CHAPTER NO CONTENT PAGE NO

1 INTRODUCTION

OBJECTIVE OF THE STUDY

SCOPE OF THE STUDY

2 COMPANY PROFILE

LITERATURE REVIEW
3 RESEARCH METHODOLOHY
4 DATA ANALYSIS AND
INTERPRETATION
5 FINDINGS, CONCLUSION &
SUGGESTIONS
BIBLOGRAPHY
APPENDIX

LIST OF TABLES
TABLE NO CONTENT PAGE NO
1 Distribution of Respondents by age

2 Distribution of Respondents by Length of Service Sea

transport of dangerous good

3 Distribution of respondents by working condition in Sea

Transport of dangerous goods

4 Distribution of respondents by productivity/quality

5 Distribution of respondents by physical environment of

dangerous goods

6 Dangerous goods limit required for sea transport

7 Provide details of vehicles carrying dangerous goods

8 How frequently do you carry these dangerous goods by

sea transport

9 Where are dangerous goods carried ‘from’ and ‘to’

10 What criteria does your company use for the employment

of drivers involved in the carriage of dangerous good

11 To provide all incidents during the past 5 years for any

vehicle involved with the carriage of dangerous goods

12 Have you ever made a claim for loss, damage and/or

liability involving Dangerous Goods

13 The Dangerous Goods Legal Liability Limit required.

14 What arrangements do you have in place to deal with a

spill or escape of the Dangerous Goods

15 What is the extend of carrying the goods by sea transport

LIST OF CHARTS

TABLE NO CONTENT PAGE NO

1 Distribution of Respondents by age

2 Distribution of Respondents by Length of Service Sea

transport of dangerous good

3 Distribution of respondents by working condition in Sea

Transport of dangerous goods

4 Distribution of respondents by productivity/quality

5 Distribution of respondents by physical environment of

dangerous goods

6 Dangerous goods limit required for sea transport

7 Provide details of vehicles carrying dangerous goods

8 How frequently do you carry these dangerous goods by

sea transport

9 Where are dangerous goods carried ‘from’ and ‘to’

10 What criteria does your company use for the employment

of drivers involved in the carriage of dangerous good

11 To provide all incidents during the past 5 years for any

vehicle involved with the carriage of dangerous goods

12 Have you ever made a claim for loss, damage and/or

liability involving Dangerous Goods

13 The Dangerous Goods Legal Liability Limit required.

14 What arrangements do you have in place to deal with a

spill or escape of the Dangerous Goods

15 What is the extend of carrying the goods by sea transport

CHAPTER 1

INTRODUCTION
INTRODUCTION
When packaged dangerous goods (DG) are transported by sea, it is critical to follow both legal

requirements as well as meet suggested safety regulations in order to prevent accidents during

activities with chemicals that are harmful for man, assets and environment. Due to the fact that

there are multiple parties involved into handling and transportation procedures, plenty of

different risks can occur during these activities with DG. As the importance of human factor has

been underestimated, this paper focuses on analyzing different types of risks within a dangerous

goods transportation chain related to specific participant. By analyzing and prioritizing risks, the

most critical of them are identified and evaluated upon possible harm to entire chain. The paper

presents a combined overview study based on theoretical aspects and which is supported by

results of previous studies regarding risk assessment of DG transport in practice. Additional

results of research regarding how involved parties in Estonia evaluate possible harms resulted by

their activities while handling and transporting DG confirm the main finding that human factor is

one of the crucial factors why accidents occur. Despite the limited study group generalizations of

research results are applicable widely in Europe due to the universal features of risks as well as

common legal requirements (The European Agreement concerning the International Dangerous

goods transportof Dangerous Goods by Sea; i.e. ADR). In scope of further research, results of

present study are milestones to focus on managing risks affected by human factor in sea transport

of DG.
The dangerous goods transport industry has come a long way in its relatively short history, a

maturity curve that has been documented in the seventeen years of this study. Early on, shippers

cautiously entrusted with a relatively limited number of core services, such as managing

warehousing and transportation, then steadily asked Dangerous goods transport to do more.

Dangerous goods transport honed their craft in delivery of these services, while gaining shippers’

trust and building toward more collaborative, integrated relationships with their customers.

Similar to other industries, shippers (customers) sometimes revisit their decisions to use, even

over short periods of time. Overall, however, results of this study suggest that far more

companies increase their dangerous goods transport outsourcing in any given year than those that

bring most dangerous goods transport services back in-house – which helps to explain

Dangerous goods transports continue to rank their relationships with shippers a bit higher than

shippers do, but the vast majority (88% of shippers and 94% of Dangerous goods transportation )

view their relationships as successful. Openness, transparency, and good communication as well

as agility and flexibility contribute to this success. Interestingly, figures from this year’s study

suggest decreases in the use of gain sharing and collaboration. Later I went through the process

of filling the questionnaires from 100 customers which using dangerous goods transport both

retailers and customers were taken into account to make this project more effective. Secondary

data from various sources like magazines, a journal etc has also been taken.

The transportation of goods is not something new. It started thousands of years ago, while the

countries haven't even created the term of "money". Goods used to take the place of money and

the exchange between each other was a commonly accepted rule. All the places in the world

were not able to have and produce or cultivate the same commodities. This is happening and in

our days, while in the northern places of world the cultivation, for example, of grain is
impossible, due to climatic conditions. Imagine a place in the world, which is unable to produce

a specific type of commodity, let's say grain. What would be forced to do? The answer is to

import the commodity by transporting it. It is known those, countries with specific geological

and climatic conditions are not able to have goods, and so the meaning of transportation is very

important not only for these countries, but all over the world. This is happening because no

country or place in the world is able to produce, cultivate and have all the commodities.So, we

can say that the shipping industry has a specific and important care, which isthe carriage of cargo

all over the world. This is a definition (carriage of goods) usuallyexamined from the view of

shipping industry. But this is the first side of the coin. The other is the examination by the

viewpoint of the customers. In this case the definition of "dangerous transport of goods" is turned

to be just "service". This is not something unexpected because the transportation of the goods

around the world, even if it is the link between demand and supply, it doesn't cease to be a

service. After all in customer's mind the transportation of a commodity is a service. It is rather

like saying that restaurants cook food

In the commercial life of any country, the need for carrying goods from one place to another

cannot be over emphasized. Also, goods are to be moved from one country to another. For these

purposes, a contract of dangerous goods transports to be entered into. The persons, organizations

or associations which carry goods are known as carriers. It is the normal, indeed crucial, incident

to the contract of sale that the goods should be shipped to the buyer .Depending on the type of

contract we are dealing with; this duty may fall either on the seller or the buyer. The party who

arranges for the goods to be shipped is the shipper.

Definition of a Transport of goods:-A contract of dangerous goods transport of goods is a

contract of bailment for reward. It may however, be noted that a contract of dangerous goods
transports not an ordinary contract of bailment. It is something more than that because the

liabilities of the carrier (i.e. the person transporting the goods) are more than those of the bailee.

There are three persons involved in a contract of carriage. They are:-

1) Transport: A person who undertakes (i.e. agrees) to transport the goods, is called a carrier (or

carrier of goods).

2) Consignor or shipper: A person, who delivers the goods to the carrier for transportation, is

called a consignor or shipper.

3) Consignee: A person to whom the goods are addressed and to whom the carrier should deliver

the goods is called a consignee.

Sea Transport is frequently the final step in a contract for the sale of goods. The shipper is often

the vendor of the cargo. The ultimate consignee is often the buyer of the cargo. Risk and title to

the goods will often pass during the course of the contract of carriage. There is a general

presumption that title passes when risk passes but this is a rebuttal presumption. The exact point

at which risk and title pass depends on the terms of the contract of sale and the intention of the

parties.

Contract of Affreightment: A contract to carry goods by sea is called the “contract of

affreightment” and the consideration or charges paid for the carriage is called the “freight”. A

contract of affreightment may take either of the two forms, namely

(i) a charter party, where an entire ship, or a principal part of a ship is placed at the disposal of

merchant known as a charterer); A charter party may be for a particular period, or for a particular

voyage. In the former case it is called a time charter party and in the latter case, a voyage charter
party has no specific form; the form varies from trade to trade depending on the customs of the

trade.

(ii) a bill of lading where the goods are to be carried in a general ship and the person consigning

the goods is known as a shipper.

OBJECTIVE

To manage dangerous goods in sea transport effectively, a strategy has to be developed which is

directed toward three main objectives, namely:-

Cost reduction

Capital reduction

Service Improvement

i) Cost reduction is directed towards minimizing the variable costs associated with the movement

and storage of goods

ii) Service levels typically are held constant while cost minimizing alternatives are analyzed.

iii) Profit maximization is the prime goal.

iv) Capital reduction is directed towards minimizing the level of investment in the dangerous

goods in sea transport system.

v) Maximizing the return on investment is the motivation for this strategy.

vi) Service improvement strategies usually recognize that revenues are a function of the level of

logistical services provided.

vii) To be most efficient, the service strategy is developed in contrast to that of competitors,

providing differentiating services that customers value and that are not provided by competitors.

SCOPE OF THE STUDY

 The study will help us to know the present status of the handling good in sea transport.

 It helps to know the problems facing by the customers with transporters.

 To know the modern technologies used in transportation of good

 CHAPTER 2

COMPANY PROFILE

COMPANY PROFILE
Headquartered in Chennai, CCL is a reliable and leading NVOCC provider with 3 own offices

and 22 associate offices covering all major coastal gateways and inland presence at key ICD

locations. A strong and capable team is proactively available for clients throughout the country.

CCL offers direct consolidation services in and out of most major ports in India. With ICDs well

linked to gateway ports, CCL is able to provide a seamless inland distribution and carriage of

cargo from the hinterlands to the gateway port. Singapore, Port Klang, Colombo, Hong Kong,

Busan and Dubai are also utilized as transshipment hubs for India.

In addition, CCL is able to offer FCL carriage to clients across the world and special rates for

African and European sectors. CCL comprehensive approach to LCL management ensures

reliable and rapid shipment of goods — worldwide. Our philosophy is to run the product in-

house so that we control the cargo flow, transit times, costs and information accuracy.

Our Offices Development Plan

Over the next few years, the investor will be enabled to roll out the planned CCL offices in

various strategic locations.

Though the plan may sound ambitious at the outset, with the appointment of dynamic leadership

in each location, Each office will serve the needs of other offices, partners and customers. In

doing so, our offices will continue to achieve sustainable growth in a remarkable way.

Around town, or around the world, with over 10+ branches and an extensive agent network. we

deliver wherever your goods need to go. We balance speed and cost by using road, rail, sea & air

transport to meet your delivery requirements.

From one small parcel right through to full shipping containers we can meet all your general

freight needs and more. Our specialist teams meet your requirements for hazardous goods,

perishables, fragile items, liquids, fashion, or government services.

The CCL Difference is our people, our culture, and how we can improve your business.

Our approach is fresh and our solutions are unique. You can measure the difference in our

performance and in your results.

CCL – where customer service is an attitude, not a department.

In OMAN we have a new customs system called BAYAN & all customers should be registered

their company in OMAN customs & they should get the BAYAN CODE before 25TH of August

2015.

We are not responsible if consignee are not registered their company in OMAN customs before

25th of August. Storage / late manifest filing charges will be billed back to your end.
In this regards please pass the message to your loading port agent & shipper has to inform the

same to consignee.

Advantages for our customers

As a Non Vessel Operating Common Carrier, CCL is rated among the top customers of almost

all leading shipping lines operating in the region. This reputation has ensured us competitive

rates & space with major liners for consolidated shipments on a regular basis.

Import availability within 4 days

Most comprehensive shipping schedule with confirmed space and the most direct services

Strategically located facilities covering the Dubai seaport

Unique agreements with Sea carriers

Strong and independent global network of agents

The Services Offered:

Consistency and reliability

Professionalism and integrity

Well organized, planned and managed operations

The company is managed by professionals equipped with exposure to the shipping industry

Our experienced staff maintain an excellent rapport with the customers and port authorities and

are abreast of the shipping and business practices of the market. Through our strategic alliances

with overseas partners and Regional Agency networks, CCL offers professional, economical and
reliable transport solutions. Our emphasis on tailor made solutions as required by our clients is

reflected by our range of services.

Advantages for LCL

CCL comprehensive approach to LCL management ensures reliable, rapid shipment of goods —

worldwide. Our philosophy is to run the product in-house so that we control the cargo flow,

transit times, costs and information accuracy.

CCL focused on customer’s business objectives. Our network provides you with:

Direct or maximum-one-stop routings to ensure reliable, fast shipments

Tailored pricing

Minimization of cargo-damage risk through reduced trans-loading

Single point of contact for all your global LCL needs

Access to more than 200 global sailings a week

Using our LCL service allows you to:

Direct or maximum-one-stop routings to ensure reliable, fast shipments

Benefit from maximized routing options with ample supply of equipment and vessel space via

preferred carriers

Take advantage of our leveraged buying power

Improve overall service while keeping costs contained

As a first of its kind award, India Cargo Awards honours deserving industry personalities and

companies through a fair and unbiased selection process using online voting. India Cargo

Awards are supported by the Government of India, Ministry of Civil Aviation and is

acknowledged as one of the most esteemed awards in the Cargo industry of India.

It is a formal black tie ceremony that is graced by the who’s who of the cargo industry.Honoring

all the stalwarts from different regions, the second edition of the India Cargo Awards was held in

October 13, 2016 at the HYATT REGENCY, GURGAON.

At the awards in GURGAON, the ceremony was graced by Mr. Sandeep Singh , Director of

DDP publications Pvt Ltd & Mrs. India 2016, along with leaders of the cargo industry.

CARGO CONSOL INDIA PVT LTD, Mr.C. Nagaraj, Managing Director, received the

“FASTEST HUB DEVELOPER OUTSIDE OF INDIA” award, The award was given by Dr.

RENU SINGH PARMAR, economic adviser, Ministry of Civil Aviation and the Title winner

certificate given by Mr. Vineeth Pandey, Chief General Manager of Indian Post , Government of

India.

CARGO CONSOL INDIA PVT LTD known as CCL, offers export and import consolidation in

a larger scale mode , specialized in DG handling, air cargo operations, special equipments and

freight forwarding.

CCL has been consistent on its own proliferation to an extensive level on yearly basis, speaking

on the occasion, Mr. Nagaraj , MD, thanked all of their employees and customers and well

wishers for their wonderful achievement.

It’s very glad and privilege to achieve this award, since CCL is the prime company has

introduced Colombo as a HUB for consolidation rather than using Singapore & Port Kalng ,

which was the innovative thinking and initiative on the consolidation industry of so many years

of journey, This pioneer strategy of CCL created a mile stone in the industry which is remarkable

to mentioned and leads to continue to growth and vast developments in a short span of time.

India Cargo Awards supports, promotes and develops the Indian cargo and logistics industry by

identifying and rewarding excellence, and inspiring its practitioners to continuously raise the

standards of their products, and service offerings.

These awards are also braced by esteemed trade bodies like Air Cargo Agents Association of

India (ACAAI), Domestic Air Cargo Agents Association of India (DACAAI), Express Industry

Council in India (EICI), Federation of Indian Export Organisations (FIEO) and Federation of

Freight Forwarders’ Association in India (FFFAI).

India Cargo Awards runs and governs a comprehensive programme across a range of awards

developed to recognise the industry’s most vital sectors and product offerings. Awards are

presented across four regions: South & East and West & North.

Our Future Plan – Emerging Market

Before the end of Dec 2013, CCL will reach the position of TOP 5 consolidator across south

India.

mission and vison

Vision

To take utmost Caring of your valuable Cargo with Logic in logistics.

Mission

Providing innovative ways to serve you and handle all of your freight needs

LITERATURE REVIEW
The evolution of transportation system in different countries and the role played by the transport

sector in the economic development of the respective nations provide rich insights in retrospect.

Such studies are also of immense practical use in prospect since they form the basis for

perspective planning in transportation and development efforts undertaken by the

underdeveloped countries.

Tripp Alker. H examines the traffic problem in relate to sea, rail, sea and air transport and

suggested traffic control measures to reduce accidents and smooth running of the traffic.

Kitchin analyzed operational activities of bus transport irrespective of the size of the

organization engaged in bus transport and observed that it should have three main sections viz.,

traffic, secretarial and engineering and each having clearly defined function.

Bonavia M.R highlighted the role and significance of transport system for the development of a

country and suggested the utility of good transport system for industrial, political, social and

cultural angles.

A study by Edwin Lowe on the development of transportation system in Japan portrays the

transport and communication system during the Tokugawa Era (1600-1686) and explained the

process of the development with certain features which ultimately helped the establishment of

modern transport system in Japan

An attempt made by Owen Wilfred20 on the problems and potentials of transport system by

focusing on the mobility of people and goods. A study made by the Ministry of Transport 21

Scottish Development Department emphasizes the free flow of traffic at

reasonable speed requires planned improvement of urban sea systems. The study also suggested

constructing secondary means of access enable goods and service vehicles to load and unload at

the stops

Denys Munby22 opined that the cost of transport influences the size of cities, number of

production units, choice of job in general and the quality of life of human beings in particular.

Leeming J.J. 23 examined the sea accidents in Great Britain and observed that the behaviour of

drivers, their habits, carelessness and drunkard driving are responsible for accidents and also

stated that they must be punished severely.

John Hibbs24 explained various approaches to study the concept of transport along with its

control aspects. Gerald Kraft 25 felt that economic development of a region will be influenced by

the capacity of transport system it has. Insufficient capacity of transport system will create

bottlenecks and may eventually retard the region’s growth.

Locklin26 empirically evidenced the rail-sea transport systems and opined that the Government

ownership of transport systems facilitates the planning and execution of transport system very

effectively and the Government, in one way or the other is responsible for providing necessary

capital to the transport systems which are functioning in the respective state.
Sharp C.N27 examined various studies of transport systems in U.K and encountered basic

problems like transport economies, transport investment, transport pricing and reduction in

accident rate. However, Wilson28opined that the transport investment brings greater opportunity

in extensive areas. If freight rates and passenger fares are reduced substantially, transport can,

and in most cases does, stimulate use.

Harrison A.J29 evaluated various techniques of measuring the performance of transportation

system. Collins Michael. F and Timothy M. Pharoah30 empirically studied London’s Transport

System and its operation which was responsible for planning and operating the networks of

transport facilities and services in London. They covered wide range aspects of passenger

transport systems and found that provision of passenger service at lower cost is the major

objective of any transport corporation.

Payne studied the evolution and development of private transport system and the provision of

facilities provided in Europe. The observations interalia include free competition is the most

important factor for the services offered by the private sector and also discussed the implications

of Treaty of Rome on transportation in Europe.

Donald J.Bowersox33 focus attention on the scope of transportation and its evolution, impact on

US economy and observed that the transportation pervades all commercial activities and is

integral to the high standard of living of U.S. citizens. This study is confined to the freight

transportation in general and passenger transportation in particular. H.P.White and M.L.

Senior34 were of the opinion that the transport industries by moving men and materials from one
place to another are fulfilling and helping the most important activities of man in every state of

advanced civilization and thus the transportation is a basic human activity.

Richard E.Ward35 states the importance of transportation to the society and the contributions

made by it for the well being of the society. However, P.Keys36 emphasized the role of transport

sector in the development of the economy, the nature of markets for transport and the available

technology which are identified as key determinants of the structure of transport industry and its

environment.

Wilfred Owen37explained the role of transportation in the development of world civilization and

suggested the need of transportation in the overall development of economy. Bagade38

emphasized the need of rational fare which is applicable in different operating conditions and

suggested economic viability of State Transport Undertakings keeping in view the affordability

of fare to common man.

Wood and Johnson39elucidate that transport is a public utility which is vital to the overall public

interest. Almost every business enterprise and every individual is directly affected by the

transportation industry. Kenneth G William and Zmark Shalizi40explained the experiences of

World Bank and relate them to the emerging problems of developing and transition economies,

quoting the experiences of various countries. A reasonably wide range of solutions and best

practices as a policy for more sustainable transport were suggested for improving transport

systems across the globe.

G.D. Jacobs and C.J. Banguley41presented a bsea review of the sea safety and suggested various

measures for improving sea safety. They observed out of five lakhs fatalities and 15 million
accidents that occur annually throughout the world, nearly 70 percent occur in developing

countries and recommended an effective improvement strategy which improves sea safety

systems.

CHAPTER 3

RESEARCH METHODOLOGY
METHODOLOGY

The research objectives of this paper are as threefold:

1. To identify the success factors of dangerous goods in sea transport firms and their relative

importance.

2. To analyze the gap between achievement and expectation as defined by the success factors

identified.

3. To prioritize the growth strategies and their relative importance.

TYPE OF RESEARCH EMPLOYED

In this paper we used an exploratory research to help formulate relevant questions and

hypotheses that can be the basis of subsequent inquiries into the issues faced by dangerous goods

in sea transport providers and users. This type of research is particularly useful when the

researcher is uncertain of the theories that are relevant, and would like to seek insights and ask
questions to assess the phenomena he has observed in a new light. The tools one may employ to

conduct exploratory research include review of the literature, and surveys of the opinions of

experts and focus groups.

SAMPLING PROCEDURE

I employed a non-probability sampling technique, Quota Sampling. Quota sampling is used to

ensure that a set of specific characteristics that are of interest to the investigator is present in the

sample.

RESEARCH METHODOLOGY

Research methodology is the process of systematic investigation of any management

problem is deals with research design, data collection method, sampling plan, statistical fads.

PRIMARY DATA:

 The data collected for the first time by the investigator as original data are known as

primary data.

 The primary data required for the study is collected based on company data and

performance growth.

SECONDARY DATA:

 Data that have been collected by someone else, the researcher utilize that existing

data for his research this type of data collection method is called secondary data.

 Sources of secondary data through company records, books, and websites.

SAMPLING TECHNIQUE:
 I have adopted convenience sampling technique in our survey.

RESEARCH DESIGN:

 I have adopted descriptive research design for my project

SAMPLING UNIT

 Permanent employees who all are working in TNPL office were chosen for the

survey.

Methods of research

Following are the main types or method of research which are generally used by any researcher

 Case Study Method

 Historical Method

 Experimental Method

 Survey Method

Case Study Method:

Case study is a recent development in research. Case study is a method of exploring and

analyzing the life of a social unit, a person, a family, institution, cultural group or even an entire

community.

Historical Method:
This method investigates the past events and phenomena on the basis of historical documents and

evidences. It seeks to find explanation of questions of current interest by an intensive study of

past.

Experimental Method:

In this method the researcher studies the effect of independent variable on dependent variable by

artificially controlling the effect of rest of the variables. It is conducted in fundamental sciences

like physics, chemistry, biology, nuclear science, etc. through laboratory experiments.

Survey Method:

The survey is a method of analysis in scientific and orderly form for defined purpose of social

situation of problem or population.

Above explained are the basis methods used for most of the researcher. In the project like

readymade garment shop researcher is interested to use the survey method because the survey

method is a technique of investigation by a direct observation of a phenomena or by systematic

gathering of data from population. It involves a systematic and comprehensive study of a

particular group, community, or organization, etc. with a view to analyzed a social problem and

presentation of recommendation for its solutions.

The first, second and third method both have some special conditions so the researcher cannot

apply it to each and every research. So it is better to use survey method for deep study of our

subject.
In survey method a techniques of investigation by direct observation is used. But we can also use

various publications, reference books, magazines, articles, etc. to collect data. So we select the

survey method for our research study

DATA COLLECTION

A project work is totally depends on collection of data, or collecting all relevant information

which are necessary for project work. The collection of data means a purposive gathering of

information relevant to the subject matter of investigation from the units of population under

investigation. Collection of data makes the most important step of any research enquiry or

statistical enquiry. If data collected is not correct, reliable, relevant, and appropriate, one cannot

obtain valid and useful results from the enquiry. Collection of data requires common sense,

experience, and knowledge. One should be alert, tactful, cautious and sensitive while collecting

data for any statistical enquiry. In the preparation of this project report the data is collected form

above sources.

A. Primary sources

a. Observation

b.Interview

c.Questionnaire

B.Secondary sources

d.Magazines

e.Books
f.Library

g.Internet

CHAPTER 4

DATA ANALYSIS AND INTERPRETATION

Table No. 1 Distribution of Respondents by age

Age (in years) No. of respondents Percentage of responses

18 to 25 15 15
25 to 30 45 45
30 to 35 25 25
35 to 45 5 5
Total 100 100

Chart No.1 Distribution of Respondents by age

INTERPRETATION
 From the above table it was inferred that less than half (45 percent) of the respondents are in
the age group between 25 and 30 years followed by 25 percent of the respondents falls under the age
group between 30 and 35 years whereas 15 percent of the respondents are from 18 to 25 years of age
and the remaining 5 percent of the respondents are from 35 to 45 years of age.

Table No 2:- Distribution of Respondents by Length of Service Sea transport of dangerous good

Length of service No. of respondents Percentage of respondents

Less than 05 years 51 51
05 to 08 years 24 24
08 to 12 years 20 20
More than 12 years 5 5
Total 100 100
.

Chart No.2: Distribution of Respondents by Length of Service Sea transport of dangerous good
 INTERPRETATION

From the above table it is clear that more than half (51 percent) of the respondents are possessing less
than 05 years experience in Sea Transport Of Dangerous Good, 24 percent of the respondents are
experienced in sea transport of dangerous good, between 05 and 08 years, 20 percent of the
respondents have 08 to 12 years of experience and the remaining 5 percent have more than 12 years of
experience

Table No 3:-Distribution of respondents by working condition in Sea Transport of dangerous

goods.

Opinion No of respondents Percentage of respondent

Highly satisfied 64 64
Satisfied 11 11
Dissatisfied 10 10
Highly dissatisfied 13 13
N o comments 2 2
Total 100 100
Chart No 3:- Distribution of respondents by working condition in Sea Transport of
dangerous goods

INTERPRETATION

From the above table it is clear that most (64 percent) of the respondents are highly
satisfied with the working condition in the sea transport of dangerous good whereas 11 percent
of the respondents are satisfied with the working condition, 10 percent of the respondents are
dissatisfied with the working condition in the sea transport of dangerous good, 13 percent of the
respondents are highly dissatisfied with the working condition and the remaining 2 percent do
not have any opinion.

Table No 4 :- Distribution of respondents by productivity/quality.

Opinion No of respondents Percentage of respondent

Agree 75 75
Partially agree 10 10
Partially disagree 5 5
Disagree 7 7
 No comments 3 3
Total 100 100

Chart No 4 :- Distribution of respondents by productivity/quality.

INTERPRETATION

From the above table it is clear that the (75 percent) of the respondents says that the
good working condition play a vital role increasing productivity/quality whereas 10 percent of
the respondents partially agree this, 5 percent of the respondents partially disagree this, 7percent
of the respondents disagree and the remaining 3 percent of the respondents do not have any
opinion regarding this.

Table No 5:- Distribution of respondents by physical environment of dangerous goods.

Opinion No of respondents Percentage of respondent

Agree 60 60
Partially agree 10 10
Partially disagree 13 13
 Disagree 7 7
No comments 10 10
Total 100 100

Chart No 5:- Distribution of respondents by physical environment dangerous goods.

INTEPRETATION

From the table it is clear that more than (60 percent) of the respondents agree that the
physical environment of the work is satisfactory, whereas the 10 percent of respondents partially
agree, 13 percent of the respondents disagree, 7 percent of the respondents disagree and the
remaining 10 percent of the respondents do not have any opinion regarding this.

Table No 6:- Dangerous goods limit required for sea transport?

Opinion No of respondents Percentage of respondent

$1,000,000 40 40
$5,000,000 30 30
 $10,000,000 10 10
Others 20 20
Total 100 100

Chart No 6:- Dangerous goods limit required for sea transport?

INTEPRETATION

From the table it is clear that more than (40 percent) of the respondents $1,000,000that
the sea transport of the work is satisfactory, whereas the 30 percent of respondents $5,000,000,
10 percent of the respondents $10,000,000, 20 percent of the respondents other having goods
limit required for sea transport

Table No 7:- Provide details of vehicles carrying dangerous goods

Opinion No of respondents Percentage of respondent
Agree 52 52
Partially agree 20 20
 Partially disagree 10 10
Disagree 8 8
No comments 10 10
Total 100 100

Chart No 7:- Provide details of vehicles carrying dangerous goods

INTEPRETATION

From the table it is clear that more than (52 percent) of the respondents agree that the
physical environment of the work is satisfactory, whereas the 20 percent of respondents partially
agree, 10 percent of the respondents Partially disagree, 8 percent of the respondents disagree and
the remaining 10 percent of the respondents do not have any opinion regarding this.

Table No 8:- How frequently do you carry these dangerous goods by sea
transport.
Opinion No of respondents Percentage of respondent
 To a very great extend 53 53
To a great extend 27 27
To some extend 10 10
To a very little extend 6 6
No comments 4 4
Total 100 100

Chart No 8:- How frequently do you carry these dangerous goods by sea
transport.

INTEPRETATION

From the table it is clear that more than (53 percent) of the respondents To a very great
extend that the physical environment of the work is satisfactory, whereas the 27 percent of
respondents To a great extend, 10 percent of the respondents To some extend, 6 percent of the
respondents To a very little extend and the remaining 4 percent of the respondents do not have
No comments regarding this.

Table No 9:- Where are dangerous goods carried ‘from’ and ‘to’
 Opinion No of respondents Percentage of respondent
Very important 69 69
Important 21 21
Least important 5 5
No importance - -
No comment 4 4
Total 100 100

Chart No 9:- Where are dangerous goods carried ‘from’ and ‘to’

INTERPRETATION

From the above table it is clear that the 69 percent of the respondents says that the
relationship between the subordinates and peers is very important, whereas the 21 percent of the
respondents says that it is important, 5 percent says that it is least important, 5 percent do not
have any opinion.

Table No 10:- What criteria does your company use for the employment of
drivers involved in the carriage of dangerous good
 Opinion No of respondents Percentage of respondent
Strongly agree 49 69
Agree 21 21
Strongly disagree 10 10
Disagree 15 15
No comments 5 5
TOTAL 100 100

Chart No 10:- What criteria does your company use for the employment of
drivers involved in the carriage of dangerous good

INTERPRETATION

From the above table it is clear that the 69 percent of the respondents says that the
relationship between the subordinates and peers is very important, whereas the 21 percent of the
respondents says that it is important, 5 percent says that it is least important, 5 percent do not
have any opinion.

Table No 11:- To provide all incidents during the past 5 years for any vehicle
involved with the carriage of dangerous goods
 Opinion No of respondents Percentage of respondent
Strongly agree 45 45
Agree 25 25
Strongly disagree 10 10
Disagree 10 10
No comments 10 10
Total 100 100

Chart No 11:- To Provide all incidents during the past 5 years for any vehicle
involved with the carriage of dangerous goods

INTERPRETATION

From the above table it is clear that the 45 percent of the respondents strongly agree that the any
vehicle involved with the carriage of dangerous goods is aware of and responsive to the needs of
the group and its members, where as 25 percent respondents agree, 10 percent respondents
strongly disagree, 10 percent respondents disagree; remaining 10 percent do not have any
opinion.
Table No 12:- Have you ever made a claim for loss, damage and/or liability
involving Dangerous Goods

Opinion No of respondents Percentage of respondent

Yes 80 80
No 20 20
Total 100 100

Chart No 12:- Have you ever made a claim for loss, damage and/or liability
involving Dangerous Goods

INTERPRETATION

From the above table it is clear that the 80 percent of the respondents yes damage and/or liability
involving Dangerous Goods and 20 percent of no respondent

Table No 13:- the Dangerous Goods Legal Liability Limit required.

 Opinion No of respondents Percentage of respondent
$5,000,000 05 05
$10,000,000 10 10
$15,000,000 10 10
$20,000,000 20 20
$25,000,000 15 15
$30,000,000 25 25
Others 15 15
Total 100 100

Chart No 13:- the Dangerous Goods Legal Liability Limit required.

INTEPRETATION

From the table it is clear that more than (05 percent) of the respondents $5,000,000 that
the sea transport of the work is satisfactory, whereas the 10 percent of respondents $10,000,000,
10 percent of the respondents $15,000,000, 20 percent of the respondents $20,000,000 , 15
percent of the respondent %25,000,00, 25 percent of the respondent is $30,000,00 and other
having Goods Legal Liability Limit required
Table No 14:- What arrangements do you have in place to deal with a spill or
escape of the Dangerous Goods
Opinion No of respondents Percentage of respondent
Highly satisfied 65 65

Satisfied 15 15
Dissatisfied 10 10
Highly dissatisfied 7 7
No comments 3 3
Total 100 100

Chart No 14:- What arrangements do you have in place to deal with a spill or
escape of the Dangerous Goods

INTERPRETATION

From the above table it is clear that the 65 percent of the respondents are highly satisfied
with the escape of the Dangerous Goods, 15 respondents are satisfied, 10 percent of respondents
disagree, and 7 percent respondents highly dissatisfied, 3 percent do not have any opinion.
Table No 15:-What is the extend of carrying the goods by sea transport
Opinion No of respondents Percentage of respondent
To a very great extend 75 75
To a great extend 20 20
To some extend 3 3
To a very little extend 2 2
No comments - -
Total 100 100

Chart No 15:-What is the extend of carrying the goods by sea transport

INTERPRETATION
 From the above table it is clear that the 75 percent of the respondents satisfied to a very
great extent with the food facility provided to the, 20 percent respondents satisfied to a great
extent, 3 percent respondents satisfied to some extent, 2 percent satisfied to a very little extent.
 CHAPTER 5

CONCLUSION AND SUGGESTIONS

FINDINGS

 45% of the respondent have 25 to 30 response by age

 51% of the respondent have less than 05 years of Service Sea transport of
dangerous good

 64% of the respondent have highly satisfied working condition in Sea

Transport of dangerous goods

 75% of the respondent have Agree respondents by productivity/quality.

 60% of the respondent have Agree physical environment of dangerous goods

 40% of the respondent have $1,000,000 Dangerous goods limit required for
sea transport

 52% of the respondent have Provide details of vehicles carrying dangerous

goods

 53% of the respondent have a very great extend carry these dangerous
goods by sea transport.

 69% of the respondent have very important dangerous goods carried ‘from’
and ‘to’

 49% of the respondent have Strongly agree company use for the
employment of drivers involved in the carriage of dangerous good

 45% of the respondent have Strongly agree incidents during the past 5 years
for any vehicle involved with the carriage of dangerous goods

 80% of the respondent have yes respondent for damage and/or liability
involving Dangerous Goods

 25% of the respondent have $25,000,000 the Dangerous Goods Legal

Liability Limit required

 65% of the respondent have in place to deal with a spill or escape of the
Dangerous Goods

 75% of the respondent have a very great extend extend of carrying the goods
by sea transport
SUGGESTION AND RECOMMENDATIONS

• Since much of dangerous goods transportation is done through sea , the transporters should

offer customer-specific transportation and Ready solutions to part load or full truck load

transportation. The availability of the right equipment, at the right place and at the right time, is

what defines their uniqueness and it results in shorter lead-times and more reliable flow of goods.

• Timely delivery services with accuracy and reliability in both domestic and cross-border

deliveries should be the main task of transporters and persistent effort should be made to make

the consignment available on the committed date and time, at a reasonable cost and with due

consideration to safety.

• Custom clearance forms a major part in the Dangerous goods transportation Industry. Customer

can avail the latest and the fastest means of clearing their consignments – Export & Import,

through customs systemized channels unless otherwise subject to custom rules & regulations.

Hence it will be useful if the decision on transportation is taken by custom house agent (CHA).

• Since majority of the customers are facing the problem of shipment tracking hence a tracking

tool called GPRS system should be adapted to measure, record and transmit parameters like date,
time, speed and location to the command centre using the local GSM/GPRS network. The system

automatically switches over to SMS wherever GPRS coverage is not available.

• In India major transportation is through open trucks hence there is increase in damage/loss. So

closed trucks like canters and container transportation will be a better alternative.

• While loading/unloading of goods, proper material handling equipments like fork lift and belt

conveyors should be used.

CONCLUSION

Many customers are facing the problem of delivery service because; the transporters are not

delivering the goods on time. Hence timely delivery services with accuracy and reliability in

both domestic and cross-border deliveries should be the main task of transporters and persistent

effort should be made to make the consignment available on the committed date and time, at a

reasonable cost and with due consideration to safety. • Majority of customers are facing the

problem of shipment tracking facility in transporting vehicles so a tracking tool called GPRS

system should be adapted to measure, record and transmit parameters like date, time, speed and

location to the command centre using the local GSM/GPRS network. The system automatically

switches over to SMS wherever GPRS coverage is not available.

• In India major transportation is through open trucks hence there is increase in damage/loss

when the goods exposed to atmosphere. So closed trucks like canters and container

transportation will be a better alternative.

• Many of the goods are damaged due to improper loading/unloading, stuffing and lashing hence

proper material handling equipments like fork lift and belt conveyors.
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 APPENDIX

1. Distribution of Respondents by age

a. 18 to 25
b. 25 to 30
 c. 30 to 35
d. 35 to 45

2. Distribution of Respondents by Length of Service Sea transport of dangerous good

a. Less than 05 years

b. 05 to 08 years
c. 08 to 12 years
d. More than 12 years

3. Distribution of respondents by working condition in Sea Transport of dangerous

goods.

a. Highly satisfied
b. Satisfied
c. Dissatisfied
d. Highly dissatisfied
e. No comments

4. Distribution of respondents by productivity/quality.

a. Agree
b. Partially agree
c. Partially disagree
d. Disagree
e. No comments

5. Distribution of respondents by physical environment of dangerous goods

a. Agree
b. Partially agree
 c. Partially disagree
d. Disagree
e. No comments

6. Dangerous goods limit required for sea transport

a. $1,000,000
b. $5,000,000
c. $10,000,000
d. Others

7. Provide details of vehicles carrying dangerous goods

a. Agree
b. Partially agree
c. Partially disagree
d. Disagree
e. No comments

8. How frequently do you carry these dangerous goods by sea transport?

a. To a very great extend

b. To a great extend
c. To some extend
d. To a very little extend
e. No comments

9. Where are dangerous goods carried ‘from’ and ‘to’

a. Very important
b. Important
 c. Least important
d. No importance
e. No comment

10. What criteria does your company use for the employment of drivers involved in
the carriage of dangerous good?

a. Strongly agree
b. Agree
c. Strongly disagree
d. Disagree
e. No comments

11. To provide all incidents during the past 5 years for any vehicle involved with the
carriage of dangerous goods

a. Strongly agree
b. Agree
c. Strongly disagree
d. Disagree
e. No comments

12. Have you ever made a claim for loss, damage and/or liability involving
Dangerous Goods

a. Yes
b. No

13. The Dangerous Goods Legal Liability Limit required

a. $5,000,000
 b. $10,000,000
c. $15,000,000
d. $20,000,000
e. $25,000,000
f. $30,000,000
g. Others

14. What arrangements do you have in place to deal with a spill or escape of the
Dangerous Goods

a. Highly satisfied
b. Satisfied
c. Dissatisfied
d. Highly dissatisfied
e. No comments

15. What is the extend of carrying the goods by sea transport

a. To a very great extend

b. To a great extend
c. To some extend
d. To a very little extend
e. No comments