CHAPTER-1

INTRODUCTION
1.1 INTRODUCTION OF THE STUDY
Logistics is the management of the flow of resources between the point of origin and the
point of consumption in order to meet some requirements, for example, of customers or
corporations. The resources managed in logistics can include physical items, such as food,
materials, equipment, liquids, and staff, as well as abstract items, such as time, information,
particles, and energy. The logistics of physical items usually involves the integration of
informationflow, materialhandling, production, packaging, inventory, transportation, warehouse
and often security. The complexity of logistics can be modeled, analyzed, visualized, and
optimized by dedicated simulation software. The minimization of the use of resources is a
common motivation.

DEFINITION
Planning, execution and control of the procurement , movement and stationing of
personnel, material and other resources to achieve the objectives of a campaign, plan, project or
strategy .It may be defined as the “ management of inventory in motion and at rest “. According
to the Council of Logistics Management, logistics includes the integrated planning, control,
realization, and monitoring of all internal and network-wide material, part, and product flow,
including the necessary information flow, in industrial and trading companies along the complete
value-added chain (and product life cycle) for the purpose of conforming to customer
requirements.

Given the services performed by logisticians, the main fields of logistics can be broken down as
follows:
 Procurement logistics
 Production logistics
 Distribution logistics
 After sales logistics
 Disposal logistics

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 Reverse logistics
 Green logistics
 Global logistics
 Domestics logistics

Procurement logistics:
Consists of activities such as market research, requirements planning, make-or-buy
decisions, supplier management, ordering, and order controlling. The targets in procurement
logistics might be contradictory: maximizing efficiency by concentrating on core competences,
outsourcing while maintaining the autonomy of the company, or minimizing procurement costs
while maximizing security within the supply process.

Production logistics:
 Connects procurement to distribution logistics. Its main function is to use available
production capacities to produce the products needed in distribution logistics. Production
logistics activities are related to organizational concepts, layout planning, production planning,
and control.

Distribution logistics:
 As main tasks, the delivery of the finished products to the customer. It consists of order
processing, warehousing, and transportation. Distribution logistics is necessary because the time,
place, and quantity of production differ with the time, place, and quantity of consumption.

Disposal logistics:
 As its main function to reduce logistics cost(s) and enhance service(s) related to the
disposal of waste produced during the operation of a business.

Reverse logistics:
It denotes all those operations related to the reuse of products and materials. The reverse
logistics process includes the management and the sale of surpluses, as well as products being
returned to vendors from buyers.

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Green Logistics:
It describes all attempts to measure and minimize the ecological impact of logistics
activities. This includes all activities of the forward and reverse flows.

INDIAN RAILWAYS
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the
systems were nationalized as one unit, the Indian Railways, becoming one of the largest
networks in the world.

The first railway on Indian sub-continent ran over a stretch of 21 miles from Bombay to
Thane. The idea of a railway to connect Bombay with Thane, Kalyan and with the Thal and
Bhore Ghats inclines first occurred to Mr. George Clark, the Chief Engineer of the Bombay
Government, during a visit to Bhandup in 1843.

The formal inauguration ceremony was performed on 16th April 1853, when 14 railway
carriages carrying about 400 guests left Bori Bunder at 3.30 pm “amidst the loud applause of a
vast multitude and to the salute of 21 guns.” The first passenger train steamed out of Howrah
station destined for Hooghly,  distance of 24 miles, on 15th August, 1854. Thus the first
section of the East Indian Railway was opened to public traffic, inaugurating the beginning of
railway transport on the Eastern side of the sub-continent.

INDIAN ROADWAYS
In south the first line was opened on 1st July, 1856 by the Madras Railway Company. It
ran between Veyasarpandy and Walajah Road (Arcot), a distance of 63 miles. In the North a
length of 119 miles of line was laid from Allahabad to Kanpur on 3rd March 1859. The first
section from Haters Road to Mathura Cantonment was opened to traffic on 19th October, 1875.
These were the small beginnings which is due course developed into a network of railway lines
all over the country. By 1880 the Indian Railway system had a route mileage of about 9000
miles.

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 The National Highways are intended to facilitate medium and long distance inter-city
passenger and freight traffic across the country. The State Highways are supposed to carry the
traffic along major centers within the State. Other District Roads and Village Roads provide
villages accessibility to meet their social needs as also the means to transport agriculture produce
from village to nearby markets. Major District Roads provide the secondary function of linkage
between main roads and rural roads.

CURRENT STATUS OF ROAD NETWORK IN INDIA

The roads and highways in India account for about 80 per cent of the total passenger
traffic and about 60 per cent of the total freight traffic in the country. Of the 49,585 km of
National Highways in India about 33 per cent are single lane and only about 2 per cent of the
total road network is four lanes. The poor quality of Indian roads is highlighted by congestion,
old fatigued bridges and culverts, railway crossings, low safety, no bypasses and slow traffic
movement.
Considering the importance of the road sector in the country, the government has
embarked on the ambitious National Highway Development Project covering 13,000km with a
cost of Rs.54, 000 core and the projects have already started rolling. The Indian construction
industry that had been experiencing a slowdown witnessed growth of 9 per cent and 8.5 per cent
for the periods FY2011 and FY2012 respectively. This was possible due to the increased
spending in infrastructure and the actual taking off of some of the road sector projects.

CURRENT STATUS
Road Railways
Passenger 80% 20%
Freight 60% 40%

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Indian Road Network (in Kms)
Total Length 33, 00,000
National Highways 52,000
State Highways 1, 28,000
Major District Roads 4, 70,000
Village and other Roads 26, 50,000
NHs is less than 2%but carry more than 40% of traffic

ROAD CARGO TRANSPORTATION IN INDIA

As per the NHDP 65% of Freight and 40% of passenger traffic is carried by roads.

•National Highways account for 2% of the entire network of roads but carries 40% of the annual
traffic.

•Currently approx. 15km of Road network is being laid every day.

•An average vehicle covers 300km in a day.

•Transport Sector accounts for 6.4% of GDP. Size of Road Freight is estimated at $10 Billion.

•90% of vehicles are singly owned and contractors use sub-contracted vehicles for their clients.

BASIC COST INVOLVED

•Driver Salary.
•Diesel & Oil expenses.
•Tyros, Maintenance & Spare Expenses.
•Insurance Expenses.
•Cleaning, Parking Expenses.
•Toll Taxes.
•State Driving Permits.
•Detention Expenses.
•Lab our Expenses.
•Weighment Charges.

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PASSENGER AND GOODS ROAD TRAFFIC ASSESSMENT AND ADEQUACY

Of Fleet and Data Collection

The initiation of the economic reforms in 1992 the transport Sector has shown good
performance. Transport is basically a derived demand depending upon the size and structure of
the economy and the demographic Profile of the economy. Over the last five years (2001 to
2005) in Particular, road transport sector GDP grew at an annual average rate of close to 10%
compared to an overall annual GDP growth of 6%. Today road transport Segment occupies an
overwhelming dominance within the transport sector with a Share of 4.5% in GDP compared to a
meager 1.1% share GDP in case of Railways. Also annual average growth in freight transport at
6.5% for road was much higher compared to railways which clocked a modest annual average

GOODS MOVEMENT

The Sub Group has adopted 4 alternate growth scenarios of 7%, 8%, 8.5% and 9% in
conjunction with respective estimates of elasticity’s of Tone KM And Passenger KM with
respect to GDP. This Alternative GDP Growth Rates Were used to work out stream of volume
freight and passenger traffic during the Eleventh Five Year Plan period.

a) The road infrastructure would not be constraint on road freight and Passenger movement.

b) The industry would continue to produce all the present types and Categories of vehicles and
there would be no restrictions, regulations or Ban on production or use of such vehicles. The
projections are on the present type of vehicles in use, viz. goods Carriers and buses. The present
individual capacities have been taken as Standard units

Road cargo movement by trucks

For the purpose of estimating the performance of road Freight transport in Terms of
tonne-kilometres certain assumptions have been made for trucks which are the principal mode of
freight transport by road. These are as follows:

As per the load carried, trucks were categorized as Light Commercial Vehicles (LCVs),
Medium Commercial Vehicles (MCVs), Heavy Commercial Vehicles (HCVs), Multi-Axed
Vehicles (MAVs) and Articulated Vehicles. Trucks with a payload of up to 3.5 tones were

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categorized as LCVs. The category of MCVs includes goods carriages Above 3.5 tones up to 7.5
tones. HCVs include all trucks with payload Of 9 tones. Rigid-body MAVs include trucks with a
payload above 9 tones to 15 tones. For the purpose of analysis, MCVs, HCVs and rigid Body
MAVs (up to 15 tones) have been clubbed together. Articulated MAVs or Over Dimensional
Cargo Vehicles have a higher payload efficiency gains on account of highway improvement is
assumed to result in a 10% increase in the distance covered by the younger (0-6 years of Age)
truck fleet per annum.

INDIAN RAILWAYS
 Railways (IR) is one of the world's largest railway networks comprising 115,000 km
(71,000 mi) of track over a route of 65,000 km (40,000 mi) and 7,500 stations. As of
December 2012, it transported over 25 million passengers daily (over 9 billion on an
annual basis).
 2.8 million tons of freight daily. In 2011–2012 Indian Railways had revenues of  
1,119,848.9 million (US$19 billion) which consists of  696,759.7 million
(US$12 billion) from freight and  286,455.2 million (US$4.9 billion) from passengers
tickets
 Indian Railways is the world's ninth largest commercial or utility employer, by number of
employees, with over 1.4 million employees. As for rolling stock, IR holds over
239,281Freight Wagons, 59,713 Passenger Coaches and 9,549 Locomotives (43 steam,
5,197 diesel and 4,309 electric locomotives).
 The trains have a 5 digit numbering system as the Indian Railways runs about 10,000
trains daily. As of 31 March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km
(40,000 mi) km route length was electrified.
 Indian Railways carried 1009.73 million tones of revenue earning freight traffic during
the financial year 2012-13 as per the data released by Ministry of Railways.
 During the month of March 2013, the revenue earning freight traffic carried by Indian
Railways was 98.20 million tones.

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RAIL TRANSPORT OPERATIONS
A railway has two major components: the rolling stock (the locomotives, passenger
coaches, freight cars, etc.) and the infrastructure (the permanent way, tracks, stations, freight
facilities, viaducts, tunnels, etc.).

TYPES OF RAIL SYSTEM

Most rail systems serve a number of functions on the same track, carrying local, long
distance and commuter passenger trains, and freight trains. The emphasis on each varies by
country. Some urban rail transit, rapid transit and light rail systems are isolated from the national
system in the cities they serve. Some freight lines serving mines are also isolated, and these are
usually owned by the mine company. An industrial railway is a specialized rail system used
inside factories or mines. Mountain railways are usually isolated, with special safety systems

TYPES OF VEHICLE
Trains are pushed or pulled by one or more locomotive units. Two or more locomotives
coupled in multiple tractions are frequently used in freight trains. Railroad cars or rolling stock
consist of passenger cars, freight cars, maintenance cars and in America cabooses. Modern
passenger trains sometimes are pushed/pulled by a tail and head unit (see top and tail), of which
not both need to be motorized or running. Many passenger trains consist of multiple units with
motors mounted beneath the passenger cars

PASSENGER OPERATIONS
Most public transport passenger operations happen in the train station and in the
passenger car. The passenger buys a ticket, either in the station, or on the train (sometimes at a
higher fare). There are two ways of validating a ticket. In one case the passenger validates the
ticket himself (by perforating it, for instance) and this is randomly checked by a ticket controller.
A conductor checks all persons on the train for valid tickets and devaluates them, so they cannot
be used again. Some passenger cars, especially in long distance high speed trains have a
restaurant or bar. These need to be catered. In recent times, train catering has been diminished
somewhat by vending machines in the train station or on the train. When not in use, passenger
cars are stored, maintained and repaired in coach yards.

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FREIGHT OPERATIONS
Freight or cargo trains are loaded and unloaded in intermodal terminals (also called
container freight stations or freight terminals), and at customer locations (e.g. mines, grain
elevators, factories). Intermodal freight transport uses standardized containers, which are handled
by cranes. Along their routes, freight trains are routed through rail yards to sort cars and
assemble trains for their final destinations, as well as for equipment maintenance, refueling, and
crew changes. Within a freight yard, trains are composed in a classification yard. Switcher or
shunted locomotives help the composing.

A unit train (also called a block train), which carries a block of cars all of the same origin
and destination, does not get sorted in a classification yard, but may stop in a freight yard for
inspection, engine servicing and/or crew changes.

FREIGHT TRAFFIC OF INDIAN RAILWAYS INCREASES TO 4.5%

The major commodities carried by Indian Railways are Coal, Iron Ore, Food grains,
Iron & Steel, Cement, Petroleum products, Fertilizer and Containerized Traffic. Indian
railways have carried 171.91 million tones of revenue earning freight traffic during April-May
2013.The freight carried shows an increase of 7.53 million tones over the freight traffic of 164.38
million tones actually carried during the corresponding period last year, registering an increase of
4.58 per cent. During the month of May 2013, the revenue earning freight traffic carried by
Indian railways was 88.19 million tones.

LOCOMOTIVE OPERATIONS
When inactive, locomotives are housed in a locomotive depot (UK term) or engine house
(US). In engine facilities, or a Traction Maintenance Depot, locomotives are cleaned, repaired,
etc. Decommissioned locomotives are sometimes used to heat passenger cars and defrost railroad
switches in winter. After this period, locomotives (and other rail vehicles) are turned into scrap
or are left to rust in a train depot. Some end up in railway museums or are bought by railway
preservation groups. Steam locomotives are housed in a circular train depot, a roundhouse that
surrounds a turntable.

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MAINTENANCE OF WAY OPERATIONS
The presence of a work train on a given section of track will temporarily decrease the
capacity of the route. The normal method in such operations is to cease other traffic altogether
during the track 'occupation'. Services may be diverted by an alternative route, if available;
alternatively, passenger services may be maintained using a replacement bus service. It is
therefore more economically viable to plan such track occupations for periods of reduced usage
(e.g. 'off-peak', overnight or holiday times) to minimize the impact on normal services and
revenue.

RAILWAY ZONES
Indian Railways is divided into several zones, which are further sub-divided
into divisions. The number of zones in Indian Railways increased from six to eight in 1951, nine
in 1952 and sixteen in 2003. 
Each zonal railway is made up of a certain number of divisions, each having a divisional
headquarters. There are a total of sixty-eight divisions. Each of the sixteen zones is headed by a
general manager who reports directly to the Railway Board. The zones are further divided into
divisions under the control of divisional railway managers (DRM). The divisional officers of
engineering, mechanical, electrical, signal and telecommunication, accounts, personnel,
operating, commercial, security and safety branches report to the respective Divisional Manager
and are in charge of operation and maintenance of assets. Further down the hierarchy tree are the
station masters who control individual stations and the train movement through the track territory
under their stations' administration.

BUSINESS LOGISTICS
One definition of business logistics speaks of "having the right item in the right quantity
at the right time at the right place for the right price in the right condition to the right
customer". As the science of process, business logistics incorporates all industry sectors.
Logistics work aims to manage the fruition of project life cycles, supply chains, and resultant
efficiencies.

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 Logistics as a business concept evolved in the 1950s due to the increasing complexity of
supplying businesses with materials and shipping out products in an increasingly globalized
supply chain, leading to a call for experts called "supply chain logisticians".

In business, logistics may have either an internal focus (inbound logistics) or an external
focus (outbound logistics), covering the flow and storage of materials from point of origin to
point of consumption (see supply-chain management). The main functions of a qualified
logistician include inventory management, purchasing, transportation, warehousing, consultation,
and the organizing and planning of these activities. Logisticians combine a professional
knowledge of each of these functions to coordinate resources in an organization. There are two
fundamentally different forms of logistics: one optimizes a steady flow of material through a
network of transport links and storage nodes, while the other coordinates a sequence of resources
to carry out some project.

MILITARY LOGISTICS
Military logistics is the discipline of planning and carrying out the movement and
maintenance of military forces. In its most comprehensive sense, it is those aspects or military
operations that deal with:
 Design, development, acquisition, storage, distribution, maintenance, evacuation, and
disposition of materiel.
 Transport of personnel.
 Acquisition or construction, maintenance, operation, and disposition of facilities.
 Acquisition or furnishing of services.
 Medical and health service support.

The word "logistics" is derived from the Greek adjective logistics meaning "skilled in

calculating". The first administrative use of the word was in Roman and Byzantine times when
there was a military administrative official with the title Logistic. At that time, the word
apparently implied a skill involved in numerical computations.

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Nodes of a distribution network
The nodes of a distribution network include (besides plants and sales points):
 A depot or deposit is a standard type of warehouse thought for storing merchandise (high
level of inventory).
 Distribution centers are thought for order processing and order fulfillment (lower level of
inventory) and also for receiving returning items from clients.
 Transit points are built for cross docking activities, which consist in reassembling cargo
units based on deliveries scheduled (only moving merchandise).

LOGISTIC FAMILIES
A logistic family is a set of products which share a common characteristic: weight and
volumetric characteristics, physical storing needs (temperature, radiation,...), handling needs,
order frequency, package size, etc. The following metrics maybe used by the company to
organize its products in different families.
Physical metrics used to evaluate inventory systems include stocking capacity, selectivity,
superficial utilization, volumetric utilization, transport capacity, transport capacity utilization.
Monetary metrics used include space holding costs (building, shelving and services) and
handling costs (people, handling machinery, energy and maintenance).

Handling and Order Processing

Unit loads for transportation of luggage at the airport, in the case the unit load has
protective Function. Unit loads are combinations of individual items which are moved by
handling systems, usually employing a pallet of normed dimensions.

Handling systems include:

Tran’s pallet handlers, counterweight handler, mast handler, bilateral handlers, trilateral
handlers, AGV and stacker handlers. Storage systems include: pile stocking, cell shelves (either
static or movable), cantilever shelves and gravity shelves.
Order processing is a sequential process involving: processing withdrawal list, picking
(selective removal of items from loading units), sorting (assembling items based on destination),

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package formation (weighting, labeling and packing) and order consolidation (gathering
packages into loading units for transportation, control and bill of lading.

PRODUCTION LOGISTICS
The term production logistics describes logistic processes within an industry. Production
logistics aims to ensure that each machine and workstation receives the right product in the right
quantity and quality at the right time. The concern is not the transportation itself, but to
streamline and control the flow through value-adding processes and to eliminate non–value-
adding processes. Production logistics can operate in existing as well as new plants.
Manufacturing in an existing plant is a constantly changing process. Machines are exchanged
and new ones added, which gives the opportunity to improve the production logistics system
accordingly. Production logistics provides the means to achieve customer response and capital
efficiency.
Production logistics becomes more important with decreasing batch sizes. In many
industries (e.g., mobile phones), the short-term goal is a batch size of one, allowing even a single
customer's demand to be fulfilled efficiently. 
Track and tracing, which is an essential part of production logistics due to product safety and
reliability issues, is also gaining importance, especially in the automotive and medical industries.

LOGISTICS MANAGEMENT
Logistics is that part of the supply chain that plans, implements, and controls the
efficient, effective forward and reverse flow and storage of goods, services, and related
information between the point of origin and the point of consumption in order to meet customer
and legal requirements. A professional working in the following field of logistics management is
called a logistician.
 Materials management
 Channel management
 Distribution (or physical distribution)
 Supply-chain management
The Chartered Institute of Logistics and Transport (CILT), established in the United
Kingdom in 1919, received a Royal Charter in 1926. The Chartered Institute is one of

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the professional bodies or institutions for the logistics and transport sectors that
offers professional qualifications or degrees in logistics management.

WAREHOUSE MANAGEMENT SYSTEMS AND WAREHOUSE CONTROL SYSTEMS

Warehouse management systems (WMS) can differ significantly from warehouse
control systems (WCS). Simply put, a WMS plans a weekly activity forecast based on such
factors as statistics and trends, whereas a WCS acts like a floor supervisor, working in real time
to get the job done by the most effective means. For instance, a WMS can tell the system that it
is going to need five of stock-keeping unit (SKU) A and five of SKU B hours in advance, but by
the time it acts, other considerations may have come into play or there could be a logjam on a
conveyor. A WCS can prevent that problem by working in real time and adapting to the situation
by making a last-minute decision based on current activity and operational status. WMS and
WCS can resolve these issues and maximize efficiency for companies that rely on the effective
operation of their warehouse or distribution center.

LOGISTICS OUTSOURCING
Logistics outsourcing involves a relationship between a company and an LSP (logistic service
provider), which, compared with basic logistics services, has more customized offerings,
encompasses a broad number of service activities, is characterized by a long-term orientation,
and thus has a strategic nature.

THIRD-PARTY LOGISTICS
Third-party logistics (3PL) involves using external organizations to execute logistics activities
that have traditionally been performed within an organization itself.  According to this definition,
third-party logistics includes any form of outsourcing of logistics activities previously performed
in house.
For example, if a company with its own warehousing facilities decides to employ external
transportation, this would be an example of third-party logistics. Logistics is an emerging
business area in many countries.

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FOURTH-PARTY LOGISTICS
The concept of a fourth-party logistics (4PL) provider was first defined by Andersen
Consulting (now Accenture) as an integrator that assembles the resources, capabilities, and
technology of its own organization and other organizations to design, build, and run
comprehensive supply chain solutions. Whereas a third-party logistics (3PL) service provider
targets a single function, a 4PL targets management of the entire process. Some have described a
4PL as a general contractor that manages other 3PLs, truckers, forwarders, custom house agents,
and others, essentially taking responsibility of a complete process for the customer.

EMERGENCY LOGISTICS
Emergency logistics is a term used by the logistics, supply chain, and manufacturing
industries to denote specific time-critical modes of transport used to move goods or objects
rapidly in the event of an emergency. The reason for enlisting emergency logistics services could
be a production delay or anticipated production delay, or an urgent need for specialized
equipment to prevent events such as aircraft being grounded (also known as "aircraft on
ground"—AOG), ships being delayed, or telecommunications failure. Emergency logistics
services are typically sourced from a specialist provider.

AS A PROFESSION
A logistician is a professional logistics practitioner. Professional logisticians are often
certified by professional associations. One can either work in a pure logistics company, such as
a shipping line, airport, or freight forwarder, or within the logistics department of a company.
However, as mentioned above, logistics is a broad field, encompassing procurement, production,
distribution, and disposal activities. Hence, career perspectives are broad as well. A new trend in
the industry are the 4PL, or fourth-party logistics, firms, consulting companies offering logistics
services. Some universities and academic institutions train students as logisticians,
offering undergraduate and postgraduate programs.

Transport or Transportation is the movement of people, animals and goods from one

location to another. Modes of transport include air, rail, road, water, cable, pipeline andspace.
The field can be divided into infrastructure, vehicles and operations. Transport is important since

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it enables trade between people, which in turn establishes civilizations. Transport infrastructure
consists of the fixed installations necessary for transport, including roads, railways, airways,
waterways, canals and pipelines and terminals such as airports, railway stations, bus
stations, warehouses, trucking terminals, refueling depots (including fueling docks and fuel
stations) and seaports. Terminals may be used both for interchange of passengers and cargo and
for maintenance.

Vehicles travelling on these networks may include automobiles, bicycles, buses, trains,
trucks, people, helicopters and aircrafts. Operations deal with the way the vehicles are operated,
and the procedures set for this purpose including financing, legalities and policies. In the
transport industry, operations and ownership of infrastructure can be either public or private,
depending on the country and mode. Passenger transport may be public, where operators provide
scheduled services, or private. Freight transport has become focused on containerization,
although bulk transport is used for large volumes of durable items. Transport plays an important
part in economic growth and globalization, but most types cause air pollution and use large
amounts of land. While it is heavily subsidized by governments, good planning of transport is
essential to make traffic flow and restrain urban sprawl.

MODE OF TRANSPORT
A mode of transport is a solution that makes use of a particular type of vehicle,
infrastructure and operation. The transport of a person or of cargo may involve one mode or
several of the modes, with the latter case being called intermodal or multimodal transport. Each
mode has its own advantages and disadvantages, and will be chosen for a trip on the basis of
cost, capability, route and speed.

HUMAN-POWERED TRANSPORT
Human powered transport is the transport of people and/or goods using human muscle-
power, intheformof walking, running and swimming. Modern technology has allowed machines to
enhance human-power. Human-powered transport remains popular for reasons of cost-
saving, leisure, physical exercise and environmentalism. Human-powered transport is sometimes

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the only type available, especially in underdeveloped or inaccessible regions. It is considered an
ideal form of sustainable transportation.

Although humans are able to walk without infrastructure, the transport can be enhanced
through the use of roads, especially when using the human power with vehicles, such as bicycles
and inline skates. Human-powered vehicles have also been developed for difficult environments,
such as snow and water, by watercraft rowing and skiing; even the air can be entered
with human-powered aircraft.

ANIMAL-POWERED TRANSPORT
Animal-powered transport is the use of working animals for the movement of people and
goods. Humans may ride some of the animals directly, use them as pack animals for carrying
goods, or harness them, alone or in teams, to pull sleds or wheeled vehicles.

AIR
A fixed-wing aircraft, commonly called airplane, is a heavier-than-air craft where
movement of the air in relation to the wings is used to generate lift. The term is used to
distinguish from rotary-wing aircraft, where the movement of the lift surfaces relative to the air
generates lift. A gyroplane is both fixed-wing and rotary-wing. Fixed-wing aircraft range from
small trainers and recreational aircraft to large airliners and military cargo aircraft. Two things
necessary for aircraft are air flow over the wings for lift and an area for landing. The majority of
aircraft also need an airport with the infrastructure to receive maintenance, restocking, refueling
and for the loading and unloading of crew, cargo and passengers. While the vast majority of
aircraft land and take off on land, some are capable of takeoff and landing on ice, snow and calm
water.

The aircraft is the second fastest method of transport, after the rocket. Commercial jets
can reach up to 955 kilometers per hour (593 mph), single-engine aircraft 555 kilometers per
hour (345 mph). Aviation is able to quickly transport people and limited amounts of cargo over
longer distances, but incur high costs and energy use; for short distances or in inaccessible

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places helicopters can be used.[1] As of April 28, 2009 The Guardian article notes that, "the WHO
estimates that up to 500,000 people are on planes at any time."

RAIL TRANSPORT
Rail transport is where a train runs along a set of two parallel steel rails, known as a
railway or railroad. The rails are anchored perpendicular to ties (or sleepers) of timber, concrete
or steel, to maintain a consistent distance apart, or gauge. The rails and perpendicular beams are
placed on a foundation made of concrete or compressed earth and gravel in a bed of ballast.
Alternative methods include monorail and maglev. A train consists of one or more connected
vehicles that run on the rails. Propulsion is commonly provided by a locomotive that hauls a
series of unpowered cars that can carry passengers or freight. The locomotive can be powered
by steam, diesel or by electricity supplied by trackside systems. Alternatively, some or all the
cars can be powered, known as a multiple unit. Also, a train can be powered
by horses, cables, gravity, pneumatics and gas turbines. Railed vehicles move with much less
friction than rubber tires on paved roads, making trains more energy efficient, though not as
efficient as ships.

Intercity trains are long-haul services connecting cities; modern high-speed rail is capable

of speeds up to 350 km/h (220 mph), but this requires specially built
track. Regional and commuter trains feed cities from suburbs and surrounding areas, while intra-
urban transport is performed by high-capacity tramways and rapid transits, often making up the
backbone of a city's public transport. Freight trains traditionally used box cars, requiring manual
loading and unloading of the cargo. Since the 1960s, container trains have become the dominant
solution for general freight, while large quantities of bulk are transported by dedicated trains.

ROAD TRANSPORT
A road is an identifiable route, way or path between two or more places. Roads are
typically smoothed, paved, or otherwise prepared to allow easy travel; though they need not be,
and historically many roads were simply recognizable routes without any formal
construction or maintenance. In urban areas, roads may pass through a city or village and be
named as streets, serving a dual function as urban space easement and route. The most common

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road vehicle is the automobile; a wheeled passenger vehicle that carries its own motor. Other
users of roads include buses, trucks, motorcycles, bicycles and pedestrians. As of 2002, there
were 590 million automobiles worldwide. Automobiles offer high flexibility and with low
capacity, but are deemed with high energy and area use, and the main source of noise and air
pollution in cities; buses allow for more efficient travel at the cost of reduced flexibility. Road
transport by truck is often the initial and final stage of freight transport.

WATER
A watercraft—such as a barge, boat, ship or sailboat—over a body of water, such as
a sea, ocean, lake, canal or river. The need for buoyancy is common to watercraft, making the
hull a dominant aspect of its construction, maintenance and appearance. In the 19th century the
first steam ships were developed, using a steam engine to drive a paddle wheel or propeller to
move the ship. The steam was produced in a boiler using wood or coal and fed through a
steam external combustion engine. Now most ships have an internal combustion engine using a
slightly refined type of petroleum called bunker fuel. Some ships, such as submarines,
use nuclear power to produce the steam. Recreational or educational craft still use wind power,
while some smaller craft use internal combustion engines to drive one or more propellers, or in
the case of jet boats, an inboard water jet. In shallow draft areas, hover craft are propelled by
large pusher-prop fans.

Although slow, modern sea transport is a highly efficient method of transporting large
quantities of goods. Commercial vessels, nearly 35,000 in number, carried 7.4 billion tons of
cargo in 2007. Transport by water is significantly less costly than air transport for
transcontinental shipping, short sea shipping and ferries remain viable in coastal areas.

OTHER MODES
Pipeline transport sends goods through a pipe, most commonly liquid and gases are sent,
but pneumatic tubes can also send solid capsules using compressed air. For liquids/gases, any
chemically stable liquid or gas can be sent through a pipeline. Short-distance systems exist
for sewage, slurry, water and beer, while long-distance networks are used for petroleum
and natural gas. Cable transport is a broad mode where vehicles are pulled by cables instead of

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an internal power source. It is most commonly used at steep gradient. Typical solutions
include aerial tramway, elevators, escalator and ski lifts; some of these are also categorized
as convey or transport.

Spaceflight is transport out of Earth's atmosphere into outer space by means of a space craft.
While large amounts of research have gone into technology, it is rarely used except to put
satellites into orbit, and conduct scientific experiments. However, man has landed on the moon,
and probes have been sent to all the planets of the Solar System. Suborbital spaceflight is the
fastest of the existing and planned transport systems from a place on Earth to a distant other
place on Earth. Faster transport could be achieved through part of a Low Earth orbit, or
following that trajectory even faster using the propulsion of the rocket to steer it.

INFRASTRUCTURE
Infrastructure is the fixed installations that allow a vehicle to operate. It consists of a way,
a terminal and facilities for parking and maintenance. For rail, pipeline, road and cable transport,
the entire way the vehicle travels must be built up. Air and water craft are able to avoid this,
since the airway and seaway do not need to be built up. However, they require fixed
infrastructure at terminals. Terminals such as airports, ports and stations, are locations where
passengers and freight can be transferred from one vehicle or mode to another. For passenger
transport, terminals are integrating different modes to allow riders to interchange to take
advantage of each mode's advantages. For instance, airport rail links connect airports to the city
centers and suburbs. The terminals for automobiles are parking lots, while buses and coaches can
operates from simple stops. The financing of infrastructure can either be public or private.
Transport is often a natural monopoly and a necessity for the public; roads, and in some
countries railways and airports are funded through taxation.
New infrastructure projects can involve large spending, and are often financed
through debt. Many infrastructure owners therefore impose usage fees, such as landing fees at
airports, or toll plazas on roads. Independent of this, authorities may impose taxes on the
purchase or use of vehicles.

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OPERATION
Private transport is only subject to the owner of the vehicle, who operates the vehicle
themselves. For public transport and freight transport, operations are done through private
enterprise or by governments. The infrastructure and vehicles may be owned and operated by the
same company, or they may be operated by different entities. Traditionally, many countries have
had a national airline and national railway. Since the 1980s, many of these have been privatized.
International shipping remains a highly competitive industry with little regulation, but ports can
be public owned.

FREIGHT
Freight transport, or shipping, is a key in the value chain in manufacturing with increased
specialization and globalization, production is being located further away from consumption,
rapidly increasing the demand for transport. While all modes of transport are used for cargo
transport, there is high differentiation between the nature of the cargo transport, in which mode is
chosen. Logistics refers to the entire process of transferring products from producer to consumer,
including storage, transport, transshipment, warehousing, material-handling and packaging, with
associated exchange of information. Incoterm deals with the handling of payment and
responsibility of risk during transport.

1.2. ABOUT THE INDUSTRY

RAIL FREIGHT TRANSPORT

Rail freight transport is the use of railroads to transport cargo as opposed to human passengers. A
freight train or goods train is a group of freight cars (US) or goods wagons (UIC) hauled by one
or more locomotives on a railway, transporting cargo all or part of the way between the shipper
and intended destination as part of the logistics chain.
Trains may haul bulk material, intermodal containers, general freight or specialized
freight in purpose-designed cars. Rail freight practices and economics vary by country and
region.
When considered in terms of ton-miles or ton-kilometers hauled per unit of energy
consumed, rail transport can be more efficient than other means of transportation. Maximum
economies are typically realized with bulk commodities (e.g., coal), especially when hauled over

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long distances. However, shipment by rail is not as flexible as by highway, which has resulted in
much freight being hauled by truck, even over long distances. Moving goods by rail often
involves transshipment costs, particularly when the shipper or receiver lack direct rail access.
These costs may exceed that of operating the train itself, a factor that practices such as
containerization aim to minimize

BULK
Bulk cargo constitutes the majority of tonnage carried by most freight railroads. Bulk
cargo is commodity cargo that is transported unpackaged in large quantities. These cargos are
usually dropped or poured, with a spout or shovel bucket, as a liquid or solid, into a railroad car.
Liquids, such as petroleum and chemicals, and compressed gases are carried by rail in tank cars.

HEAVY-DUTY ORE TRAFFIC

The heaviest trains in the world carry bulk traffic such as iron ore and coal. Loads can be
130 tones per wagon and tens of thousands of tones per train. Daqin Railway transports more
than
1 million tons of coal to the east sea shore of China every day and in 2009 is the busiest
freight line in the world such economies of scale drive down operating costs. Some freight trains
can be over 7 km long.

CONTAINERIZATION
Containerization is a system of intermodal freight transport using standard shipping
containers (also known as 'ISO containers' or 'isotainers') that can be loaded with cargo, sealed
and placed onto container ships, railroad cars, and trucks. Containerization has revolutionized
cargo shipping. As of 2009 approximately 90% of non-bulk cargo worldwide is moved by
containers stacked on transport ships. 26% of all container transshipment is carried out in China.
As of 2005, some 18 million total containers make over 200 million trips per year.

Use of the same basic sizes of containers across the globe has lessened the problems
caused by incompatible rail gauge sizes in different countries by making transshipment between
different gauge trains easier. While typically containers travel for many hundreds or even

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thousands kilometers on the railway, Swiss experience shows that with properly coordinated
logistics, it is possible to operate a viable intermodal (truck + rail) cargo transportation system
even within a country as small as Switzerland.

DOUBLE-STACK CONTAINERIZATION
Most flatcars (US) or flat wagons (UIC) cannot carry more than one standard 40-foot
(12.2 m) container on top of another because of limited vertical clearance, even though they
usually can carry the weight of two. Carrying half the possible weight is inefficient. But if the
rail line has been built with sufficient vertical clearance, a double-stack car can accept a
container and still leave enough clearance for another container on top. This usually precludes
operation of double-stacked wagons on lines with overhead electric wiring. China runs double
stack trains with overhead wiring, but does not allow two maximum height containers to be
stacked.

ROLLING HIGHWAYS AND PIGGY BACK SERVICE

In some countries rolling highway, or rolling road, trains are used; trucks can drive
straight onto the train and drive off again when the end destination is reached. A system
like this is used on The Channel Tunnel between the United Kingdom and France, as well
as on the Konkan Railway in India. In other countries, the tractor unit of each truck is not
carried on the train, only the trailer.
Piggy back trains are common in the United States, where they are also known as
trailer on flat car or TOFC trains, but they have lost market share to containers (COFC),
with longer, 53-foot containers frequently used for domestic shipments. There are also road
rail vehicles, which have two sets of wheels, for use in a train, or as the trailer of a road
vehicle.

GOODS SHED
Goods shed is a railway building designed for storing goods before or after carriage in a
train.
A typical goods shed will have a track running through it to allow goods wagons to be
unloaded under cover, although sometimes they were built alongside a track with possibly just a

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canopy over the door. There will also be a door to move goods to or from road wagons and vans;
this sometimes is parallel to the rail track, or sometimes on the side opposite the rail track. Inside
the shed will generally be a platform and sometimes a small crane to allow easier loading and
unloading of wagons.

CONTAINER TERMINAL 
A container terminal is a facility where cargo containers are transshipped between
different transport vehicles, for onward transportation. The transshipment may be between
container ships and land vehicles, for example trains or trucks, in which case the terminal is
described as a maritime container terminal. Alternatively the transshipment may be between land
vehicles, typically between train and truck, in which case the terminal is described as an inland
container terminal.

GOODS WAGONS OR FREIGHT CARS

The number of freight car or goods wagons was 205,596 on 31 March 1951 and reached
the maximum number 405,183 on 31 March 1980 after which it started declining and was
239,321 on 31 March 2012. The number is far shorter than the requirement and the Indian
Railways keeps losing freight traffic to road. Indian Railways carried 93 million tones of goods
in 1950–51 and it increased to 1010 million tones in 2012–13.
However, its share in goods traffic is much lower than road traffic. In 1951, its share was
65% and the share of road was 35%. Now the shares have been reversed and the share of
railways has declined to 30% and the share of road has increased to 70%.

RAILWAYS
Railways and steamboats revolutionized logistics by the mid-19th century. In
the American Civil War (1861–65), both armies used railways extensively, for transport of
personnel, supplies, horses and mules and heavy field pieces. Both tried to disrupt the enemy's
logistics by destroying track age and bridges. During the Seven Weeks War of 1866, railways
enabled the swift mobilization of the Prussian Army, but the problem of moving supplies from
the end of rail lines to units at the front resulted in nearly 18,000 tons trapped on trains unable to
be unloaded to ground transport.[6] The Prussian use of railways during the Franco-Prussian

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War is often cited as a prime example of logistic modernizations, but the advantages of
maneuver were often gained by abandoning supply lines that became hopelessly congested with
rear-area traffic.

WORLD WAR I
During World War I, unrestricted submarine warfare had a significant impact on the
ability of Britain's allies to keep shipping lanes open, while the great size of the German Army
proved too much for its railways to support except while immobilized in trench warfare.

MODERN DEVELOPMENTS
Logistics, occasionally referred to as "combat service support", must address highly
uncertain conditions. While perfect forecasts are rarely possible (this is also true in most
sciences) forecasts models can reduce uncertainty about what supplies or services will be needed,
where and when they will be needed, or the best way to provide them. Ultimately, responsible
officials must make judgments on these matters, sometimes using intuition and scientifically
weighing alternatives as the situation requires and permits. Their judgments must be based not
only upon professional knowledge of the numerous aspects of logistics itself but also upon an
understanding of the interplay of closely related military considerations such
as strategy, tactics, intelligence, training, personnel, and finance.
However, case studies have shown that more quantitative, statistical analysis is often a
significant improvement on human judgment. One such recent example is the use of Applied
Information Economics by the Office of Naval Research and the Marine Corps for forecasting
bulk fuel requirements for the battlefield.

In major military conflicts, logistics matters are often crucial in deciding the overall
outcome of wars. For instance, tonnage war - the bulk sinking of cargo ships - was a crucial
factor in World War II. The successful Allied anti-submarine campaign and the failure of the
German Navy to sink enough cargo in the Battle of the Atlantic allowed Britain to stay in the war
and establish the second front against the Nazis; by contrast, the successful U.S. submarine
campaign against Japanese maritime shipping across Asian waters effectively crippled its
economy and its military production capabilities. In a tactical scale, in the Battle of Ilomantsi, the

25
Soviets had an overwhelming numerical superiority in guns and men, but managed to fire only
10,000 shells against the Finnish 36,000 shells, eventually being forced to abandon their heavy
equipment and flee the battlefield, resulting in a decisive Finnish victory. One reason for this was
the successful Finnish harassment of Soviet supply lines.

More generally, protecting one's own supply lines and attacking those of an enemy is a

fundamental military strategy; an example of this as a purely logistical campaign for the military
means of implementing strategic policy was the Berlin Airlift. Military logistics has pioneered a
number of techniques that have since become widely deployed in the commercial
world. Operations research grew out of WWII military logistics efforts. Likewise, military
logistics borrows from methods first introduced to the commercial world. The Kargil Conflict in
1999 between India and Pakistan also referred to as Operation Vijay (Victory in Hindi) is one of
the most recent examples of high altitude warfare in mountainous terrain that posed significant
logistical problems for the combating sides. The Stallion which forms the bulk of the Indian
Army's logistical vehicles proved its reliability and serviceability with 95% operational
availability during the operation.

RAIL TRANSPORT 
Rail transport is a means of conveyance of passengers and goods, by way of wheeled
vehicles running on rails. It is also commonly referred to as train transport. In contrast to road
transport, where vehicles merely run on a prepared surface, rail vehicles are also directionally
guided by the tracks on which they run. Track usually consists of steel rails installed
on sleepers/ties and ballast, on which the rolling stock, usually fitted with metal wheels, moves.
However, other variations are also possible, such as slab track where the rails are fastened
to a concrete foundation resting on a prepared subsurface. Rolling stock in railway transport
systems generally has lower frictional resistance when compared with highway vehicles and the
passenger and freight cars (carriages and wagons) can be coupled into longer trains.
The operation is carried out by a railway company, providing transport between train stations or
freight customer facilities. Power is provided by locomotives which either draw electrical
power from a railway electrification system or produce their own power, usually by diesel
engines. Most tracks are accompanied by a signaling system. Railways are a safe land transport

26
system when compared to other forms of transport.  Railway transport is capable of high levels
of passenger and cargo utilization and energy efficiency, but is often less flexible and
more capital-intensive than highway transport is, when lower traffic levels are considered.

The oldest, man-hauled railways date back to the 6th century B.C, with Periander, one of
the Seven Sages of Greece, credited with its invention. Rail transport blossomed after the British
development of the steam engine as a viable source of the power in the 18th and 19th centuries.
With steam engines, it was possible to construct mainline railways, which were a key component
of the industrial revolution. Also, railways reduced the costs of shipping, and allowed for fewer
lost goods, compared with shipping, which faced occasional sinking of ships. The change from
canals to railways allowed for "national markets" in which prices varied very little from city to
city. Studies have shown that the invention and development of the railway in Europe was one of
the most important technological inventions of the late 19th century for the United States,
without which, GDP would have been lower by 7.0% in 1890.

In the 1880s, electrified trains were introduced, and also the first tramways and rapid
transit systems came into being. Starting during the 1940s, the non-electrified railways in most
countries had their steam locomotives replaced by diesel-electric locomotives, with the process
being almost complete by 2000. During the 1960s, electrified high-speed railway systems were
introduced in Japan and a few other countries. Other forms of guided ground transport outside
the traditional railway definitions, such as monorail or maglev, have been tried but have seen
limited use.

INNOVATIONS
Many benchmarks in equipment and infrastructure led to the growing use of railways.
Some innovative features taking place in the 19th and 20th centuries included wood cars
replaced with all-steel cars, which provided better safety and maintenance; iron rails replaced
with steel rails, which provided higher speed and capacity with lower weight and cost; stove-
heated cars to steam-heating cars, piped from locomotive; gas lighting to electric lighting, with
use of battery/alternator unit beneath the car; development of air-conditioning with additional
underbody equipment and ice compartment. Some innovative rolling stock included the

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lightweight, diesel-powered streamliner, which was a modernistic, aerodynamically styled train
with flowing contours; then came the ultra-lightweight car with internal combustion engine in
each train's power car; others included the dome car, turbine-powered trains, bi-level rolling
stock, and the high-tech/high-speed electric trains.

Even more, in the first half of the 20th century, infrastructure elements adopted
technological changes including the continuously welded rail that was 1/4 miles long; concrete
tie usage; double tracking major lines; intermodal terminal and handling technology; advances in
diesel-electric propulsion to include AC traction systems and propulsion braking systems;
and just-in-time inventory control. Beyond technology, even management of systems saw
improvements with the adoption of environmental impact concerns; heightened concern of
employee and public safety; introduction of urban area rail networks and public agencies to
manage them; and downsizing of industry employment with greater use
of contractors and consultants.

TRAIN
A train is a connected series of rail vehicles that move along the track. Propulsion for the
train is provided by a separate locomotive or from individual motors in self-propelled multiple
units. Most trains carry a revenue load, although non-revenue cars exist for the railway's own
use, such as for maintenance-of-way purposes. The engine driver controls the locomotive or
other power cars, although people movers and some rapid transits are driverless.

FREIGHT TRAIN
A freight train hauls cargo using freight cars specialized for the type of goods. Freight
trains are very efficient, with economy of scale and high energy efficiency. However, their use
can be reduced by lack of flexibility, if there is need of transshipment at both ends of the trip due
to lack of tracks to the points of pick-up and delivery. Authorities often encourage the use of
cargo rail transport due to its environmental profile. Container trains have become the dominant
type in the US for non-bulk haulage. Containers can easily be transshipped to other modes, such
as ships and trucks, using cranes. This has succeeded the boxcar (wagon-load), where the cargo
had to be loaded and unloaded into the train manually. The intermodal containerization of cargo

28
has revolutionized the supply chain logistics industry, reducing ship costs significantly. In
Europe, the sliding wall wagon has largely superseded the ordinary covered wagons. Other types
of cars include refrigerator cars, stock cars for livestock and auto racks for road vehicles. When
rail is combined with road transport, a road rail will allow trailers to be driven onto the train,
allowing for easy transition between road and rail.

Bulk handling represents a key advantage for rail transport. Low or even zero
transshipment costs combined with energy efficiency and low inventory costs allow trains to
handle bulk much cheaper than by road. Typical bulk cargo includes coal, ore, grains and liquids.
Bulk is transported in open-topped cars, hopper cars and tank cars.

TRAIN STATION
A train station, also referred to as a railway station (in Commonwealth English) or
a railroad station (in US English) and often shortened to just station, is a railway facility
where trains regularly stop to load or unload passengers and/or freight. It generally consists of
a platform next to the track and a station building (depot) providing related services such
as ticket sales and waiting rooms. If a station is on a single track main line, it often has a passing
loop to facilitate the traffic. The smallest stations are most often referred to as 'stops' or, in some
parts of the world, as 'halts' (flag stops). Stations may be at ground level, underground, or
elevated. Connections may be available to intersecting rail lines or other transport modes such
as buses, trams or other rapid transit systems.

1.3. COMPANY PROFILE

MARG Karaikal Port is the new gateway to the state of Tamil Nadu in Southern India.
Its combination of strategic location, state-of-the-art equipment and world-class infrastructure
makes it the port of choice for industries and businesses located in and around Central Tamil
Nadu and beyond. MARG Karaikal Port is located near the town of Karaikal in the Union
Territory of Pondicherry and was commissioned in April 2009. Since then the Port has handled a
whole range of different cargoes for top industrial houses of the country. Known for its speed of
clearance, efficiencies of scale and a diverse cargo mix, a notable achievement has been the
port's outstanding record in discharge rate and turnaround timelines.

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Capacity to handle large vessels and diverse cargo, single window clearance, E2E logistics, state-
of-the-art equipment, competitive tariffs and an ideal location are hallmarks of the MARG
Karaikal Port. MARG Karaikal Port is equipped with the latest infrastructure that is being
augmented in a phased manner. Navigation facilities are provided by a fully operational marine
control Centre to monitor vessel movement. Also, a host of allied infrastructure facilities such as
the administration building, site roads, covered and open storage etc. are operational. Currently,
3 mobile harbor cranes with 35 cbm grabs are efficiently handling all types of bulk and break
bulk cargo.

AIR CONNECTIVITY
 305 KM from International Airport at Chennai.
 135 KM from domestic Airport at Tiruchirapalli.
 Helipads available inside the port area.

RAIL CONNECTIVITY (KPPL)

 Karaikal Port Pvt Ltd Siding (KPPL) lies in the Southern Railway network. The nearest
railhead is at Nagore(NCR) at a distance of about 3 km.
 MARG Karaikal Port Connects with the Power plants, Cement, Steel, Chemical,
Aluminum, Textile and other major manufacturing industries in Ariyalur, Trichy and
Salem District and upcoming industrial nodes around Mayiladuturai enabling heavy
freight movement in the near future.

ROAD CONNECTIVITY
 MARG Karaikal Port is connected by major roads to NH-67 at Nagapattinam which is
about 10 km from the port.
 This link connects MARG Karaikal port to central Tamil Nadu at Trichy.NH-45 which
passes through Trichy connects Karaikal to northern hinterland right up till Chennai.
 NH-67 starting from Nagapattinam traverses Central Tamil Nadu in a near Straight line
connecting the major industrial areas such as Thiruchirapalli, Karur and Coimbatore as
well as onward linkages to other industrial areas such as Salem, Erode and Mettur.

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  Karaikal is also connected all the way to Chennai through NH-45A which passes through
Cuddalore. In addition to the national highways, a network of state highways connects
Karaikal to other industrial centre in Tamil Nadu.

MARG GROUP
MARG Group was incorporated in 1994. it is one of India's fastest growing
infrastructure organizations - undertaking holistic regional development, unlocking economic
prosperity and creating inclusive & sustainable growth models. The organization has embarked
on an innovation led development, on the canvas of new sustainable India that few have
attempted. Listed by Dun & Bradstreet as among "India's Top 500 Companies 2011",
MARG Group has projects worth more than Rs. 3835 cores under execution, a seasoned human
capital of more than 1100, global partners in the Infra space and offices spread across India,
Singapore and China.
With over two decades of reassuring presence and pioneering the development of economic
growth centers, MARG's portfolio spans across the infrastructure value chain.

MARG'S BUSINESS IS STRUCTURED ACROSS 4 VERTICALS

 Engineering procurement & construction (epic)
 Marine infrastructure & services
 Urban & industrial infrastructure
 Real estate

Extensively awarded for 'Corporate Social Responsibility initiatives', MARG Parivarthan -

the MARG CSR brand complements the above business verticals.

VISION
Creating Landmarks, Building Values - Big dreams rooted in practicality are what help
us translate our dreams into reality. We are conscious of the fact that every project we deliver has
an obvious impact on the economy, infrastructure and society. We believe ours is a never ending
journey of innovation and learning and the body of knowledge from each project we work on is
invaluable in our evolution. And as we create landmarks, we never lose focus on building values.

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MISSION
"Truthfully assist governments, corporate, societies and individuals in building structures
and spaces that will inspire them to give their best. Harnessing the power of the human spirit
concurrently with superior technology to optimize value for our clients seeking to be driven by
our conscience in every aspect of our business."

At MARG we believe in making commitments based on our conviction and seeing them
through ‘no matter what’. The primary goal of MARG is to increase stakeholder value. And to us
the most important stakeholders are shareholders who own our business, employees who work
with us and clients or customers who purchase our products and services.

CARGO HANDLING EQUIPMENT

In April 2009, KPPL installed 2 no LHM 400 104 t capacity Harbor Mobile Cranes from
Liebherr Werk Nenzing GmBH. These are tyre mounted cranes with multiple attachments –
37 m3 grab buckets and attachments for handling logs, containers (spreader) and rotating hook.
Miscellaneous small plant – dumpers, pay loaders and mobile cranes are also in operation.

FACILITIES & SERVICES

Port offers specialized equipment and storage facilities to suit the following commodities:

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 MARG Karaikal Port is equipped with the latest state-of-the-art equipment to enable fast,
smooth and safe unloading and evacuation of all types of cargo
 The port has 3 Mobile harbor Cranes – Leibherr LHM 400
 The port is fully equipped with all the requisite material handling equipment such as
Loaders, Excavators, Tippers and Fork-Lifts etc.,
 The port will also feature oil storage facilities of 16000 KL for edible oil and molasses
and infrastructure development for these oil storage tanks is currently underway
 The port also handles containers
 Karaikal offers a distinct distance advantage when compared to competition in road and
railway connectivity
 At present MARG Karaikal Port have 5 berths, one for liquid/general cargo, two for
container/general cargo and two for coal.

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1.4 OBJECTIVES OF THE STUDY
 To study the road and rail transport at marg karaikal port
 To identify the types of cargo handled through road and rail transport.
 To evaluate the quantum of cargo handled through road and rail transport respectively
 To measure the total handled through road and rail transport.
 To compare road and rail transports of marg karaikal port.

1.5 SCOPE OF THE STUDY

The study makes a view about rail and road connectivity to know the cost effectiveness
of fright for import and export. It makes a comparison between road and rail to find the better
cost of frights. The study also has potential information about berthing facilities for cargo
movement in railways and roadways at present and future.

1.6 NEED OF THE STUDY

To review the cargo movement from the point origin to point of destination with railways
for comparison with roadways at KPPL. The researcher needs to study whether the existing
system of cargo handling through roadways and railways and their satisfaction level of
respective customers.

1.7 LIMITATIONS OF THE STUDY

 The study period was very shorter than the required time and hence the information was
collected during short period of time.
 The study is applicable to rail and road logistics only related to marg KPPL.

34
 CHAPTER-2
2. REVIEW OF LITERATURE
Bh.Venkateswara Rao (2013), “Passenger Business of Indian Railways: Need For
Turnaround Measures”, Passenger segment is one of the two major streams of IR’s business with
33 percent share in total traffic earnings. Ironically, this business has been witnessing heavy
losses year after year and the losses reached an alarming level of Rs. 20,377.34 Cr. during 2009-
10, when the total revenues from passenger traffic was only Rs. 23,414.44 Cr.. The huge losses
in the passenger business of IR can be attributed to social service obligations coupled with its
inability to provide qualitative services to passengers. In view of this, an attempt is made in this
article to assess the performance of passenger business and also the turnaround measures to be
undertaken to tide over the crisis of IR in its passenger business.

M. Jones-Leea & M. Spackmanb (July 2013), “The development of road and rail
transport safety valuation in the United Kingdom” ,An extensive body of theoretical and
empirical work has been undertaken in the UK since the middle of the last century on the
estimation of values of safety for use in the appraisal of proposed transport projects, particularly
road and rail. This research has focused largely on ‘willingness-to-pay’ based values in order to
measure the strength of the travelling public's preference for marginal improvements in transport
safety, relative to consumption of other goods and services. In terms of practical policy making,
the research has resulted in a set of values for the prevention of statistical fatalities and non-fatal
injuries that are applied not only in transport safety decision making, but also in other public
sector contexts. This paper summarizes the main findings of this research.

Lauri Lättilä, Ville Henttu, Olli-Pekka Hilmola (August 2013), “Hinterland operations
of sea ports do matter: Dry port usage effects on transportation costs and
CO2emissions”Decreasing carbon dioxide (CO2) emissions is one of the most important tasks
for the society in the 21st century. One possibility to decrease emissions originating from
transportation is to utilize more rails instead of relying simply on road transportation. In the dry

35
port concept an inland intermodal terminal is connected to a sea port using railways. This study
analyzes impacts of dry ports in a Finnish context. We compare two different configurations: In
the first one shippers drive directly to a sea port, while in the second one they use dry ports.
The systems are evaluated by using discrete-event simulation. In the systems we are
interested in two issues: (1) Level of CO2 emissions, and (2) Costs to transport the goods in
different configurations. We use different scenarios for future energy prices and estimate both
the costs and CO2 emission development in these scenarios. We also compare the results to a
situation, where emissions are minimized instead of costs. Implications on larger scale are also
discussed, for example in the Baltic Sea and North Sea area, where strict sulfur emission
restrictions are seen to harm sea transport and increase concentration on small number of sea
ports.

G. Raghuram (July 2012), “Container movement by rail in India: A review of policy

evolution”, Container movement by rail was a monopoly of Indian Railways (IR) until 2005. Its
subsidiary Container Corporation (CONCOR) was the sole operator of container trains. Entry of
other entities in 2007 has been driven by larger public policy concerns. In the process, issues
such as incumbent resistance, entry barriers, and lack of level playing field had an impact. These
issues were enhanced by the use of a closely held organization as a consultant, and conflicting
roles of IR as licensor, regulator, service provider, and operator. This paper attempts to review
the process starting from the policy announcement (February 2005) to evolution of a Model
Concession Agreement (January 2007). It shows how policies were influenced by the incumbent
to restrict competition by creating barriers on the one hand and how an alternate view provided
by external entities, like the Planning Commission and other non-IR stakeholders significantly
altered the course of action leading to entry of a large number of competing players.

Yang L, Li K, Gao K, Li X (Oct 2012), “Optimizing trains movement on a railway

network”, Focusing on solving critically important train operation problems on a railway
network, this paper investigates a mathematical model for finding optimal trains movements
under the consideration of operational interactions. With the predetermined routing and
traversing order plan, we explicitly consider the optimization of energy consumption and travel
time as the objective based on the coasting control methods. To reduce the calculation

36
difficulties, simulation-based methodologies are proposed to compute the energy consumption
and traversing time through using specific performance of the involved trains.

Saptarshi Ghosh, Avishek Banerjee, Niloy Ganguly (2012), “Some insights on the
recent spate of accidents in Indian Railways”,Indian Railways (IR), the largest rail passenger
carrier in the world, has experienced 11 major accidents due to derailment or collision between
trains in the year 2010, leading to several human casualties and large-scale disruptions in traffic.
Alarmingly, 8 of these 11 accidents have occurred within a specific geographical region known
as the Indo-Gangetic plain. In order to identify the general causes of such frequent accidents, and
the specific factors leading to repeated accidents in a particular region, we systematically collect
and analyze data of IR traffic over the last two decades. We find that there has been an
unbalanced growth in IR traffic in the Indo-Gangetic plain over the last two decades, and
consequently most of the high-traffic rail-routes presently lie in this region. However,
construction of new tracks and train-routes has been nominal compared to the increase in traffic,
leading to frequent congestion and over-utilization of existing tracks. Modeling the traffic-flow
using computer simulations, we also show that if all trains were to travel in accordance with the
IR schedule, the present infrastructure would be insufficient to handle the resultant traffic-flow in
some of the high-traffic routes. Hence this study reflects some of the inherent problems in the
scheduling of trains and evolution of IR, and also identifies several regions where traffic is likely
to exceed safe limits.

Francesca Pagliara, Enrica Papa (March 2011), “Urban rail systems investments”:
an analysis of the impacts on property values and residents’ location” Light rail, metro and other
urban rail transit systems can play a significant role in improving the attractiveness and quality
of urban public transport. They can influence the attractiveness of locations near the stations and
improve accessibility for these locations. Furthermore urban rail can improve a location’s
attractiveness by its image effect: it makes a station appear modern and dynamic, and thus raises
the status of this location. This paper summarizes findings on the land-use and economic impacts
of the urban rail system of the city of Naples over time and space. It examines changes in
residential and non-residential (offices and retail) property prices around the newly built stations

37
between 2001 and 2008 as well as the changes in the number of residents for the same station
catchment areas.

Feli X. Shi, Siew Hoon Lim, Junwook Chi, (2011), “Railroad productivity analysis:
case of the American Class I railroads” Railroads have invested heavily in technology over the
years to enhance efficiency and productivity. However, two recent economic studies find that
railroad productivity has slowed in recent years. The authors' benchmarking analysis sheds light
on how individual railroads performed relative to their peers, and what they could learn from
industry best practice. The benchmarking study enables the authors to report each railroad's
performance instead of reporting industry-wide aggregate indexes or industry averages which
tend to mask performance variations. The paper also examines the causal factors of recent
productivity growth and provides useful information for the industry and its regulators. The US
railroad industry has become increasingly concentrated with seven Classes I railroads accounting
for over 90 percent of the industry's revenue. Because the small sample size creates a
dimensionality problem for data envelopment analysis (DEA) with contemporaneous frontiers,
the authors use sequential DEA and calculate the Malmquist productivity indexes using
sequential frontiers. Through a decomposition process, changes in productivity are attributed to
technical efficiency change, technical change, and scale efficiency change.

Richard Batley, Joyce Dargay, Mark Wardman (January 2011), “The impact of
lateness and reliability on passenger rail demand”, to date, forecasts of the demand impacts of
lateness and reliability have been derived largely from individual-level models taken at a
snapshot in time. The contribution of this paper is to develop a dynamic model of rail demand at
the market-level, yielding short and long-run elasticity with respect to lateness. Whereas
individual-level models have suggested a high valuation of lateness and reliability, our market-
level models indicate a relatively mooted demand response. Reconciling these findings, we
reason that, whilst rail travellers show considerable disdain for experiences of lateness, such
experiences will not necessarily dissuade them from travelling by train.

38
 Emilio Esposito, Renato Pissarro (2009), "Evolution of the supply chain in the
Italian railway industry", This paper aims to fill the research gap represented by the lack of
analysis on the industry's specific factors which affect the evolution of customer-supplier
relationships and the entire supply chain organization in the railway manufacturing industry by
providing an interpretative framework. The research is based upon an in-depth longitudinal case
study on AnsaldoBreda, the main Italian railway company that is representative of the EU
context. The study was conducted over a period of ten years. The empirical findings highlighted
that in recent decades the hierarchical relationships among firms operating in the Italian railway
have been modified. The approach taken restricts the empirical findings to the Italian railway
industry. However, various elements show that the case study is representative of the European
railway industry as well. the practical indications at three different levels: for large firms (both
manufacturers and operator firms) regarding the leading role assumed in the supply chain, for
small supplier firms regarding cost efficiency, technology, organization and quality improvement
to be competitive in the global market, and for railway transport as a whole regarding quality of
service, customer satisfaction and railway transport demand.

T. Godwin, Ram Gopalan, T.T. Narendran (May 2008), “Tactical locomotive fleet
sizing for freight train operations”, Determination of fleet size of locomotives and of a policy
to deadhead them are tactical issues that influence the level of customer service in a rail network.
This paper considers a railroad system in which a priori freight train schedule does not exist. A
simulation-based approach is proposed for tactical locomotive fleet sizing. The study shows that
the throughput increases with the number of locomotives upto a certain level; after that the
congestion caused by the movements of large number of locomotives in the capacity-constrained
rail network offsets the potential benefit of a large fleet.

39
 Mark Wardman, William Lythgoe, Gerard Whelan (2007), “RAIL Passenger
Demand Forecasting: Cross-Sectional Models Revisited” This chapter revisits cross-sectional
models of rail travel demand, a much neglected area in recent years, by covering three
developments in the context of inter-urban travel. First, the models are extended to allow a
detailed analysis of catchment areas; the ticket-sales data that are used to estimate these models
only cover journeys between stations.
Second, access to and egress from stations are investigated by refining functions of
population and accessibility to stations separately from rail service quality. The best models are
achieved with inverted s-shaped access and egress functions rather than assuming constant
elasticity. Third, station choice is modeled using a multinomial logic model that yields fresh
insights into rail travel demand.

Gerard Whelan, Daniel Johnson (2004), “Modeling the impact of alternative fare
structures on train overcrowding”: The Strategic Rail Authority (SRA) provides the backbone
to rail regulation in Great Britain. As part of its responsibilities, the SRA monitors overcrowding
on trains which it measures in terms of the proportion of passengers on trains in excess of the
seat capacity for longer distance services, and with an allowance for standing passengers on
shorter journeys of less than 20 min. Overcrowding on Britain's railways fell during the early
1990s but has been on the increase since 1996 with particularly acute problems in the morning
peak for services travelling to London. In a study conducted on behalf of the SRA we developed
the PRAISE rail operations model to include penalties for overcrowding based upon journey
purpose, journey time and degree of overcrowding. Using demand, fares and timetable
information for an actual case study route, we examine how fares and ticketing restrictions can
be set to manage demand throughout the day without significantly reducing the overall demand
for rail travel.

40
 Gregory Field, (1995), "Designing the capital-labor accord: Railway labor, the state
and the Beyer Plan for union-management Co-operation”: Examines the origins and
ideology of the Beyer Plan, a co-operative productivity venture designed in 1918 for railway
labor by Taylor Society member, Otto Beyer, but not implemented until after the 1922 strike.
Argues that the traditional depictions of the plan as a sign of labor’s ebbing strength in the 1920s
neglect the extent to which the plan marks the emergence of a constellation of interests that
influenced industrial relations in the following decades. The plan promoted a reformulation of
the wage relation, involving a break with piece-work and a focus on aggregate productivity
levels.

Rabindra Nath Sen, Anindya Kumar Ganguli (June 1982), “Preliminary

investigations into the loco-man factor on the indian railways”: After a brief consideration of
the existing literature pertaining to the ergonomic analysis and design of locomotive drivers'
cabins, the present paper describes the results of a questionnaire survey among 26 electric
locomotive drivers in India, with some recommendations. A preliminary analysis of the controls
and displays in the cabin has been presented.

41
 CHAPTER-3

RESEARCH METHODOLOGY

INTRODUCTION

Research is a scientific and systematic search for pertinent information on a specific

topic. It is an art of scientific investigation.

Research methodology is a way to systematically solve the research problem. The

methodology employed for the study was mainly through primary data and secondary data.

According to Clifford Woody, Research comprises defining and redefining problems,

formulating hypothesis or suggested solutions, collecting, organizing and evaluating data,
making deductions and reaching conclusions and at last carefully testing the conclusions to
determine whether they fit the formulating hypothesis.

3.1 RESEARCH PROCESS

DESCRIPTIVE RESEARCH

The study adopted is descriptive research, which includes surveys and fact finding
enquiries of different kinds. The major purpose of Descriptive Research is the description of the
state of affairs as it’s exists at present. The main characteristics of this type of research are that
the researcher has no control over the variables. It can only report what has happened or what is
happening.

RESEARCH INSTRUMENT

The research instrument used in this study is structured questionnaire. Structured

questionnaire are those in which there are predetermined questions relating to the aspect, for
which the researcher collects the data. The questions are presented with exactly the same
contents and some order to all respondents.

42
SAMPLING PROCEDURE

Sampling is the process of selecting a sufficient number of elements from the population.
So that a study of sample and an understanding of its properties or characteristics would make it
possible to generalize such properties or characteristics to the population elements.

3.2 DATA COLLECTION

Data refers to information or facts. It includes numerical figures, non-numerical figures,

descriptive fact and qualitative information. The task of data collection begins after research
problem has been decided.

The nature of the data is both primary and secondary data.

PRIMARY DATA
The primary data are those that are collected through questionnaire. The questionnaire was
framed in such a manner to obtain correct information, grade suitability for the study. All the
questionnaires were collected from the higher authority.

SECONDARY DATA

Secondary data has been collected from the company websites, company documents and
magazines.

Sampling technique - 400

Sample size:

Road transport employees -50

Rail transport employees -50

Total sample has been selected from 50 each road and 50 rail.

3.3 TOOLS USED FOR ANALYSIS

STATISTICAL TOOLS

The tools used here are

43
  Percentage Analysis
 Chi-Square Analysis

PERCENTAGE ANALYSIS

One of the simplest methods of analysis is the percentage method. It is one of the
traditional statistical tools. Through the use of percentage, the data are reduced in the standard
form with the base equal to 100, which facilities comparison

The formula used to compute Percentage Analysis is

D Percentage of respondents = Number of respondents

X 100
Total number of respondents

CHI-SQUARE TEST

Chi-square is a statistical test commonly used to compare observed data with data we
would expect to obtain according to a specific hypothesis. The Chi-square test is used to make
comparisons between theoretical population and actual data when categories are used. The test is
in fact, a technique through the use of which it is possible for all researchers to find

I. Test of goodness of fit,

II. Test the significance of association between two attributes

III. Test the homogeneity or the significance of population variance

X2 = ∑ (O – E)2
E

where

X2 = Chi-square

O = Observed Frequency

44
 E = Expected Frequency

E = Row Total × Column Total

Grand Total

Degree of freedom =(r-1) (c-1)

The level of significance for the test is 5%

45
 TABLE 4.1

AGE OF RESPONDENT IN ROAD TRANSPORT

NO Of PERCENTAGE
SL.NO AGE
RESPONDENTS %

1 18-25 15 30

2 26-30 20 40

3 35 and above 15 30

TOTAL 50 100

INTERPRETATION

The above table that the respondents constitute 30% categorized under the age group of 18-25
years, where as 40% of respondents are under the age group of 26-30 years, 30% of the
respondents are under the age group of 35 years above.

46
 CHART 4.1

AGE OF RESPONDENT IN ROAD TRANSPORT

47
 TABLE 4.2

GENDER OF RESPONDENTS

NO OF PERCENTAGE
SL.NO GENDER
RESPONDENTS %

1 Male 50 100

2 Female 0 0

TOTAL 50 100

INTERPRETATION

The above table show that 100% of the respondents are male and 0% of the respondents are
female.

48
 CHART 4.2

GENDER OF RESPONDENTS

49
 TABLE 4.3

EDUCATION IN RESPONDENTS

NO OF PERCENTAGE
SL.NO EDUCATION
RESPONDENTS %

1 school 10 20

2 UG 25 50

3 PG 15 30

4 Others 0 0

TOTAL 50 100

INTERPETATION

The above table shows that the respondents constitute 20% categorized under the schooling, where as
50% of respondents are under the UG,30% of respondents are under the PG, and remaining 0% of
respondents are under the others.

50
 CHART .4.3

EDUCATION OF RESPONDENTS

51
 TABLE .4.4

EXPERIENCE OF RESPONDENTS

NO OF PERCENTAGE
S.NO EXPERIENCE
RESPONDENTS %

1 1 year 5 10

2 2 years 12 24

3 3 years 18 36

4 4 years 15 30

TOTAL 50 100

INTERPETATION

The above table shows that the respondents constitute 10% categorized under the experience one year,
where as 24% of respondents are under the experience two year, 36% of respondents are under the
experience three year and remaining 30% of the respondents are come under the four years.

52
 CHART 4.4

EXPERIENCE OF RESPONDENTS

53
 TABLE 4.5

TIMELY DELIVERY DESTINATION

TIMELY
NO OF PERCENTAGE
SL .NO DELIVERY
RESPONDENTS %
DESTINATION

1 Rail 22 44

2 Road 28 56

TOTAL 50 100

INTERPETATION

The above table shows that timely delivery and destination of respondent’s majority of the
respondents is road 56% and 44% of the respondents are under the rail category.

54
 CHART 4.5

TIMELY DELIVERY DESTINATION

55
 TABLE 4.6

MATERIAL HANDLING

MATERIAL NO OF PERCENTAGE
SL.NO
HANDLING RESPONDENTS %

1 Highly satisfied 10 20

2 Satisfied 20 40

3 Neutral 8 16

4 Dis satisfied 12 24

5 Highly dissatisfied 0 0

TOTAL 50 100

INTERPETATION

The above table shows that 20% of the respondents are highly satisfied of material handling
where as 40% of the respondents are satisfied of material handling where as 16% of the respondents are
neutral of material handling where as 16% of the respondents are dissatisfied of material handling and 0%
of the respondents are highly dissatisfied of material handling.

56
 CHART 4.6

MATERIAL HANDLING

57
 TABLE .4.7

LOGISTICS ACTIVITIES IN ROAD TRANSPORT

LOGISTICS NO OF PERCENTAGE
SL.NO
ACTIVITIES RESPONDENTS %

1 Receiving 10 20

2 Material handling 20 40

Loading and
3 9 18
unloading

4 warehousing 11 22

TOTAL 50 100

INTERPRETATION

The above table shows that logistics activities 20% of the respondents are preferred receiving
and 40% of the respondents are preferred material handling and 18% of the respondents are preferred
loading and unloading and 22% of the respondents are preferred warehousing.

58
 CHART 4.7

LOGISTICS ACTIVITIES IN ROAD TRANSPORT

59
 TABLE 4.8

SATISFACTORY LEVEL OF CAPACITY IN PORT

SATISFACTORY PERCENTAGE
NO OF
SL NO LEVEL OF
RESPONDENTS %
CAPACITY

1 Yes 50 100

2 No 0 0

TOTAL 50 100

INTERPETATION

The above table shows that satisfactory level of capacity of respondents majority of the
respondents is yes that are 100% and 0% of respondents are under the no category.

CHART 4.8

60
SATISFACTORY LEVEL OF CAPACITY IN PORT

TABLE .4.9

61
 BERTHING FACILITY IN PORT

BERTHING
NO OF PERCENTAGE
SL NO FACILITY IN
RESPONDENTS %
PORT

1 Yes 50 100

2 No 0 0

TOTAL 50 100

INTERPETATION

The above table shows that berthing facility in port of respondents majority of the respondents
is yes that are 100% and 0% of respondents are under the no category.

CHART 4.9

62
BERTHING FACILITY IN PORT

TABLE 4.10

63
 MULTI-MODE TRANSPIRATION IN PORT

MULTI-MODE NO OF PERCENTAGE
SL NO
TRANSPORTATION RESPONDENTS %

1 Yes 40 80

2 No 10 20

TOTAL 50 100

INTERPETATION

The above table shows that berthing facility in port of respondents majority of the respondents
is yes that are 100% and 0% of respondents are under the no category.

CHART 4.10

64
MULTI-MODE TRANSPIRATION IN PORT

TABLE 4.11

65
 ROAD TRANSPORT IN PORT

ROAD PERCENTAGE
NO OF
SL.NO TRANSPORT IN
RESPONDENTS %
KPPL

1 Highly satisfied 28 56

2 Satisfied 12 24

3 Neutral 10 20

4 Dis satisfied 0 0

5 Highly dissatisfied 0 0

TOTAL 50 100

INTERPETATION

The above table shows that 56% of the respondents are highly satisfied to road transport and 24% of the
respondents are satisfied to road transport and 20% of the respondents are neutral to road transport and
0% of the respondents are dissatisfied to road transport and 0% of the respondents are highly dissatisfied
to road transport.

CHART 4.11

66
ROAD TRANSPORT IN PORT

TABLE .4.12

67
 AMOUNT OF CARGO PER MONTH (AVERAGE)

AMOUNT OF PERCENTAGE
NO OF
SL.NO CARGO PER
RESPONDENTS %
MONTH

1 2 lakhs tones 20 40

2 2-3 lakhs 5 10

3 3-4 lakhs 15 30

4 Above 4 lakhs 10 20

TOTAL 50 100

INTERPRETATION

The above table shows that amount cargo per month. 20% of the respondents are 2 lakhs tones and 5%
of respondent’s 2-3 lakhs tones and 30% of the respondents 3-4 lakhs tones and 20% of the respondents
above 4 lakhs.

CHART 4.12

68
AMOUNT OF CARGO PER MONTH (AVERAGE)

TABLE 4.13

69
 AMOUNT OF EXPORT CARGO PER MONTH

EXPORT CARGO NO OF PERCENTAGE

SL.NO
PER MONTH RESPONDENTS %

1 2 lakhs tones 5 10

2 2-3 lakhs 10 20

3 3-4 lakhs 15 30

4 Above 4 lakhs 20 40

TOTAL 50 100

INTERPRETATION

The above table shows that amount export cargo per month. 10% of the respondents are 2 lakhs tones
and 20% of respondent’s 2-3 lakhs tones and 30% of the respondents 3-4 lakhs tones and 40% of the
respondents above 4 lakhs.

CHART. 4.13

70
AMOUNT OF EXPORT CARGO PER MONTH

TABLE 4.14

71
 CARGO HANDLING MOSTLY IN PORT

CARGO HANDLE NO OF PERCENTAGE

SL NO
MOSTLY RESPONDENTS %

1 Road 35 70

2 Rail 15 30

TOTAL 50 100

INTERPETATION

The above table shows that cargo handle mostly of respondents. Majority of the respondents is
roads that are 70% and 30% of respondents are under the rail category.

CHART 4.14

72
CARGO HANDLING MOSTLY IN PORT

TABLE .4.15

73
 ROAD CONNECTIVITY IN PORT

ROAD
NO OF PERCENTAGE
SL.NO CONNECTIVITY
RESPONDENTS %

1 excellent 26 52

2 Very good 19 38

3 Good 4 8

4 fair 1 2

5 poor 0 0

TOTAL 50 100

INTERPETAION

The above table shows that opinion on road connectivity facilities at KPPL.52% of the respondent are
excellent and 38% of the respondents are very good and 8% of the respondents are good and 2% of the
respondents are fair and 0% of the respondents are poor.

CHART .4.15

74
ROAD CONNECTIVITY IN PORT

TABLE 4.16

75
 CARGO HANDLE IN ROAD TRANSPORT

CARGO HANDLE IN NO OF PERCENTAGE

SL.NO
ROAD TRANSPORT RESPONDENTS %

1 Project cargo 8 16

2 sugar 5 10

3 cement 12 24

4 containers 25 50

TOTAL 50 100

INTERPRETATION

The above table shows that bulk of cargo handled in road transport. 16% of the respondents are project
cargo and 10% of the respondents are sugar and 24% of the respondents are cement and 50% of the
respondents are containers.

CHART 4.16

76
CARGO HANDLE IN ROAD TRANSPORT

TABLE 4.17

77
 BULK CARGO HANDLING IN ROAD TRANSPORT

BULK CARGO NO OF PERCENTAGE

SL.NO
HANDLE RESPONDENTS %

1 Fertilizer 10 20

agricultural
2 4 8
commodities

3 Pet coke 24 48

containers
4 12 24

TOTAL 50 100

INTERPETATION

The above table shows that bulk of cargo handled in kppl. 20% of the respondents are fertilizer and 8% of
the respondents are agricultural commodities and 48% of the respondents are petcock and 24% of the
respondents are containers.

CHART 4.17

78
BULK CARGO HANDLING IN ROAD TRANSPORT

TABLE .4.18

79
 COST EFFECTIVE MODE IN PORT

COST PERCENTAGE
NO OF
SL.NO EFFECTIVE
RESPONDENTS %
MODE

1 Road 50 100

2 Rail 0 0

Total 50 100

INTERPETATION

The above table shows that cost effective of kppl. Majority of the respondents is road that is 100%
and 0% of the respondents are rail category.

CHART .4.18

80
COST EFFECTIVE MODE IN PORT

TABLE 4.19

81
 UTILIZATION OF MATERIAL HANDLING IN ROAD TRANSPORT

UTILIZATION OF PERCENTAGE
NO OF
SL.NO MATERIAL
RESPONDENTS %
HANDLING

1 High 15 30

2 Medium 30 70

3 low 5 10

TOTAL 50 100

INTERPETATION

The above table shows that 15% of the respondents are high level of utilization of material
handling and 70% of the respondents are medium level of utilization of material handling and 10% of the
respondents are low level utilization of material handling.

CHART 4.19

82
UTILIZATION OF MATERIAL HANDLING IN ROAD TRANSPORT

TABLE 4.20
83
 AGE OF RESPONDENTS IN RAIL

NO OF
SL NO AGE PERCENTAGE
RESPONDENTS

1 18-25 10 20

2 26-30 25 50

3 35 and above 15 30

Total 50 100

INTERPRETATION

The above table that the respondents constitute 20% categorized under the age group of 18-25
years, where as 50% of respondents are under the age group of 26-30 years, 30% of the
respondents are under the age group of 35 years above.

CHART 4.20

84
AGE OF RESPONDENTS IN RAIL

TABLE 4.21

GENDER OF RESPONDENTS

85
 NO OF
SL NO GENDER PERCENTAGE
RESPONDENTS

1 male 41 82

2 female 9 18

TOTAL 50 100

INTERPRETATION

The above table shows that 82% of the respondents are male and 18% of the respondents are
female.

CHART 4.21

GENDER OF RESPONDENTS

86
 TABLE 4.22

EDUCATION IN RESPONDENTS

87
 NO OF
SL NO EDUCATION PERCENTAGE
RESPONDENTS

1 school 13 26

2 UG 17 34

3 PG 11 22

4 others 9 18

TOTAL 50 100

INTERPRETATION

The above table shows that the respondents constitute 26% categorized under the schooling, where as
34% of respondents are under the UG ,22% of respondents are under the PG, and remaining 18% of
respondents are under the others.

CHART 4.22

EDUCATION IN RESPONDENTS

88
 TABLE .4.23

EXPERIENCE OF RESPONDENTS

89
 NO OF
SL NO EXPERIENCES PERCENTAGE
RESPONDENTS
1 1 year 17 34
2 2 year 11 22
3 3 year 14 28
4 4 year 8 16
Total 50 100

INTERPRETATION

The above table shows that the respondents constitute 34% categorized under the experience one year,
where as 22% of respondents are under the experience two year, 28% of respondents are under the
experience three year and remaining 16% of the respondents are come under the four years.

CHART .4.23

EXPERIENCE OF RESPONDENTS

90
 TABLE 4.24

TIMELY DELIVERY DESTINATION

91
 NO OF
SL NO PREFERENCES PERCENTAGE
RESPONDENTS

1 road 8 16

2 rail 42 84

Total 50 100

INTERPRETATION

The above table shows that timely delivery and destination of respondent’s majority of the
respondents is road 16% and 84% of the respondents are under the rail category.

CHART. 4.24

TIMELY DELIVERY DESTINATION

92
 TABLE 4.25

MATERIAL HANDLING IN RAIL

93
 MATERIAL NO OF
SL NO PERCENTAGE
HANDLING RESPONDENTS
1 high satisfied 8 16

2 satisfied 25 50

3 neutral 17 34

4 dissatisfied - -

5 highly dissatisfied - -

Total 50 100

INTERPRETATION

The above table shows that 16% of the respondents are highly satisfied of material handling
where as 50% of the respondents are satisfied of material handling where as 34% of the respondents are
neutral of material handling where as 16% of the respondents are dissatisfied of material handling and 0%
of the respondents are highly dissatisfied of material handling.

CHART 4.25

MATERIAL HANDLING IN RAIL

94
 TABLE .4.26

LOGISTICS ACTIVITIES IN RAIL TRANSPORT

95
 LOGISTICS NO OF
SL NO PERCENTAGE
ACTIVITY RESPONDENTS

1 Receiving 16 32

2 Material handling 10 20

Loading and un
3 16 32
loading

4 Warehousing 8 16

Total 50 100

INTERPRETATION

The above table shows that logistics activities 32% of the respondents are preferred receiving
and 20% of the respondents are preferred material handling and 32% of the respondents are preferred
loading and unloading and 16% of the respondents are preferred warehousing.

CHART .4.26

LOGISTICS ACTIVITIES IN RAIL TRANSPORT

96
TABLE 4.27

97
 SATISFACTORY LEVEL OF CAPACITY IN PORT

STORAGE NO OF
SL NO PERCENTAGE
CAPACITY RESPONDENTS

1 yes 41 82

2 no 9 18

TOTAL 50 100

INTERPRETATION

The above table shows that satisfactory level of capacity of respondents majority of the
respondents is yes that are 82% and 18% of respondents are under the no category.

CHART 4.27

SATISFACTORY LEVEL OF CAPACITY IN PORT

98
TABLE. 4.28

99
 BERTHING FACILITY IN PORT

BERTHING
FACILITY IN NO OF
SL NO PERCENTAGE
RESPONDENTS
PORT

1 Yes 32 64

2 No 18 36

Total 50 100

INTERPRETATION

The above table shows that berthing facility in port of respondents majority of the respondents
is yes that are 64% and 36% of respondents are under the no category.

CHART 4.28

100
 BERTHING FACILITY IN PORT

TABLE 4.29

MULTI-MODE TRANSPIRATION IN PORT

101
 MULTI-MODE NO OF
SL NO PERCENTAGE
TRANSPORTATION RESPONDENTS

1 Yes 25 50

2 No 25 50

Total 50 100

INTERPRETATION

The above table shows that berthing facility in port of respondents majority of the respondents
is yes that are 50% and 50% of respondents are under the no category.

CHART 4.29

MULTI-MODE TRANSPIRATION IN PORT

102
 TABLE 4.30

ROAD TRANSPORT IN PORT

103
 RAIL TRANSPORT NO OF
SL .NO PERCENTAGE
IN PORT RESPONDENTS

1 Highly satisfied 26 52

2 Satisfied 14 28

3 Neutral 10 20

4 Dis satisfied 0 0

5 Highly dissatisfied 0 0

Total 50 100

INTERPRETATION

The above table shows that 52% of the respondents are highly satisfied to road transport and 28% of the
respondents are satisfied to road transport and 20% of the respondents are neutral to road transport and
0% of the respondents are dissatisfied to road transport and 0% of the respondents are highly dissatisfied
to road transport.

CHART 4.30

ROAD TRANSPORT IN PORT

104
 TABLE .4.31

AMOUNT OF CARGO PER MONTH (AVERAGE)

105
 AMOUNT OF
NO OF
Sl.NO CARGO PER PERCENTAGE
RESPONDENTS
MONTH AVERAGE

1 2 lakhs tones 10 20

2 2-3 lakhs 15 30

3 3-4 lakhs 5 10

4 Above 4 lakhs 20 40

Total 50 100

INTERPRETATION

The above table shows that amount cargo per month. 20% of the respondents are 2 lakhs tones
and 30% of respondent’s 2-3 lakhs tones and 10% of the respondents 3-4 lakhs tones and 40% of the
respondents above 4 lakhs

CHART .4.31

AMOUNT OF EXPORT CARGO PER MONTH (AVERAGE)

106
 TABLE 4.32

AMOUNT OF EXPORT CARGO PER MONTH

SL .NO EXPORT CARGO NO OF PERCENTAGE

PER MONTH RESPONDENTS

107
 1 2 lakhs tones 3 6

2 2-3 lakhs 12 24

3 3-4 lakhs 22 44

4 Above 4 lakhs 13 26

Total 50 100

INTERPRETATION

The above table shows that amount export cargo per month. 6% of the respondents are 2 lakhs
tones and 24% of respondent’s 2-3 lakhs tones and 44% of the respondents 3-4 lakhs tones and 26% of
the respondents above 4 lakhs

CHART 4.32

AMOUNT OF EXPORT CARGO PER MONTH

108
 TABLE 4.33

CARGO HANDLING MOSTLY IN PORT

SL .NO CARGO HANDLE NO OF PERCENTAGE

109
 MOSTLY RESPONDENTS

1 Road 0 0

2 Rail 50 100

Total 50 100

INTERPRETATION

The above table shows that cargo handle mostly of respondents. Majority of the respondents is
roads that are 0% and 100% of respondents are under the rail category.

CHART 4.33

CARGO HANDLING MOSTLY IN PORT

110
 TABLE .4.34

RAIL CONNECTIVITY IN PORT

111
 RAIL
NO OF
SL NO CONNECTIVITY PERCENTAGE
RESPONDENTS

1 excellent 16 32

2 Very good 20 40

3 Good 13 26

4 fair 1 2

5 poor 0 0

total 50 100

INTERPRETATION

The above table shows that opinion on rail connectivity facilities at port 32% of the respondent are
excellent and 40% of the respondents are very good and 26% of the respondents are good and 2% of the
respondents are fair and 0% of the respondents are poor

CHART .4.34

RAIL CONNECTIVITY IN PORT

112
 TABLE 4.35

CARGO HANDLE IN RAIL TRANSPORT

CARGO HANDLE IN NO OF
SL NO PERCENTAGE
ROAD TRANSPORT RESPONDENTS

1 Iron ore 8 16

113
 2 Coal 38 76

3 Cement 2 4

4 Gypsum 2 4

Total 50 100

INTERPRETATION

The above table shows that of cargo handled in rail transport. 16% of the respondents are iron ore and
76% of the respondents are coal and 4% of the respondents are cement and 2% of the respondents are
gypsum.

CHART 4.35

CARGO HANDLE IN RAIL TRANSPORT

114
 TABLE 4.36

BULK CARGO HANDLING IN RAIL TRANSPORT

BULK CARGO NO OF
SL .NO PERCENTAGE
HANDLE RESPONDENTS

115
 1 Palm oil 12 20

agricultural
2 15 8
commodities

3 Steam coal 32 48

Edible oil
4 12 24

total 50 100

INTERPRETATION

The above table shows that bulk of cargo handled in rail transport. 20% of the respondents are palm oil
and 8% of the respondents are agricultural commodities and 48% of the respondents are steam coal and
24% of the respondents are edible oil

TABLE 4.36

BULK CARGO HANDLING IN RAIL TRANSPORT

116
 TABLE .4.37

COST EFFECTIVE MODE IN PORT

117
 COST EFFECTIVE NO OF
SL NO PERCENTAGE
MODE RESPONDENTS

1 Road 0 0

2 Rail 50 100

Total 50 100

INTERPRETATION

The above table shows that cost effective of KPPL Majority of the respondents is road that are 0%
and 100% of the respondents are rail category.

CHART .4.37

COST EFFECTIVE MODE IN PORT

118
 TABLE 4.38

UTILIZATION OF MATERIAL HANDLING IN ROAD TRANSPORT

119
 UTILIZATION OF
NO OF
SL .NO MATERIAL PERCENTAGE
RESPONDENTS
HANDLING

1 High 14 30

2 Medium 26 70

3 low 10 10

total 50 100

INTERPRETATION

The above table shows that 30% of the respondents are high level of utilization of material
handling and 70% of the respondents are medium level of utilization of material handling and 10% of the
respondents are low level utilization of material handling.

CHART 4.38

UTILIZATION OF MATERIAL HANDLING IN ROAD TRANSPORT

120
 CHI SQUARE TEST
TABLE.4.39

IMPORT CARGO HANDLING PER MONTH IN PORT

121
Road 2 lakhs 2-3 lakhs 3-4 lakhs Above 4 lakhs TOTAL

Rail

2 lakhs 0 2 0 1 3

2-3 lakhs 2 6 4 0 12

3-4 lakhs 1 1 1 19 22

Above lakhs 2 1 10 0 13

TOTAL 5 10 15 20 50

NULL HYPOTHESIS (H 0):

There is no significant relationship between Road and rail

ALTERNATIVE HYPOTHESIS (H1):

There is significant relation between Road and rail

Degree of freedom = (c-1)*(r-1) = 9

Hence the table value for 9 degree of freedom with 5% significance = 16.

122
 O E
(Observed (Expected O-E (O-E)^2 (O-E)^2/E
Frequency) Frequency)

0 0.15 -0.15 0.0225 0.15

2 0.6 1.4 1.96 3.2667

1 1.1 -0.1 0.01 0.0091
2 0.65 1.35 1.8225 2.8038
2 0.3 1.7 2.8900 9.6333
6 1.2 4.8 23.0400 19.2000
1 2.2 -1.2 1.4400 0.6545
1 1.3 -0.3 0.0900 0.0692
0 0.45 -0.45 0.2025 0.4500
4 1.8 2.2 4.8400 2.6889
1 3.3 -2.3 5.2900 1.6030
10 1.95 8.05 64.8025 33.2321
1 0.6 0.4 0.1600 0.2667
0 2.4 -2.4 5.7600 2.4000
19 4.4 14.6 213.1600 48.4455
0 2.6 -2.6 6.7600 2.6000
TOTAL 127.4708

Calculated value= 127.4708

Tabulated value= 16.92

Calculated value > Tabulated value

RESULT:

Calculated value is greater than tabulated value and hence null hypothesis is rejected.

INFERENCE:

There is significant relationship between road and rail

123
 TABLE .4.40

EXPORT CARGO HANDLING PER MONTH IN PORT

Road 2 lakhs 2-3 lakhs 3-4 lakhs Above 4 TOTAL Road

lakhs
Rail Rail

2 lakhs 2 8 3 7 20 2 lakhs

2-3 lakhs 3 0 1 1 5 2-3 lakhs

3-4 lakhs 2 4 1 8 15 3-4 lakhs

Above lakhs 3 3 0 4 10 Above lakhs

TOTAL 10 15 5 20 50 TOTAL

NULL HYPOTHESIS (H 0):

There is no significant relationship between Road and rail

ALTERNATIVE HYPOTHESIS (H1):

There is significant relation between Road and rail

Degree of freedom = (c-1)*(r-1) = 9

Hence the table value for 9 degree of freedom with 5% significance = 16.

124
 O E
(Observed (Expected O-E (O-E)^2 (O-E)^2/E
Frequency) Frequency)

2 2 0 0 0

3 0.5 2.5 6.25 12.5

2 1.5 0.5 0.25 0.166
3 1 2 4 4
8 3 5 25 8.333
0 0.75 -0.75 0.5625 0.75
4 2.25 1.75 3.0625 1.3611
3 1.5 1.5 2.25 1.5
3 1 2 4 4
1 0.25 0.75 0.5625 2.25
1 0.75 0.25 0.0625 0.0833
0 0.5 -0.5 0.25 0.5
7 4 3 9 2.25
1 1 0 0 0
8 3 5 25 8.333
4 2 2 4 2
TOTAL 48.0264

Calculated value= 48.0264

Tabulated value= 16.92

Calculated value > Tabulated value

RESULT:

Calculated value is greater than tabulated value and hence null hypothesis is rejected.

INFERENCE:

There is significant relationship between road and rail

125
 CHAPTER V

5. FINDINGS, SUGGESTIONS AND CONCLUSIONS

5.1 FINDINGS

 Majority of respondents 26-30 year of the age.

 Majority of respondents are 50 of male

 Majority of the respondents are under graduate in education.

 Majority of respondents are 36% of employees are three year.

 Majority of respondents are 56% are preferred for rail transport easily
timely delivery destinations

 Majority of respondents are 46% of satisfied in material handling

 40% of respondents are preferred in material handling on logistic

activities

 Satisfactory level of capacity in 50% respondents is said yes.

 Majority of respondents are 3-4 lakhs are said amount of cargo per month
average.

 Majority of respondents are 3-4 lakhs are said amount of export cargo per
month average.

 50 of respondents mostly used cargo handle in only road way.

 The majority of respondents 52% said road connectivity is excellent.

 The majority of respondents 50 % are through containers.

 The majority of respondents are bulk cargo handle pet coke in road
transport.

126
 The majority of 100% of respondents are cost effective mode.

 The majority of 70% of respondents are utilization of material handling in

medium.

 The majority of 50% of respondents are material handling said natural.

 In the rail transport the majority 32% of the respondents of loading and
unloading

 In the rail transport the majority 52% of the respondents are highly
satisfied.

 In majority of rail transport 76% of respondents are handle in coal.

 In majority of rail transport 70% are utilization of material handling is

medium.

127
5.2 SUGGESTIONS

 Employers will have may be trained well related o handling of

consignment in both rail and road .

 The material handling equipment may be equipped with mode

technology to speed of the process.

 Multi model transportation system in could to be developed for the

consultancy with clearing and forwarding agency.

 The warehouse infrastructure to be modernized by providing latest

equipment.

 The receiving and sending of the goods through road must to be

sequenced so that the time consignment will be reduced.

 The rail transportation may be among with co-ordination of railways

department so that waiting time of consignment can be minimized.

 To load and unload the consignment received road and rail may be
handled easily by established improved breathing facilities.

 The existing provision cargo including dry bulk and liquid bulk
should be modernized to able to handle more quantum of bulk
consignment.

128
5.3 CONCLUSION

The studies was carried out in MARG kppl as there where various problem of
cargo handling experienced in receiving and sending goods through road and rail
for which solution where provided. Necessary suggestion where provide it to
MARG kppl in improving they are facilities and infrastructure to be competition
enough for the current rate of advance requirement and dynamism. The finding of
the study reveal about the ways and means improving and effectively in handling
consignment in time for on effective operational methods. The study the also
provide it various information about the quantity of cargo handle by MARG kppl
recommendation for various improvement in material handling berthing facility
and other areas of ports.

129
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Bh.Venkateswara Rao (2013), “Passenger Business Of Indian Railways: Need For
Turnaround Measures”, International Journal of Logistics & Supply Chain Management
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G.raghuram (July 2012),“container movement by rail in India: A review of policy

evolution”, Journal of Transport Policy(Vol.22),page 20-28

Saptarshi Ghosh, Avishek Banerjee, Niloy Ganguly (2012), Some insights on the
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reliability on passenger rail demand” Transportation Research Part E: Logistics and
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131
 ANNEXURE
A COMPARATIVE STUDY ON CARGO HANDLING PERTAINING TO
ROAD AND RAIL TRANSPORT AT MARG KARAIKAL PORT

Questionnaire
QUESTIONNAIRE : A (ROAD TRANSPORT)

1.) Name : ____________________________

2.) Designation: ________________________________

3.) Age:
a) 18 -25 b) 26-30
c) 35 and above
4.) Gender:
a) Male
b) Female
5.) Education:
a) School b) UG
c) PG d) Others
6.) Experience in kppl:
a) 1 year b) 2 year
c) 3 year d) 4 year

7.) Which is your preference (rail or road) for timely delivery at the destination?

a) Road b) Rail

8.) Are you comfortable with the material handling facilities available in your
department?

a) Highly satisfied b) Satisfied

c) Neutral d) Dissatisfied e) Highly Dissatisfied

9.) Which of the following activities logistics is vital in kppl?

132
 a) Receiving b) Material handling
c) Loading and unloading d) Warehousing

10.) Do you have a satisfactory level of storage capacity in kppl?

a) Yes b) No

11.) Does kppl have enough berthing facility cargo movement?

a) Yes b) No

12.) Is it possible to integrate exiting multi model transportation in kppl?

a) Yes c) No

13.) Are you satisfied with road transport infrastructure inside KPPL?

a) Highly satisfied b) Satisfied

c) Neutral d) Dissatisfied e) Highly Dissatisfied

14.) What is the amount of cargo are to be handled (average) per month?

a) Below 2 lakhs tones b) 2-3 lakhs tones

c) 3-4 lakhs tones d) Above 5 lakh tones

15.) What is the amounting of export cargo per month?

a) Below 2 lakh to tones b) 2-3 lakhs tones

c) 3-4 lakhs tones d) Above 5 lakh tones

16.) Majority of the cargo handled mostly through road transport or rail transport

a) Road b) Rail

17.) How effective is the road connectivity when compared to rail connectivity?

a) Excellent b) Very good c) Good

d) Fair e) Poor

133
18.) What are all the types of major cargo handled in road transport in KPPL?

a) Project cargo b) sugar

c) Cement d) containers

19.) Which of the bulk cargo are handled in road transport in kppl?

a) Fertilizer b) agricultural commodities

c) Fire clay d) containers

20.) Which is the cost effective mode either road transport or rail transport

a) Road b) rail

21.) What is the rate of utilization of material handling equipment in road transports?

a) High b) medium c) low

22.) Suggest the ways to improve road transport cargo handling in kppl?

_____________________________________________________

134
 A COMPARATIVE STUDY ON CARGO HANDLING PERTAINING TO
ROAD AND RAIL TRANSPORT AT MARG KARAIKAL PORT

QUESTIONNAIRE: B (RAIL TRANSPORT)

1.) Name : ____________________________

2.) Designation: ________________________________

3.) Age:
a) 18 -25 b) 26-30
c) 35 and above
4.) Sex:
a) Male
b) Female
5.) Education:
a) School b) UG
c) PG d) Others
6.) Experience in kppl:
a) 1 year b) 2 year
c) 3 year d) 4 year

7.) Which is your preference (rail or road) for timely delivery at the destination?

a) Road b) Rail

8.) Are you comfortable with the material handling facilities available in your
department?

a) Highly satisfied b) Satisfied

c) Neutral d) Dissatisfied e) Highly Dissatisfied

9.) Which of the following activities logistics is vital in kppl?

a) Receiving b) Material handling

c) Loading and unloading d) Warehousing

135
10.) Do you have a satisfactory level of storage capacity in kppl?

a) Yes b) No

11.) Does kppl have enough berthing facility cargo movement?

a) Yes b) No

12.) Is it possible to integrate exiting multi model transportation in kppl?

a) Yes c) No

13.) Are you satisfied with rail transport infrastructure inside KPPL?

a) Highly satisfied b) Satisfied

c) Neutral d) Dissatisfied e) Highly Dissatisfied

14.) What is the amount of cargo are to be handled (average) per month?

a) Below 2 lakh to tones b) 2-3 lakhs tones

c) 3-4 lakhs tones d) Above 5 lakh tones

15.) What is the amounting of export cargo per month?

a) Below 2 lakh to tones b) 2-3 lakhs tones

c) 3-4 lakhs tones d) Above 5 lakh tones

16.) Majority of the cargo handled mostly through rail transport or road transport

a) Road b) Rail

17.) How effective is the rail connectivity when compared to road connectivity?

136
 a) Excellent b) Very good c) Good

d) Fair e) Poor

18.) What are all the types of major cargo handled in rail transport in KPPL?

a) Iron ore b) Coal

c) Cement d) Gypsum

19.) Which of the bulk cargo are handled in rail transport in kppl?

a) Palm oil b) Agricultural commodities

c) Steam coal d) Edible oil

20.) Which is the cost effective mode either rail transport or road transport

a) Road b) rail

21.) What is the rate of utilization of material handling equipment in rail transports?

a) High b) medium c) low

22.) Suggest the ways to improve rail transport cargo handling in kppl?

_____________________________________________________

137
138