Project Kamlesh

7/28/2019 Project Kamlesh

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EXPORTS

DOCUMENTATION

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Acknowledgement

I express my sincere thanks to my project guide, Mr. Tanveer Ahmed assistant

professor at Institute of Technology & Management, Bhilwara for guiding me right from

the inception till the successful completion of the project. I sincerely acknowledge him

for extending their valuable guidance, support for literature, critical reviews of project

and the report and above all the moral support he had provided to me with all stages

of this project.

I would like to thank RAJASTHAN TECHINICAL UNIVERSITY for giving anopportunity to work on a valuable project.

I would also like to thank Dr. Rohit Ramesh (Dean administration),Professiors &

supporting staff of institute of technology & Management Bhilwara, for their help and

cooperation throughout our project.

KAMLESH KUMAR BHANDARI

MBA 4th Sem.

(ITM Bhilwara)

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INDEX

S.No.

Contents

I Steel Industry

II Group Profile

III Company Profile

IV Export

V Export Transportation

VI Export process

VII Export Documentation

VIII Research methodology

IX SWOT Analysis

X Conclusion

XI Suggestion

XII Bibliography

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STEEL INDUSTRY

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1. Global Scenario

In 2007 the World Crude Steel output reached 1343.5 million metric tons and

showed a growth of 7.5% over the previous year. It is the fifth consecutive year

that world crude steel production grew by more than 7%. (Source: IISI)

China remained the worlds largest Crude Steel producer in 2007 also (489.00million metric tons) followed by Japan (112.47 million metric tons) and USA

(97.20 million metric tons). India occupied the 5th position (53.10 million metric

tons) for the second consecutive year. (Source: IISI)

The International Iron & Steel Institute (IISI) in its forecast for 2008 has

predicted that 2008 will be another strong year for the steel industry with

apparent steel use rising from 1,202 mllion metric tonnes in 2007 to 1,282

million metric tonnes in 2008 i.e. by 6.7%. Further, the BRIC (Brazil, Russia,

India and China) countries will continue to lead the growth with an expected

increase in production by over 11% compared to 2007.

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2. Domestic Scenario

The Indian steel industry has entered into a new development

stage from 2005-06, riding high on the resurgent economy and

rising demand for steel. Rapid rise in production has resulted in

India becoming the 5th largest producer of steel.

It has been estimated by certain major investment houses, such

as Credit Suisse that, Indias steel consumption will continue to

grow at nearly 16% rate annually, till 2012, fuelled by demand

for construction projects worth US$ 1 trillion. The scope for

raising the total consumption of steel is huge, given that per

capita steel consumption is only 40 kg compared to 150 kg

across the world and 250 kg in China.

The National Steel Policy has envisaged steel production to

reach 110 million tonnes by 2019-20. However, based on the

assessment of the current ongoing projects, both in Greenfield

and Brownfield, Ministry of Steel has projected that the steel

capacity in the county is likely to be 124.06 million tonnes by

2011-12. Further, it is expected that Indias steel capacity would

be nearly 293 million tonne by 2020.

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Domestic Demand

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3.Production

Steel industry was delicensed and decontrolled in 1991 & 1992 respectively.

Today, India is the 5th largest crude steel producer of steel in the world.

In 2007-08(Apri-June''07), production of Finished (Carbon) Steel was 12.088

million tones (Prov).

Production of Pig Iron in 2007-08(April-June'07) was 1.165 Million Tonnes

(Prov).

The share of Main Producers (i.e SAIL, RINL and TSL) and secondary

producers in the total production of Finished (Carbon) steel was 33% and 67%

respectively during the period 2007-08 (April-June, 2007).

Last 4 year's production of pig iron and finished (carbon) steel is given below:

(in million tonnes)

Category 2003-04 2004-05 2005-06 2006-07

(Provisional)

2007-08 (April-

June'07) (Prov.

estimated)

Pig Iron 3.764 3.228 4.695 4.960 1.165

Finished

Carbon Steel

36.957 40.055 44.544 49.391 12.088

(Source: Joint Plant Committee)

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4.Demand - Availability Projection

Demand Availability of iron and steel in the country is projected by Ministry of

Steel annually.

Gaps in Availability are met mostly through imports.

Interface with consumers by way of a Steel Consumer Council exists, which is

conducted on regular basis.

Interface helps in redressing availability problems, complaints related to quality.

5. Steel Prices

There has been an up-trend in the domestic steel prices since 2006-07 and the

trend accentuated since January this year.

Rise in raw material prices, strong demand in the international and domestic

market and up-trend in the global steel prices have been some of the reasons

cited by the industry for increase in the steel prices in the domestic market.

The mismatch in demand and supply is considered to be the main reason on the

demand side for the rise in steel prices.

The Government also took various fiscal and other measures for stabilizing the

steel prices like exempting pig iron, non alloy steel and steel making inputs like

zinc, Ferro-alloys and met coke from customs duty; withdrawing DEPB benefits

on export of various categories of steel products and bringing back railway

freight on iron ore from classification 180 to 170 for domestic steel producers.

In May 2008, the Government imposed 15% export duty on semi-finished

products, and hot rolled coils/sheet, 10% export duty on cold rolled coils/sheets

and pipes and tubes and 5% export duty on galvanized steel in coil/sheet form in

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order to further curtail rising prices and increase supply of steel in the domestic

market.

7. Exports of Iron & Steel

Iron & Steel are freely exportable.

Advance Licensing Scheme allows duty free import of raw materials for exports.

Duty Entitlement Pass Book Scheme (DEPB) introduced to facilitate exports.

Under this scheme exporters on the basis of notified entitlement rates, are granted

due credits which would entitle them to import duty free goods. The DEPB

benefit on export of various categories of steel items scheme has beentemporarily withdrawn from 27th March 2008, to increase availability in the

domestic market.

Exports of finished carbon steel and pig iron during the last four years and the

current year is as :

(Qty. in Million Tonnes)

Finished (Carbon)

SteelPig Iron

2002-2003 4.506 0.629

2003-2004 4.835 0.518

2004-2005 4.381 0.393

2005-2006 4.478 0.440

2006-2007 (Prov.estimated) 4.750 0.350

2007-2008(April-June 07)

(Prov.estimated)1.310 0.120

(Source: Joint Plant Committee)

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8. Opportunities for growth of Iron and Steel inPrivate Sector

The Growth Profile

(i) Steel

The liberalization of industrial policy and other initiatives taken by the Government

have given a definite impetus for entry, participation and growth of the private sector

in the steel industry. While the existing units are being modernized/expanded, a large

number of new/Greenfield steel plants have also come up in different parts of the

country based on modern, cost effective, state of-the-art technologies.

At present, total (crude) steel making capacity is over 34 million tonnes and India,

the 8th largest producer of steel in the world, has to its credit, the capability to

produce a variety of grades and that too, of international quality standards. As per the

ratings of the prestigious "World Steel Dynamics", Indian HR Products are classified

in the Tier II category quality products a major reason behind their acceptance in

the world market. EU, Japan has qualified for the top slot, while countries like South

Korea, USA share the same class as India.

(ii) Pig Iron

In pig iron also, the growth has been substantial. Prior to 1991, there was only one

unit in the secondary sector. Post liberalization, the AIFIs has sanctioned 21 new

projects with a total capacity of approx 3.9 million tonnes. Of these, 16 units have

already been commissioned. The production of pig iron has also increased from 1.6

million tonnes in 1991-92 to 5.28 million tonnes in 2002-03. During the year 2003-

04, the production of Pig Iron was 5.221 million tonnes.

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Emerging Trends in Steel Industry

The low per capita consumption of steel in India of 29 kg compared to 150 kg in the

world, and 350 kg in the developed world, according to the National Steel

Policy 2005, plus its large population, provide significant growth opportunities for

the domestic steel industry. The estimated urban consumption per capita per annum

is around 77 kg in India and is expected to reach approximately 165 kg in 2019-20,

implying a CAGR of 5 percent. This growth is expected to be driven mainly by the

construction, automobile, oil and gas transportation sectors. The rural consumption

of steel in India remains at around 2 kg per capita per annum. The National SteelPolicy envisages raising the per capita rural consumption of steel to 4 kg per annum

from the current levels by 2019-20, implying a CAGR of 4.4 percent.

Strong export growth for steel products provides further scope for increase in

domestic demand for steel. Over the past ten years steel exports from India have been

growing at a rate of around 10.4% per annum. The National Steel Policy 2005

envisages a growth rate of 10% per annum up to 2019-20. Government of India istaking various initiatives to promote steel exports from India such as encouraging

strategic alliances with buyback arrangements and dedicated export production

through 100% export oriented units.

An increasing investment in infrastructure, construction and urbanization as well as

growth in automobile, white goods and industrial sector is a further boost to the

optimism within the domestic steel industry.

Power: Addition of 41,000 MW of power generating capacity between 2002 and

2007 and about 61,000 MW between 2007 and 2012 should drive steel off take,

leading to an incremental consumption of 0.4 million tones in FY2006 itself.

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Roads: The government intends to embark on the construction of 48 new projects

with a view to four lanes about 10,000 kms of roads in addition to the existing

ongoing programme of National Highway Authority of India. With steel intensity in

the roads under construction being considerably higher than the legacy infrastructure,

the outlook for increased steel consumption on this count appears to be brighter.

Housing and Malls: Low interest rates and easy availability of housing finance has

resulted in a housing boom; the Housing and Urban Development Corporation

intends to add two million houses every year (35 per cent in urban areas), estimated

to create an additional annual demand of 0.6 to 0.8 mtpa of steel. From 25 malls in

2003, India expects to commission more than 220 malls by 2006 (estimated 40

million sq ft) and 600 malls by 2010 (100 million sq ft).

Automobile and ancillaries and White Goods: In 2004-5, Indias auto industry

consumed about 2.8 mt of steel (about 8 per cent of Indias steel consumption). This

is expected to grow at 11-12 per cent over the next three years following Indias

emergence as a global outsourcing hub for the auto industry. Rising income and the

easy availability of low cost finance has started a white goods (refrigerators, air

conditioners and washing machines) revolution in India, leading to an increased

consumption of steel.

White goods: Industrial Projects: Indias industrial growth is encouraging a

number of companies to reinvest leading to an increased consumption of steel, the

steel industry is expected to emerge as a major steel consumer itself. The positive

outlook for increasing steel demand in India along with the strategic advantages

offered have resulted in a keen interest from domestic and international steel majors

for setting up steel projects in India.

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GROUP PROFILE

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OP JINDAL GROUP

Om Prakash Jindal, the group founder, started off in a small village in Haryana by

trading in steel pipes. He established a manufacturing plant near Kolkata in 1952,

producing steel pipes, bends and sockets. Soon thereafter, he set up a similar

manufacturing unit at Hisar. In the early 1960s Jindal Steel achieved a breakthrough

when it developed India's first 100% indigenous pipe mill at Hisar. In 1970, O.P. Jindal

established Jindal Strips Limited and set up a mini steel plant at Hisar to manufacture

coils and plates through the electric and furnace route. Since then, Jindal Steel has not

looked back and has gone from strength to strength.

Today, the Jindal group is a multi-billion-dollar, multi-location, multi-product business

empire. From mining iron ore, the group produces hot-rolled and cold-rolled steel

products, high-grade pipes and value-added galvanized items. It has also diversified into

a foray of core sector businesses. The Jindal Group has manufacturing outfits across

India, US and Indonesia offices across the globe.

The technology-driven group employs large number of people across the globe. O.P.

Jindal Group, over the years, has built up a reputation for integrity and dynamism.

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'Growth with a social conscience has been a way of life for the Jindal group. The

group's strength lies in its individual companies, with each one committed to

consolidating its strengths and excelling in its chosen field.

The core team of the Group comprises the four sons of the founder. Prithviraj Jindal

leads Jindal SAW Limited. Sajjan Jindal has promoted the JSW Group of Companies.

Ratan Jindal leads Jindal Stainless Ltd, while Naveen Jindal is at the helm of affairs at

Jindal Steel & Power Ltd.

The Jindal group is a US $8 billion conglomerate, which over the last three decades has

emerged as one of India's most dynamic business groups. Jindal Steel is one of the

largest steel producers in India with 12 plants in India and 2 in USA. Founded in 1952

by O.P. Jindal, a first-generation entrepreneur, it is today a leading steel producer, with

interests spanning across the spectrum, from mining iron ore, to manufacturing value-

added steelProducts.

Ratan Jindal Sajjan Jindal

Prithviraj Jindal Naveen Jindal

BOARD OF DIRECTORS :

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Mrs. Savitri

Devi Jindal

Chairperson

Mr. Sajjan JindalVice Chairman &

Managing Director

Mr. Seshagiri

Rao M.V.S.

Jt. ManagingDirector &

Group CFO

Dr. Vinod Nowal

Director & CEO

(Vijayanagar Works)

Mr. JayantAcharya

Director (Sales& Marketing)

Mrs. Zarin DaruwalaNominee Director ofICICI Bank Limited

Mr. V. Madhu,

IAS

NomineeDirector ofKSIIDC

Mr. G R

Sundaravadivel

Nominee Director ofUTI Asset Management

Co. Pvt. Ltd.

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Dr. S.K. Gupta

DirectorMr. Uday M. Chitale

Director

Mr. Anthony

Paul Pedder

Director

Mr. K.Vijayaraghavan

Director

Mr. Sudipto

SarkarDirector

COMPANY

SECRETARY

Mr. LancyVarghese

STATUTORY

AUDITORS

M/s. Deloitte Haskins &Sells

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Jindal Stainless Ltd: Jindal Stainless is the largest integrated stainless steel

producer in India and the flagship company of the Jindal Group. Jindal Stainless Ltd. has

plants at Hisar and Vizag and is setting up a Greenfield integrated Stainless Steel project

in Orissa. Jindal's plant at Hisar is India's only composite stainless steel plant for the

manufacture of Stainless Steel Slabs, Blooms, Hot rolled and Cold Rolled Coils, 60% of

which are exported worldwide.

Jindal Saw Ltd: A Total Pipe Solutions company manufacturing and marketing

Large Diameter Submerged Arc Welded pipes, Seamless tubes & pipes and Ductile Iron

pipes. JSL is one of the country's largest producers of SAW pipes, which is widely used

in the energy sector for the transportation of oil and gas

Jindal Steel & Power Ltd:

Asias largest, and the worlds second largest coal-based sponge iron plant, also

manufacturing rails, blooms and power. JSPL is one of the leaders in Steel

Manufacturing and Power Generation in India. JSPL is the largest private sector investor

in the State of Chhattisgarh with a total investment commitment of more than Rs. 10,000

crores. Jindal Power Limited, wholly owned subsidiary of JSPL, is setting up a 1000

MW O P Jindal Super Thermal Power Plant at Raigarh, with an investment of over Rs.

4500 crores. JSPL has also ventured into exploration and mining of high value minerals

and metals, like diamond, precious stones, gold, platinum group of minerals, base

metals, tar sands etc.

JSW Steel Limited:

JSW Steel Ltd is a fully integrated steel plant having units across Karnataka and

Maharashtra producing from pellets to colour coated steel. JSW was founded in1982,

when the Jindal Group acquired Piramal Steel Ltd, which operated a mini steel mill at

Tarapur in Maharashtra. The Jindals renamed it as Jindal Iron and Steel Co Ltd (JISCO)now known as JSW Steel Limited (Downstream). In 1994, to achieve the vision of

moving up the value chain and building a strong, resilient company, JISCO promoted

Jindal Vijayanagar Steel Ltd (JVSL) now known as JSW Steel Limited (Upstream).

JSW Foundation

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JSW Foundation, an independent Trust, which administers the social developmentinitiatives of the JSW Group is chaired by Mrs. Sangita Jindal.

Every year, the Foundation in consultation with plant managements and CSR teams atthe plants, finalises set of activities that get built into the business plan. The Foundationlays emphasis on maintaining a continuum of social development thinking into theconduct of these activities.

The Foundation's undertakes activities in the areas of:

Arts, Culture and Heritage

Livelihood and Empowerment, Especially of Women

Health

Education

Sports

Sustainability

The Foundation's engagement with social development can be classified into

the following categories:

Activities undertaken by a core team of CSR colleagues across our plant

locations. Activities spearheaded by project champions

Activities in which members of the ladies club and youth group participate

Loaning our facility for community use and benefit

Collaboration with civil society, research groups and government programs

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OUR VISION

Preparation and grooming of the next generation of young thinkers.

Continuous improvement of cost stewardship in the value chain.

Ability to nurture lasting customer relationships, by anticipating needs and

delivering beyond expectations. Catalyst for growth amongst the nations steel industries.

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Marketing of value added branded products for both domestic and global

markets.

OUR VALUES

Our Corporate values are dear to us and they guide our approach to work and

environment, transforming the way we deliver our products and services. And ourcorporate values encourage young thinking because.....

COMPANY PROFILE24


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1. HISTORY:

JSW Steel Ltd is today a fully integrated steel plant having units across Karnataka

and Maharashtra producing from pellets to color coated steel. JSW's history can be

traced back to 1982, when the Jindal Group acquired Piramal Steel Ltd, which

operated a mini steel mill at Tarapur in Maharashtra. The Jindals, who had wide

experience in the steel industry, renamed it as Jindal Iron and Steel Co Ltd (JISCO)

now known as JSW Steel Limited (Downstream) In 1994, to achieve the vision of

moving up the value chain and building a strong, resilient company, JISCO promoted

Jindal Vijayanagar Steel Ltd (JVSL) now known as JSW Steel Limited (Upstream)

.Its plant is located at Toranagallu in the Bellary-Hospet area of Karnataka, the heart

of the high-grade iron ore belt, and spread over 3,700 acres of land. It is just 340 kms

from Bangalore, and well connected to Goa and Chennai ports.The steel industry

then was on the threshold of adopting new technology, and the Jindal Group took a

lead in adopting the latest technology of steel making, known as 'COREX,'

developed by Voest Alpine of Austria. The then JVSL was the first Greenfield

project to have 'COREX' as a mainstream facility. (Others elsewhere in the world,

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who had it as part of Brownfield expansion, included ISCOR of South Africa, and

POSCO of South Korea).

JSW GROUP OF COMPANIES

JSW Group of companies consists of following companies

JSW Steel Ltd.

JSoft Solutions Ltd JSoft Solutions Ltd.

JSW Holdings Ltd.

JSW Infrastructure & Logistics Ltd.

Vijayanagar Minerals Pvt. Ltd.

Jindal Praxair Oxygen Co. Ltd.

JSoft Solutions Ltd

SUBSIDIARIES

JSW Bengal Steel Limited

JSW Jharkhand Steel Limited

JSW Steel Processing Centers Limited

JSW Steel (Netherlands) B.V.

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JSW Steel holding (U.S.A.)

JSW Natural Resource Ltd.

JSW Steel (U.K.)

Santa Fe Minin

JSW STEEL LIMITEDForging ahead, JSW Steel Ltd. is one among the

largest Indian Steel Companies in India today.

Indias third largest steelmaker, JSW Steel Ltd.consists of the most modern, eco-friendly steel

plants with the latest technologies for both

upstream & downstream processes.

FACILITIES:

Vijayanagar Works: fully integrated steel plant, located in Bellary district.

Adopting COREX Technology to produce Hot Metal.

Current capacity: 7 MTPA

Vasind and Tarapur Works: a leading manufacturer of cold rolled and color

coated steel. Indias biggest producer & largest exporter of galvanized steel .

Its strategic location, with access to the major ports of Mumbai, markets and

raw material sources has worked to its advantage.

This is a environmental friendly technology because it contains

only insignificant amounts of gases like NOx, SO2, dust, phenols,

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sulphides and ammonium. Also, waste-water emissions from the

Corex Process are far lower than those in the conventional blast-

furnace route.

It can replace the blast furnace, or can be used as a source of virgin

iron for minimills.

The JSW group, part of the US$ 4 billion O.P Jindal Group, is a dynamic, Rs 9000 crore

(US$2 billion) integrated entity encompassing key industries including steel, power,

minerals and port. Mr. Sajjan, Jindal heads JSW, visions the group to be catalyst for

accelerated growth in the two crore sectors of steel and power and aims to propel it to

new heights.

The groups constituent companies are JSW Steel Ltd., JSW Energy Ltd.,

Vijayanagar Minerals Pvt. Ltd., Jindal Praxair Oxygen Co. Ltd., South West Port Ltd.,

Southern Iron and Steel Company Ltd. And Jindal South West Holdings Ltd.

JSW Steel Ltd is today a fully integrated steel plant having units across Karnataka and

Maharashtra producing from pellets to color coated steel.

JSW's history can be traced back to 1982, when the Jindal Group acquired Piramal Steel

Ltd, which operated a mini steel mill at Tarapur in Maharashtra. The Jindals, who had

wide experience in the steel industry, renamed it as Jindal Iron and Steel Co Ltd (JISCO)

now known as JSW Steel Limited (Downstream)

In 1994, to achieve the vision of moving up the value chain and building a strong,

resilient company, JISCO promoted Jindal Vijayanagar Steel Ltd (JVSL) now known as

JSW Steel Limited (Upstream) .Its plant is located at Toranagallu in the Bellary-Hospetarea of Karnataka, the heart of the high-grade iron ore belt, and spread over 3,700 acres

of land. It is just 340 kms from Bangalore, and well connected to Goa and Chennai ports.

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RAW

MATERIALSThe raw materials that company consumes are:

Iron ore: Though companys plants strategic location in the ore rich Bellary-

Hospet belt in Karnataka provides it easy access to ore. Dedicated mines through

Vijay Nagar minerals provide about 20%of iron ore requirement. As the cost of

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iron ore is increasing day by day JSW has taken certain measures for cost

reduction for example:

Setting up 20 MTPA Beneficiation plant to use lower grade Iron ore to improve

Fe content to 63% which reduces cost of procurement, improves productivity in

iron making and reduces fuel consumption.

Acquiring additional Mines, both in India and abroad to increase self-sufficiency.

Coke: The captive coke oven batteries were producing around 60% of total

requirement, thus necessitating importing the balance coke.

Cost reduction initiatives.

New coke oven batteries are expected to be commissioned in financial year 08-

09, increasing the captive availability to 75% of requirement.

Lower coke consumption with improvement in quality of furnace.

Limestone: The Company produces near about 0.2 mtpa of limestone. As a

result it meets 60% -75% of requirement of the facilities.

PRODUCTION HOUSE

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PRODUCT DETAILS: -

1. Mild Steel Slabs

2. Hot Roll Coils/Steel Plates/Sheets

3. Hot Rolled Steel Plates

4. Cold Rolled Coils/Sheets

5. Galvanized Coils/Sheets

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THE JSW FAMILY GUIDING PRINCIPLES FOR:

Customers

Understand and anticipate needs

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Respond promptly

Represent accurately products and services

Provide high quality products and services

Compete with competitors

People

Treat co-workers with respect

Be dignified at business meetings and company gatherings

Recognize meritorious work

No biases of any nature

Encourage learning

Business

Work to optimize profits and shareholder value

Maintain accurate books of accounts

Let dealers/suppliers compete fairly, go for quality at reasonable cost, pay them in

time

Comply strictly with government laws and regulations

Behavior

Maintain confidentiality of information, plans, finances

Act solely in the benefit of the company (no conflict of interest)

Do not accept gifts or money

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Desirable not to accept or offer gifts even of nominal value

Media contact only through designated personnel

Corporate assets, including internet, to be used for business purpose

Speaking up incase of a breach

Community

Actively assist in improving societys quality of life

In case of natural calamity, dont be laid back

Actively assist in preserving environment and natural resources

Export Growth

JSW Steel is a leading exporter of steel year after year. It sells to markets across the world

covering 59 countries across Asia Middle East, Europe, America, Africa and Australia.

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FY 06 - 07

Af rica

4%

Ethiopia

1%

Asia

2%

South Af rica

2%

South America

3%

Russia

4%Iran

4%

Middle East

13%

Europe

51%

USA

16%

NEW PROJECTS UNDERTAKEN BY THE COMPANY

37

FY 05-06

USA

33.9%

Europe

21.5%

Middle East

13.1%

Iran

11.0%South America

0.5%

South Africa

3.9%

Asia

3.0%Ethiopia

0.6%

Australia

0.3%

China

2.1%Africa

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Sno. PROJECTS PURPOSE CURRENT

CAPACIT

Y

(MTPA)CURRENT PROJECT

EXPANSION PLANS

1 Phase II Modernization of existing

Hot Strip Mill

To increase the capacity

up to .7 MTPA by the end

of 2nd quarter of 2008-

2009

2.5

2 Crude Steel capacity expansion

project

Increase capacity by

2.8MTPA at vijaynagar by

September 2008

4

3 State of the Art new Hot Strip Mill

(Phase I)

To be commissioned by

September 2009

3.5

4 State of the Art new Hot Strip Mill

(Phase II)

To be operational by

September 2010 and

increase capacity by 5

MTPA

-

5 Expansion of crude steel capacity Increase capacity by 3.2

MTPA to reach 10 MTPA

prior to the scheduled date

of September 2010

6.8

6 Conversion of two Galvanizing

lines at Tarapur to Galvalume is

scheduled in 2008-2009

- -

7 30 MW power plant being set up

at Tarapur

To meet the requirements

of downstream units

-

8 Blooming mill at Salem unit will

be commissioned in 2008-2009

To increase the capacity

of rolled products by .45

MTPA

.45

9 Beneficiation Plant 20 MTPA This project would help the

company in reducing

procurement cost of iron

-

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ore and achieve lower fuel

consumption in iron

making due to lower

alumina content and higher

productivity

10 New captive power plant 300 MW - -

OTHERS MAJOR STEEL PRODUCERS ARE

Tisco (Tata Iron and Steel Corporation ltd)

Steel Authority of India ltd.

JSW Steel Ltd

Jindal Strips Ltd

Saw Pipes

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Uttam Steels Ltd

Ispat Industries Ltd

Mukand Ltd

Mahindra Ugine Steel Company Ltd

Tata SSL Ltd

Usha Ispat Ltd

Kalyani Steel Ltd

Electro Steel Castings Ltd

NMDC

AWARD OF JSW

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Highest Export of Enginering products Award by Maharashtra Govt.

Nitya Shree Award for Export Performance

Award of Excellence

Top Exporters Awards

Best Export performance

Innovative HR practices

Best Suppilers Award

National Quality Award

MEANING OF EXPORT

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Exporter should select the product that can be manufactured and sourced with consistent

standard quality at least equal to that of competitors. The product should be available in

sufficient quality and it should be possible to supply timely regularly and economic cost.

The exporter should tack care such some following points while choosing the

commodity which he want to export:

Import regulations in respect of such commodities by the importing countries.

Availability and profitability of such commodities.

Rates of duty drawback and import replenishment in respect of such

commodities.

Whether such commodities enjoy tariff preferences or not, in the importing

country.

Suitable packaging and labeling.

Mode of transport and suitability of logistics

INTERNATIONALIZATION

The reasons to the move behind the international market are:

To achieve higher rate of profit - The domestic market do not promise a

higher rate a higher rate of profits, business forms search for foreign markets which

promise for higher rate of profits.

Expanding the product capacities beyond the demand of the

Domestic country. - Domestic companies expanded their production capacities

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more than the demand for the product in the domestic countries, these

companies, in such cases, are forced to sell their excess production in foreign

developed countries.

Severe Competition in the home country-The countries oriented

towards market economies since 1960s had serve competition from other firms in

the home countries. The weak companies which could not meet the competition.

Limited home market- When the size of the domestic market is limited

either due to the population or due to lower purchasing power of the people or both,

the

companies internationalize their operations.

Political stability v/s political instability- Political stability means that

continuation of the same policies of the government for a quite longer period.

Availability of technology and Managerial competence New and

advance technology and managerial competence are attract or pull the companies

form the home countries.

High cost transportation-When the foreign company enter other countries

then it face the problem of high cost of transportation for solving this problem the

foreign company are inclined to increase their profit margin by locating their

manufacturing facilities in foreign countries where there is enough demand either in

one country or in a group of neighboring countries.

Nearness to raw material-The source of highly qualitative raw materials

and bulk raw materials is a major factor for attracting the companies from various

foreign countries.

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Availability of quality human resources at less cost- The human

resource is available on less comparatively then the domestic country and better

quality means the economic thumb rule less cost and better quality.

Liberalization and globalization Most of the countries in the globe

liberalized their economies and opened their countries to the rest of the globe. These

changed policies attracted the multinational companies to extend their operations to

these countries.

To increase market share- Some of the large-scale business firms would

like to enhance their market share in the global market by expanding and intensifying

their operations in various foreign countries. Companies that expand internally tend to

be oligopolistic. Smaller companies expand internationally for survivals while the

large companies expand to increase the market share.

To avoid tariff and import quotas- It was quite common before

globalization that government imposed tariffs or duty on imports to protect the

domestic company. Sometimes Government also fixes import quotas in order to

reduce the competition to the domestic companies from the competent foreign

companies. These practices are prevalent not only in developing countries but also in

advanced countries.

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EXPORT TRANSPORTATION

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Mode of Transport

By Road

Through the road transportation the consignment sent to the export through the by truck

or container.

The freight forwarder arrange the truck for the sending consignment.

The send of the consignment is better when the transporter is near the exporter.

Advantage

Low cost- The freight is low when the importer is near.

Less formalities- Through the formalities are less than the air or the Ocean.

Easily Available-The truck are easily available so the not require to giving theenquiry on the net

Disadvantage

Costly- when the consignment send on the long root then the road transportation cost

is to high.

Quantity restriction- when the quantity is more then the road is not a right choice to

send the consignment.

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By Rail

Through the rail transportation the consignment sent to the export through the by train

route. The freight forwarder arranges the rail wagon as per the requirement of the

exporter for the sending consignment.

The send of the consignment is better when the transporter is near the exporter.

Advantage

Low cost- The freight is low when the importer is near.

Less formalities- Through the formalities are less than the air or the Ocean.

Easily Available-The truck are easily available so the not require to giving the

enquiry on the net

Disadvantage

Costly- When the consignment sends on the long root then the road

transportation cost is too high.

Route restriction- The availability of the rail route is not every where in the

world or the places.

Sample of Bill of Landing of Rail

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Air WayThe Airway of transportation is most fast and very effective in time constraint. The air

way is developed latest of the comparisons of the other mode of transport. The airway is

the shortest way for the sending the goods but it is a very costly and limitation of the

quantity.

Benefits of Air-way

Faster delivery The ports worldwide can be reached in 1 or 2 days or in a few

hours by airfreight, thus reducing the risks of theft, pilferage and damage to the

goods. Delivery to certain areas may take several weeks to arrive by ocean and

land freight. Time sensitive or perishable goods, such as fresh seafood and

flowers, often rely on the airfreight.

Better security Airfreight has a tighter control over its cargo, thus it has better

security that reduces the cargo exposure to theft, pilferage and damage.

Less packaging Airfreight requires less packaging because of faster delivery and

better security. Less packaging may mean saving freight, packaging and labor

costs.

Lower insurance Airfreight is faster and has better security than the land and

ocean freight, thus the insurance premium rate generally is lower.

Shorter collection time in an pen account trade arrangement

The time to collect payment in an open account trade arrangement most often

runs from the time the customer receives the goods and not from the time the

goods are dispatched. Air delivery is fast, thus the collection time is shorter.

Disadvantages ofAir-way

Costly- the air freights to costly all exporters and importer cannot afford it. Thus

airfreight is increase the cost of the product and this de-motivated the export .

Limitation of the sending the goods- through the air shipments the to send the bulk or the

completion of the bulk order is too hard to complete for the exporter.

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EXPORT PROCESS

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Stages of Shipment: There are three stages of shipment preshimpment

stage, shipment stage or last one is postshipment which are shown below:

PORT AND SHIPPING FORMALITIES

This is an important stage in physical Distribution Management and Processing of Export

Orders. Procedurals formalities for shipment of export cargo differ from port to port because

of different reasons e.g. Port trust Act, Dock Bye Laws, custom of trade etc. Like custom

formalities, these are normally attended to by CHAs who specialize handling this part ofexport transactions. Export cargo can be brought to the port only after the ship has been

allotted a berth and cleared for loading. Some port authorities in India require the shippers to

pay port charges and have their shipping bills passed by the customs before carting their

goods to the docks. At the Mumbai port however shippers have the facility of paying port

charges after the shipment.

Before bringing the cargo to the shipment shed the shipper has to obtain the carting

permission from the shed superintendent and also the ships agent on the document

prescribed by the port trust this document is known as, Port Trust Copy of the Shipping Bill

at Port. Carting order is the permission to bring the goods inside the docks and store them in

proper sheds.

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Steps involved in obtaining carting point

Fixing of the vessel with the owners/nomination of the vessel by buyers in case of fob

shipments.

Nomination of shipping agent by owners

Nomination of load port

Shipping agent to obtain rotation no.

Shipping bill to be filed by CHA

Necessary Docs. (N- form) to be sent to Octroi agent at Octroi Naka by CHA

Shipping agent to give tentative ETA to port and to us.

CHA to provide shipping bill photocopies to shipping agent for obtaining carting point.

Port grants carting permission max. 7 days prior to arrival of vessel.

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Choosing the Carrier

Unless the importer specifies a carrier, the exporter is free to choose a shippingcompany or airline which offers a competitive rate and can meet the latest date forshipment. Certain importing countries may prohibit the use of flag vessels of a hostile

country and any vessels that would make a stopover in a hostile country en route to theirterritory.

The Earliest Date of Shipment

Importers may stipulate in the letter of credit (L/C) an earliest date of shipment to

prevent the exporter from shipping the goods too early, thus avoiding the high

inventory, warehouse congestion and financial strain

The Latest Date of ShipmentThe latest date of shipment or the last date for shipment stipulated in the letter

of credit (L/C) prevents the exporter from shipping the goods too late, thus

avoiding an inventory shortage. This stipulation is important especially for

seasonal goods or during currency devaluation in the importing country, in which

a late shipment may render the goods unsalable or cost more to the importer.

Disregarded Expressions as to the Date for ShipmentExpressions such as "immediately", "promptly", "and as soon as possible" and

the like should not be used for shipments. If they are stated in the letter of credit

(L/C), the bank will disregard them.

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There are various documents present in export,

which are as follows:

1. FORMAT OF LETTER OF CREDIT

2. LETTER OF CREDIT CHECK LIST3. FORMAT/INSTRUCTION FOR OPENING OF CREDIT

4. COMMERCIAL INVOICE

5. MILL WEIGHT LIST

6. DETAILED PACKING LIST

7. PURCHASE ORDER

8. TRANSPORTATION DOCUMENT

9. SALES CONTRACT

10. INSPECTION CERTIFICATE

11. CERTIFICATE OF ORIGIN

12. MATES RECEIPT

13. LETTER OF INDEMNITY

SHIPMENT ADVICE

Difference b/w Pre & Post Documents

PRE-SHIPMENT

DOCUMENTS

POST-SHIPMENT

DOCUMENTSCommercial Invoice.

Packing List.

L/C(Letter of credit)

Purchase order format.

Sales order.

Performa Invoice..

B/L (Bill of Lading).

M.T.C

Fumigation.

Acknowledgement.

Insurance.

Quality Certificate.

Weight Certificate.

Certi. Of Origin.

Bill of exchange. Shipment Advice.

D.E.P.B.

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International market department{Deal mostly through agents (because of security reasons and fast accessibility and

means of communication)}

Get orders (work orders)In which mode of payment is written which is done mostly through letter of credit and

advance payment

Work orders are transferred to plant

ManufacturingManufacturing process starts (conversion of raw material into finished goods which are

to be exported)

Documents are prepared

{As per mode of payment (they especially consist of packing list). They are sent to

export finance department for negotiation}

Terms:-

L/C:- Letter of Credit.

S.D.F:- Self Declaration From.

D.E.P.B:- Duty Entitlement Pass Book Scheme.

E.D.I:- Electronic Data Interchange.

MTC: - Mill Test Certificates .

B/L:- Bill of Lading.

B.R.C:- Bank Certificate of export

and Realization

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Commercial Invoice

The commercial invoice is a record or evidence of transaction between the exporter and

the importer. It is similar to an ordinary sales invoice, except some entries specific to the

export-import trade are added.

PERFORMA

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Specific Language Requirements in the Commercial InvoiceCertain importing countries may require that the commercial invoice and the packing

list be made out in, or translated to, the language of the importing country, for

example, in French for shipment to France, in Italian to Italy, and in Spanish to

Mexico and Venezuela.

Declaration on Commercial InvoiceThe declaration on the commercial invoice for some countries must be in a

specified wording. The exporter may check the wording with the customs broker,

the government external trade department, or the foreign government trade office

concerned in the exporting country.The content of a typical declaration includes a sworn statement from the

exporter indicating that the goods in question are manufactured in the exporting

country, and that the amount shown in the invoice is the true and correct value.

Certification and/or Legalization of Commercial InvoiceThe letter of credit (L/C) from certain importing countries, in particular from the

Middle East, requires the certification and/or legalization of the commercialinvoice.

The certification, which usually is performed by the local Chamber of

Commerce of the exporting country, is to confirm that the invoice and

declaration (in the invoice) are correct.

The legalization, which is done by The Consulate or The Commercial

Section of the Embassy of the importing country, is to verify that the invoice is

correct.

d payment of a fee. The processing time may take one week.

Corrections or Changes in the Commercial InvoiceAny visible corrections or changes made in the commercial invoice must beinitialed. In practice, the initial usually is done using a rubber stamp bearing theword "CORRECTION".

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Signature and/or Stamp

The commercial invoice and packing list need not be signed, unless otherwise

stipulated in the letter of credit (L/C). In practice, the original and the copy of the

commercial invoice and packing list are often signed.

Description of Goods

The description of the goods in the commercial invoice must correspond with the

description in the letter of credit (L/C). In all other documents, the description

can be in general terms provided it is not inconsistent with the description in the

L/C.

.Marks & NumbersShipping Marks and Numbers for detail information.

QuantityIf the letter of credit (L/C) does not stipulate the quantity in a stated number of units

(i.e., it does not state in units such as piece, set, box, dozen, or gross), or unless the

L/C stipulates that the quantity of the goods specified must not be exceeded or

reduced, a tolerance of 5% more or 5% less quantity is permitted, provided the totalamount does not exceed the amount of the L/C.

In the sample L/C the stated quantity is 100 Sets, thus the quantity in the

invoice must be 100 Sets. If such sample L/C does not state the quantity, the

Shivnath Harnarain India Ltd Exports can ship between 95 sets and 100 sets of

pneumatic tools, but not over 100 sets as the total amount will exceed the L/C

amount of US$25,000. If such L/C does not state the quantity and the L/C amount is

US$26,250 or more, the exporter may ship between 95 and 105 sets.

If the L/C quantity is indicated using the words "about", "approximately",

"circa" or similar expressions, the quantity in the invoice cannot exceed 10% more

or 10% less than the quantity indicated in the L/C. For example, if the L/C quantity

is "about 100 sets", the quantity in the invoice can be any quantity between 90 sets

and 110 sets, provided the total amount does not exceed the amount of the L/C.

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Unit Price

If the letter of credit (L/C) unit price is indicated using the words "about",

"approximately", "circa" or similar expressions, the unit price in the invoice cannot

exceed 10% more or 10% less than the unit price indicated in the L/C. For example, if

the L/C unit price is "about US$250", the unit price in the invoice can be any unit price

between US$225 and US$275, provided the total amount does not exceed the amount of

the L/C.

Amount

Unless otherwise stipulated in the letter of credit (L/C), the amount must not exceed

the amount permitted by the L/C. If the L/C amount is indicated using the words

"about", "approximately", "circa" or similar expressions, the amount of the invoice

cannot exceed 10% more or 10% less than the amount indicated in the L/C. For

example, if the L/C amount is "approximately US$10,000", the amount of invoice

can be any amount between US$9,000 and US$11,000.

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Packing List

The packing list is an extension of the commercial invoice, as such it looks like a

commercial invoice.

The exporter or his/her agent the customs broker or the freight forwarder reserves

the shipping space based on the gross weight or the measurement shown in the packing

list.

Customs uses the packing list as a check-list to verify the outgoing cargo (in

exporting) and the incoming cargo (in importing). The importer uses the packing list to

inventory the incoming consignment.

For the fields in the preamble of the packing list, please refer to the Explanations:

Fields in the Preamble of the Commercial Invoice.

For the purpose of explaining other fields in the packing list, it is assumed that the

pneumatic tools in the sample L/C contain the following data:

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Package No.

The entries preferably arranged in sequence from the lowest number to the

highest, that is, from package No. 1 and up. From the sample L/C, enter "C/No.

1-50" or the like in the field (Package No.), provided it is not inconsistent with

the marks and numbers on the master cartons.

Item No. and Description of Goods

The description of the goods in the packing list can be in general terms, provided

it is not inconsistent with the description in the L/C. From the sample L/C and

data of the pneumatic tools above, entering "A380" and "'ABC' Brand

Pneumatic Tools" in the fields will satisfy the requirements.

Quantity

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The packing list and commercial invoice need not be signed, unless otherwise

stipulated in the letter of credit (L/C). In practice, the original and the copy of the

packing list and commercial invoice are often signed.

Marks & Numbers

Shipping Marks and Numbers for detail information.

Corrections or Changes in the Packing List

Any visible corrections or changes made in the packing list must be initialed, as

in the commercial invoice and all other export documents, by their respective

issuers. In practice, the initial usually is done using a rubber stamp bearing the

word "CORRECTION".

Summary of Totals in a Consignment

Total Number of Packages

For example a consignment where the range of the carton number is as follows:

C/No. 1-8

C/No. 9-17

C/No. 18-23

C/No. 24-30

C/No. 31-42

C/No. 43-50

- Product A

- Product B

- Product C

- Product D

- Product E

- Product F

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put a summary "Total 50 Cartons" in a succeeding row after the "C/No. 43-50".

Total Quantity

If a consignment consists of different units, preferably show all the units used in the

summary of totals. For example, a shipment includes:

100 dozen

200 dozen

300 boxes

400 boxes

- Product A

- Product B

- Product C

- Product D

as such the total shows "300 Dozen and 700 Boxes"

Total Weight and Total MeasurementIf the net weight and gross weight are used in the breakdown, the summary must show

the total net weight and the total gross weight. If kgs., lbs., CBM and cft. are used in the

breakdown, the summary must show the total of kgs., lbs., CBM and cft..

Under certain circumstances, such as in a consignment consisting of a few mastercartons where each carton contains several small items of different sizes, it is necessary

to show the breakdown of the quantity of each item. There is no need to show the

breakdown of the weight and measurement of each carton. Simply entering the total

weight and the total measurement of the consignment in the summary row would satisfy

the export requirements.

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Principles of Cargo (Marine) Insurance

The cargo (marine) insurance works on the principles of insurable interest, utmost good

faith, and indemnity.

Insurable Interest

When the goods are lost or damaged and the owner of the goods (i.e., the title

holder in the goods) suffers a loss, fails to realize an expected profit, or incurs

liability from the loss or damage, the owner (the title holder) is deemed to have

an insurable interest in the goods.

When the exporter delivers the goods, the insurable interest in such goods

transfers at the point and time where the risk shifts from the exporter to the

importer, as determined by the international commercial terms used. For

example, the point and time where the risk shifts in:

CIF

(Cost, Insurance and Freight to the named port of destination) ---

the point the risk shifts is on board the ship at the named port of loading,

as such the insurable interest transfers from the exporter to the importer at

the time the goods pass over the ship's rail.

CIP

(Carriage and Insurance Paid To the named place of destination) ---

the point the risk shifts is at the depot in the country of shipment, as such

the insurable interest transfers from the exporter to the importer at the

time

the goods are loaded on truck or container, rail car, or airplane (or goods

placed in the custody of an air carrier) at the named point of departure.

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The time the insurable interest transfers from the exporter to the importer is,

technically, the time the exporter endorses the specific policy or the insurance

certificate to the importer, as the case may be.

The insurance certificate bears the open policy number of the exporter and,

like in a specific policy, the claim agent at port of destination and that claim

payable at destination are also indicated.

The importer relies on the specific policy or the insurance certificate and the

supporting claims documents as proof that the goods have been insured and that

he/she has the insurable interest in the goods when filing for insurance claims

against loss or damage. In the trade terms DDU and DDP, the exporter is

responsible for the risks up to the delivery of goods to the final point at

destination (the project site or importer's premises usually), as such the insurable

interest in the goods does not transfer from the exporter to the importer in the

shipment.

Some countries may require that the import and/or export shipments be

insured with their national insurance companies.

Utmost Good Faith

The principle of utmost good faith is indispensable in any insurance contract.

Under the open policy the insurer usually knows only of the shipments made by

the exporter after the receipt of the insurance declaration form and/or the copy of

the insurance certificates. Under such circumstances, a consignment may have

reached the importer in:

Good condition, that is, without sustaining any loss or damage, before

the insurer knows of such consignment. If the exporter knows that the

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consignment has safely reached the importer and deliberately does not

declare such consignment in the insurance declaration form in order to

avoid paying the insurance premium, such action is a breach of good

faith. Consequently, the insurer may cancel the insurance policy issued to

the exporter when the exporter's bad faith is known.

Bad condition that is, sustaining loss or damage, before the insurer

knows of such consignment. Whether or not the exporter knows that the

consignment has not safely reached the importer and fails to declare such

consignment in the insurance declaration form, the insurer is liable to pay

for the loss or damage out of good faith.

Indemnity -Cargo insurance is a contract of indemnity, that is, to compensate for the

loss or damage in terms of the value of the insured goods. The amount insured as agreed

between the insurer and the assured forms the basis of indemnity.

Institute Clauses

The Institute Clauses of the Institute of London Underwriters often referred to as the

London Clauses orEnglish Clauses, form the basis of the cargo insurance contract in

many countries.

In U.S.A. and some other areas, the Institute Clauses of the American Institute of

Marine Underwriters, often referred to as the American Institute Clauses or

American Clauses, are used. The American Clauses and the London Clauses can be

different from one another.

The most common Institute Clauses include the Institute Cargo Clauses, Institute

War Clauses, Institute Strike Clauses, and Institute Air Cargo Clauses.

Institute Cargo Clauses

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The Institute Cargo Clauses specifically excludes the risks of war (in the

F.C.&S. Clause---Free of Capture and Seizure Clause) and the risks of strikes,

riots and civil commotions (in the F.S.R.&C.C. Clause---Free of Strikes, Riots

and Civil Commotions Clause). The risks of delay in delivery and inherent vice

are not included in the Clauses.

Institute War Clauses (Cargo)

The Institute War Clauses (Cargo) specifically exclude the loss, damage or

expense arising from any hostile use of any weapon of war employing atomic or

nuclear fission and/or fusion or other like reaction or radioactive force or matter.

The Clauses cover:

The risks excluded in the Institute Cargo Clauses by the F.C.&S. Clause;

The loss of or damage to the interest insured caused by: hostilities,

warlike operations, civil war, revolution, rebellion, insurrection or civil

strife arising there from; mines, torpedoes, bombs or other engines of

war;

The general average and salvage charges incurred for the purpose of

avoiding, or in connection with the avoidance of, loss by a peril insured

against by these clauses.

Under the War Clauses, the insurance takes effect only as the interest insured are loaded

on an overseas vessel and terminates either as the interest are discharged from the

overseas vessel at final port or place of discharge, or on expiry of 15 days counting from

midnight of the day of arrival of the vessel at the final port or place of discharge,

whichever shall first occur. In other words the goods are covered only while they are on

a vessel.

In the case of transhipment, the overseas vessel arrives at an intermediate port or place to

discharge the interest for on-carriage by another overseas vessel, the insurance

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terminates on expiry of 15 days counting from midnight of the day of arrival of the

vessel at the intermediate port or place, but reattaches as the interest are loaded on the

on-carrying overseas vessel. During the period of 15 days such insurance remains in

force after discharge at such intermediate port or place of discharge.

Institute Strike Clauses (Cargo)

The Institute Strikes, Riots and Civil Commotions Clauses is commonly

referred to as the Institute Strike Clauses. The insurance covers the loss of or

damage to the property insured caused by strikers, locked-out workmen, or

persons taking part in labor disturbances, riots or civil commotions, and persons

acting maliciously. However, it does not cover the loss or damage proximately

caused by delay, inherent vice or nature of the property insured and the loss or

damage caused by hostilities, warlike operations, civil war, revolution, rebel-lion,insurrection or civil strife arising there from.

Institute Air Cargo Clauses (All Risks)

The Institute Air Cargo Clauses (All Risks) are used specifically in airfreight.

The terms and conditions of cover closely follow the Institute Cargo Clauses (All

Risks) revised to suit air shipments. The Clauses exclude sending by Post (i.e.,

postal shipments not covered).

Customs Export Declaration

In many countries, export shipments valued below a minimum requirement may not

require a formal customs declaration. The purposes of customs export declaration are to

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verify and regulate outgoing cargo (including re-export goods) and to collect the

statistical data (of the product, quantity, value, and destination) for export references.

The format of customs export declaration forms varies from country to country. The

form typically contains the information found in the commercial invoice and the bill of

lading or waybill. In addition, the form may include:

The business license number and/or tax account number and/or export

permit (license) number of the exporter

The business license number of the manufacturer from whom the export-

trader buys the export goods

The commodity code or category of goods

The country of destination and its country code (a numeric country code

may be assigned to each importing country by the customs of exporting

country for compiling statistics)

The name, address and code (or license) number of the customs broker or

forwarder

The customs charges The exporter normally must sign an authorization

paper (the power of attorney) allowing the customs broker or the

forwarder to handle the customs declaration.

In certain countries, exporters may prepare the customs declaration forms by

BY OCEAN

By marine the exporter send their order through the ocean for the product but above all

the kind of documents require.

Ocean (Marine) Bills of Lading

The bill of lading (in ocean transport), waybill or consignment note (in air, road, rail or

sea transport), and receipt (in postal or courier delivery) are collectively known as the

transport documents.

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Please see the sample Ocean Bill. The bill of lading (B/L) serves as a receipt for goods,an evidence of the contract of carriage, and a document of title to the goods. The carrierissues the B/L according to the information in a dock receipt, or in some cases according to acompleted working copy of the B/L supplied by the customsWWWWWSJHJKDHAJKHKLAJHDKJFHKLJAHDKJFHKLAHFJKHAKLJHJHDFLKJAHDKJHFKKKKKKKKJbroker.

The B/L must indicate that the goods have been loaded on board or shipped on a namedvessel, and it must be signed or authenticated by the carrier or the master, or the agent on

behalf of the carrier or the master. The signature or authentication must be identified ascarrier or master, and in the case of agent signing or authenticating, the name and capacity ofthe carrier or the master on whose behalf such agent signs or authenticates must beindicated.

Unless otherwise stipulated in the letter of credit (L/C), a bill of lading containing anindication that it is subject to a charter party and/or that the vessel is propelled by sail only isnot acceptable.

WRIBG OATG HJHFJHAHDFHADFF

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MILL TEST CERTIFICATES

Mill Test Certifices is Certified that the product is make by the origin and What kingof raw Material is used for make the product the mill test Certificates is given bythe Manufactring the comical and raw Material quantity and how to process ofmaking the product .

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CERTIFICATE OF ORIGIN

In this certificate the Manufare declare the product of export is originaland the product is made in India .This certificate is certified bythe INDIAN MARCHANTCHAMBER. The product is clearlyclassified and difned by the exporter

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BENEFICIARY DECLRIATION

Beneficiary declriation is a detialted the various document is send the importer

time to time and this document the FAX recipt and other recipt of send of letter

is submitted to the customer .

PERFORMA OF DECLRIATIONDate

SHIPMENT ADVICE

ToOman Insurance Company(PSC)P.O.Box 1931,Sharjah, U.A.E.

Fax No 009716 5724870,Tel : 009716 5723803

Ref : Open Cover Note/Policy No SMOC200500030068 Dated 28/2/05

As per the terms of the letter of credit we hereby advising you the following shipmentdetails.

Name of the Carrying Vessel : TS DAMMAMDate of Shipment : 30.06.2008Number of Packages : 16 Coils

Shipping Marks : TSSC/201514/2008,P.O.BOX:1818,SHARJAH, U.A.E.

Amount : US$. 94082.30Letter of Credit Number : EBI1LC08003664Policy Number : SMOC20050003068Bill of Lading Number : EPIRINDMUM120366Port of Loading : GTI PORT IN INDIAPort of Discharge : JEBEL ALI PORTISSUING BANKS NAME : EMIRATES BANK INTERNATIONAL PJSCLETTER OF CREDIT NUMBER : EBI1LC08003664DATE OF ISSUE : 080429

ForJSW Steel Limited

Authorised Signatory

Date

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ToTECHNICAL SUPPLIES AND SERVICES CO LTD.P.O.BOX:1818SHARJAH, UAETEL:06-5341344, FAX:06-5341686

Sub : One Set of Non-Negotiable Documents against Letter of Credit NumberEBI1LC08003664 Dated 080429, Issuing Banks Name : Emirates Bank International PJSC

Please find enclosed Set of Non - negotiable documents towards shipment of 16Coils (64.220 M.Ton Net Weight) of Supply of Prepainted Aluzinc Coils

Documents enclosed as under

1. Commercial Invoice No : JSW/2008-2009/PPGL/51062. Copy of Bill of Lading No3. Certificate of Origin.4. Packing List dated5. Mill Test Certificate dated

Please find the same in Order.

For JSW Steel Limited


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Date

Beneficiarys Certificate

Sub :Our Commercial Invoice no. JSW/2008-2009/PPGL/5106 Dated

Letter of Credit Number EBI1LC08003664 Dated 080429, Issuing Banks Name :Emirates Bank International PJSC

With regard to the shipment made against above referredCommercial Invoice, we hereby certify that One full set of Non-

Negotiable copies of Documents have been sent to Applicant byCourier Service within 1 week of Shipment.

A copy of Courier Receipt attached.

For J S W Steel Limited


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Date :

Weight List

Sub :Our Commercial Invoice No. JSW/2008-2009/PPGL/5106 Dated

Letter of Credit Number EBI1LC08003664Issuing Banks Name : Emirates Bank International PJSC

With regard to the shipment made against above referred Commercial Invoicewe hereby certify that the weight as follows :

Description of Goods : PREPAINTED ALUZINC COILSTotal Net Wt in MT : 64.220 MTTotal Gross Wt in MT : 65.035 MT

Total No. of Coils : 16

For JSW Steel Limited


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BILL OF LODING

Bill of loding is Cleared classified by the Net. Wg. & Gross Wg.

The date of shipment and the port of destination is classified in this document .Itis certified the what king of product and the what king of quantity is Export .

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General Cargo Container

(1)General purpose (dry cargo) container

It is suitable for the widest varieties of cargo. It is fully enclosed and weatherproof,

having rigid walls, roof and floor, with at least one of its walls, either end wall (end

loading) or side wall (side loading), equipped with doors.

ADVANTAGES OF CONTAINER:

1. Less packing needs

2. Cargo arrives in better condition

3. Rates are likely to remains more competitive when compared with

conventional tonnage.

4. More reliable transmit

5. Overall quality service.

6. Faster transit increase the exporter and importers

DISADVANTAGES

1. The container owing company has a complex task of monitoring and

ensuring full utilization of such equipments.

Dry Cargo Container

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In some restriction exist regarding internal movements particularly 40footer.

ContainerFirst of all the shipping through the container it is used by exporter when the export

quantity is very less or not enough to the charter the vessels.

The process to the hiring the container is in these steps.

1. First of all the marketers of the exporter received the order of the products selling

and the decided the terms of the selling and the payments.

2. After first steps the marketers communicate with the shipping departments

3. On the marketers information the shipping departments know that how much

container are required to send the product.

4. The shipping departments know that where the buyers or consignee or notify

party is lying.

5. When the shipping departments know that where the buyers. Shipping

departments enquiry submit to the various freight forwarders and the invite the

tenders. When the shipping departments received the suitable freight forwarder

and they are negotiate with various freight forwarders.

6. The freight forwarders hire the container and send a their bill to shipping

departments.

7. Simultaneously the C.H.A. of exporters find or received delivery order (D.O.) the

C.H.A. stuff the container after the delivery of the container.

8. C.H.A. fulfill other formalities and loaded on the vessels.

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The basically the world divided in following parts to consider the oceans

Europe sectors

Africa

Gulf

Asian

Far east

South east

South America

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Comparison of Various Methods of Payment

Incoterm are a uniform set of international rules, promulgated by ICC (International

Chamber of Commerce) in Paris, for the interpretation of the terms most commonly used

in international contracts for the sale of goods.

FCA:

Free Carrier (named place)

Seller hands over the goods, cleared for export, into the charge of the carrier named by the

buyer at the named place or point

FAS:

Free Alongside Ship (named port of shipment)

Seller delivers the goods alongside the vessel on the quay or in lighters at the named port of

shipment.

FOB:

Free On Board (port of shipment)

Seller delivers the goods on board the vessel or at the airport at the named port/airport of

shipment.

CFR:

Cost and Freight (named port of destination)

Seller pays costs and freight and to deliver the goods to the named port of destination. This

term can only be used for sea and inland waterway transport.

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CIF:

Cost, Insurance, and Freight (named port of destination)

Seller pays costs, insurance and freight to deliver the goods to the named port of destination.

CPT:

Carriage Paid to (named place of destination)

Seller pays freight and insurance for carriage of the goods to the named destination.

CIP:

Carriage and Insurance Paid to (named place of destination)

Seller pays freight and insurance for the carriage of the goods to the named destination.

DAF:

Delivered at Frontier (named place)

Seller delivers the goods at the named point and place at the frontier.

DES:

Delivered Ex Ship (named port of destination)

Seller makes the goods available to the buyer on board the ship uncleared for import at thenamed port of destination.

DEQ:

Delivered Ex Quay - Duty Paid (named port of destination)

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Seller makes the goods available to the buyer on the quay (wharf) at the named port of

destination, cleared for importation.

Charter Shipping

Charter shipping is a tramp service. The term tramp, as used in the ocean shipping, refers

to a cargo ship not operating on regular routes and schedules, and picking up cargo only

when it is chartered (hired) from the ship operator.

While conference and non-conference shipping are for general cargoes, charter shipping

usually is for bulk cargoes like oil, coal, ore, and grain. Charter shipping has the lowest

freight rate per unit of weight or measure.

A charter party is required in charter shipping. A charter party---charter party

contract---is a written contract between the ship operator and the charterer (shipper). The

contract normally includes the ports, freight rate and time involved in the voyage(s).

The agreements between the ship owner and the charters is knows charter party and

signed by both the parties or their respective agents. Charter parties are concluded on the

basis of different forms of charter party agreements depending upon the custom of trade.

Normally the agreements the concluded on standard forms of charter parties by IMCO. The

NYPE forms are used of time charter of bulk carriers and the BPTIME/SHELLTIME for

time chartering of tankers. For voyage charter, standard forms of charter parties or the

GENCON charter party forms develops by the BIMCO are most widely used.

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Conference ShippingThe conference carrier or member of a freight conference provides conference shipping.

The freight conference---conference orsteamship conference orliner conference---is

a group of operators of vessel who operate on the same routes and cooperate on shipping

schedules at the standardized freight rates between ports.Conference shipping has

regular sailing schedules, thus is called the liner service.

Most ocean freight is carried by conferences. Conference carriers or their agents

issue an ocean bill of lading.

Non-conference Shipping The independent carrier or operator of vessel who is not a member of a freight

conference, sometimes called outside shipping, provides non-conference shipping.

Independent carriers, which carry about 25% of the ocean freight, operate on selected trade

routes in competition with conference carriers.

Non-conference shipping often does not have regular sailing schedules and freight rates

between ports. Consequently, it is perceived as less dependable than conference shipping.

Independent carriers or their agents issue an ocean bill of lading.

The charter of ship follows mostly this step.

1. L/C open then in 30 days for to hire the ship

2. Traders/seller giving the time period to hire the ship.

3. Shipping departments is enquiring for the ship through the broker. Shipping

department tell their requirements to the brokers such how much rent or fare

ready to pay

4. Through the enquiry the shipping departments find the suitable vessels for the

exporting goods.

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5. Then the shipping departments and shipping company contact with each other

through the broker. Shipping company offer and shipping department counter

offer.

6. When shipping department and shipping company both are mutually consensus

then agreement will be done.

7. When shipping departments and shipping company make agreement then

shipping department charter vessels.

8. The ship company giving the information to the shipping department of

owner/Desponent owner of ship E.T.A, E.T.B,

9. Shipping department ready their stevedores as per their giving information.

10. The ship loaded through the Crain and if the ship are stop/hold more than

contractual period then charter party has to pay the dunnage charges and if the

vessels are loaded before the contractual period then the shipping company

giving dispatch.

11. After the loading the ship will go for the discharge or importer port and the time

of travel between the loading and unloading port call transit time.

The ship operator issues a charter party bill of lading. Unless a letter of credit (L/C)

permits or calls for a charter party bill of lading, the bank will reject such transport

document in the L/C negotiation.

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Inco terms

Terms use in chartering or hiring the ship contract and use on port.

D.W.T.- Death weight means maximum load bear by the ship or vessels

DRAFT-After the loading the cargo how much ship goes in to the water?

G.R.T.- Gross tones

G.N.T.-Gross net tones.

MGO-IFO- Ship fuel

GENCON The Baltic and international maritime conference charter (As

1922,1976,1994). It use of agreement between charter party and owner of

ship/ Desponent owner of ship for mutual consensus.

RIDER CLAUSE-Extra clause adds by the shipping departments in

GENCON Call rider.

LAYCAN TIME-Period giving by traders to the shipping departments for

searching suitable ship/ vessels and confirm the chartering the ship till date

so and so and shipping company given the shipping departments to that in

between time the ship will arrived this between time call laycan time.

T.H.C. terminal handling charges.

PRESENT POSITION-it denote that where ship are.

LAYTIME- grace period

DERRICK- A type of cairn

DUNNAGE- in the ship wood /sheet are paved on the surface of ship called

dunnage.

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PRORATA- @ of

S.A.- Safe anchoring

S.B.- Safe berth

S.P.- Safe port

Ship chandlers- Person who supplies the food, water, on the vessels.

E.T.A.-Earliest time of anchoring

E.T.B.-Earliest time of berth.

E.T.C.- Earliest time of completion

E.T.D.- Earliest time of departure

P.W.W.D.- Per weather working day

S.H.E.X.E.I.U-Saturday holiday excluded even if use.

S.H.E.X.U.U.- Saturday holiday excluded use or unless.

S.H.I.N.U.- Saturday holiday included

F.H.E.X.- Friday holiday excluded (for Muslim/Islamic country)

STEVEDORE- Labour working the ship.

BERTH-Place where the ship are stand in row. Ready for the loading thecargo.

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RESEARCH METHODOLOGY

The most vital function of management in an organization is to minimize risk and

uncertainty through systematic decision-making. Better decision result from the

effectively and timely utilization of right information about the consumers, dealers,

competitors and others. So for making effective decision research play and importantrole and provide the right information about consumer, dealers, competitors etc. to the

management.In short the search for knowledge trough objective and systematic method

of finding solution to a problem is research. Research is a systematic gathering,

recording and analyzing of data about problems.

Objective of Study

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To Know about the Pre and Post documents.

The procedure of the documents

To find out that about of mode of transport are used.

To find out about how the shipping is done

To find about which kind of documents are requiring

To know the reason of the documents.

To know various terms is used in the shipping.

Research is of basic, two types

(1) Exploratory

(2) Descriptive

Exploratory research is a preliminary phase and is absolutely essential in order to obtain

a proper definition of problems. The purpose of exploratory research is to determine the

general nature of problems and veritable related to it. The major emphasis is on the

discovery of ideas and insight.

Exploratory research is characterized by flexibility and informality. Exploratory research

is generally carried out by three sources

(a) Literature (secondary data)

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(b) Experience survey (discussion with experts)

(c) Study of some specific cases

Descriptive research is used for some specific purposes. It is focus on the accurate

description of variables present in the problems. The data is collected in such a manner

that the ambiguous nature of causes and effect relationships in the phenomenon is

reduced to maximum extent. A descriptive research require a clear specifications of

what, who, when, where, why and how aspects of the research. Two types of research is

(a) Case method

RESEARCH METHODLOGY

Firstly a project on the Shipping documentation with reference to JSW Steel (India) Ltd.

was assigned me as a trainee. I have completed my project by g