The Performance of Inland Container Depots In Central …shodhganga.inflibnet.ac.in/bitstream/10603/85128/11/11_chapter-4.pdf · 94 Chapter – 4 The Performance of Inland Container

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Chapter – 4

The Performance of Inland Container Depots In

Central Region

1. Introduction:

In previous chapter the profile of CONCOR has been discussed. This

chapter is dedicated to the performances of Inland Container Depots in

central region. CONCOR is providing single window clearance facility

at their ICDs for domestic & international trade. It has set up various

ICDs across the country. With view to growing domestic &

international trade in India, a demand of Inland Container Depot (ICD)

and its importance has replaced the traditional style of cargo movement

& handling.

In Central India, there is immense scope of domestic and international

trade as this region is based at the heart of country. There are so many

manufacturing units are set up in the industrial area of this region. There

are also various natural resources of minerals available. This area gifted

is with the agricultural inflows also. The commodities like Steels,

Scraps, Polymers, Waste Papers, Pulses and Plastic materials can be the

potential commodities for domestic & international trade.

2. Evolution of Central Region:

The local non-government organization (NGO) has demanded ICD at

Nagpur in a view to tap good potential of domestic and international

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trade of Central India since 1986. Their effort has succeeded when in

Central India, ICD-Nagpur was commissioned in January 1997 and with

the start of this ICD, an idea of Central Region has taken shape. Located

at the geographical center of the country, Nagpur is the natural logistics

hub for the Indian Sub-continent for movement of International and

Domestic cargo. The "Zero Mile" at Nagpur is not merely a

geographical reality, but is becoming the focal point of logistics

infrastructure. It is the converging point of the nation’s railway and road

network linking a vast hinterland. In a view to tap the business of

Central India, CONCOR has decided to develop the ICDs network. In a

result of this, Central Region was formed in 1997 to cater the domestic

and international business of Maharashtra, Central & Southern Madhya

Pradesh and Chhattisgarh. At present the central region has five inland

container depots (ICDs) located at Nagpur, Aurangabad, Bhusawal,

Raipur and Bhopal. The cluster of five CONCOR operated ICD is

covering the industries based in and around Central India.

3. Mission:

Central region’s mission is to provide efficient & reliable Multimodal

logistics support under single window clearance facility for the Central

India’s domestic & international trade.

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4. Organizational Chart at Central Region:

Given below the organizational chart of central region:

Chief General Manager (CGM)

General Manager -Operations Dy. General Manager – Domestic

CM – NGP TM – AWB CM – BSL TM – NGP TM – RPR

5. Services of CONCOR at Central Region:

5.1 Services: CONCOR provides the following services at central

region to facilitate the trade:

1) Rail Services

2) Road Services

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5.2 Facilities: Following facilities are provided by CONCOR at Central

Region:

1) Custom Clearance Facility

2) Warehousing Facility

3) LCL / AIR Export

4) Survey of cargo and containers from reputed surveyors

5) Handling of containers

6) Canteen facility

7) Weighbridge facility

8) Export Import Facilities under all Export promotion

schemes

9) Computerized operations and business transactions

10) Modern Communication facility

11) Office space with telephones for shipping lines, Custom

House Agents and Surveyors

12) Factory stuffing and destuffing facility

13) Professional arrangement for palletisation and lashing

of cargo/containers.

14) Fumigation of containers

15) Repairs facilities of containers

16) Project Import

17) Project Export

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5. Procedure at ICDs:

Procedure to carry out the movement & clearances for domestic &

international trade at ICDs is given below:

5.1: Procedure for domestic movement:

Following procedure is followed for outward & inward movement of

domestic trade:

1) Outward movement:

Given below the procedure for outward movement at central region.

1.1: Indenting for empty containers:

1.1.1: Consigner or his agent should communicate to CONCOR the

requirement of empty containers mentioning the date, destination,

commodity and mode of stuffing.

1.1.2: Indent for Domestic Container Terminal (DCT) stuffing should place

in the form of “Indent Note” only. Indent can place maximum one working

day in advance of intended day of stuffing.

1.1.3: Domestic section maintains records of indents received for factory

stuffing separately. The record is maintained date wise and destination

wise.

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2) Allotment of empty containers:

Procedure for allotment of empty containers is as given below:

2.1: Allotment of containers is at the sole discretion of CONCOR. Mere

placing of indent does not entitle the Consigner to any right of getting

containers allotted against that indent. CONCOR allot the containers

considering availability of sound empty containers, stature of the Consigner

availability of wagons, the need to promote a particular stream, marketing

considerations, rake load indents for more than 50 TEUs, actual arrival of

cargo at the gate etc. However, to the extent possible allotment of

containers is on “First Come First Serve” basis.

2.2: Domestic section allots individual containers for factory stuffing from

the list of sound containers provided by surveyors. Trailer loading advice,

advice for road movement and Gate pass for factory stuffing is prepared

from Domestic Terminal Management System (DTMS) with individual

container numbers in triplicate. All copies are given to CMC who arrange

to distribute them to H&T contractor and Security. At the same time One

Time Locks (OTLs) are handed over to H&T contractor through CMC.

2.3: For DCT stuffing, H&T contractor arrange to place empty containers

from the list supplied by surveyors. The number and location of containers

is decided by domestic section considering likely stuffing on the same day.

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3) Procedure for DCT stuffing:

Procedure for terminal stuffing at central region is as given below:

3.1: After the containers are allotted and placed the Consignor or his agent

arranges to bring the trucks for stuffing at DCT.

3.2: The gate security checks the records of cargo, vehicles and consignors

at the time of arrival of cargo at DCT and records it truck wise at gate

record book.The stuffing is organized by consignor or his agent by utilizing

labors available at ICDs.

3.3: Once the stuffing is completed relevant entries are made by security

guard posted in DCT area in the register to be maintained by Security and

Surveyor for recording stuffing details. Daily stuffing sheet is prepared by

surveyors. Security monitors to ensure that cargo should not spilled over

and also ensures proper closing of doors of loaded containers.

3.4: The domestic section issue an OTL to the Consignor or his agent upon

completion of stuffing. Details of OTL issued to the Consignors are

maintained by domestic section. This OTL number is entered in “Sealing”

screen of Domestic Terminal Management System (DTMS) at the time of

booking. Thereafter the Consignor or his agent arranges to close the door

and seal the container

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3.5: After completion of stuffing, security official check the container doors

and OTL, whether properly put up or not. Consignor or his agent arranges

booking of loaded and sealed containers for respective destinations and

make the payment along with booking details at billing counter (BC).

3.6: “To Pay” booking is also done according to the extant instructions.

IWB and MR are prepared in case of paid booking. Only IW bill is issued

with clear “To Pay” endorsement in case of “To Pay” bookings. All the IW

bills are on “Said to Contain” basis.

3.7: Outward pendency job order for the purpose of the train loading is

prepared destination wise maintaining the serial order of booking of

containers. Copy of the train loading job order is handed over to the H&T

contractor through Container Movement Cell (CMC).

4) Procedure for factory stuffing:

Procedure for factory stuffing at central region is as given below:

4.1: As consignor or his agent indent for factory stuffing, trailers are

arranged for factory stuffing by CMC in consultation with domestic section

(operations). Security check the container no, its condition, trailer no. and

seal no. Gate In and Gate Out endorsement is obtained by driver at factory

and after stuffing the same entry and checking of loaded container is done

at ICD gate.

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4.2: After Security and surveyor checking at gate, containers are stacked

properly at yard. Loaded containers are booked by consignor or his agent

for further movement at billing counter after payment of requisite charges.

2) Inward movement:

Procedure for inward domestic movement is as given below:

1) Arrival of loaded containers:

Procedure of arrival of loaded container to ICDs is as given below:

1.1: On the arrival of train, containers offloaded by H&T contractor as per

instructions received from DSO cell/ CMC. Container’s condition, seal no.

and cargo description is checked by security and surveyor. After checking

of all details containers are stacked properly. Any damage or seal broken

container is found, information is given by security to the CMC/ DSO cell.

1.2: Surveyor prepare train unloading summary, which is entered into the

system as train summary in container movement register (CMR) or if

systems generated train summary sent by originated port, summary can be

downloaded directly from systems.

1.3: E-mail/Fax is sent by DSO/ cell In charge to the consignee or his

agents about the arrival of their containers at ICDs.

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1.4: Consignee or his agent should submit IWBs of the loaded containers

and pay necessary charges for the book delivery of the containers within the

prescribed free period.

1.5: For destuffing of the containers, delivery schedule is submitted by

consignee or his agent before destuffing of the containers.

2) DCT –Destuffing

Following procedure for terminal destuffing of domestic containers is given:

2.1: Domestic section is maintains a record of inward containers for factory

and DCT destuffing.

2.2: In case of DCT destuffing, seal cutting job order and cargo removal,

gate pass is issued based on the requirement of the consignee or his agent.

2.3: Gate security allows consignee or his agent to take his vehicles inside

the terminal for loading of cargo. Security also regulates the movement of

trucks for safe and expeditious working.

2.4: Consignee or his agent destuffs the cargo. The destuffing is organized

by consignee or his agent by utilizing labour available at ICD premises.

Relevant entries are made in destuffing tally sheet / job orders by security /

surveyors.

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2.5: During and after destuffing, security official monitor to ensure that

cargo has not spilled over the terminal and also ensure proper closing of the

empty container doors.

2.6: Gate security checks and records the entry of loaded vehicle particulars

in their register and if they find it satisfactory then only allow the vehicle to

move out.

3) Factory Destuffing

Procedure for factory destuffing of domestic containers is as given below:

3.1: In case of factory destuffing, book delivery of the containers is done.

After that trailer loading job order, road movement advice and gate pass is

issued from the system. On the basis of job order, h & T contractor move

the containers on trailers for factory destuffing in consultation with CMC.

3.2: Security check the containers at gate and also obtain gate in & gate out

time from factory by driver and submit to CMC, which help to minimize

the turn around time of vehicles. Empty containers are stacked properly at

yard.

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5.2 Procedure for Exports:

Given below the procedure for export at ICDs of central region:

01) Noting of Shipping Bill by ICD – Customs: The shipper/his agent

should file the required number of copies of the Shipping Bill with the

Noting Section of ICD Customs.

02) Export Application: The Shipper or his Agent should submit an Export

Application in the prescribed format. In the case of factory stuffing the

Export Application is submitted to the billing counter. In the case of

stuffing at the ICD, the Export Application is submitted to the CFS-In-

charge. It may not be possible for the Exporter or his Agent to submit

copy of Shipping Bill along with the Export Application for cargo

carting. However, the Exporter/ his Agent should submit the copy of

Shipping Bill with the CONCOR CONSIGNMENT NOTE (CCN) in

case of Factory Stuffing and before stuffing Job Order is issued in case

of ICD stuffing. However, for direct stuffing of container, the

Shipping Bill must accompany the Export Application.

03) Stuffing of containers in ICD:

3.1: Shipper / his agent should file export application for “carting of

cargo” to CFS-in-charge. After checking the availability of space in the

CFS/Warehouse, the CFS in-charge issues the Job Order for carting and

unloading of the cargo into the Warehouse. The copies of Job Order for

carting are given to the following agencies:-

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01. Security Gate

02. H&T Contractor

03. Surveyor

3.2: On arrival of the cargo, gate security make necessary entries in the

Job Order for carting in the columns provided for the purpose and

permit the truck to move to the CFS. Cargo is unloaded at CFS and

stacked properly and stack card put on it to identify the lot no. etc. After

carting of cargo, surveyor submits the report and makes proper entries

in the systems.

3.3: On arrival of complete cargo covered by the Job Order for carting,

the security gate copy should be returned to the CFS-in-charge who

makes necessary entries from it in the screen for Job Order for carting.

Shipper or his agent obtains examination order of customs thereafter.

3.4: After examination of the cargo, permission is given for stuffing of

the container by ICD, Customs on the reverse of the Shipping Bill. The

same is presented to the CFS-in-charge by the shipper/his agent.

Simultaneously container is nominated for stuffing through delivery

order (DO). Customs allow stuffing after placement and examination of

containers for stuffing.

3.5: Job Order for stuffing shall be issued after ICD, Customs has

permitted stuffing of cargo and the containers have been placed. Copies

of the Job Order for stuffing shall be distributed to:

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1) H&T Contractor

2) Surveyor

3.6: Container is stuffed by the H&T Contractor in the presence of

Shipper/his Agent, Customs Officials and Surveyor. Stuffing is done in

accordance with standard practices for stuffing of container. Surveyor

should prepare tally sheet and stuffing sheet is prepared by CFS In

Charge.

3.7: Whenever required, proper lashing for the cargo should be provided

in the container. The shipper/Agent should indicate the type of lashing

required in the Export Application.

3.8: Requirements of palletisation should be indicated clearly in the

Export Application. Some cargo may require additional material for

stuffing like wooden runners, plastic sheets, etc., which should be

arranged by the shipper/his agent in advance.

3.9: Thereafter, the container is duly sealed with Customs OTL (seal)

and shipping-line OTL seal.

3.10: After sealing the container is moved by the Handling and

Transportation Contractor to the export loaded stack.

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04) Procedure for direct stuffing of containers at the ICD:

Procedure for direct stuffing of containers at ICDs is as given below:

4.1: Direct stuffing may be permitted by CFS in charge for cargo not

likely to be damaged by direct stuffing. The procedure upto noting of

shipping bill and filing of export application apply for direct stuffing of

containers.

4.2: In case of direct stuffing specific permission from Customs is

required on the Export Application and necessary endorsement made by

the CFS-in-charge on the Job Order for carting, for direct stuffing

indicating, date and location of direct stuffing. The entire procedure is

same as stuffing of containers through warehouse. In case of direct

stuffing cargo is shut out, shipper can get this cargo back to town after

obtaining permission from ICD customs.

05) Procedure for Factory Stuffing:

The procedure for factory stuffing is as given below.

Noting of shipping bill remains the same as in ICD stuffing.

5.1: Export Application for Factory Stuffing is submitted at the billing

counter by the shipper/his agent along with original DO from shipping-

line for dispatching empty container for factory stuffing.

5.2: The billing counter verifies ownership of the nominated container

by the shipping line issuing the DO. On receipt of Export Application

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and DO by the billing counter, the necessary Job Order and Gate-pass is

prepared. .

5.3: H&T contractor make necessary entries in the relevant portions

and hand-over the same to the driver of the trailer. The H&T Contractor

ensure that the container is loaded properly on the trailer and secured

with twist locks. The driver of the trailer submits all three copies at the

security gate while taking-out the empty container.

5.4: Security guard at gate tallies the details of the Job Order and Gate-

pass with the actual container number, trailer number etc. and make

endorsement on two copies of the Gate-pass and Job Order and hand-

them-over to the driver of the trailer. The Gate Security check the

empty condition of the container, securing of doors and securing of

container with twist locks before permitting the trailer to leave the ICD.

Surveyor checks the soundness of containers at gate before dispatching

to factory.

5.5: Necessary entries are made at ICD gate and at factory gate. Truck

driver takes endorsement from factory of gate in & gate out of

containers. After excise clearances containers are sealed with excise

sealing and shipping lines seal is put to the containers.

5.6: System is updated by the surveyor on the basis of returned gate

passes. The surveyor surveys the condition of the container when it

returns from the factory. He also checks the condition of the Excise seal

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when the container enters into the ICD. After checking of container,

loaded container is stacked.

5.7: The shipper or his agent process the documents with ICD, Customs

and obtain "Let Export" permission for the container. The container

thereafter is sealed with One Time Lock (OTL).

06) Procedure for “Back to town” Cargo:

Procedure for “back to town” cargo is as given below:

6.1: The packages which have been shut-out may be moved by the

shipper back to town subject to permission from ICD, Customs.

6.2: A separate Job Order/Gate Pass is prepared for this. The CFS-in-

charge prepares four copies of Job Order/Gate-pass for each truck.

6.3: CFS in-charge specifically ensures that “back to town” charges and

Wharfage is collected at the billing counter before preparing the Job

Order.

6.4: One copy of the Job Order/Gate-pass is handed-over to the H&T

Contractor and two copies are handed over to the driver of shipper's

truck. Security allows cargo to gate out subject to validity of gate pass.

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7) Procedure for clearance of ICD stuffed / direct stuffed containers:

Procedure for clearance of ICD stuffed / a direct stuffed container is as

given below:

7.1: After completion of stuffing and sealing of the container the

shipper/his agent obtains the Let Export Order on the required number

of copies of the Shipping Bill. Simultaneously with the stuffing of the

goods in the container the shipper/his agent prepares required number

of copies of the invoice and container-wise packing list/weight

specification indicating the number of packages with marks and

number, description of commodity and total quantity/net-weight per

package in each container along with corresponding shipping bill

number.

7.2: The Appraiser/Superintendent (Customs) makes required

certification on the invoice/ packing list.

7.3: The two transference copies of the Shipping Bills is placed in a

sealed cover and handed-over to CONCOR by ICD Customs. CONCOR

shall arrange to present the same at the gateway port customs.

8) Procedure for booking of export containers:

Procedure for booking of export containers is as given below:

8.1: At the time of booking shipper or his agent submit completed

forwarding note in prescribed format, completed CONCOR CCN and

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copy of the shipping bill bearing the “let export” endorsement of

customs at the billing counter.

8.2: The Billing Counter enters the data of the CCN into the computer

system after verifying the particulars given in the CCN. The entry of

the data for CCN is done only when it is accompanied with the "Let

Export" order. The time of entering the data for CCN reckoned for

priority of booking the container for that destination and for calculating

various charges due on the export container.

8.3: The Shipper/Agent should arrange payment along with CCN & FN

within prescribed free period.

8.4: Thereafter, the Billing Counter prepares the Inland Way Bill as per

the existing standing instructions. The money due to CONCOR is

collected as per the standing instructions. The necessary surcharge

wherever required is also collected in all cases. The IWB is handed

over to the Shipper/Agent only after collection of all charges of

CONCOR. Thereafter containers are moved to respective gateway ports.

However no containers can be moved without booking of containers.

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9) Procedure for making payments:

Procedure for making of payment at ICDs in central region is as given

below:

9.1: After verifying the CCN and entering the data from the CCN, the

Billing Counter prepares a bill, if requested, by the customer.

9.2: The shipper or his agent is permitted to maintain Pre Deposit

Account (PDA) with CONCOR. The amount for the PDA is calculated

on the basis of the value of transactions of the shipper or his agent for a

period of fifteen days. It is also ensured that the PDA is replenished

regularly at least once a week. The PDA amount should be reviewed

every six months, so that smooth transactions can be ensured for

CONCOR and the customer.

CONCOR charges may be paid by any of the following means:-

a) Pre Deposit Account (PDA)

b) Payment by demand draft or Pay Order can be made within the

prescribed free time

c) Payment by cheque can be made according to the extant instructions

from time to time.

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These modes of payment are also allowed for import transactions.

10) Procedure for booking of empty containers:

Procedure for booking of empty containers is as given below:

10.1: The Shipping-line or agent can book empty containers to various

ports and other ICDs on an application to the Billing Counter. The

application is accompanied with the CCN and FN and delivery order in

original for booking empty containers.

10.2: Billing counter book the containers in the system after verifying

their ownership. The method of payment etc., is the same as in case of

loaded exports.

11) Procedure for dispatch of containers by rail:

Procedure for dispatch of containers by rail at ICDs in central region is

as given below:

11.1: Expected placements from Rail Yard / Railway Station is

intimated by in-charge (Ops) to container movement cell (CMC).

Number of wagons fit and sick in every placement is also intimated.

11.2: The Job Order for loading containers on wagons is issued by the

billing counter every day before closing of work. The Job Order is

checked by the CMC who also ensures that the seals on such containers

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are correctly put. It is necessary to issue the Job Order for loading more

than once. This is done as guided by Terminal Manager. CMC arrange

to convey the Job Order to H&T contractor.

11.3: On receipt of the Job Order, the H&T Contractor pre-stack the

export loaded containers to the extent possible. On arrival of wagons,

containers are off loaded and loaded simultaneously. Loading of export

containers are in accordance with booking sequence. While loading the

containers, the H&T Contractor checks and ensure that the Twist Locks

are correctly positioned.

11.4: Loading is also done in accordance with standard Marshaling

Orders of the Railways and other operational instructions issued from

time to time. This is ensured by In-charge (Ops) and CMC.

11.5: On completion of loading removal message is conveyed by CMC

to Railway Dept / Rail Control room.

11.6: Simultaneously dispatch train summary is prepared by the

surveyor and handed over to CMC.

11.7: The train summary is emailed to all the CHAs and shipping line

agents at Nagpur, to all the shipping lines at JNPT and to CONCOR

JNPT, immediately after removal of the rake. Hard copy of the train

summary is displayed on the notice board as notice of dispatch.

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11.8: The movement of trains from Rail yard, to the exit port is

monitored by In-charge (Ops). The arrival of the train at the port is

intimated to the CMC.

11.9: Relevant entries in the train movement records are made by CMC.

5.3: Procedure for Imports:

Procedure for imports at ICDs in central region is as given below:

01) Receipt of import loaded containers by rail:

Procedure for receipt of import loaded containers by rail is as given

below:

1.1: As soon as a train is dispatched to ICDs from Port, CONCOR email the

train summary t o ICD.

In-charge (Ops) intimate CMC about the expected date of arrival of

container by rail. Placement of rake in siding is done as per the Joint

Procedural Order issued alongwith Railways.

In-charge (Ops) co-ordinates with railway dept and get the rake placed in

the ICD siding. He also gives details of wagons which are sick (under

maintenance) to the CMC and yard in-charge.

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In-charge (Ops) intimates to railway dept the placement timing of the rake

and expected time of loading completion.

The inward train movement register is maintained by CMC for each

placement.

The “notice of arrival” of containers is sent by email to all shipping line

agents and all CHAs in prescribed format. A hard copy of the same is

displayed on the Notice Board at the ICD.

1.2: CONCOR surveyor takes physical tally of containers arrived and

compare the same with the train summary obtained from dispatching

station. Discrepancies in the two are brought to the notice of CMC by the

surveyor.

Based on the actual physical arrival of containers as reported by surveyor,

CMC update inward train summary and the updated train summary is

uploaded into software as CMR.

The surveyor prepares inward external survey report of all arrived

containers. Cases of seal broken or damaged containers is brought to the

notice of CMC by the surveyor.

In case of seal broken or damaged containers, Terminal Manager organize a

joint survey by informing ICD customs, concerned shipping line agent,

security and RPF.

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1.3: The H&T contractor unload the containers and arrange to stack them as

directed by CMC.

02) Clearance of Imported cargo:

Procedure for clearance of imported cargo at ICDs in central region is given

as given below:

2.1: Containerized goods are transshipped from the Gate-way Ports to

ICDs, under the Customs Act, 1962, in accordance with procedure

described in the Customs Public Notice. After completion of formalities at

the Gate-way Port, CONCOR arrange transportation of import containers

on Trailers/Rail wagons. Containers move from the Gate-way Port to the

ICD under Sub-Manifest Transshipment permit (SMTP) issued by the Dy. /

Asstt. Commissioner (Customs) of the Gate-way Port.

On arrival of the import containers by Road/Rail the procedure described

earlier is followed.

2.2: If the seals are found broken at the time of examination of the seals, a

survey of the contents of the container is conducted in presence of the

Customs Officer, CONCOR Officials and shipping line and RPF and

importer or his agent. Shortages, if any, is duly recorded and signed by all

those present. Cases of seal-broken containers are reported to customs with

all details.

The clearance of cargo in such containers is done as directed by Customs.

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In case of seal intact containers the procedure given below is followed for

ICD de-stuffing / direct destuffing / factory destuffing.

2a) Procedure for ICD destuffing:

Procedure for ICD destuffing is detailed as below:

2a(i): The shipper/his agent file the Bill of Entry along-with necessary

documents including original invoice, packing list, Bill of Lading, Import

License, Letter of Credit, declaration under rule 10 of Customs Valuation

Rules etc. with the Customs Officials. The documents are processed in

accordance with the import export procedure notified by the Customs.

After the documents are processed and the examination order is issued on

the reverse of the original Bill of Entry, the shipper/his agent submit the

Seal Cutting Application. The billing counter prepare seal cutting job order

after verification of examination orders of customs and container numbers

mentioned in BOE. One copy each of Seal Cutting Job Order (SCJO) is

sent to CFS in charge, H&T contractor, CONCOR surveyor and CONCOR

security.

2a(ii): The seals is cut in the presence of Inspector of Customs, Surveyor,

CONCOR, Representative of shipper and security.

De-stuffing details (commencing date and time, finishing date and time) are

maintained by CFS in charge. Thereafter destuffing is done by H & T

contractor and ally Sheet and Stack Cards are prepared by the surveyor.

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After examination of cargo by the Customs and completion of formalities

with regard to payment of duty etc., the shipper obtains an Out of Charge

letter from the Customs Authorities.

The shipper submit CONCOR Discharge Note (CDN) enclosing a copy of

the BOE, original IW Bill, original delivery order and customs gate pass to

billing counter. A second set of CDN is also presented to CFS in charge.

Relevant entries are made by CFS in charge for calculation of CONCOR

charges at the billing counter.

The IW Bill and DO is scrutinized by the billing counter to ensure

correctness of shipping line details. All CONCOR dues are collected at the

billing counter including “To Pay” dues, hazardous charges, overweight

charges etc., if any.

Cargo Removal Permission for movement of cargo is issued by CFS-in-

charge.

The shipper/his agent organize trucks for removal of cargo in such a

manner that the entire cargo is physically removed within permissible free

time.

If the cargo is not physically removed within the free time, the Cargo

Removal Permission is revalidated after collection of necessary wharfage

charges. CFS in-charge ensures that the revalidation is done before

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permitting removal of cargo. Consignee or his agent arrange for trucks and

take delivery of cargo.

2b) Procedure for direct destuffing:

Procedure for direct destuffing at ICDs in central region is as given below:

The importer or his agent should apply for direct destuffing of cargo while

submitting Seal Cutting Application.

On receipt of the Seal Cutting Application, billing counter prepare seal

cutting job order after verification of examination order and container

numbers in BOE. The SCJO is prepared by Billing Counter, destuffing is

arranged by H & T after submission of CDN and payment made by

consignee or his agent.

On obtaining confirmation about the payment of charges, the CFS in charge

issue truck wise Cargo Removal Gate Passes clearly indicating the number

of packages and tonnage carried-out by the trucks, which tally with the

tonnage and number of packages indicated in the Bill of Entry. The truck

wise Gate Passes are valid only for the stipulated free time. The number of

copies of Cargo Removal Gate Passes and their distribution are same as in

case of ICD destuffing.

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2c) Procedure for factory destuffing:

Procedure for factory destuffing at ICDs is as given below:

The shipper or his agent submits seal cutting application for factory

destuffing. On verification of customs examination order and container

number in the BOE, billing counter prepares the seal cutting job order.

For customs examination purposes sample destuffing or partial destuffing

and grounding of containers are required. The application for grounding is

submitted to CFS in charge. Grounding is organized by CFS-in-charge in

co-ordination with H&T contractor.

After examination of cargo by the Customs and completion of formalities

with regard to payment of duty etc., the shipper obtains an Out-of-Charge

letter from the Customs Authorities.

The shipper submit CONCOR Discharge Note (CDN) enclosing a copy of

the BOE, original IW Bill, original delivery order and customs gate pass to

billing counter. The CDN also clearly mention the mode of delivery i.e.

shipper trailer or CONCOR trailer.

The IW Bill and DO is scrutinized by the billing counter to ensure

correctness of shipping line details. All CONCOR dues are collected at the

billing counter including “To Pay” dues, hazardous charges, overweight

charges etc., if any. Billing Counter prepares job order for factory

destuffing and handed over to H & T contractor.

123

H & T contractor load the containers on the trailer and send to factory for

destuffing and take endorsement of gate in & gate out by factory gate.

Security at ICD check the containers at the time of dispatch along with

surveyor and after destuffing empty containers are also checked by security

and surveyor at ICD gate and then empty containers are deposited to empty

container yard.

5.4: Procedure for outstation loading of export cargo:

In case of outstation loading of export cargo, following procedure is followed

at central region:

1. Indenting for wagons

The shipper or his agent inform the terminal manager of the originating

ICD in writing about the date of stuffing, name of the exporter,

commodity , number of wagons , number of containers needed and the

place of stuffing. Simultaneously or before the rake is placed in the

originating terminal for loading, the shipper or his agent also submit the

original DO of the nominated line for empty, sea-worthy containers.

Normally, the indent for wagons are placed at least a week in advance

of the date of stuffing.

The tariff for the service requested for and other conditions are informed

to the shipper or his agent by the TM in writing.

124

2. Nomination of rake

CONCOR co-ordinates with the concerned division and the zonal

railway and obtains necessary permission for loading. CONCOR

ensures availability of goods shed on the requested date of stuffing.

Wagons are arranged in consultation with CO. Running of the train-

empty, loaded with empty containers and loaded with stuffed containers

are monitored so as to meet the requested schedule.

3. Loading of empty containers

On placement of wagons, procedure in respect of loading of empty

containers at the respective originating terminal is followed.

Simultaneously with loading of empty containers, shipping line seals are

handed over to the shipper or his agent, who arrange to deliver them to

CONCOR’s surveyor from supervising terminal at the time of stuffing

at the goods shed.

Specifically, before loading the empty containers, surveyor at the

originating ICD conducts external and internal survey of the empties.

Unfit, damaged or dirty containers are not loaded and shipper as well as

the shipping line is informed accordingly. If Fresh delivery order is

given before loading of rake should be accepted in this eventuality.

The containers are loaded facing away from each other on the wagons.

The surveyor confirms that the doors of all the containers are able to

125

open and close after being loaded on the wagons. Before dispatch the

containers are sealed with CONCOR seal. Outward train summary is

sent to the terminal from where stuffing operations are to be supervised.

4. Issue of IWB

IWB for empty movement from the originating terminal to the goods

shed are issued as usual but need not be handed over to the shipper.

IWB bears clear remark “rate as per contract”.

The FPR is paid for the empty movement

5. Permission for stuffing

Shipper or his agent obtains necessary permission from Central Excise

and other agencies for stuffing well in advance of placement of wagons.

Supervision by officials of such agencies is also arranged at the time of

stuffing.

126

6. Stuffing at goods-shed

The stuffing is supervised by nominated CONCOR staff from

supervising terminal. Co-ordination for placement and removal of the

rake with local Railway operations staff is done by them.

Surveyor prepares detailed stuffing report for each container in the

format prescribed by CONCOR.

Surveyor maintains placement and completion time and removal time

records. These records are countersigned by the local Railway

commercial staff.

Surveyor seals the containers with shipping line seals after stuffing and

other formalities are completed by the shipper.

7. Issue of IWB for loaded movement.

CONCOR charges at the notified rate are collected at the goods shed

itself by way of DD or Pay Order only and an acknowledgement for

having received the instrument of payment is issued to the shipper or his

agent. Detention charges, if any, are immediately intimated to the

shipper or his agent in writing. Free time for payment of detention

charges are as decided by the competent authority.

After loading, the rake is moved to the supervising ICD for custom

clearance.

127

Upon placement, the procedure prescribed for receiving inward train at

the respective ICD is followed.

Specifically actual arrival of containers is tallied with the train

summary. Seal intact condition of the containers is also verified. Any

discrepancy is informed to operations consultant at RO who arranges to

move remaining wagons to the supervising terminal.

Shipper or his agent arranges custom clearance on chassis at the ICD

within free time prescribed.

IWB for loaded movement are issued from the supervising terminals,

after stuffing and sealing operations are completed and after all

CONCOR dues are recovered. Money Receipt is issued only from the

supervising terminal. IW Bill bears a clear remark “rate as per

contract”.

In case some containers require handling at the supervising ICD, THC

at the prevailing rate is levied and collected as per existing practice of

the ICD.

After custom clearance, the IWB and custom sealed cover is couriered

to DRT/JNPT as per the procedure prescribed at the ICD.

After the rake is drawn out, the final outward summary is sent to

DRT/JNPT

128

5.5 LCL Procedure:

Procedure for LCL is as below:

01. The Export Application for LCL cargo is filed at the Billing Counter for

obtaining Carting Permission for the purpose of carting in of LCL

cargo. Copies of the Carting Permission is given to:

A. Security

B. Surveyor

C. H & T Contractor

02. In the Export Application, the Shipping Line/Agent/NVOCC/Freight

Forwarder/Consolidator specifically mentions the CFS at Mumbai at

which the LCL cargo is to be delivered and the details of the

consolidator(s) or his representative, who receive and reconsolidate the

cargo at the CFS at Mumbai. Apart from the weight, the Shipping

Line/Agent/NVOCC/Freight Forwarder/Consolidator also indicates the

dimensions of the packages in the Export Application.

03. In the Export Application Shipper / CHA should clearly mention the

name of consolidator of the LCL Cargo who handles the cargo at

Mumbai. There is only one consolidator requisitioning the LCL

container with CONCOR.

04. The Shipping Line/NVOCC/Freight Forwarder/Consolidator/CHA

provides clearly identifiable separate marks and identification numbers

on each package of his LCL cargo as described in the Public Notice

129

mentioned above. These details are mentioned clearly in the Export

Application.

05. On arrival of the cargo at the Warehouse, the Surveyor checks the

weight and dimensions of the cargo and calculates the volume in CBM.

He makes necessary entries in the Carting Permission form and submits

the same to the Warehouse.

06. The Warehouse-in-Charge makes random checks on the measurements

and data submitted by the Surveyor to ensure correctness of the data.

07. The H&T Contractor unloads the cargo and arranges proper stacking, as

directed by the Warehouse-in-Charge, after due weighment and

measurement by the Surveyor.

08. After receipt of LCL cargo in the Warehouse, the Shipping

Line/Agent/NVOCC/Freight Forwarder/Consolidator organizes

Customs examination and clearance for export (“Let Export”) of the

same cargo.

09. After completion of the Customs formalities, the packages are handed

over by the Customs to the Warehouse-in-Charge along with two

transference copies of the Shipping Bill, certified copy of the Invoice,

Packing List and other documents in a sealed cover.

10. After the Customs clearance “Let Export” is obtained, the Shipping

Line/Agent/NVOCC/Freight Forwarder/ Consolidator submit the LCL -

130

CCN along with a copy of the Shipping Bill indicating clearance by

Customs at the Billing Counter. He pays the CONCOR charges as

specified from time to time.

11. The Billing Counter issues two copies of the LCL IWB (Blue and

Green) and the Money Receipt to the Shipping

Line/Agent/NVOCC/Freight Forwarder/ Consolidator. He hands over

the Green Copy of the IWB along with the copy of the Shipping Bill

indicating clearance by Customs to the Warehouse-in-Charge, who

prepares the Stuffing Job Order for that cargo.

12. In the case of Console Boxes, a Delivery Order from the Shipping Line

is submitted by the Shipping Line/Agent/NVOCC/Freight Forwarder/

Consolidator to the Warehouse-in-Charge, who prepares the necessary

Job Order for loading an empty container on the nominated trailer.

Shipping Line/Agent/NVOCC/Freight Forwarder/Consolidator also

makes necessary arrangements at his own initiative and cost for

unloading and advance by the Warehouse-in-Charge in consultation

with the Surveyor and the H&T Contractor. Care is taken to see that:

I. Space available in the container is utilized completely.

II. Heavy cargo is not loaded on top of light cargo.

III. Cargo is lashed/choked whenever necessary.

13. Stuffing Sheet is prepared by the Surveyor and submitted to the

Warehouse-in- Charge.

131

14. After the stuffing is completed, the container is sealed with One Time

Lock (OTL) in the presence of the Customs officials.

15. Following documents accompany the container:

A. Gate Pass.

B. IWBs.

C. Container Load Plan.

D. Transference Copies and other documents in sealed covers.

132

Details of Inland Container Depots, its performances are as given below:

6. Inland Container Depots at Central Region:

Central Region comprises of 5 ICDs in the region. The study of ICD-Nagpur,

ICD-Aurangabad and ICD-Bhusawal is done thoroughly. ICD-Raipur and

ICD-Bhopal have commenced their operations in the year 2004 and 2005

respectively.

6.1 Inland Container Depot (ICD), Nagpur:

In Central India, Nagpur is the central place, having immense scope for

business, is connected with main stream of Rail to the East-West and

North-South trunk Rail route, making it possible to run trains from & to all

parts of India. It is also well connected to the National highway no. 6

(Mumbai-Kolkata) and National Highway No. 7 (Varanasi - Kanyakumari)

and main linkage of Gate Way Ports. Inland Container Depot (ICD) at

Nagpur caters to a large hinterland covering most parts of Maharashtra,

Madhya Pradesh & Chhattisgarh in Central India. The “Service area” of the

Inland Container Depot serves the industrial areas located at Yavatmal,

Wardha, Butibori, Hingna, Mauda, Bhandara, Kalmeshwar, Raipur, Bhilai,

Chhindwada, Saunsar and Rice Mills doting Chhattisgarh, Madhya Pradesh

and Maharashtra, and having potential of Global business for EXIM Trade

and Domestic Business in the Country. One of the well established and

leading port in India, i.e. Jawaharlal Nehru Port Trust (former Nhava

Sheva) is directly connected with this stream.

133

Inland Container Depot at Nagpur made its modest beginning from January

1997 and providing various services required for “Single Window”

clearance of containers and cargoes. It offers services of Custom Clearance

for Export & Import Cargos, facility of Export & Import under various

Export promotion Schemes, round the clock professional Security, handling

and movement of Containers at factory site, special arrangement for

Fumigation, palletisation and lashing of cargo, repair facility of containers,

survey of containers from reputed Surveyors and modern communication

facility.

Inland Container Depot at Nagpur renders services by ISO for International

Cargos and DSO carry Domestic Cargoes. It accepts less than container

load (LCL) consignment also.

The Geographical advantages are also enjoyed by ICD Nagpur. Being a

Traditional Centre for Transshipment of Cargo moving by road through the

Domestic Container Terminal (DCT), which enhances the logistics

capabilities of this natural transshipment hub of domestic cargo. DCT at

Nagpur is commissioned in 1999 and started services between DCT Nagpur

to DCT Tughlakabad. Market Survey reveals that there is good potential for

moving of containerized cargo between DCT Nagpur to Container

Terminals at Calcutta, Mumbai, Ahmedabad, Ludhiana, Chennai, Banglore

etc.

In the area of Domestic business, door pick up and door delivery services

are most popular. With the use of Terminal Network to plan Hub and spoke

movement that allow Single Customer to move cargo to multiple location at

134

a single time, with Container Corporation of India Ltd., takes care of the

distribution and re-distribution requirements. CONCOR is committed to

bring back to rail a significant share of containerized general goods cargo

through aggressive marketing efforts. The main competition in this area is

from Road transportation of goods by trucks. Since it provides better risk

coverage, in addition to controlled transit times with overall reliability,

geared to attract the traffic segment that presently uses road. Domestic

business offers a big potential growth. Given that consumption centers are

vast distances away from production points, there is always demand for

transport. Setting up of high capacity consumer goods industries also

indicate that the growth of non bulk traffic expected to be faster than that of

bulk traffic, with the share of both becoming decidedly better than the

current rate of 35-65. Significantly most of this non bulk traffic is

contanerisable and represent a huge market potential.

6.1.1 Geographical area of ICD:

Following geographical area is available at ICD, Nagpur.

• Total Land Area: 1,10,000 Sqr. Mtrs.

• Paved Container Yard: 50,000 Sqr. Mtrs.

• Covered Warehouse: 2000 Sqr. Mtrs.

• Custom Bonded Warehouse: 2200 Sqr. Mtrs.

• Truck / Trailer Parking: 1400 Sqr. Mtrs.

An availability of equipments at ICD, Nagpur is detailed as below:

135

6.1.2 Equipments:

1) Two Reach Stackers

2) Two Sling Cranes

3) One Container Fork Lift

4) Three Cargo Fork Lift

5) 20’ and 40’ trailers

Rail services for international trade are available as follows:

6.1.3 International scheduled rail services:

• JNPT – Nagpur: Four times in a week

• Nagpur – JNPT: Four times in a week

Following rail services are available for domestic trade at ICD, Nagpur:

6.1.4 Domestic scheduled rail services:

• Nagpur – Tughlakabad: Weekly Service

• On-demand services to Tughlakabad, Chennai, Ahmedabad, Kolkata

and Hyderabad

136

6.1.4 Performance:

Performance of ICD, Nagpur in domestic trade details below:

6.1.4 (a) Performance of ICD, Nagpur in Domestic Trade:

Table No. 4.1

CONTAINERS HANDLED AT ICD, NAGPUR, DOMESTIC (TEUs)

(As per Fixed Based Method)

Sr. No

YEAR TEUs FIXED BASE GROWTH %

1 1999-2000 2848 100 ------

2 2000-01 7706 270.58 170.58

3 2001-02 13408 470.79 370.79

4 2002-03 12932 454.07 354.07

5 2003-04 7957 279.39 179.39

6 2004-05 10354 363.55 263.55

TOTAL: 55205 TEUs

MEAN: 9201 TEUs PER YEAR

(Source: Record of CONCOR) From table no. 4.1, the highest growth was witnessed to 13408 TEUs (by an

increase of 370.79%) during 2001-02 and the lowest growth was 4858 TEUs

137

(i.e. by 170.58%) during 2000-01 over the base year of 1999-2000 i.e. 2848

TEUs.

The throughput was found to be less than the annual average of 9201 TEUs

during the year 1999-00, 2000-01 and 2003-04, while throughput was more

than the average TEUs during 2001-02, 2002-03 and 2004-05 over the base

year.

It means that the progress of domestic business in handling the throughput in

terms of TEUs during the reference period was not stable. This was caused on

account of unavailability of adequate inventory and required number of

wagons.

With view to get the stability in the business and growth oriented result, it is

recommended that there is a need to increase the inventory of containers and it

is also required to induct the adequate number of wagons to justify the

domestic business.

138

Table No. 4.2 CONTAINERS HANDLED AT ICD-NAGPUR, DOMESTIC (TEUs)

(As per Changed Base Method)

Sr. No YEAR TEUs

CHANGED BASE

CHANGED RATE IN %

1 1999-2000 2848 100 ------

2 2000-01 7706 270.58 170.58

3 2001-02 13408 173.99 - 100.93

4 2002-03 12932 96.45 - 77.54

5 2003-04 7957 61.53 - 34.92

6 2004-05 10354 130.12 - 68.59

TOTAL: 55205 TEUs


(Source: Record of CONCOR) In order to project the business growth in every successive year over the

previous year, table no. 4.2 details the data of changed base method. It may be

noticed that there was a decline ( - ) during 3 years i.e. 2001-02, 2002-03 and

2003-04 in the reference period of 6 years over the respective base years,

although there was growth in two years in handling the domestic TEUs i.e.

during 2000-01 and 2004-05.

The maximum percentage of decline recorded was 100.93 % in 2001-02 and

the lowest percentage of 34.92% decline in 2003-04. This was the paradoxical

139

result in the handling of domestic TEUs at ICD, Nagpur. This was caused due

to inadequate availability of containers and required number of wagons as per

business demand, which need to be prevented immediately.

6.1.4 (b) Performance of ICD, Nagpur in International Trade:

Table No. 4.3

CONTAINERS HANDLED AT ICD-NAGPUR, INTERNATIONAL

(TEUs) (As Per Fixed Base Method)

Sr. No YEAR TEUs FIXED BASE

GROWTH %

1 1996-97 445 100 ----

2 1997-98 14561 3272.13 3172.13

3 1998-99 14826 3331.69 3231.69

4 1999-2000 19710 4429.21 4329.21

5 2000-01 23162 5204.94 5104.94

6 2001-02 28806 6473.26 6373.26

7 2002-03 36740 8256.18 8156.18

8 2003-04 42068 9453.48 9353.48

9 2004-05 46990 10559.55 10459.55

TOTAL: 227308 TEUs


(Source: Record of CONCOR)

140

It appears from the table no.4.3 that the highest growth was witnessed to 46990

TEUs (by an increase of 10459.55%) during the year 2004-05 and the lowest

growth was recorded from 14116 TEUs (i.e. by 3172.13%) during 1997-98

over the base year of 1996-97 i.e. 445 TEUs.

It is observed that there was a significant growth trend in the business of

CONCOR during the reference period of 9 years of the study. The throughput

during the first 5 years over the base year was found to be less than the annual

average of 25256 TEUs handled. While the latter 4 years from 2001-02 to

2004-05, the throughput was more than the average TEUs.

This is clear indication that the progress during the first half of the reference

period was quite slow. With view to get the growth oriented progress in

handling the container, there is need to increase the throughput in the near

future. For this purpose, it is recommended that CONCOR should run daily

one train from ICD, Nagpur.

141

Table No.4.4

CONTAINERS HANDLED AT ICD-NAGPUR, INTERNATIONAL

(TEUs) (As Per Changed Base Method)

Sr. No

YEAR TEUs CHANGED BASE

CHANGED RATE IN %

1 1996-97 445 100 ------

2 1997-98 14561 3272.13 3172.13

3 1998-99 14826 101.82 - 3170.31

4 1999-2000 19710 132.94 31.12

5 2000-01 23162 117.51 - 15.43

6 2001-02 28806 124.37 6.86

7 2002-03 36740 127.54 3.17

8 2003-04 42068 114.50 - 13.04

9 2004-05 46990 111.70 - 2.80

TOTAL: 227308 TEUs


(Source: Record of CONCOR) The table no. 4.4 shows the data by way of changed base method in order to

project the business growth in every successive year over the previous year.

It is observed that there was a decline ( - ) during 4 years of the reference

period of 8 years over the respective base year although for the remaining 5

years there was the growth in handling the throughput.

142

The maximum rate of decline was recorded 3170.31 % in 1998-99 (which is a

paradoxical result) as against the lowest percentage of 2.8% decline in 2004-

05. From the above table it is understood that the growth in TEUs has not been

increasing with the equal rate leading the instability in the business. This was

because of inadequate schedule of train services.

It is recommended that CONCOR should start marketing their services and

they should also try to get more business which is presently going by road.

6.2 Inland Container Depot, Aurangabad

Inland Container Depot (ICD) at Aurangabad was established in February

’1999. This is a second ICD in central region. This ICD is located near

Daulatabad Railway station at village Maliwada and spread over 28 acres of

land. This ICD is a focal point for logistics infrastructure for international trade

and also caters large hinterland covering most parts of Aurangabad and

Marathwada Region. The “Service Area” of the ICD includes industrial areas

located at Waluj, Chikhalthana, Chitegaon, Shendra, Paithan. ICD,

Aurangabad is located at a distance of approximately 400 Kms from Ports of

Mumbai. This ICD is rail linked with gateway ports of Mumbai.

This ICD was notified for DEPB/DEEC facility in January 2000. Rail Services

honored this ICD in February, 2001.

CONCOR has not marketed domestic business for this ICD so despite of

combined terminal there is no domestic business through this ICD.

143


Given below is the geographical area available at ICD, Aurangabad

• Total Land Area: 28 acres



• Custom Bonded Warehouse: 900 Sqr. Mtrs.

• Paved Truck / Trailer Parking yard: 1000 Sqr. Mtrs.

6.2.2 Equipments:

Following equipments are available at ICD, Aurangabad

1) One Reach Stackers

2) One Sling Cranes

3) One Hydra

4) One Cargo Fork Lift


6.2.3 Scheduled rail services:

Following schedule services are available at ICD, Aurangabad for international

trade,

a. JNPT/NSICT – Aurangabad: Once in a week

b. Aurangabad – JNPT/NSICT: Once in a week

144

6.2.4 Performance:

Performance of ICD, Aurangabad in International Business:

Table no.: 4.5

CONTAINERS HANDLED AT ICD-AURANGABAD

INTERNATIONAL (IN TEUs) (As Per Fixed Based Method)

Sr. No.

YEAR TEUs FIXED BASE GROWTH %

1 1999-2000 1346 100 ---

2 2000-01 5755 427.56 327.56

3 2001-02 11164 829.42 729.42

4 2002-03 9401 698.44 598.44

5 2003-04 8526 633.43 533.43

6 2004-05 6103 453.42 353.42

TOTAL: 42295 TEUs

AVERAGE: 7049 TEUs PER YEAR

(Source: Record of CONCOR) It appears from the table no. 4.5 that the highest growth was witnessed to

11164 TEUs (by an increase of 729.42%) during the year 2001-02 and the

lowest growth was recorded from 4409 TEUs (i.e. by 327.56%) during 2000-

01 over the base year of 1999-2000 i.e. 1346 TEUs.

It is observed that there was a significant growth but not steady in the business

of CONCOR during the reference period of 6 years of the study. The

145

throughput during the 3 years over the base year was found to be less than the

annual average of 7049 TEUs handled. While in 3 years from 2001-02 to 2003-

04, the throughput was more than the average TEUs.

This is clear indication that the throughput performance at ICD, Aurangabad

was not steady and in view to get steady growth it is recommended that proper

services of rail and road should be provided for the transportation of exports

and imports.

Table no.: 4.6

CONTAINERS HANDLED AT ICD, AURANGABAD

INTERNATIONAL (IN TEUs) (As Per Changed Based Method)

Sr. No. YEAR TEUs CHANGED

BASE CHANGE RATE

IN %

1 1999-2000 1346 100 ----

2 2000-01 5755 427.56 327.56

3 2001-02 11164 193.99 -233.58

4 2002-03 13000 116.45 -77.54

5 2003-04 8526 65.58 -50.86

6 2004-05 6103 71.58 6.00

TOTAL: 45894 TEUs



146

Table no.4.6 shows the data by way of changed base method in order to project

the business growth in every successive year over the previous year.

It is observed that there was a decline ( - ) during 3 years, of the reference



The maximum rate of decline recorded was 233.58 % in 2001-02 (which is a

paradoxical result) as against the lowest percentage of 50.86% decline in 2003-

04. From the above table, it is understood that the growth in TEUs has not been

increasing with the equal rate leading the instability in the business. This was

because of irregular and inadequate availability of train services.

It is recommended that there should be devoted train services twice in a week

by CONCOR at Aurangabad and there should be appointment of proper

contractor for road transportation so that trade can use their choice mode for

movement of EXIM containers from Aurangabad.

147

6.3 Inland Container Depot, Bhusawal:

Inland Container Depot at Bhusawal was commissioned in January 2002. The

catchment area of ICD, Bhusawal consists of Jalgaon – Akola Belt on the East-

West route and Khandawa- Aurangabad Belt on the North – south route. Agro

commodities, soya de-oiled cake, waste paper and agro technology products

are the main cargoes originating and terminating in this catchment area.

An availability of geographical area at ICD, Bhusawal is given below:


• Total Land Area: 1, 00,000 Sqr. Mtrs.



Following equipments are available at ICD, Bhusawal

6.3.2 Equipments:

1) One Sling Cranes

2) One Hydra



148

Following rail services are available at ICD, Bhusawal for international trade:

6.3.3 Scheduled rail services:

a. JNPT/NSICT – Bhusawal - Nagpur: Once in a week

b.Nagpur – Bhusawal - JNPT/NSICT: Once in a week

6.3.4 Performance:

6.3.4 (a) Performance of ICD, Bhusawal in Domestic Trade:

Table no.:4.7

CONTAINERS HANDLED AT ICD, BHUSAWAL

DOMESTIC (IN TEUs) (As Per Fixed Base Method)

Sr. No. YEAR TEUs FIXED BASE GROWTH %

1 2001-02 24 100 -----

2 2002-03 42 175.00 75.00

3 2003-04 63 262.50 162.50

4 2004-05 57 237.50 137.50

TOTAL: 186 TEUs



149

From table no. 4.7, the highest growth was witnessed to 63 TEUs (by an

increase of 162.50%) during 2003-04 and the lowest growth was witnessed

from 18 TEUs (i.e. by 75%) during 2002-03 over the base year of 2001-2002

i.e. 24 TEUs.

The throughput was found to be less than the annual average of 47 TEUs

during the year 2001-02, 2002-03, while throughput was more than the average

TEUs during 2003-04 & 2004-05 over the base year.

It means that the progress of domestic business in handling the throughput in

terms of TEUs during the reference period was in growth trend but at very

small number. This was caused on account of unavailability of adequate

inventory and irregular train services.

With view to get the stability in the business and growth oriented result, it is

recommended that there is a need to increase the inventory of containers and it

is also required to induct sufficient & regular train services for domestic

business.

150

Table no.: 4.8


DOMESTIC (IN TEUs) (As Per Changed Base Method)

Sr. No.


CHANGED RATE IN %

1 2001-02 24 100 -----

2 2002-03 42 175.00 75.00

3 2003-04 63 150.00 -25.00

4 2004-05 57 90.48 -59.52

TOTAL: 186 TEUs



In order to project the business growth in every successive year over the

previous year, table no. 4.8 details the data of changed base method. It may be

noticed that there was a decline ( - ) during 2 years i.e. 2003-04, 2004-05 in the

reference period of 4 years over the respective base years, although there was

growth in two years in the handling the domestic TEUs i.e. during 2000-01 and

2002-03.

The maximum percentage of decline was recorded with 59.52 % in 2004-05

and the lowest percentage of 25% decline in 2003-04. This was the paradoxical

result in the handling of domestic TEUs at ICD, Bhusawal. This was caused to

inadequate availability of containers and dedicated train services as per

business demand, which need to be provided immediately.

151

6.3.4 (b) Performance of ICD, Bhusawal in International Trade:

Table no.: 4.9


INTERNATIONAL (IN TEUs) (As Per Fixed Base Method)

Sr. No. YEAR TEUs FIXED BASE GROWTH %

1 2001-02 4 100 ----

2 2002-03 733 18325 18225

3 2003-04 1930 48250 48150

4 2004-05 2851 71275 71175

TOTAL: 5518 TEUs


(Source: Record of CONCOR) It appears from the table no. 4.9 that the highest growth was witnessed to 2851

TEUs (by an increase of 71175%) during the year 2004-05 and the lowest

growth was recorded from 729 TEUs (i.e. by 18225%) during 2002-03 over the

base year of 2001-2002 i.e. 4 TEUs.

It is observed that there was a significant growth trend in the business of

CONCOR during the reference period of 4 years of the study. The throughput

during first half of the 2 years over the base year was found to be less than the

annual average of 1380 TEUs handled. While in latter 3 years from 2003-04 to

2004-05, the throughput was more than the average TEUs.

152

This is a clear indication that there is growth trend which should stable and for

this proper marketing is required and schedule train services supported by

modern equipment should be provided at ICD, Bhusawal.

Table no.: 4.10


INTERNATIONAL (IN TEUs) (As Per Changed Base Method)

Sr. No.


CHANGED RATE IN %

1 2001-02 4 100 -----

2 2002-03 733 18325.00 18225.00

3 2003-04 1930 263.30 -18061.70

4 2004-05 2851 147.72 -115.58

TOTAL: 5518 TEUs


(Source: Record of CONCOR) Table no. 4.10 shows the data by way of changed base method in order to

project the business growth in every successive year over the previous year.

It is observed that there was a decline ( - ) during 2 years of the reference



153

The maximum rate of decline recorded was 18061 % in 2003-04 (which is a

paradoxical result) as against the lowest percentage of 115.58% decline in

2004-05. It means that the growth trend was not stable and it need to be

rectified. This was because of irregular and inadequate availability of train

services and non availability of empty containers at ICD.

To get stability in the business, it is recommended that regular train should go

through Bhusawal from and to ICD, Nagpur so that the business of Bhusawal

can be linked with Nagpur and trade will also get regular services.

6.4 Inland Container Depot, Raipur:

ICD, Raipur was commissioned in year 2004. ICD is located near Railway

good Shed, Kapa, Raipur, which is well connected with Rail/road on Raipur

Bilaspur highway which is just 4 kms away from Raipur terminal. This ICD is

531 kms from Vizag Port, 971 kms from Haldia Port and 1153 Kms from Ports

at Mumbai. There is immense scope for International and domestic trade at

Raipur. This ICD has started with domestic business and looking forward to

tap the business of entire chattisgarh. This ICD will offer schedule train

services for major domestic destinations and also planning to honor with rail

services for international trade also.

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An availability of geographical area at ICD, Raipur is as given below:


• Total Land Area: 50,000 Sqr. Mtrs.

• Paved Area: 18,000 Sqr. Mtrs.

• Warehouse: 2000 Sqr. Mtrs.

An availability of equipments at ICD, Raipur are as given below:

6.4.2 Equipments:

1) One Reach Stacker

2) One Sling Cranes



6.5 Inland Container Depot, Bhopal:

ICD, Bhopal was commissioned in the year 2005 to facilitate the international

and domestic trade. It has started its working on case to case basis for

international business and looking forward to develop domestic business also.

This ICD is yet to notify for exports under various export promotion schemes.

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Important observations & recommendation:

Important observations & recommendation regarding this chapter may be

summarized as follow:

1) It is observed that the growth in business at Nagpur has not been

increasing with the equal rate leading the instability in the business. It is

recommended that marketing for exports and imports too is very essential

to maintain the stability in the performance.

2) It is observed that adequate numbers of rakes for domestic business has

not been allotted to ICD, Nagpur despite of good business potential. It is

recommended that to get the performance oriented result CONCOR should

allot maximum numbers of train to ICD, Nagpur. It is also recommended

that maximum numbers of domestic containers should be made available at

ICD location.

3) It is observed that CONCOR is running only four services between ports

and ICD from Nagpur. It is also observed that there is immense scope for

agricultural and industrial EXIM business at Nagpur.

In view to fulfill the trade’s growing requirement there should be at least

one train per day at ICD, Nagpur.

156

4) It is observed that ICD, Nagpur has done significant growth in the

business during reference period of study. But the growth in first half of the

reference period was quite slow.

It is recommended that CONCOR should start services for different

ports so that importer / exporters will have more choices of different

Ports than traditional JNPT/NSICT.

5) It is observed that there was significant business growth but not steady

at one instant at ICD, Aurangabad.

The most important factor of business growth is consistency and to

achieve consistency in business it is recommended that dedicated road

and rail services should be provided for the transportation of imports &

exports containers.

6) It is also observed that ICD, Aurangabad is awarded by all facilities and

infrastructure considering the business potential but growth in business

is not satisfactory.

To promote the business, it is recommended that extensive marketing is

required at ICD, Aurangabad. It is also recommended to understand

trade’s requirement and scheduled services with guaranteed transit time

should be offered to the trade to enable them to plan their shipment as

per vessel.

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7) It is observed that the progress of domestic business at ICD, Bhusawal

in handling throughput in terms of TEUs during the reference period

was satisfactory but in small number. This was because of unavailability

of adequate inventory and irregular train services. With view to get the

stability in the business and growth oriented result, it is recommended

that there is a need to increase the inventory of domestic containers and

it is also required to induct sufficient & regular train services for

domestic business.

8) It is observed that ICD, Bhusawal is catering the business of Jalgaon,

khandesh area which is good enough. It is also observed that there was a

significant growth trend in the business of CONCOR at Bhusawal

during the reference period of the study. But that was not steady and

there is need to stabilise the business at one instant and then there is also

need to promote the business.

It is recommended that CONCOR should run regular train services and

simultaneously road operations should also be provided between ports

and ICD. It is also recommended that regular train should go through

Bhusawal from and to ICD, Nagpur so that the business of Bhusawal

can be linked with Nagpur and trade will also get regular services.

158

SELECTED REFERENCES:

1) WWW. CONCORINDIA. COM.

2) CONCOR BROACHERS.

3) CONCOR NEWS LETTERS - Vol.: 1, Jan – 2004, Published by

CONCOR

4) EXIM INDIA - Special Publication on ICD &

Central Region, 2003, Published by

EXIM India.

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