analysis
Graph 8: CHA Analysis
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7. Weightage Given To Different Parameters:
Parameters Percentage
Service 12
Cost 39
Time 17
Risk 32
Table 9: Weightage Given To Different Parameters
Graph 9: Weightage Given To Different Parameters
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CHAPTER 4. CONCLUSIONS
Based on the Survey it can be stated that:
The main reason for the respondents to cooperate is Transaction cost
minimization. Bu Transaction cost minimization is closely followed by the
willingness to learn and acquire new knowledge as well as economies of scope.
Only few companies have answered that the reason why they co-operate is risk
limitation. Concerning the sharing of technical and logistic aspects the
respondents have proclaimed that they can see the advantages of sharingcontainer terminals warehouses, logistics track and trace systems, innovative
transshipment equipment and vehicles.
The main framework condition for logistics networking should be a framework
agreement. It could create some standard of cooperation attitudes and it is more
primary than simple agreements or other kinds of partnership;
There is a positive attitude towards the dry HALCON Concept in Nashik. A
segment of approximately 33 % of the respondents is positive of the idea of the
HALCON and 48 % are neutral. This shows that there could be the basis for
developing the concept of dry ports in the North Maharashtra Region.
An offering of extra services should be the main driving force for the HALCON
according to operators point of view. The reason for such investigation results is
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that some services are not offered by typical ports. Improvement of already
existing services is not substantial for decision making.
Avoiding of traffic bottlenecks in port areas is mentioned as the most important
environmental advantages of the HALCON by transport operators.
4. Aspects for the future development of networks of ports, logistics centers and
other operators:
Further facilitation of legal aspects of the cooperation,
Further facilitation of administrative and financial aspects of operating in
strategic business networks;
It would be worthwhile for small and medium sized enterprises to co-operate
Well together in order to improve their conditions for competition.
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CHAPTER 5. RECOMMENDATIONS & SUGGESTIONS
1. In order to develop themselves as logistics platforms, HALCON have to
simultaneously work in several directions, also by taking into account therequirements of the senders and receivers of goods as they become their
business partners in addition to the traditional ones such as the shipping
companies, terminal operators, forwarding companies, etc.
2. In a wide sense, HALCON is complex entity supporting the procurement of raw
materials, the manufacturing and the distribution of finished goods. It
contributes to the satisfaction of specific customers requirements (and thereforeits potential role in the given supply chain) will depend on:
The availability of efficient inland connections, as part of a global transport
System.
The ability of logistics and transport operators to contribute to the value
Creation and to accomplish also the qualitative attributes of demand (reliability,
punctuality, frequency, availability of information, and security).
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APENDICES:
A)CLIENTASSESSMENT FORM
B)GLOSSARY
C)BIBLIOGRAPHY
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A)CLIENTASSESSMENT FORM
ABOUT THE COMPANY
NAME OF THE COMPANY:___________________________________________________________TYPE OF INDUSTRIES:___________________________________________________________
WHAT COMPANY MANUFACTURES____________________________________
WHAT ARE THE POPULAR BRAND NAMES________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
WHAT IS THE LATEST DEVELOPMENT/NEWS?WHO ARE THE COMPETITORS
___________________________________________________________
___________________________________________________________
WHAT ARE THE DOINGS___________________________________________
COMPANYADDRESS/TELEPHONE
ADDRESS:___________________________________________________________
___________________________________________________________
___________________________________________________________
___________________________________________________________
PHONENO:
___________________________________________________________
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WEBSITE:___________________________________________________________
NO OF
BRANCHES
:______________________________________________
WHETHER IS IT A (A)FACTORY:_____________________________
(B)CORPORATE OFFICE:______________________
(C)BRANCH:______________________________
(D)OTHERS:______________________________
CONTACT PERSONS DETAILS
NAME:___________________________________________________________
DESIGNATION:___________________________________________________________
WHETHER HE IS A DECISION MAKER:__________________________________
IF NO,
WHO IS :__________________ LOCATION :_____________
PHONE.NO :__________________ MOBILE NO :______________
E-MAIL :___________________
DO YOU THINK THEVALUEADDED SERVICES AVAILABLE AT HALCON WILL LEAD TO ITSSUCCESS?
A) STRONGLYDISAGREE B)DISAGREE
C)NO OPINION D)AGREE
E)STRONGLYAGREE
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WHAT DO YOU THINK ABOUT THE NECESSITY OF HALCON?
A) STRONGLYDISAGREE B)DISAGREE
C)NO OPINION D)AGREE
E)STRONGLYAGREE
DO YOU THINK FUNCTIONS OF HALCON FACILITATE EXIM PROCESS?
A) STRONGLYDISAGREE B)DISAGREE
C)NO OPINION D)AGREE
E)STRONGLYAGREE
HOW
HALCON
WILL
BE
BENEFICIAL
FOR
THE
GROWTH
OFY
OURF
IRM?
___________________________________________________________
___________________________________________________________
___________________________________________________________
EXPORT BYSEA
PORT 20FT RATE 40FT RATE LCL CBM RATE
EXPORT BYAIR
PORT TONNAGE RATE
IMPORT BYSEA
PORT 20FT RATE 40FT RATE LCL CBM RATE
IMPORT BYAIR
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PORT TONNAGE RATE
WHO IS THE EXISTING FORWARDER___________________________________________________________
CLEARINGAGENT___________________________________________________________
WHETHER HE IS LOOKING FOR CHANGE THE EXISTING YES /NO
IF YES THEN WHY___________________________________________________________
IF NO THEN WHY___________________________________________________________
DO THEY HAVE HAVEAIR/LCL/FCL/(OTHER THAN WHAT IS HE CURRENTLY STATING)
NO SECTOR EXPORT IMPORT
20FT 40FT LCL 20FT 40FT LCL
1 GULF
2 IOS3 FAREAST
4 EUROPE
5 MED(EAST-WEST
6 EASTAFRICA
7 SOUTHAFRICA
8 WESTAFRICA
9 NORTHAFRICA
10 USEAST COAST
11 USWEST COAST
12 SOUTHAMERICA
13 AUSTRALIA/NEWZEALAND
14 CHINA
POTENTIAL YES NO -->KEEP IN FILE
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CAN WE HANDLE? YES NO -->(DISCUSS WITHMUMBAI)
IF YES THAN WHAT CAN WE HANDLE?
EXPORTFCL IMPORTFCL EXPORTLCL IMPORTLCL AIREXPORT AIRIMPORT DOMESTIC W/H CUSTOMCLEARANCE TRANS
WHAT IS THE TOTAL BUSINESS EXPECTED
IMMEDIATE AFTER1MONTH
AFTER3MONTH
AFTER6MONTH
AFTER12MONTH
APPROXIMATE REVENUE:
EXPECTED REVENUE:
PLAN OFACTION:___________________________________________________________
___________________________________________________________
___________________________________________________________
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B)GLOSSARY
Inland Container Depot:
A common user facility with public authority status equipped with fixed
installations and offering services for handling and temporary storage of
import/export laden and empty containers, generally located in the
interiors (outside the port towns) of the country away from the servicing
ports.
Container Freight Station:
CFS is an off dock facility located near the servicing ports which helps in
decongesting the port by shifting cargo and Customs related activities
outside the port area.
Dry Port:
The dry port is concept based on moving of intermodal terminals further
to hinterland from the port areas
Intermodal Terminals:
Point of connection of two or more sea ports for the convenience of the
shipping commodities.
Hinterland:
1. District beyond a coast or river's banks.
2. Area served by a port or other centre.
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Maritime Transportation:
A system of conveying goods and material connected with the sea or
seafaring.
Containerization:
Use of containers for the conveyance of the goods and material in daily
transport, in the process of import and export
LCL cargo: Less than Container Load Cargo
FCL Cargo: Full Container Load Cargo
JNPT: Jawaharlal Nehru Port Trust
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A)BIBLIOGRAPHY
Philip Kotler & Kevin Keller (2006), Marketing Management, 12th Ed.
Prentice Hall of India Pvt. Ltd. New Delhi, Experiential marketing, Market
Research, 245 to 246 & 101 to 116.
C. R. Kothari (2005), Research Methodology, 2nd Ed. New age
International Publishers Pvt. Ltd., New Delhi, Research Design, Sampling
Design, Methods of data collection, 31 to 54, 55to 67 and 95 to 113.
Customs Manual 2007 Ed. By Government of India,Arrival of Goods,
export procedure through icd,procedure for clearance.
www.google.com
www.wikipedia.com
www.transworld-group.com
www.clr.co.in
www.twgrp.com
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