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Chapter-I

1.1(a) INTRODUCTION

Ports function as major hubs of international trade and accordingly, they are
regarded as primary catalysts of local economic development in an era of
globalization. Approximately, 90%of international cargo is transported
through ships as it is the cheapest means to do so. There are about 4764 ports
around the world handling more than 80% of the trade. Ports from avital link
in the overall trading chain and consequently, their level of performance and
efficiency determines to a large extent, the international competitiveness of a
nation the growth of a modern port system as a whole is dependent on number
of factors such as volume, composition, size and expansion of trade of a
country.

India’s coastline measures around 7500 kilometers of which around 5700


kilometers is along the mainland and 1800 is around the islands. Ports in india
are classified on the basis of ownership. The government of India wholly owns
the major ports are governed by the Major ports act, 1963 with the exception
of Kamaraj port (erstwhile Ennore port) which is the only corporate port that
is administered by provisions of companies act,1956. The main functions of
the major portsentail cargo handling which includes berthing of vessels,
loading /offloading of cargo etc. Ancillary to it are various other activities
such as dredging , maintenance of navigational channels, pilotage, berthing,
buoying, bunkering, dry docking including chipping and painting,
maintaining of lighthouses, etc. the varied activities of a port make it a
dynamic organisation.

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Chennai port has completed 137 years of commercial operations and is one of
the oldest ports in India. It is the third major port of the country and is the
gateway to the coromandel coast. The Chennai port is a multi – cargo port,
handling continers, liquid bulk, dry bulk and break bulk cargo. It comprises
of 24 berths in 3 docks. The present capacity is 103 MTPA

The three distinct docks in the port consist of Ambedkar Dock which has 8
berths for handling RO – RO and general cargo. Next is the Jawahar dock
with 6 berths and bharati dock which has 3 berths. These seventeen berths are
handled directly by the port. In addition to the seventeen berths, there are
seven berths which can handle containers. Two of the terminals are on the
PPP mode. The first is Chennai Container Terminal Private Limited, Terminal
– 1, managed by Dubai ports International (DPI). The second is Chennai
International Terminal Limited, Terminal – 2, which is managed by the Port
of Singapore Authority. These 24 berths combined, handle the average of 52
million tonnes of cargo.

1.1(b) Industrial Profile

construction and maintenance projects. It has also facilitated a 10-year tax

holiday to enterprises that develop, maintain and operate ports, inland


waterways and inland ports

Ports (such as airport or seaport) are areas used for loading and unloading of
cargo and import and export of goods from one country to
another. Harbours are places where ships and other seafaring vessels

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are anchored to be kept safe from bad weather. Docks are places where ships
are built and repaired. According to the Ministry of Shipping, around 95 per
cent of India's trading by volume and 70 per cent by value is done through
maritime transport.

India has 12 major and 200 notified minor and intermediate ports. Cargo
traffic, which recorded 1,052 Million Metric Tonnes (MMT) in 2015, is
expected to reach 1,758 MMT by 2017. The Indian ports and shipping
industry plays a vital role in sustaining growth in the country’s trade and
commerce. India is the sixteenth largest maritime country in the world, with a
coastline of about 7,517 km. The Indian Government plays an important role
in supporting the ports sector. It has allowed Foreign Direct Investment (FDI)
of up to 100 per cent under the automatic route for port and harbour

A port is a location on a coast or shore containing one or more harbors where


ships can dock and transfer people or cargo to or from land. Port locations are
selected to optimize access to land and navigable water, for commercial
demand, and for shelter from wind and waves. Ports with deeper water are
rarer, but can handle larger ships. Since ports throughout history handled
every kind of traffic, support and storage facilities vary widely, may extend
for miles, and dominate the local economy. Some ports have an important
military role.

India has a coastline spanning 7516 kilometres, forming one of the


biggest peninsulas in the world. According to the Ministry of Shipping,
around 95 per cent of India's trading by volume and 70 per cent by value is
done through maritime transport. It is serviced by 13 major ports, 200 notified
minor and intermediate ports. The total 200 non-major ports are in the

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following States:- Maharashtra (48); Gujarat (42); Tamil Nadu (15);
Karnataka (10); Kerala (17); Andhra Pradesh (12); Odisha (13); Goa (5); West
Bengal (1); Daman and Diu (2); Lakshadweep (10); Pondicherry (2); and
Andaman & Nicobar (23)

Government of India plans to modernise these ports and has approved a


project called Sagarmala. The ports and shipping industry in India plays a
vital role in sustaining growth in the country’s trade and commerce. The
Indian Government has allowed Foreign Direct Investment (FDI) of up to 100
per cent under the automatic route for port and harbour construction and
maintenance projects. The government has also initiated National Maritime
Development Programme (NMDP), an initiative to develop the maritime
sector with a planned outlay of US$ 11.8 billion.

Classification of ports
Indian government has a federal structure, and according to
its constitution, maritime transport is to be administered by both the Central
and the State governments. While the central government's shipping
ministry administers the major ports, the minor and intermediate ports are
administered by the relevant departments or ministries in the nine coastal
states Andhra Pradesh, Odisha, West Bengal, Tamil
Nadu, Kerala, Karnataka, Goa, Maharashtra and Gujarat. Several of these
187 minor and intermediate ports have been identified by the respective
governments to be developed, in a phased manner, a good proportion of them
involving public–private partnership.

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Shipping
Major ports handled over 74% of all cargo traffic in 2007. All major ports,
except one Ennore Port are government administered, but private sector
participation in ports has increased. There are also 7 shipyards under the
control of the central government of India, 2 shipyards controlled by state
governments, and 19 privately owned shipyards.

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


five were privately owned and based in India and one was owned by Shipping
Corporation of India. There were 639 government-owned ships, including 91
oil tankers, 79 dry cargo bulk carriers, and 10 cellular container vessels.
Indian-flagged vessels carried about 15 percent of overseas cargo at Indian
ports for financial year 2003.

Cargo handled
The following table gives the detailed data about the major ports of
India (Source: Indian Ports Association): (Table: 1)

Name Cargo Handled Vessel Traffic Container Traffic


(2013-14) (2012-13)

million to % % '000 TE %
nsnnes Increase Increase Us Increase
Kandla 87 (over-7% 2,734 0.74%
(over 29 -75.42%
(over
previous F previous previous↓
Paradip 68 20.25% 1,279 -4.96% 9 -30.77%
Y) FY) FY)

JNPT 62 -3.32% 2,588 -11.25% 4,161 -2.30%

Mumbai 59 1.98% 1,949 -5.25% 41 -14.58%

Visakhapa 58 -0.91% 2,066 -16.36% 263 6.48%
tnam ↓
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Chennai 51 -4.30% 1,928 -5.63% 1,468 -4.68%

Kolkata 41 3.65% 3,155 -0.91% 563 -6.17%

Mangalore 39 6.29% 1,096 -5.11% 50 4.17%

Tuticorin 28.64 1.35% ↑ 1,292 -13.40% 508 6.72%



Ennore 27 -52.85% 475 23.38% -- --
(corporate
Kochi
) 20 5.25% 1,367 -1.09% 351 4.78%

Mormuga 11 -33.65% 473 39.75% 22 10.00%


o
All Indian 555.50 1.78% 20,40 -6.95% 7,465 -3.10%
(Source
Ports – www.chennaiport.gov.in) 2

Name Cargo Handled Vessel Traffic Container Traffic


(FY2014-15) (FY2012-13)
Million to % % '000 TE %
nnes Increase Increas Us Increase
(over e (over
Kandla 92 previous
6.31% 2,73 (over
0.74% 29 previous
-75.42%
FY) previou↑ FY) ↓
Paradip 71 4.42% s FY)
1,27 -4.96% 9 -30.77%
↓ ↓
JNPT 63 2.36% 2,58 - 4,161 -2.30%
11.25%
Mumbai 61 4.18% 1,94 -5.25%↓ 41 -14.58%
↓ ↓
Visakhapat 58 -0.85% 2,06 - 263 6.48%
nam 16.36%
Chennai 52 2.81% 1,92 -5.63% ↓ 1,468 -4.68%

Kolkata 46 11.86% 3,15 -0.91% 563 -6.17%

Mangalore 3 -7.11% 1,096 -5.11% 50 4.17%

Tuticorin 32 13.17% 1,292 - 508 6.72%
13.40%
Ennore 30 10.66% 475 23.38%↓ -- --
(corporate) 6 ↑
Kochi 21 3.39% 1,367 -1.09% 351 4.78%

Mormugao 14.71 25.32% 473 39.75% 22 10.00%

All Indian 581.34 4.65% 20,402 -6.95% 7,465 -3.10%
Ports

(Source – www.chennaiport.gov.in)

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(Figure 1)
(source:google images)

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(Figure 2 ) (Source – www.chennaiport.gov.in)

Container Vessel Gantry Crane operation in Chennai Port

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(Figure 3) Chennai Port Dr. Ambedkar Dock View

CHENNAIPORT

Chennai Port, formerly known as Madras Port, is the second largest


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

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

Post-Independence
Post-Independence, the development of the port gained momentum. In 1959,
a passenger station on the first floor of the transit shed at north quay was
commissioned. In 1961, construction of signal station at north quay was
completed. In the same year, the port's Jawahar Dock was inaugurated by the

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then prime minister of India, Lal Bahadur Shastri. In 1964. The port
developed the outer harbour, named Bharathi Dock, for handling petroleum
in 1972 and for mechanised handling of iron ore in 1974. In 1972, the first oil
jetty was constructed at Bharathi Dock-I. Bharathi Dock-III in 1986 The iron
ore terminal is equipped with mechanised ore-handling plant commissioned
in 1977 at Bharathi Dock-II This oil terminal is capable of
handling Suezmax vessels.

In the 1970s, containerisation started in India, ChennaiPort began handling


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

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

The transfer of coal shipments to the neighbouring EnnorePort since 2002,


handling of food grain was resumed after about 9 years in 2003. The port
hopes to handle 4 million tonnes of food grain annually over the next few
years.

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Cars exports
Year
(in units)
2000–01 5,260
2001–02 4,635
2002–03 8,482
2003–04 39,874
2004–05 83,121
2005–06 102,692
2006–07 114,756
2007–08 137,971
2008–09 248,697
2009–10 273,917
2010–11 234,762
2011–12 252,640
2012–13 272,345
2013-14 235653
2014-15 192747
2015-16 159334
2016-17 147644
2017-18 120565

(Table 2) No of Cars Exported from the year 2000 onwards


(Source – www.chennaiport.gov.in)

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Port layout and infrastructure
Chennai port is the second smallest in the country measured by surface area,
encompassing only 274 hectares. Chennai port area is divided into north,
central and south zones and fishing harbours.[53] The port has 26
alongside berths, including 21 deep-drafted berths and 2 oil jetties, in the
3 docks, viz., Dr. Ambedkar Dock, Jawahar Dock, and Bharathi Dock along
with the container terminal, and draft ranging from 12–16.5 m (39–54 ft). Dr.
Ambedkar Dock has 12 berths, Jawahar Dock has 6 berths, Bharathi Dock has
3 berths (for oil and iron ore), the container terminal has 3 berths and the
moorings has 1 berth. The berths can handle containers as well as liquid and
dry bulk and breakbulk cargoes. The approach channel to the port is 6,700 m
(22,000 ft) long, and the turning basin is 560 m (1,840 ft) in length.[54] A total
of 9 well-lit channels marks buoys for the approach channel.

Region Water spread Land area No. of berths

Inner harbour 218 acres 413 acres 16

Outer harbour 200 acres 100 acres 7

Total 418 acres 513 acres 23

(Source – www.chennaiport.gov.in) (Table 3)

The Jawahar Dock has six berths. The dock mainly handles coal, fertiliser,
iron ore lumps, pellets, edible oil, and phosperic acid. The Dr. Ambedkar

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Dock has 13 berths. The dock has car and cruise terminals and chiefly handles
general cargo, cars, granite steel, and food grains. The Bharathi Dock contains
three berths. The dock has three terminals, namely, container terminal, iron
ore terminal, and oil terminal. It mainly handles containers, iron ore, and POL
(petroleum, oil and lubricants).

The oil terminals at the port's Bharathi Dock (BD1 and BD3) can
accommodate tankers. Each berth is equipped with five marine loading arms,
and the berths have pipelines to convey crude oil, white oil, and furnace oil.

The port handles Suezmax tankers of up to a draft of 17 m at BD3 during day


light, high tide as the per the present navigational practice and also during
night hours subject to fulfilment of safety considerations on a ship-to-ship
basis.

The container terminal has four berths. The berths are served by seven quay
cranes, including five super-post-Panamax and two post-Panamax cranes,
and 24 gantry cranes. Operated by Chennai Container Terminal Private
Limited, the container terminal has capacity for 950,000 TEUs. The container
terminal has direct services to Europe, China, the United
States, Korea, Thailand, the Mediterranean region, and West Africa.

(TABLE 4) Type Nos. Area (sq.m)

Covered

Warehouses 12 65,686

Transit sheds 8 36,000

Covered area for FCI 6 43,450

Container freight stations 2 12,600


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Open

Open space 325,000

Container parking area 130,000

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Nam
Lengt Permissibl
Dock/Termin e of
Type h e
al bert
(m) draft (m)
h
Jawahar Dock JD-1 general/Project Cargo 218.33 11.50
JD-3 Project Cargo/general 218.33 11.50
JD-5 Project Cargo/general 218.33 11.50
general/other liquid
JD-2 218.33 11.50
bulk
general/other liquid
JD-4 218.33 11.00
bulk
No
JD-6 operations/berthing 218.33 11.00
vessel
Dr. Ambedkar Passenger/general/ot
NQ 198.00 8.50
Dock her liquid bulk
General/other liquid
WQ-1 170.60 11.00
bulk
General/RO-RO
WQ-2 170.60 12.00
operations
CB General 170.60 12.00
WQ-3 General 170.60 12.00
WQ-4 Fertilizer/general 170.60 11.00
SQ-1 Fertilizer/general 246.00 9.50
Fertilizer/general/oth
SQ-2 179.00 9.50
er liquid bulk
Container
CT-1 Containers 200.00 13.40
Terminal
2nd
– 12.0
CT-1
2nd
– 12.0
CT-2

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2nd
– 12.0
CT-3
Naval
Berth 60.00 09.00
North
Naval
Berth 140.00 12.00
South
Bharathi Dock
BD-1 Oil 338.94 14.0
(oil & iron ore)
BD-3 Oil 304.00 16.50
BD-2 Iron ore 274.32 16.50
CT-2 Containers 200.00 13.40
CT-3 Containers 200.00 13.40
CT-4 Containers 285.00 13.40
Zone II
to
5950.00
Zone
VII
Turnin
g 560.00
Circle

(Chennai Port Berth Particulars) (source-administration report 2017-18) (TABLE 5)

The oil terminals at the port's Bharathi Dock


The warehousing and storage capacity available at the port is as follows.
The port handles a variety of cargo including iron ore,
coal, granite, fertilisers, petroleum products, containers, automobiles and
several other types of general cargo items. Due to the increase in container
traffic, a second container terminal was planned and tender works given
to PSA Sical.] It has asked for support for a mega container terminal. The
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terminal would be the first deep-water terminal of its kind in India and would
be able to handle ultra-large container ships of 13,000–15,000 TEUs capacity
and length exceeding 400 m (1,300 ft). The management of the container
terminal was taken over by P&O Ports of Australia. This has a volume growth
of 20 per cent per year and has 59 per cent of the market share of South India.
It has services to Singapore, Malaysia, Thailand, Myanmar, Sri Lanka, Korea,
China, Mediterranean, Europe, Australia and the United States.

The port has a current depth of 17 m (56 ft) and is capable of handling fourth-
generation vessels up to 150,000 DWT. It is going through an expansion and
will have a depth of 18–22 m (59–72 ft), a continuous quay length of 2 km
(1.2 mi) and back-up area of around 100 ha (250 acres). Two new breakwaters
for a total length of 4 km (2.5 mi) will be constructed – one as extension of
the existing outer arm and the other extending from the fishing harbor
breakwater. The consequent silting will reclaim about 300 ha (740 acres) of
land. The mega terminal will be built on a 100-hectare (250-acre) portion of
this land. The terminal will have a continuous quay length of 2 km (1.2 mi)
with 18–22 m (59–72 ft) side along draft, capable of handling ultra-large
container ships carrying over 15,000 TEUs. This will help it handle the latest
generation vessels. Though the port is largely a container port, it has strategic
importance as 3 service berths are allotted to the Indian Navy.

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

Terminals
Container terminals
The port has two container terminals, run separately by DP World Pvt. Ltd
and Singapore's PSA International Pte Ltd, with a combined capacity to
handle 2.8 million standard containers a year. The two terminals loaded 1.11
million standard containers between April and December 2010, up from
886,000 containers a year earlier. Both the terminals have daily trains to
Inland Container Depots (ICDs). There are plans to build a mega container
terminal, the third one at the port, with private funds worth 36,860
million. The port is served by various container liner services,
namely, APL, K Line, Maersk Line, MOL, NYK, PIL and several regional
container lines.

Chennai Container Terminal


Chennai Container Terminal (CCT) is the first container terminal in Chennai
port built in 1983. The container terminal was privatised in 2001 and is
operated by DP World since 30 November 2001 with a capacity of 1.2 million
TEUs. CCT is managed under a 30-year build-operate-transfer agreement set
up with the Chennai Port Trust of the Government of India. The terminal is
capable of handling fifth generation vessels up to 6,400 TEU and has direct
services to China, West Africa, Europe and the United States. The terminal
crossed the "one million TEU" mark in 2007. In 2011, it handled 1.12 million
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TEUs. It enjoys a quay length of 885 m (2,904 ft) and has 4 berths with an
alongside depth of 13.4 m (44 ft), height (ISLW to Top of Cope) of 34 m
(112 ft), channel length of 6,700 m (22,000 ft) and channel depth of 19.2 m
(63 ft). The total terminal area covers 21.1 hectares, and yard stacking area
covers 17 hectares (42 acres). The terminal has an on-site rail track.[35] It has
a berth productivity of 22 moves per hour and an average turnaround of 26
hours. The operator has invested around US$128 million to get new
equipment at the terminal. At present, 7 quay cranes with Super
Post Panamax handling capacity and 24 rubber-tyred gantry cranes (RTGs)
form part of the inventory. The operator has also taken over from Chennai
Port 4 quay cranes, 10 RTGs, 3 reach stackers, 240 reefer plugs, and 2 top
lifters and one empty container handler. CCT is ranked at the 79th position
among the top 100 container terminals in the world. It is one of the fastest
growing terminals in India with a CAGR of 20 per cent. It presently has four
mainline services with direct connectivity to Mediterranean, Europe,
Thailand, Vietnam, China and Korea. The mainline services are
complemented by seven weekly feeder services and one coastal service
to Colombo, Vizag, Penang, Port Klang, Singapore, Yangon and Port Blair,
respectively. Presently, CCT is connected to 50+ ports worldwide. A
container freight station, with a covered area of 6,500 m (70,000 sq ft),
operates within the port offering such services as inspection, LCL de-stuffing
and delivery of import cargo. CCT has plans to invest 1 billion to install two
quay cranes.

Chennai International Terminal


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

RO-RO car terminal


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

Hyundai Motor India is coming up with a first-of-its-kind


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

Cruise terminal
Chennai Port is one of the five major ports in the country that have been
identified by the Ministry of Shipping for development of cruise terminals,
the other four being Goa, Kochi, Mumbai and Mangaluru. The port has had
passenger and tourist services to Burma, Malaya, Singapore, Manila,
London, Suez, Aden and Colombo for over 100 years. There was regular
passenger traffic during the British rule. Per official records, the port had an
annual passenger traffic of 60,000 in 1956. In 1959, the port built a dedicated
passenger terminal for coastal and cruise vessels. The passenger cruise
terminal is located in the West Quay. The Shipping Corporation of India
operated regular Chennai–Singapore services till 1984. On an average, 10
international cruise vessels dock in the port each year. The number of tourists
visiting the port in 2008–09 was 2,616, which rose to 3,401 in 2009–10. The

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country's first cruise ship, AMET Majesty, is registered in Chennai and is set
to start from Chennai on 8 June 2011.

Bunkering at the port is currently carried out through the barge jetty in the
extreme northern end of the Bharathi Dock. This is a 30 m temporary facility
with a draft of 2.5 to 3.0 m. This jetty is used exclusively by Indian Oil
Corporation for bunkering of Navy, Coast Guard, bulk carriers and container
ships—both coastal and foreign ships. However, the demand for bunker has
outpaced the supply of infrastructure needed for bunkering in recent years.

In 2007, a fully automated, round-the-clock helpline for providing


information on the ships berthed and waiting, the scale of rates and facilities
available at the port, the first of its kind in the country, was established. In the
same year, the Indian government agreed to lift restrictions on
concessionary Sri Lankan tea and apparel exports at the port.

On 11 May 2011, the Madras High Court directed the Shipping Secretary that
only clean cargo such as containers and cars be allotted to the port for handling
from 1 October 2011. All dusty cargo such as coal and iron ore will be allotted
to the EnnorePort.

The port is one of the six ports in India through which drugs are permitted to
be imported, which is handled by the Central Drugs Standard Control
Organisation (CDSCO), the other ports being Kolkata, Mumbai, Nhava
Sheva, Kochi and Kandla ports. As of 2011, cargo movement to the port is
increasing by 21 per cent. Over 5,000 container trucks move through the port
every day. However, the number of containers coming into the port has
dropped by 30 per cent in the same year. In July 2012, a vessel traffic
management system was installed at the port to track vessel movements for
24
nearly 2 km, which can be extended to 48 nautical miles.As of 2012, the port
consumed 38 MW of power every year, spending about 290 million per
annum on electricity charges.

MAKE IN INDIA - PORTS AND SHIPPING


 118 projects involving investment of USD 7.73 billion have been
approved in last four years.
 India has 12 major ports and 64 minor ports handling Export Import
cargo.
 Indian ports handled 1605 million metric tons of cargo in 2015-2016
 USD 2.69 billion invested in last three years in Ports & Shipping
sector.
REASONS TO INVEST
 Projected cargo traffic to be handled by Indian ports by 2021-22 is
expected to be 1695 million metric tonnes as per the report of the National
Transport Development Policy Committee (an increase of 643 million metric
tonnes from 2014-15)

 Total 2422 million metric tonnes of cargo handling capacity would be


required in Indian Ports by 2021-22.

 For this, additional cargo handling capacity of 901 million metric


tonnes is required to be created in IndianPort in the next 6 to 7 years.

 Ports Project involving investment of over USD 10 billion identified


for award during the next five years.

25
 Coastal Economic Zones (CEZs) are being developed under
"Sagarmala initiative" in close proximity to several ports comprising coal-
based plants, steel plants & oil refineries.

STATISTICS
 Over 7500 kilometres of coastline with 12 major and about 200 minor
and intermediate ports.

 90% of the country's trade by volume and 70% by value is moved


through maritime transport.

 Cargo traffic achieved CAGR of 4.4% during 2009-10 to 2014-15.

 Cargo handled at ports in 2014-15: Dry bulk (34% iron ore, coal,
fertilizer. food grains); liquid bulk (33% petrol, oil and lubricants); break
bulk (17%) and container (16%).

 12 major ports in India handle approximately 57% of total Cargo


traffic.

 An unprecedented increase in cargo-handling capacity of Major Ports


- 965.36 million Metric Tonnes in March, 2016 from 575 million tonnes in
2009.

GROWTH DRIVERS
 Increase trade activity and private participation in port infrastructure
development.

26
 Rising cargo traffic and increase in the number of minor and
intermediate ports.
 Existing ports are investing on improving their draft depth.
 Focus on the development of terminals that deal with a particular type
of cargo, for eg: LNG (Liquified Natural Gas).

FDI POLICY
 To attract investment for the growth of this sector, the Government
has allowed 100% Foreign Direct Investment (FDI) in the shipping
sector.

 100% FDI is allowed under the automatic route for projects related to
the construction and maintenance of ports and harbours.

SECTOR POLICY
 Major ports are under the jurisdiction of the Government of India and
are governed by the Major Port Trust Act, 1963 (except EnnorePort
which is administered under the Companies Act, 2013)
 Non-major ports are under the jurisdiction of the respective state
governments maritime boards.
 A perspective plan of the government defines priority areas of
investment in the Indian maritime sector. These include:

Development of two major ports as well as two port hubs.


 Plans to implement full mechanisation of cargo handling and
movement at port

27
1.2 Scope of the study / Need and Importance of the study

Chennai Port has lost their capital cargo like coal and iron ore for
environmental protection. For this reason Chennai port vigorously moved to
alternate clean cargo. Clean cargo like crude oil, cruise and cars.Crude oil and
cruise are already going on at Chennai Port. Hence this study is concentrated
on car exports.Car cargo operations is a useful construct within which is used
to improve the operational effectiveness. Explanation of existing facilities and
to open the future needs of port users especially car exporters of Chennai port
trust. If Chennai port’s facilities are sufficient then how could we improve for
the future needs of the society.
This study can be used to diagnose possible deficiencies when dysfunctional
diversity is detected. This is used to promote more efficiency co-ordination
among dissimilar submits.
1.3 Objectives of the study
 To study Chennai Port’s past 10 year’s import and export cargoes and
to know the automobile cargo operations.
 To understand the various facilities provided by Chennai port for Car
cargo operations.
 To know the car manufacturing units in and around Chennai.
 To verify whether Chennai Port Trust is one of the major port for car
exports.
 To analyze whether the Chennai Port has sufficient facilities for
exporting cars.
 To make conclusion from this study and give suggestions.
 To analyze how the Port can take steps to increase the car exporter’s
satisfaction level.

28
1.4 Methodology

A descriptive research design taking a survey approach was used. This study
elaborates existing facilities. Car exports of previous years, car manufacturing
units in and around Chennai, so descriptive research design is most suitable
for this study. The tool for data collection was questionnaire. The
questionnaire consists of two parts. (i.e) demographic profile port users and
second part consists of effectiveness of cargo operations, effectiveness of
cargo operations, effectiveness of various facilities provided by Chennai port.
The target population of this study is Port users. Port users are the shipping
agents who bring the goods for export. (for RO-RO ships),Stevedores - they
are the people who stack the cars inside the ships and loading off the cargo,
Customs house agents / C&F agents - they file export application and
complete the customs formalities. A sample of 100 employees who were
engaged in the above companies were approached with a well structured
questionnaire for survey. The data analysis was done using statistical tools
like percentage analysis, frequency regression and correlation.Pilot study was
also taken before going to full survey. Through pilot study we identified the
availability of respondents. As pre test was conducted to test the effectiveness
of the questionnaire to be administered. The pre- test was conducted with ten
respondents. As per the feedback few changes were made in the questionnaire.
The changed questionnaire was administered for the actual survey.
Port users were always busy from their work schedule hence we waited for
their free time and issued the questionnaires and explained why this study was
conducted. This study adapted random sampling.

29
1.5 Limitations of the study

This study’s aim is to analyze car cargo operations of Chennai Port. Hence,
collection of information was a tedious operation. even collecting of
secondary data took time. Past studies were not available, so this study fully
depended on existing information. Model questionnaire was not available so
construction of a questionnaire and pilot study took more time. Involvement
of port users was very limited and data was collected by going to them
personally.

30
CHAPTER - II

2.1 Literature Review

 It may sound truism to understand the influence of changing policy set-


up on the growth and development of automobile industry in India and
to explore its export potential in context of the process of liberalization
and globalization of the industry. Policy changes influence the
competitive advantages through their effects on economic environment
in which the industry operates. The study at hand finds that the
changing policy environment during the last three decades in the
country has eventually contributed to the growth and export intensity
of automobile industry. The influence of changing economic
environment is also visible across subsectors of the industry. Passenger
vehicles segment seems to be the only segment which has experienced
considerably high growth and improvement in export intensity as well.
The share of this segment in total exports of automobile industry is
reported to have doubled over the years. The paper examines the
implications and also raises issues for further research. (Journal of
Applied Economics and Business Research, Jatinder Singh Centre for
Economic Studies and Planning, Jawaharlal Nehru University, New
Delhi, India.)(2014)

 The Compilation of Foreign Motor Vehicle Import Requirements is


designed to provide motor vehicle exporters with market data and
worldwide automotive import restrictions for the major automotive
markets around the world. The U.S. Department of Commerce, Office
31
of Transportation and Machinery, Automotive Industries Team,
collects, compiles, and disseminates the information available in this
document. However, it should be noted that the assistance of
Commerce’s country specialists (Global Market) and overseas
representatives (USFCS) played an important role in making this
document possible. This document is updated periodically and every
attempt is made to ensure its accuracy. Due to the numerous amounts
of information sources and changes in countries’ import requirements,
the Office of Transportation and Machinery cannot guarantee the
accuracy of all the material contained in this document. (United States
Department of Commerce International Trade Administration Office of
Transportation and Machinery)(December 2015)

 Indian economic development and Indian foreign trade ventures are


following a growth trajectory. Indian foreign trade has come a long way
in terms of export value since independence in 1947. The total value of
India’s merchandise exports increased from US $ 1.3 billion in 1950-
51 to US $ 63.8 billion in 2003-04 at a compound rate of 7.6 per cent.
Trade growth has picked up the pace post liberalization of 1991. The
composition of trade is now dominated by manufactured goods and
services. There is huge untapped potential for Indian foreign trade in
years to come. The auto industry in India is the ninth largest in the
world. After Japan, South Korea and Thailand, in 2009, India emerged
as the fourth largest exporter of automobiles. Several Indian automobile
manufacturers have spread their operations globally. Indian auto
industry, which is currently growing at the pace of around 18 % per

32
annum, has become a hot destination for global auto players like Volvo,
General Motors and Ford. The Indian automobile industry is going
through a phase of rapid change and high growth. With new projects
coming up on a regular basis, the industry is undergoing technological
change. The major players are expanding their plants and focusing on
mass customization, mass production.( International Journal of
Business and Management Invention ,Tharun Shastry)(September
2013)

 Vehicles are driven inside the ship and secured onto the vessels car
deck. Simple, effective, economical and fast. Precisely, that’s Ro-Ro
vessels handling. These vessels also carry non-motorized vehicles like
boats on trailers or non-roadworthy vehicles like heavy plant and
machinery on steel tracks. On Ro-Ro vessels all cargo is shipped under
deck secured in the hold, wind and water tight. No packing is required.
Cars are driven on at the departure port, invariably Southampton,
Bristol or Tilbury, London if you are shipping from the UK. Vehicles
are then simply driven off at your destination port. Cars, trucks and
other modes of road transport are very useful on land but sometimes
when these modes of transport have to be transported to long distance,
it is not a very good option to drive them all the way ( unless of course
you plan some sort of a marathon or cross country race). So they can be
effectively transported using ships which are specifically designed for
such wheeled cargoes and such ships are known as Ro-Ro vessels or
Roll on Roll off vessels. The word “Roll” signifies that the vehicles can

33
be easily rolled for loading or unloading of the cargo. (J.Mark
Rowbotham).
 The author has spoken about the necessity of proper ventilation and
drainage system, Vehicle stowage and securing on the vessel. While
writing about the inherent dangers associated with the Ro-Ro vessel, it
has been stated “the ships themselves generally have high freeboards
and expect to experience high wind age over and above the waterline,
cargo units are be necessity loaded with a high kg value, which can be
detrimental to the overall metacentric height (GM). In the event of bad
weather conditions, these features tend to lend to the vessel rolling
heavily, which may generate units shifting. (Manuel Ventura Ship
Design- MSc In Marine Engineering.)

 Logistics, including the development and operation of supply and


distribution chains, are the means that integrate suppliers, procedures
and customers. The awareness and importance of logistics as a
competitive factor is increasing. The background study focuses on
different transport concept for heavy machinery, new cars, and forestry
products. The method developed is general, though the example are
based upon distribution of new cars from hinterland areas in continental
Europe to Australia, and transport of paper rolls from mills in the
Nordic countries to customers in Europe. Design, technology and
organisation are within the logistics chain important aspects to
consider. Ro-Ro technologies used throughout multimodal logistics
solutions are concept that represent great potential in cost savings and

34
lead-time reductions, compared to existing systems.( Hakon Lindstad,
Eirik Uthaug)

Car manufacturing industries in and around Chennai


Chennai is nicknamed the "Detroit of India" (or the "Detroit of Asia") due to
the presence of major automobile manufacturing units and allied industries
around the city. The 4-wheeler vehicles in Chennai is the base of 30%
of India's automobile industry] and 35% of its automobile component
industry. Besides the commercial industry, the Heavy Vehicles
Factory (HVF) has been established in Avadi to produce military related
vehicles. Avadi also boasts of the Combat Vehicle Research & Development
Establishment (CVRDE), a new engine testing facility.
Company Location Capacity Products
Ashok Chennai Port Buses, haulage vehicles, special application
Leyland vehicles.
BMW Chengalpattu 3series,5series,7series,x1,x3,MINI COOPER.
Daimler Oragadam 36,000 Bharatbenz trucks,Mercedes-Benz trucks
Ford Maraimalai 2,00,000 Ikon,fusion,fiesta,endeavour,figo,ecosport.
nagar
Hyundai Irungattukottai 6.00.000 Accent,elantra,getz,i10,i20,verna,santro,
sonata,Tucson.
Mitsubishi Tiruvallur 12000 Lancer,pajero,Montero,outlander.
Nissan Oragadam 2,00,000 Micra,teana,X-trail,Datsun go.
Renault Oragadam 2,00,000 Logan,pulse,scala,fluence,duster,koleos,kwid.
Royal Thiruvottiyur Classic,bullet,thunderbird,continental,electra,
Enfield Interceptor.
Yamaha Vallam 4,50,000 Motorcycles.
Vadakkal
(WIKIPEDIA.ORG) (Table 6)

35
2.2 Ports in India
India has a coastline spanning 7516.6 kilometres, forming one of the
biggest peninsulas in the world. According to the Ministry of Shipping,
around 95 per cent of India's trading by volume and 70 per cent by value is
done through maritime transport. It is serviced by 12 major ports, 200 notified
minor and intermediate ports. The total 200 non-major ports are in the
following States:- Maharashtra (48); Gujarat (42); Tamil Nadu (15);
Karnataka (10); Kerala (17); Andhra Pradesh (12); Odisha (13); Goa (5); West
Bengal (1); Daman and Diu (2); Lakshadweep (10); Pondicherry (2); and
Andaman & Nicobar (23).

Government of India plans to modernise these ports and has approved a


project called Sagarmala. The ports and shipping industry in India play a vital
role in sustaining growth in the country’s trade and commerce. The Indian
Government has allowed Foreign Direct Investment (FDI) of up to 100 per
cent under the automatic route for port and harbour construction and
maintenance projects. The government has also initiated National Maritime
Development Programme (NMDP), an initiative to develop the maritime
sector with a planned outlay of US$11.8 billion.

Classification of ports
Indian government has a federal structure, and according to
its constitution, maritime transport is to be administered by both the Central
and the State governments. While the central government's shipping
ministry administers the major ports, the minor and intermediate ports are
administered by the relevant departments or ministries in the nine coastal

36
states Andhra Pradesh, Odisha, West Bengal, Tamil
Nadu, Kerala, Karnataka, Goa, Maharashtra and Gujarat. Several of these
187 minor and intermediate ports have been identified by the respective
governments to be developed, in a phased manner, a good proportion of them
involving public–private partnership.

Shipping
Major ports handled over 74% of all cargo traffic in 2007. All except Ennore
Port are government administered, but private sector participation in ports has
increased. There are also 7 shipyards under the control of the central
government of India, 2 shipyards controlled by state governments, and 19
privately owned shipyards.

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


five were privately owned and based in India and one was owned by Shipping
Corporation of India. There were 639 government-owned ships, including 91
oil tankers, 79 dry cargo bulk carriers, and 10 cellular container vessels.
Indian-flagged vessels carried about 15 percent of overseas cargo at Indian
ports for financial year 2003.

Import and export of automobiles in India

EXIM policy of India is quite strict in matters related to import of vehicle.


Apart from the heavy custom duty on the automobile, the EXIM policy of
India also states that the Vehicle should not be manufactured/ assembled in
India, not been sold, leased or loaned prior to being imported to India; or
should have been registered for use in any country prior to being imported to
37
India. It is also mentioned in the EXIM policy that for new vehicles being
imported into the country should be imported only from the country of
manufacture and should comply with Central Motor Vehicles Rules (CMVR),
1989.
India is a prominent auto exporter and has strong export growth expectations
for the near future. Automobile exports grew 20.78 per cent during April-
November 2018. It is expected to grow at a CAGR of 3.05 per cent during
2016-2026. In addition, several initiatives by the Government of India and the
major automobile players in the Indian market are expected to make India a
leader in the two-wheeler and four wheeler market in the world by 2020.

Automobile Export trends (Table 7)


Category 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18

Passenger 5,59,414 5,96,142 6,21,341 6,53,053 7,58,727 7,47,287


Vehicles
Commercial 80,027 77,050 86,939 1,03,124 1,08,271 96,867
Vehicles
Three 3,03,088 3,53,392 4,07,600 4,04,441 2,71,894 3,81,002
Wheelers
Two 19,56,378 20,84,000 24,57,466 24,82,876 23,40,277 28,15,016
Wheelers
Grand 28,98,907 31,10,584 35,73,346 36,43,494 34,79,169 40,40,172
Total
(Source – www.chennaiport.gov.in)

38
Automobile import trends

Imports of automobiles are very rare in Chennai Port. The imports are a very
meager numbers. Volvo is the biggest importer of cars with a total of 57 units
in the year 2014. In the last financial year, 2017-2018 there were no imports
of automobiles through Chennai Port.
(Table 8)
Year Brand Number of Vessel’s name
units
2013 Toyota 31 GrandDuke,Curitiba,
Arcadiahighway,Hoegh
Kobe,Westernhighway.
2013 Rolls Royce 1 Glovis Cardinal.
2014 BMW 27 Hoegh Trident.
2014 Toyota 41 Dismond Express.
2014 Volvo 57 Glovis Clipper
(Source – www.chennaiport.gov.in)

39
2.3 Southern Ports

Out of all 13 major ports in India 10 ports are from the south. They are Nhava
Sheva Port from Maharashtra, Mumbai Port,Margamao Port from
Goa.Panambur Port from Karnataka,Cochin Port from Kerela,Tuticorin port
,Chennai Port,Ennore port and Vishakhapatnam Port in Andhra Pradesh

Cochin Port- Kerala


The Cochin port is one of the largest port in India and the major port on the
Arabian Sea and Indian Ocean sea route. The port of Cochin lies on two
islands of Willingdon and Vallarpadam and the largest container
transshipment facility in India. Kochi Port is equipped with maritime facilities
Cochin Shipyard,Kochi Refineries and Kochi Marina. Kochi city is famous
for its traditional spices and well known as the port city of Fort Kochi during
the European colonials. It also get its individual Kochi international airport,
third international airport in the state of Kerala.

Port Blair- Andaman


Port Blair is the capital city of Andaman Nicobar Islands, a Union Territory
of India located at the juncture of the Bay of Bengal and Andaman Sea. Port
Blair is the youngest sea port in India and one of the 12 major port of the
country. The only port of Andaman islands are connected to mainland of India
through flight and ship. Port Blair is the principal hub for shipping in the
islands of Andaman and the one of the most popular tourist destination with
several places of interest around like virgin beaches, scuba diving and water
sports.

40
Tuticorin Port- Tamil Nadu

Tuticorin Port is an artificial deep-sea harbour and one of the 12 major


ports of India. It is also the second largest port in Tamil Nadu first is
Chennai Port and one of the largest container terminal in India. The
artificial port of Tuticorin is a all weather port and who receive a large
volume of international traffic.Port of Tuticorin are a used to be best port
for maritime trade and pearl fishery on the bay of Bengal. The port city is
also known as Pearl City and is one of the beautiful sea gateways of India
from Tamil Nadu state.

Chennai Port

Madras Port is the one of the oldest port of India and the second largest port
in the country. Chennai Port also the largest port in the Bay of Bengal and a
hub port for cars, big containers and cargo traffic in the east coast of India.
Port of the Coromandel Coast handles a variety of cargo containers,
automobiles,coal,fertilizers and petroleum products.Chennai Port terminals
have lighthouses around,Intra port connectivity, Pipelines and railway
terminus.

41
Vizag Port- Andhra Pradesh

The port city Visakhapatnam is located on the southeast coast of India in the
state of Andhra Pradesh. Visakhapatnam or Vizag has one of the India’s
largest seaport and the oldest shipyard of country. The Visakhapatnam harbors
is the only Natural harbors in the bay of Bengal shore. Kakinada Port is second
port city in Andhra and Krishnapatnam Port is a privately built deep water
port in Andhra Pradesh.

EnnorePort

Kamarajar Port, located on the Coromandel Coast about 24 km north of


Chennai Port, Chennai, it is the 12th major port of India, and the first port in
India which is a public company. The port was declared as a major port under
the Indian Ports Act, 1908 in March 1999 and incorporated as Ennore Port
Limited under the Companies Act, 1956 in October 1999. The Kamarajar Port
is the only corporatized major port and is registered as a company. Today, the
landlord port is the dominant port model in larger and medium sized ports.

Import and Export of cars in Southern Ports

The southern ports handling cars are Mumbai Port,Chennai Port and Ennore
Port. Mumbai Port has set a new record of shipment of 6316 cars on a single
ship. This is a quantum jump over the previous record of shipment of 5376
cars. Mumbai Port has been focusing on the export and handling of cars and
has emerged as number one port on the West Coast of India growing at about

42
25% for last few years. It is committed to improve the facilities & help
reducing the cost of handling cargoes. Mumbai Port Trust is consistently
contributing to the 'Make in India' campaign by facilitating the export of Made
in India cars. The Mumbai Port Trust has achieved an impressive growth of
37% in handling vehicles for export at its facility as compared to previous
year. As against 98547 vehicles handled in 2013 -2014, 1,35,320 vehicles
were exported from MBPT this year. This includes cars, trucks, fire tenders,
earth moving equipments, ambulances, buses, etc. It is for the first time that
MBPT has handled more than 1,00,000 vehicles in a year. Mumbai Port Trust
as the only multipurpose Port in the State of Maharashtra effectively catered
to the needs of the automobile industries located in Pune and Nasik for export
of their products to different destinations in Australia, New Zealand, Central
America, South America, South Africa, Middle East and East Asia.
Volkswagen, Maruti Suzuki, Tata Motors, Mahindra & Mahindra, Ashok
Leyland are some of the prime customers, which exported their brands from
Mumbai Port Trust. Chennai Port has come a long way since the first major
export-shipment of 760 cars (Accent and Santro) by Hyundai Motor India was
made in July 2000 to Algeria. While, over time, Hyundai has become one of
the largest car exporters from India, with an average shipment of 2-2.5 lakh
cars per annum Chennai Port is one of the top ports when it comes to exports
of automobiles from India. The central government’s thrust on coastal
movement of cargo and relaxation on cabotage law has further strengthened
the future growth potential for automobile shipments from the port. In fact,
recently, Hyundai shipped 800 cars from Chennai Port to APM Terminals
Pipavav in Gujarat. These cars were meant for distribution in the western parts
of India. Meanwhile, competition has also come up really strong for the port
43
when it comes to shipping cars overseas. Kamarajar Port at Ennore, which
was developed to handle polluting thermal coal imports, has started investing
in infrastructure to attract other types of cargo, and as a result the corporate
port has overtaken Chennai Port to become the largest shipper of passenger
cars in FY2015. Kamarajar handled 2.15 lakh passenger cars in 2015 as
against 1.93 lakh cars handled by Chennai Port during the same period. The
reason for Kamarajar gaining traction among car makers is the availability of
clean parking area in the port. Also with the port being located outside the
busy Chennai metropolis, car carriers can travel faster to the port due to the
absence of city traffic. Kamarajar port in Ennore is expected to handle nearly
2.25 lakh automobile units, including cars and trucks, for year ending March
31, the highest ever automobile volume handled in the port in a year. Till
March 16 of the current fiscal, the port handled 2.12 lakh automobile units as
against 1.98 lakh units in the same period last year, a 7 per cent growth, says
a press release from Kamarajar Port Ltd. The port commenced export/import
of automobiles through a dedicated general cargo berth from September 2010.
Cumulatively, the port has so far handled 11 lakh cars, of which Nissan Motor
alone exported over 7 lakh cars, the release said. It had executed agreements
with Nissan Motor, Ford India and Toyota Kirloskar with volume-based
rebates to export their cars through the port. Heavy machinery and equipment
manufacturers such as Komatsu, Kobelco and Caterpillarhave also started
exporting their cargoes through KPL, the release said.

2.4 Automobiles import and export from Chennai port

Chennai Port has come a long way since the first major export-shipment of
760 cars (Accent and Santro) by Hyundai Motor India was made in July 2000
44
to Algeria. While, over time, Hyundai has become one of the largest car
exporters from India, with an average shipment of 2-2.5 lakh cars per annum
Chennai Port is one of the top ports when it comes to exports of automobiles
from India. The central government’s thrust on coastal movement of cargo
and relaxation on cabotage law has further strengthened the future growth
potential for automobile shipments from the port. In fact, recently, Hyundai
shipped 800 cars from Chennai Port to APM Terminals Pipavav in Gujarat.
These cars were meant for distribution in the western parts of India.
M/s.Ashok Leyland Ltd is currently exporting around 12,000 truck chassis to
Bangladesh, Sri Lanka and countries in Africa. The volume to Bangladesh
and Sri Lanka is likely toincrease by 80% in the coming years. Now, more
than 500 trucks per monthare expected to be exported via the sea route which
will take away a lot of traffic from our roads. The Coastal Shipping Agreement
between India and Bangladesh was signed during Prime Minister Shri
Narendra Modi’s visit to Bangladesh in June 2015. Based on the agreement
sea transportation from Indian ports to Bangladesh ports is being treated as
coastal movement, making it eligible for 40% concession on vessel related
and cargo related charges. For coastal movement through RoRo vessels, 80%
concession on vessel related and cargo related charges are applicable in Indian
Ports.

45
(Table 9) Past Ten Years different car export details at Chennai Port

HYUNDAI FORD NISSAN TOTAL


YEARS OTHERS
VSLS CARS VSLS CARS VSLS CARS VSLS CARS

2011-12 91 230152 13 18067 4421 104 252640

2012-13 92 259836 2 11852 1 649 8 95 272345

2013-14 82 223206 10 12216 0 230 1 92 235653

2014-15 81 176119 28 16477 0 151 0 109 192747


2015-16 67 151673 16 7639 0 22 0 83 159334

2016-17 54 147399 0 6 1 239 0 55 147644


2017-18 39 120497 0 15 0 53 0 39 120565

2018-19 26 100983 0 0 0 0 315 26 101298


(Source: Chennai Port –Traffic Department -P&R Cell)

46
2.5 No of Vessels and No of Cars Exported in Chennai Port
(Table 10)
TOTAL
YEAR
VSLS CARS

2010-11 98 234762
2011-12 104 252640
2012-13 95 272345
2013-14 92 235653
2014-15 109 192747
2015-16 83 159334

2016-17 55 147644
2017-18 39 120565

(Source – www.chennaiport.gov.in)

47
2.6 Facilities at Chennai Port

BHARATI DOCK
Oil terminal
 Handles the entire crude oil for CPCL and POL products for all major
companies.
 Geared to meet the increasing demands in handling the entire petroleum
products.

Ore terminal
 Mechanized ore handling plant.
 Handled 7.88 million tons in the year 2009-2010.
 Well connected to Rail to the Hospet and Bellary mines.

Container terminal
 India’s longest container quay (855m).
 India’s second largest terminal.
 Handled 1.13 million TEUs in 2009-2010.

Dr. AMBEDKAR DOCK


Passenger cum Cruise terminal
 State of the art passenger cum cruise terminal.
 Ideally located for cruise liners from far east to explore India.
 Regular passenger vessels to Andaman and Nicobar Islands.
 Most suited for Indian tourists to explore high seas.

Car Terminal
 India’s no.1 car Terminal.
 Exported 273917 cars in 2009-2010.

Multi cargo Terminal


 Deep drafted berths to handle Project cargo, granite block, steel and
food grains.

48
Container terminal
 832m long quay with 15.5m draught.
 Capable of handling post panama vessels-18 rows across.
 Handled 77208 TEUs in 2009-2010.

JAWAHAR DOCK
 Handles Dry bulk cargo - coal, iron ore, Fertilizer.

Coal Terminal
 Dedicated berths equipped with semi-mechanized coal conveyor
system.

49
Chapter - III
3.1 Introduction and History of Chennai Port
Chennai Port, the third oldest port among the 12 major ports, is an emerging
hub port in the East Coast of India. This gateway port for all cargo has
completed 137 years of glorious service to the nation’s maritime trade.

Maritime trade started way back in 1639 on the sea shore Chennai. It was an
open road -stead and exposed sandy coast till 1815. The initial piers were built
in 1861, but the storms of 1868 and 1872 made them inoperative. So an
artificial harbour was built and the operations were started in 1881. The cargo
operations were carried out on the northern pier, located on the northeastern
side of Fort St. George in Chennai. In the first couple of years the port
registered traffic of 3 lakh tonnes of cargo handling 600 ships.

Being an artificial harbour, the port was vulnerable to the cyclones, accretion
of sand inside the basin due to underwater currents, which reduced the draft.
Sir Francis Spring a visionary skillfully drew a long-term plan to charter the
course of the port in a scientific manner, overcoming both man-made and
natural challenges. The shifting of the entrance of the port from eastern side
to the North Eastern side protected the port to a large extent from the natural
vulnerabilities. By the end of 1920 the port was equipped with a dock
consisting of four berths in the West Quays, one each in the East & South
Quay along with the transit sheds, warehouses and a marshalling yard to
facilitate the transfer of cargo from land to sea and vice versa. Additional
berths were added with a berth at South Quay and another between WQ2 &
WQ3 in the forties.
50
India’s Independence saw the port gathering development, momentum. The
topography of the Port changed in 1964 when the Jawahar dock with capacity
to berth 6 vessels to handle Dry Bulk cargoes such as Coal, Iron ore, Fertilizer
and non hazardous liquid cargoes was carved out on the southern side.

In tune with the international maritime developments, the port developed the
Outer Harbour, named Bharathi Dock for handling Petroleum in 1972 and for
mechanized handling of Iron Ore in 1974. The Iron ore terminal is equipped
with Mechanized ore handling plant, one of the three such facilities in the
country, with a capacity of handling 8 million tonnes. The Chennai port’s
share of Iron ore export from India is 12%. However, at present due to Hon'ble
High Court's order handling of Ore is stopped. The dedicated facility for oil
supports the expansion of the CPCL's oil refinery in the hinterland. This oil
terminal is capable of handling Suezmax vessels.

In 1983, the port heralded the country’s first dedicated container terminal
facility commissioned by the then Prime Minister Smt.Indira Gandhi on 18th
December 1983. The Port privatized this terminal and is operated by M/s.
D.P.World (Chennai Container Terminal Private Limited). The port is ranked
in the top 100 container ports in the world. Witnessing a phenomenal growth
in container handling year after in 2009 commenced the Second Container
Terminal operated by M/s. PSA (Chennai International Terminals Private
Limited) with a capacity to handle 1.5 M TEU's to meet the increasing
demand.

The Port now with three docks, 24 berths and draft ranging 8.5 m to 16.5
m has become a hub port for Containers, Cars and Project Cargo in the
East Coast

51
Chennai Port is one among major ports having Terminal Shunting Yard and
running their own Railway operations inside the harbour. The port is having
railway lines running up to 41 Kms, 8 sidings to handle wide range of cargo
like Granite, Food grains, Dry Bulk, etc. For handling containers seperate
sidings are available.

The Port has handled 51.88 Million Tonnes of cargo volume for 2017-18 vis-
a-vis 50.21 Million Tonnes of Cargo in 2016-17. Container Volume increased
to 1549457 TEU's against 1494831 TEU's in 2016-17. Physical performance
parameters like Pre-Berthing Detention, Turn Around Time and Ship Berth
day Output continued to improve.

The existing Cruise Terminal was being upgraded to International Standards


as a part of Cruise Shipping Policy. The induction of Mobile Harbour Cranes
100T - 2 Nos is expected to improve the productivity of Cargo Handling of
the Port.

Aggressive marketing initiatives are being undertaken to improve the Port


Trade, Logistics and also to attract new Cargoes.

The Major Ports in India are witnessing sustained growth in the last few years,
thanks to the vision of Ministry of Shipping which has given the fillip to the
Port Sector by introducing vital and long overdue futuristic Port led
development programmes including Sagarmala. The Ministry is intent on
upgrading and developing the Major Ports of India on par with the
International Ports. Significantly, Chennai Port in its historic 137th year of
commercial operations is ranked among the growth generating major ports,

52
despite the threats and perceptions on diversion of cargo to emerging private
ports. During the financial year 2017-18, Chennai Port handled 51.88 MMT
of cargo compared to 50.21 MMT handled in 2016-17 registering a growth of
3.33% and the trend continues during the current year also. Ministry’s target
for the year 2018-19 is 53 MMT.

Among efficiency parameters, Turn Around Time came down to 2.21 days in
2017-18 when compared to 2.51 days in 2016-17 and the Overall Average
Ship Berthday Output increased from 15652 tonnes to 16014 tonnes while
handling multiple high / low productive cargoes. The cargo composition for
2017-18 has been Petroleum Oil & Lubricants(POL) - 26% (13.50 MMT),
Containerized cargo – 58% (29.91 MMT) and Others including bulk cargo –
16% (8.47 MMT). Container volume increased from 1,494,831 TEUs in
2016-17 to 1,549,457 TEUs in 2017-18. The container cargo handled by Rail
during April 2017-March 2018 is 100396 TEUs when compared to 95586
TEUs handled in 2016-17 registering a growth of 5.03%.

The operations of the In-motion Rail Weighbridge (140 Ton capacity)


commenced on 18.8.2017 and ensures that, the Port Users load the cargo
within the permissible carrying capacity of wagon, thereby avoiding excess
loading of cargo and levy of Punitive / detention charges payable by Port
Users to railway (Avg. payment of Punitive / detention charges is `2.43 crores
per year). This in turn helps the Port to retain the existing customers and
enables to improve the revenue earned by Port from the wagon users.

53
To attract new cargo and retain old cargo, business promotion activities and
various marketing initiatives (Interactive Session /Trade Meets) are being
organized. To evacuate containers en masse by rail and to facilitate trade by
reducing transit-time and offering economical tariff, containers are being
handled by CONCOR between Chennai Port (HOM) & Tondiarpet
Marshalling Yard (TNPM) and vice versa w.e.f. 28.03.2018, which also
facilitates Direct Port Delivery(DPD) / Direct Port Entry(DPE) movement
through rail and reduces road congestion. A fresh Memorandum of
Agreement (MOU) was signed on 10.05.2018 with M/s. HMIL for the
export of Hyundai cars exclusively through Chennai Port for a period of
10 years from 01.04.2018. Port earned a total income of `952.60 crores during
the year 2017-18 against `952.16 crores during the year 2016-17. The Net
surplus before tax for the year 2017-18 was `40.29 crores vis-a-vis `12.59
crores during 2016-17 with an increase of `27.70 crores.
A study for development of Multi-Modal Logistics Park (MMLP) with Rail
connectivity in the Railway land at Jolarpet and funded under Sagarmala is
nearing completion. Sagarmala Development Company Limited (SDCL) will
appoint a consultant shortly to examine if it is feasible for the land at Mappedu
to serve the Maritime Cluster in Tamilnadu.

In respect of Port developmental projects, a 260m long Coastal Terminal is


now under construction at the Northern Sheltering Arm, as part of the
Government initiatives to encourage Coastal Shipping. Paved Concrete
Storage yards for a total extent of 11.50 hectares are under development at
ONB Yard and backup area of JD(E) & JD(S) for handling a variety of dry
bulk cargoes in a clean manner without emanation of dust which would attract
54
premium cargoes including Containers, Cars and Project cargo in future.
Modernization work at JD(E) is under progress and on completion all JD(E)
berths will be dredged to (-) 14m CD alongside. Construction of a 181m long
and 18m wide Bunker berth at Bharathi Dock has commenced and will enable
handling of Bunker Tankers up to 10000 DWT. LoA was issued on
31.03.2018 and work is scheduled to be completed in September 2019. On
completion of the work, ChPT will emerge as a major hub for bunkers and
cater to ships calling at the Port and also outer anchorage for mainline vessels
passing Chennai Port.

A Common Railway yard was developed under supervision of IPRCL at the


West of Western yard I and comprises a paved platform 30m wide x 700m
long with an additional rail line. The Chennai Ennore Port Road Connectivity
project will also be completed shortly, and work on the Elevated Road from
Chennai Port to Maduravoyal which was stalled in March 2012 is set to
recommence by early next year. As part of the Green Port Initiatives, for
which the Ministry also sanctioned a grant of Rs.6 Crs in 2017-18, the port
commissioned a state-of-the art continuous online Ambient Air Quality
Monitoring (CAAQM) stations at three key locations inside Chennai Port and
the levels of AAQ are electronically displayed online at 4 different locations.
In addition, periodical monitoring and testing of various environmental
parameters is also being carried out inside the Port. Green Port initiatives at
Chennai Port include increase of the green belt inside the Port through
systematic tree plantation project which will improve the quality of the
environment. In order to reduce the carbon footprint and limit use of fossil
fuels, the Port commissioned a 500 KW Solar Power plant at roof tops of
55
Administrative Buildings and the Port Hospital. This will produce 6,75,000
units per annum. and reduce use of conventional electrical power. Chennai
Port also participated in the Coastal Security Exercise – Sagar Kavach 02 of
2017-18 conducted by Indian Coast Guard on 22nd and 23rd March 2018,
which was organized in co-ordination with security agencies to assess the
readiness and capability of the Port to deal with any incidents of breach of
security. At Chennai Port, we continuously endeavor to innovate in various
operational and functional areas in conjunction with Port Users to take the
Customer satisfaction to higher levels. I am of the firm belief that, by working
together we will scale new heights.- Chairman’s Message.

3.2 Berth particulars (source - administration report 2017-2018)


(Table 11)
DR. AMBEDKAR DOCK:
S.NO Berth Type Rated Desired Draft Quay
capacity occupancy (meters) length
1 N.Q Passenger/general/liquid bulk 1.0 0.7 8.50 198.0
2 W.Q.1 general/RO-RO/liquid bulk 1.4 0.9 11.0 170.60
3 W.Q.2 general/RO-RO/liquid bulk 1.5 1.0 12.00 170.60
4 C.B General/food grains 2.2 1.5 12.00 170.60
5 W.Q.3 General/food grains 2.7 1.9 12.00 170.60
6 W.Q.4 General/passenger 2.7 1.9 11.00 170.60
7 S.Q.1 General/dry bulk 2.6 1.8 9.50 246.00
8 S.Q.2 General/dry bulk/liquid bulk 1.4 1.0 9.50 179.00
JAWAHAR DOCK:
s.no Berth Type Rated Desired Draft Quay
capacity occupancy (meters) length
9 J.D.1 Dry bulk/general 4.2 2.9 11.50 218.33
10 J.D.3 Dry bulk/general 4.3 3.0 12.00 218.33
11 J.D.5 Dry bulk (under BRS)/general 3.1 2.2 12.00 218.33
12 J.D.2 Dry bulk/liquid bulk/general 4.4 3.1 13.00 218.33
13 J.D.4 Dry bulk/liquid bulk/general 2.8 2.0 11.00 218.33
14 S.Q.2 Dry bulk/liquid bulk/general 3.3 2.3 11.00 218.33

56
BHARATHI DOCK
s.no Berth Type Rated Desired Draft Quay
capacity occupancy (meters) length
15 B.D.1 POL 6.7 4.7 14.60 355.65
16 B.D.2 POL/Other liquid 2.8 2.0 16.50 382.00
17 B.D.3 POL 25.7 18.0 16.50 325.10
CHENNAI CONTAINER TERMINAL PVT LTD (TERMINAL-1)
S.no Berth Type Rated Desired Draft Quay
capacity occupancy (meters) length
18 C.T.1 Containers 13.40 200.00
19 C.T.2 Containers 31.3 26.5 13.40 200.00
20 C.T.3 Containers 31.3 26.5 13.40 200.00
21 C.T.4 Containers 15.00 285.00
CHENNAI INTERNATIONAL TERMINAL PVT LTD (TERMINAL-2)
S.no Berth Type Rated Desired Draft Quay
capacity occupancy (meters) length
22 S.C.B.1 Containers 29.5 25.1 15.00 287.00
23 S.C.B.2 Containers 29.5 25.1 15.00 270.00
24 S.C.B.3 Containers 15.00 275.00

3.3 Chennai Port’s Traffic Performance of past 5 years


Commodity wise Traffic Handled During last five years 2013-14 – 2017-18
(Table 12) Liquid bulk
Commodity 2013-14 2014-15 2015-16 2016-17 2017-18
POL-CRUDE 10190 10914 9156 9832 10338
PRODUCT 2687 2464 2736 2384 3159
EDIBLE OIL 1033 1079 1262 1211 1327
MOLASSES 77 0 0 0 63
CHEMICALS 90 130 135 117 138
OTHER LIQUIDS 70 58 57 58 86
TOTAL 14147 13925 13346 13602 15111
CONTAINERS
COMMODITY 2013-14 2014-15 2015-16 2016-17 2017-18
CCTL 14187 15989 16744 12474 12477
CITPL 14099 13918 13425 16353 17410
INNER HARBOUR 44 38 38 23 27
TOTAL 28330 29945 30207 28850 29905
DRY BULK
COMMODITY 2013-14 2014-15 2015-16 2016-17 2017-18
IRON ORE PELLETS 71 146 0 0 0
57
BARYTES 532 251 417 577 874
FERT.FINISHED 160 272 61 62 28
FERT.RAW 255 270 199 206 202
WHEAT 272 0 0 571 274
MAIZE/PULSES 35 37 0 0 0
DOLOMITE 1053 996 609 572 437
INDUSTRIAL SALT 0 0 0 0 55
RAW SUGAR 0 0 0 0 153
GYPSUM 357 292 340 361 368
LIMESTONE 2682 2630 1648 1957 1259
COBBLE STONE 162 162 175 151 183
SLAG 253 782 0 0 0
CEM.CLINKERS 0 270 542 572 457
SILICA SAND 0 32 69 100 38
CLAY 0 0 0 11 10
SCRAP 134 69 309 303 41
OTHR DRY BULK 0 4 40 44 53
CARGO
TOTAL 5966 6213 4409 5487 4432

BREAK BULK
COMMODITY 2013-14 2014-15 2015-16 2016-17 2017-18
GRANITE 602 516 341 318 349
IRON&STEEL 1407 1419 1321 1498 1787
SUGAR 0 0 17 0 0
CEMENT 18 0 0 0 0
PROJECT CARGO 238 176 99 113 83
TIMBER AND LOGS 84 43 16 10 14
RO-RO 268 269 258 271 181
OTHER/MISC 45 35 44 65 19
TOTAL 2662 2458 2096 2275 2433

GRAND TOTAL 51105 52541 50058 50214 51881


(Source – www.chennaiport.gov.in)

58
3.4 Chennai Port’s Mission
 Achieve excellence in Port operations with State-of-the-Art
technologies.
 Enhance competence and enthuse workforce to maximize customer
satisfaction.
 Anticipate and adapt to the changing global scenario.
 Act as a catalyst for sustained development of the Region.

Chennai Port’s vision


 To be recognized as a futuristic Port with foresight .

Chennai Port’s Quality Policy


 Provide efficient, prompt, safe and timely services at optimum
cost
 Ensure quick turn round of vessels by providing facilities for
efficient handling of cargo
 Maintain total transparency in all our transaction.
 Continually improve our services to meet the expectations of
the port users, employees and the society

3.5 Future projects of Chennai Port

The Minister of Shipping, Road Transport & Highways and Water Resources,
River Development and Ganga Rejuvenation Shri Nitin Gadkari today
digitally flagged off a RoRo cum general cargo vessel M.V. IDM DOODLE
carrying a consignment of 185 trucks from Chennai Port to Mongla port in
Bangladesh. Shri Gadkari informed that these trucks, which are being
exported by M/s.Ashok Leyland Ltd, were being sent to Bangladesh through
the land route till now, travelling a distance of about 1500 km. Transport
through the sea route will save about 15-20 days of travel time. For this trip
alone that involves transport of 185 trucks, a total of about 3 lakh vehicle km
of road travel will be saved as the land route is longer and much time is lost
59
at the congested Petrapole-Benapole check point at the Indo- Bangladesh
border. Besides saving time, coastal transport will also be more cost effective
and environment friendly. The Minister called upon all automobile
manufactures to use coastal shipping mode for transporting their vehicles.
M/s.Ashok Leyland Ltd is currently exporting around 12,000 truck chassis to
Bangladesh, Sri Lanka and countries in Africa. The volume to Bangladesh
and Sri Lanka is likely to increase by 80% in the coming years. Now, more
than 500 trucks per month are expected to be exported via the sea route which
will take away a lot of traffic from our roads. The Coastal Shipping Agreement
between India and Bangladesh was signed during Prime Minister Shri
Narendra Modi’s visit to Bangladesh in June 2015. Based on the agreement
sea transportation from Indian ports to Bangladesh ports is being treated as
coastal movement, making it eligible for 40% concession on vessel related
and cargo related charges. For coastal movement through RoRo vessels, 80%
concession on vessel related and cargo related charges are applicable in Indian
Ports. Chennai Port started coastal RoRo voyage on 5.8.2016 when 800
Hyundai cars were shipped on RoRo vessels from Chennai to Pipavav for
local distribution. Initiatives like this are aimed at providing innovative
logistic chain solutions under Sagarmala. The ultimate objective is to save
logistic costs and time of transportation and boosting trade by making Indian
goods competitive in International markets. The fuel consumption at per tone
cargo is much lower via sea route, so transportation by sea will also reduce
carbon footprints on the environment. Further, the modal shift to coastal
shipping will save wear and tear of the new vehicles and also reduce traffic
on congested roads.

60
PORT DIGEST
Hon’ble Union Minister of State for Shipping Shri. Pon Radhakrishnan
participated in the Flag off ceremony and interacted with Press/Media. Shri.
P. Raveendran, IRTS, Chairman, Chennai Port Trust co-ordinated the event
from Chennai. Shri. Cyril C George, Deputy Chairman, Sr.Officers of
Chennai Port Trust, Private Secretary to Hon’ble Minister, Shri. Vinod. K.
Dasari, CEO & MD, Ashok Leyland, Chennai and Trustees of Chennai Port
participated in the function.

 Mega container terminal with 2 kilometers long Quay.


 RO-RO (roll on-roll off) terminal with multilevel car parking.
 Elevated expressway of 19 kilometers.
 World class recreation and Marina

61
Chapter –IV Data Analysis

Chapter-5

5.1 Findings

According to the survey taken, the findings from the data analyzed are as
follows. Chennai port is one among the major ports handling more volume of
automobiles. Additional berths can be constructed in order to handle more
automobile(RO-RO) vessels. According to the study Chennai port is capable
to handle all types of automobile cargo with the present facilities available.
According to the study, if additional gates are opened for car cargo, it will
facilitate smooth movement. The study states that elevated expressway project
can be encouraged and furthermore it will attract more automobile cargo.
Road and railway connectivity should be improved and it is a must to enhance
more import and export of automobiles.

The infrastructural facilities can be improved for maximizing the operational


efficiency of cargo handling according to the study, if storage is allotted away
from the berth, movement of car cargo will face some obstacle. The study says
that the present storage space is sufficient for handling more cars.
Modern technology is used to improve yard management. Limited number of
berths is a factor for the delaying of vessel operations.

62
5.2 Conclusion
Chennai port is one among the major ports handling more volume of
automobiles. The infrastructural facilities available are excellent and the
facilities for car cargo handling is impressive enough. The operational
facilities of car handling needs more appreciation. The port can do better with
a little more development in infrastructure. The shipping of cars are very well
planned and executed. The RO-RO movement is planned in such a way there
is no congestions. Overall the port is performing great and the operations are
fine.

5.3 Suggestions
These are the suggestions according to the port users for improving the
operational facilities of the port,
 Dedicated entry gate/exit gate facilities.
 Adequate parking area and maintenance of cars in the parking area,
security management, etc.
 More berths needed.
 Instead of giving discounts, port should invest on infrastructure, more
parking space and road infrastructure (outside port area) .
 The port can provide more facilities and allocate more space.
 Separate corridor for the movement of trucks bringing the cars inside
the port will facilitate quick movement of trucks in and out of port
premises.
63
 Increasing the parking area for cars inside the port and facilitating more
number of free parking days for the export cars will boost cars export
in Chennai Port.

Bibliography

 Chennai Port Administrative Report – 2017-2018


 Chennai Port Administrative Report – 2016-2017
 Port Digest
 Chennai Port at a Glance by TRAFFIC DEPARTMENT
 Chennai Port –Traffic Department -P&R Cell

64
Questionnaire
Car Exporters Opinion about Chennai Port cargo operations/facilities
PART- I Demographic Factors
1. Name (Optional)
2. Gender Male Female
3. Educational Up to School UG PG ITI/Diploma
Qualifications Level
4. Experience < 10 Years 11-15 Years 16-20 21-25 Years
Years
>25 Years
5. Income <30K 31-50K 50-70K 71-90K
>90K
6. Designation Supervisory Executive Managerial Others
Level Level Level

Part-II - Statements
Kindly give your opinion. I assure you, this opinion is only for my study purpose:
1) You are aware that cars of different manufacturers are being exported from Chennai
port.
a) YES b) NO
2) In recent times most of the Automobile movement is through RO-RO vessels, it is less
time consuming.
a) YES b) NO
Sl.N factors Strongl No Disa Strongl
o y agree Agre opinion gree y
e disagree
5 3 2
4 1
3 Chennai Port is one among the major ports
handling more volume of Automobiles.
4 Chennai Port is capable of handling all
types of Automobile cargo.
5 Most of the car exporters are using Chennai
Port for Import/Export their consignments.
6 Limited number of berths to accommodate
car vessels is delaying vessel operations.
7 Scientific (RFID/GPS)yard operation
management will lead to increase in overall
efficiency of the port.
8 Do you feel modern technology is used to
improve the yard management system.
9 The present storage space available for
aggregating the export cargo is sufficient for
handling more car vessels.
65
10 If storage facility is allotted away from the
berth , movement of car cargo may face
some obstacle.
11 If the infrastructure facilities are improved
in the port it will maximize the operational
efficiency of cargo handling..
12 If road and rail connectivity is improved, it
will attract more automobile and car cargo
Import/Export.
13 Elevated Expressway project will attract
more automobile cargo.
14 If additional number of gates are opened for
car cargo it will facilitate smooth
movement.
15 Usage of passenger vessels for car cargo
will increase the volume of car cargo
handling.
16 Volume based discount would attract the
automobile manufacturers.
17 Giving concession for coastal car vessels
will attract the automobile manufacturers.
18 Chennai port is capable to handle modern
/present age car vessels.
19 Construction of additional berthing for
handling automobile vessel will attract the
automobile manufacturers.
20 To construct multilevel car parking inside
the port will attract more car cargo.

66
Layout of Chennai Port(Figure 4)

(source: google images)

67
RO-RO vessel(Figure 5)
68
(source:google images)

Storage Yard(Figure 6)

69

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