Coastal shipping and CHA Documentation

1
A STUDY ON COASTAL SHIPPING AND CHA DOCUMENTATION
WITH REGARDING TO INDIAN MARITIME INDUSTRY
INTERNSHIP PROJECT REPORT SUBMITTED TO AMET UNIVERSITY
IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE
DEGREE OF
BACHLOR OF BUSINESS MANAGEMENT
(SHIPPING)
SUBMITTED BY
ADARSH DAS
(XXXXXXX)
UNDER THE GUIDANCE OF
PROFFESSOR
XXXXXXXX
AMET BUSINESS SCHOOL
AMET UNIVERSITYKANTHUR, CHENNAI-603112

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DECLARATION CERTIFICATE
I, Adarsh das declare that the project report titled “A study on coastal
shipping and CHA documentation with reference to Indian
maritime industry” for the BBM shipping degree is my original
work and this project report has not formed the basis for the award of
any degree, associate ship, fellowship or any other similar title
Date : Name of student : ADARSH DAS
Place: Chennai Signature of student :

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CERTIFICATION OF APPROVAL
This is to certify that this project titled “A study on costal shipping
and CHA documentation with reference to Indian maritime
industry” is bonafide research work carried out independently by
ADARSH DAS a student of BBM shipping of AMET UNIVERSITY,
Kanathur 603112 in partial fulfillment for the award of degree of
Bachelor of Business Management and that this project report has not
formed the basis for the awards previously for any degree, diploma
,associate ship, fellowship, or any other similar title
Date :
Place :
Signature of Director : Signature of guide :
Viva-Voce examination conducted
Internal Examinar : External Examinar:

ACKNOWLEDGEMENT
I take this opportunity in acknowledging some noble hearts for lending hands in the
successful completion of my summer internship project report
I acknowledge with deep sense of gratitude for the constant encouragement of Mr. J.
Ramachandran, chairman, Vice chancellor Col. Dr.G. Thiruvasagam
I wish to explain my sincere thanks and gratitude to the director of AMET BUSINESS
SCHOOL Mr.S.Ramachandran who had always helped whenever approached during the
course of the project
I also thank my respected guide Mr. XXXXXX , without him the report may not
be
possible.
I would be failing in my duty if I don’t extend my gratitude to my Institutional faculties,
without their help the project would not have been finalized and for the help rendered in
completing the project.
I would like to express my sincere thanks to Mr. XXXXXX (MD) and all the staff
members of “P.V cargo clearing and shipping agencies “ who spent their precious
time for me. Because of them I was able to gain the knowledge about my subject.
I am highly thankful to my parents and my fellow friends for their support and suggestion
extended for the improvement of the internship report.
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CONTENTS
CHAPTER CONTENT PAGE NO:
1 INTRODUCTION 1
1.1 SCOPE OF STUDY 2
1.2 OBJECTIVES 3
2 ABOUT INDUSTRY 4
2.1 ABOUT COMPANY 6
3 FUNCTIONS AND DEPARTMENTS 8
3.1 CLASSIFICATION OF PORTS 9
3.2 COASTAL SHIPPING IN INDIA 13
3.3 BASIC CERTIFICATES REQUIRED 15
3.4 TYPES OF SERVICES 18
3.5 CHA LICENSE REGULATION 26
3.6 ICEGATE 38
3.7 STUFFING OF CARGO 68
4 FINDINGS 75
4.1 OBSERVATION 76

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4.2 ARTICLE 77
4.3 MAJOR ORTS IN OPERATION 79
5 SUGGESTION 85
5.1 LIMITATION 86
6 CONCLUSION 87
6.1 REFERENCE 88
6.2 BIBLIOGRAHY 89

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CHAPTER 1
INTRODUCTION
We live in a global society which is supported by a global economy – and that
economy simply could not function if it were not for ships and the shipping industry.
Without shipping, intercontinental trade, the bulk transport of raw materials and the
import/export of affordable food and manufactured goods would simply not be
possible. Yet, for most people, shipping, not to mention the huge range of related
maritime activities that go to make up what is loosely termed ''the shipping industry'',
do not register a particularly strong echo on their personal radar. And the same, as a
consequence can be said of the seafarers that operate the world’s fleet, despite the fact
that the global economy depends utterly on their presence. Seafarers are, in effect, the
lubricant without which the engine of trade would simply grind to a halt.
Shipping usually only comes to greater prominence when, as inevitably happens from
time to time, the bleaker side of the industry rears its head, when an accident or
pollution occurs. Yet the truth is that, over many decades, shipping has actually
become much safer and much cleaner
The growth in international trade, removal of trade barriers being the principal reason,
has made the developing countries to concentrate more on the improvement of their
infrastructure, like roads, airports, seaports, which play a vital role in the development
of the economy. Product storage, along with the capacity to move large shipments,
have placed the shipping industry in a very advantageous position. Containerization ,
multi-model transport services, advancement of marine engineering technology,
specialized systems, and computerization have contributed towards making sea
transport as a prime mode for movement of internationally traded goods. However the
development of shipping industry in a country also depends on its population density,
economic advancement and many other inter related conditions like port and refueling
capacities

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(1.1) SCOPE OF THE STUDY
 To study about coastal shipping
 To study about the role and functions of customs house agent
 To study about the documentation procedure
 To identify the performance of the customs house agent

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1.2 OBJECTIVES
 To study the role of customs house agents
 To study on essential features of CHA license regulation,1984
 To study the procedure of export and import document
 To identify the analysis of the cargo exported and imported

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Chapter 2
INDUSTRY PROFILE
(2.1) Shipping and logistics overview
Seaports are uniquely structured social and technical organizations and the
most vulnerable nodes in logistics chains directly affected the oscillations
in the logistics and transport markets. The development In the supply
chain, logistics and transport industry such as the horizontal and vertical
integration between actors, product and process innovations, shortening
product lifecycles, minimization of time to markets, advances in
information and communication technologies, new practices in
manufacturing and logistics, restructuring of logistics networks and repositioning
of regional and local distribution centers , developments in intermodal transport
and as a result of these, changes in the expectations of the players in the
supply chains, have all changed the roles of ports from being places providing
loading and discharging operations to intermodal terminals in the supply chain
systems that add value to the port users and final customers. Ports have become the
most important logistic link in the production, distribution and consumption
chains of economies worldwide and parts of intermodal networks, with competition
increasingly taking place between complete logistics chains instead of between ports.
The competitiveness of ports within logistics chains is thus a much higher priority
than it was before. Due to the restructurings in the markets surrounding ports and
accelerating competition in the logistics, transport and port industry, organizational
effectiveness (OE), which is a rather new concept for port studies aiming to assess
the success of seaports, is becoming more important in today's port business. OE
has both an internal and external focus, which means it provides an overall

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evaluation of port organization and does not solely focus on the operational
measures like efficiency and productivity.
The aforementioned changes in the logistics and supply chains and
especially the severe competition among the actors in these chains, impel
ports to provide more specialized integrated, value-added logistics services,
to integrate themselves within logistics chains by cooperating with supply
chain actors, utilizing information and communication systems and
knowledge sharing, increasing accessibility to the hinterland and developing
intermodal transport opportunities. The changes in the traditional roles of
ports put responsibility on port authorities as the administrative bodies of
port organizations. Their landlord, regulator and operator roles are shifted
towards a 'coordinator, facilitator and integrator role in port clusters,
international transport, logistics and supply chains'. As the roles and
functions change, so do the goals. The scope of port authority goals
extends towards the hinterland and logistics chains. Where the effective
organization is both efficient and able to modify its goals as circumstances
change as a party to restructuring supply and logistics chains, port
authorities redefine their goals and priorities in accordance with the needs of
the changing market. The changing goals also change the organizational
effectiveness criteria. It appears that in today's port business, commonly used
port performance measures such as efficiency, profitability and growth are not
enough to assess a port organization's success at all points. With respect to the
developments in logistics chains, in this chapter it is proposed that port-logistics
chain integration, adaptability to changes in the environment, customer
orientation and satisfaction, information and communication management,
service quality and provision of value-added and intermodal services,
innovation and resource acquisition gain more importance than before.

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(2.2) COMPANY PROFILE
P.V cargo clearing and shipping agencies is a Indian company which is situated in
Kozhikode district in kerala
The company is typically a customs house agent and they are under taking many other
port related operations like stevedoring, forwarding etc
P.V cargo clearing and shipping agencies was established on 1958 at Kozhikode
seaport
The founder of the firm is Mr.P.V Vasu . he was the only man who got license for the
forwarding during that time
Now his follower Mr. P.V Vishesh is undertaking the firm
P.V clearance and shipping agencies have 3 branches across the state
Calicut seaport
Calicut airport
Kollam seaport
In Calicut seaport branch there are 3 employers in respective post like
Director
Adminisrator
Examiner
The company also have lots of contract workers for the loading and discharging of
cargoes inside port (stevedorers) and outside the port

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The company mainly deals in the customs house agent in preparation of documents
for the export and import of cargo between the Kozhikode port and some
Lakshadweep port such as Kavarathi port , Veraval port, Minicoy port
The main cargoes they deals include food items like wheat , rice, vegetables, drinking
water bottles, poultry feeds ,meet, cattle feeds, chemicals like cement, soda ash light
etc

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Chapter 3
SECTOR SPECIFIC DETAILS
India has a coastline spanning 7516.6 kilometers, forming one of the
biggest peninsulas in the world. It is serviced by 12 major ports, 187 notified minor
and intermediate ports
3.1 Classification of ports
Indian government has a federal structure, and according to its constitution, maritime
transport is to be administered by both the Central and the State governments. While the
central government's shipping ministry administers the major ports, the minor and
intermediate ports are administered by the relevant departments or ministries in the nine
coastal states West Bengal , Odisha, Andhra Pradesh , Tamil Nadu, Kerala, Karnataka
,Goa, Maharashtra and Gujarat. Several of these 187 minor and intermediate ports have been
identified by the respective governments to be developed, in a phased manner, a good
proportion of them involving public–private partnership.
Shipping
Major ports handled over 74% of all cargo traffic in 2007. All major ports, except one Ennore
port are government administered, but private sector participation in ports has increased.
There are also 7 shipyards under the control of the central government of India 2 shipyards
controlled by state governments, and 19 privately owned shipyards.
As of 2000, there were 102 shipping companies operating in India, of which five were
privately owned and based in India and one was owned by shipping cooperation of India
There were 639 government-owned ships, including 91 oil tankers, 79 dry cargo bulk
carriers, and 10 cellular container vessels. Indian-flagged vessels carried about 15 percent of
overseas cargo at Indian ports for financial year 2003.
Cargo handled
The following table gives the detailed data about the major ports of India for the financial
year 2009-10 and percentage growth over 2008-09 (Source: Indian Ports Association):
Name
Cargo
Handled
(2010)
'000
tonnes
%
Increase
(over
2009)
Vessel
Traffic
(2009–
10)
%
Increase
(over
2008-09)
Container
Traffic
(2009–10)
'000 TEUs
%
Increase
(over
2008-09)
Kandla 79,521 10.10% 2,776 10.29% 147 6.52%

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Name
Cargo
Handled
(2010)
'000
tonnes
%
Increase
(over
2009)
Vessel
Traffic
(2009–
10)
%
Increase
(over
2008-09)
Container
Traffic
(2009–10)
'000 TEUs
%
Increase
(over
2008-09)
Visakhapatnam 65,501 2.49% 2,406 2.51% 98 13.65%
Chennai 61,057 6.20% 2,131 2.5% 1,216 6.38%
Navi Mumbai 60,746 6.03% 3,096 4.13% 4,062 2.78%
Mumbai 54,543 5.14% 1,639 1.67% 58 -36.95%
Paradip 57,011 22.84% 1,531 -0.32% 4 100.00%
Mormugao 48,847 17.19% 465 6.89% 17 21.42%
Kolkata 46,295 -14.61% 3,462 07.50% 502 17.01%
Mangalore 35,528 -3.17% 1,186 0.16% 31 6.89%
Tuticorin 23,787 8.07% 1,414 -7.21% 440 0.22%
Kochi 17,429 14.45% 872 15.19% 290 11.11%
Ennore
(corporate)
10,703 -6.93% 273 9.2% -- --
All Indian Ports 560,968 5.74% 21,251 02.82% 6,865
4.25%

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3.2 An overview on Costal shipping in India
Coastal shipping accounts for a low share of India’s total domestic cargo moved by
different modes of transport. In comparison, developed nations rely heavily on coastal
shipping, considered to be eco-friendly, cost-effective and fuel-efficient.
In India, coastal shipping moves just 7% of the local freight despite a coastline of
7,517km dotted with 12 state-owned ports and around 200 smaller harbours . The
share is low compared with the European Union, where coastal shipping has a 43%
share of the cargo traffic. In the US, it has a 15% share.
It’s another matter that Caravel had to fight it out with the powerful industry body, the
Indian National Ship owners Association, to start the new service. India’s coastal trade
is reserved for Indian registered ships and foreign ships are allowed to operate only
when Indian ships are unavailable. Caravel has hired a foreign ship to run the service.
India has a limited number of coastal container ship operators. Besides Caravel, these
include Shreyas Shipping and Logistics Ltd, Shipping Corp. of India Ltd, Seaways
Shipping Ltd, Jindal Waterways Ltd, Vikram Logistic and Maritime Service Pvt. Ltd
and Kinship Shipping and Logistics Pvt. Ltd.
Many freight forwarders and logistics firms who have committed volumes, however
little they may be, are now dependent on these few firms to move the cargo.
Coastal shipping cannot operate on its own; it needs support from road and rail to
move the cargo from factories and warehouses to the ports and then deliver it to
customers from the destination ports.
Taxation and regulatory issues have curbed the growth of coastal shipping. Vessels
engaged in coastal trade are much smaller than ships that ply international waters. But
the same provisions of India’s Merchant Shipping Act, 1957, relating to construction,
equipment, operation, certification and safety also apply to both ocean-going and
coastal ships.
For instance, crew qualification criteria are the same for coastal and ocean-going
ships. But the crew on coastal ships pay income tax while those on foreign-going
ships are exempted from it. Coastal ship operators also have to pay customs duty on
ship fuel, spares and stores.

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In September last year, India’s maritime regulator, the Directorate General of
Shipping, eased staffing requirements for vessels operating along the country’s coast.
The regulator has separately flagged off a plan to exempt certain classes of ships used
only in coastal trade from some of the stringent provisions of the Merchant Shipping
Act to promote the sector. It has prepared a draft of the proposed conditions, called the
Indian Coastal Ship Safety Code, that such vessels will have to comply with in order
to avail of the exemption. The new code is awaiting notification.
The Indian government is charging a concessional tariff for coastal ships calling at its
12 ports. Coastal ships are given a concession of as much as 40% on vessel-related
charges, or port calling costs such as port dues, berth hire and pilotage, compared with
similar charges for other ships.
Besides, a discount of 40% is also extended to coastal cargo and container-related
charges such as ship-shore transfer and transfer from berth to storage yard and vice
versa.
The shipping ministry is also lobbying for a Rs500 crore corpus from the government
to develop coastal shipping. The arrival of many private container train operators is
another big facilitator for coastal shipping. With global recession slowing demand for
goods and consequent fall in ship values and rentals, there are plenty of idle container
ships in the global market that can be bought or hired at dirt cheap rates to ply along
India’s coast as Caravel has shown.
Competition in this sector, with the arrival of more operators, will drive down the
logistics costs for Indian customers, who are now primarily using road (some 65% of
domestic freight), by offering multimodal transport combining rail and sea with
peripheral deliveries and pickup by road.
According to one industry estimate, cost of transporting goods from north to south
India and vice versa can be reduced by about 50% with a combination of rail and sea.

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3.3 Basic Certificates and documents required to be carried on board all
ships
International Tonnage Certificate (1969).
An International Tonnage certificate shall be issued to every ship, the gross and net tonnage of
which have been determined in accordance with the Convention.
International Load Line Certificate.
An International Load Line Certificate shall be issued under the provisions .of the International
Convention on Load Lines, 1966, to every ship which has been surveyed and marked in
accordance with the Convention or the Convention as modified by the 1988 LL Protocol, as
appropriate. LL Convention, article 16, 1988 LL Protocol article 18.
An International Load Line Exemption Certificate
shall be issued to any ship to which an exemption has been granted under and in accordance
with article 6 of the Load Line Convention or the Convention as modified by the 1988 LL
Protocol, as appropriate. LL Convention, article 6, 1988 LL Protocol article 18.
Intact Stability Booklet
Every passenger ship regardless of size and every cargo ship of 24 m in length and over shall
be inclined on completion and the elements of their stability determined. The Master shall be
supplied with a Stability Booklet contain such information as is necessary to enable him, by
rapid and simple procedures, to obtain accurate guidance as to the stability of the ship under
varying conditions of loading. For bulk carriers, the information required in a bulk carrier
booklet may be contained in the stability booklet. SOLAS 1974, regulation 11-1/22, and 11-
1/25-8;
Damage control booklets.
On passenger and cargo ships, there shall be permanently exhibited plans showing clearly for
each deck and hold the boundaries of the watertight compartments, the openings therein with

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the means of closure and position of any controls thereof, and the arrangements for the
correction of any list due to flooding. Booklets containing the aforementioned information
shall be made available the officers of the ship. SOLAS 1974, regulation 11-1/23,23-1.25-8
Minimum safe manning document
Every ship to which Chapter 1 of the Convention applies shall be provided with an
appropriate safe manningdocumentorequivalentissuedbytheAdministrationasevidence of the
minimum safe manning. SOLAS 1974 (1989) , regulation
Certificates for masters, officers orratings.
Certificates for masters, officers or ratings shall be issued to those candidates who, to the
satisaction of theAdministration,meettherequirementsforservice,age,medical fitness,training,
qualifications,andexaminationsinaccordance with the provisions of STCW Code annexed to
the Convention on Standards ofTraining,CertificationandWatchkeepingforSeafarers,1978.
Formats of certificates are given in section A-1/2 of the STCW Code. Certificates must be kept
available in their originalformon board the ships on whichtheholderisserving.STCW19781995
(amendments)article VI, regulation 1/2, STCW Code, section A VI
International oil Pollution Prevention Certificate
An International oil pollution prevention certificate shall be issued after survey in accordance with
regulation 4 of annex I of MARPOL 73/78, to any oil tanker of 150 gross tonnage and
above and any other ships of 400 gross tonnage and above which are engaged in voyages to
ports of offshore terminals under the jurisdiction of other Parties to MARPOL 73/78. The
certificate is supplemented by a Record of Construction and Equipment for Ships other than
Oil Tankers (Form A) or a Record of Construction and Equipment of Oil Tankers (FormB),
asappropriate.MARPOL73/78
Oil Record Book.
Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and
above other than an oil tanker shall be provided with an Oil Record Book, Part 1 (Machinery
space operations). Every oil tanker of 150 gross tonnage and above shall also be provided

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withanOilRecordBook,PartII(Cargo/ballastoperations).MARPOL 73/78, annex I, regulation
20.
Shipboard Oil Pollution Emergency Plan
Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400
gross tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan
approved by theAdministration.MARPOL73/78,
Garbage Management Plan.
Every ship of 400 gross tonnage and above and every ship which is certified to carry 15
persons or more shall carry a garbage management plan which the crew shall follow.
MARPOL73/78.
Garbage Record Book.
Every ship of 400 gross tonnage and above and every ship which is certified to carry 15
persons or more engaged in voyages-to ports or offshore terminals under the jurisdictimi of
other parties to the convention and every fixed and floating platform engaged " in
exploration and exploitation of the sea bed shall be provided with a garbage record book

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3.4 TYPES OF SERVICES
i) Tramp
ii) Liner
• Tramp service is driven by demands of the merchant in carrying goods in large
quantities to specified location, does not have a fixed schedule or tariff in the sense
that the freight rates are negotiable per voyage,
• Liner Shipping is driven by demands of the merchant in carrying goods in smaller
quantities, which is unitized or break-bulk, on a specified route, operating with a
regular schedule, to pre-advertised ports of call and fixed tariff.
THE CHARACTERISTICS OF TRAMP SERVICE
• No fixed schedule - the ship calls at ports “subject to inducement”.
• Serves customers with large shipments
• E.g. Ore, coal steel, crude oil, food grains, fertilizers – full shiploads
• Freight rates are negotiable – No Tariff

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EXPORT-IMPORT PROCESS
1. Registration for Import & Export rights.
2. Registration for customs, tax, and etc.
3. Signing of Export Contract.
4. Shipping Arrangement
5. Application for export licenses
6. Application for Inspection & Quarantine
7. Customs Formalities
8. Foreign Exchange Verification.
VARIOUS STEPS INVOLVED IN EXPORT-IMPORT PROCESS
STEP 1: TRADE ENQUIRY
• First of all the importer has to make an enquiry from various exporters. For this
purpose he sends a Letter of Enquiry to the exporter, sitting information about the
availability the terms and condition concerning the delivery and payment.
• 3In the Letter of Inquiry the importer should specify the quality, quantity and
description of the goods desired.
• In reply to the inquiry the importer will receive a quotation from the exporter. The
quotation state that the price at which the goods will be supplied. It also contains the
particulars as to quantity and quality of the goods available. The term and condition of
sale said by exporter.

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STEP 2: PROCUREMENT IMPORT-EXPORT LICENSE
• Any person who wants to import-export of goods is required to obtain a license for
export-import, unless the goods to be imported are exempt from license.
• Major formalities in export-import business to get an Importer-Exporter code number,
this is required for foreign exchange. It is also known as form of declaration, V.P.
code.
• If we export-import from India then we have to have an importer-exporter code
number which is issued by the regional office of the Directorate General of Foreign
Trade (DGFT). Custom authority will not allow import-export of goods from India
without having IEC code Number.
STEP 3: OFFERS AND ORDER PLACEMENT
• Export business start with a document written by export to importer. This is known as
quotation. The quotation state that the price at which the goods will be supplied. It
contents the particulars as to quantity, quality of goods available.
• If the offer is acceptable to the buyer in terms of price, delivery and payment terms,
the buyer will then place an order on the exporter, giving as much date as possible in
terms of specification, part no. quantity etc. No standard format is required for such a
purchase only.
• Offer Accepted- Then it is a mutual agreement between the exporter and the imported,
where they both enters into a contract-which is in terms of CURRENCY.
STEP 4: OBTAINING FOREIGN EXCHANGE
• After accepting the order by importer next step he has to submit an application in the
prescribed form along with the import license to any foreign exchange bank, Under
the Foreign Exchange Act. The exchange bank will forward the application to
exchange control department of Reserve Bank of India. After examine application in

21
accordance with exchange policy of the government. RBI will sanction the release of
foreign exchange. The intending importer will get the amount of foreign exchange
from the exchange bank concern.
STEP 5: SENDING LETTER OF CREDIT
• In case the importer does not enjoy full confidence of the exporter, he is to give a
proof for this purpose he may send a letter of credit to foreign supplier.
• The importer can obtain letter of credit (L/C) by depositing the amount of money in
the bank.
• A L/C contents an undertaking by the bank to owner bill of exchange drown by the
exporter on the importer up to the amount specified in L/C.
A letter of credit is a document issued by a financial institution, or a similar party,
assuring payment to a seller of goods and/or services provided certain documents have
been presented to the bank.
TYPES:
i) Commercial L/C ii) Standby L/C iii) Revocable L/C
iv) Irrevocable L/C
STEP;6 FINDING AGENT
A ship's agent is the person or company who looks after the interests of principal
shipping lines and its ships while at port. The responsibility of a shipping agent
includes arranging for pilotage, towage and berthing of ship at port, arranging bill of
lading and collection of freight. He is also responsible for bringing the business for the
shipliner within its country or region covered and accordingly earns commission on it.
There are mainly two types of shipping agents active in the industry : Liner ship agent
and Tramp ship agent.

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Liner agents primarily represent different principals having liner ships (container
vessels) operated on pre-determined, scheduled, advertised ports of loading and
discharge on a regular basis. The principal-agent relationship is maintained with the
binding of not undertaking any competitive business or taking any agency activities on
behalf of competitive lines. The responsibility of the agent also includes marketing for
the principal and getting maximum business. Usually a liner agent gets around 5% of
the freight collected by him from the principal.
Tramp shipping agents are not binded to any principal. Normally, the unscheduled
cargo carriers chartered for the particular voyage are handled by these agents on job-
to-job basis. Generally, tramp shipping agent undertakes the job for many shipping
companies and the job duration may vary from single to continuous jobs.
Stevedoring
Stevedoring, involves operations relating to loading and discharging of cargo to / from
the vessels to docks in the course of import and export trade. The job of stevedoring
service providers primarily involves the supply of equipment and labour, direction for
the handling of cargo and loading and unloading of vessels in the port. However, a
historical difference exists between the job of 'stevedoring' and 'loading' as the
operations of moving goods from ship's side until they are safely stored within the
vessel is called stevedoring, while loading involves movements of good from berth to
ship's side. Stevedores handle only dry cargo of bulk, break bulk and containerised
type. Mechanized cargo handling facilities are applied for handling of dry bulk cargo
thereby reducing the responsibility of stevedores, break bulk and containerised cargo
requires stevedoring.
Seaport activities
Seaports are the interface between maritime and inland modes of transport for
movement of goods and passengers. In broader terms, ports are single organisational

23
units with multi-dimensional activities integrated within the logistics chain for
providing services to maritime trade. The prime objective of a seaport is to provide
fast and safe transit of goods and passengers through its facilities at minimal cost. .
In the new era of liberalisation and privatisation, the concept of a seaport is a mere
physical hub of maritime activities to being a link in the larger logistic chain that
connects the origin of cargo to its final point of delivery, i.e. the consignee to the
consigner.
Lighterage
Lighterage is the combination of several independent activities using small sized
barges or lighters for the purpose of carrying cargo discharged from an ocean going
vessel in order to lighten or reduce its weight. On the other hand 'Barging', an integral
part of the macro process of lighterage activities, involves carrying of cargo
consignment in small vessels, where the intention may not be to lighten the mother
vessel but to transport cargo from one place to another (e.g. silt barging) or carry
potable water to the mother vessel. Though lighterage and barging are quite different
activities, both have been considered under the port sector for simplification.
Clearing and Forwarding
The job of Customs House Agent (CHA) or Clearing & Forwarding agent is an
absolute necessity for any kind of import-export trade, which involves processing of
documents with Customs authority. The role of CHA is to pass all the documents
required for export-import trade through from Customs on behalf of shippers by
paying the requisite customs duty.
The Clearing & Forwarding process is marred due to cumbersome customs procedures
involving high volume of paper works. In order to streamline the Customs formalities,
different Port Trusts and Customs Department in many countries have come out with
the idea of EDI (Electronic Data Interchange) and are implementing the EDI process
in selected major ports to reduce the paper works. However, the process has yet to be
fully implemented due to inability of respective personnel in ports and Customs to
adapt to new technology. However, the industry believes in a rapid integration of this

24
technology.
Customs House Agent (CHA) is a person who is licensed to act as an agent for
transaction ()limy business relating to the entry or departure of conveyances or the
import or export of goods at any Customs station.
A custom house or customs house was a building housing the offices for the
government officials who processed the paperwork for the import and
export of goods into and out of a country. Customs officials also collected
customs duty on imported goods.
The customs house was typically located in a seaport or in a city on a major
river with access to the ocean. These cities acted as a port of entry into a
country. The government had officials at such locations to collect taxes and
regulate commerce.
Due to advances in electronic information systems, the increased volume of
international trade and the introduction of air travel, the customs house is now
often a historical anachronism. There are many examples of buildings around
the world whose former use was as a custom house but that have since been
converted for other use, such as museums or civic buildings.
In the United Kingdom, since 1386 the phrase custom house is used instead of the
plural customs house. This was after a "Custom House" was erected at Wool
Wharf in Tower Ward, to contain just the officials of the Great Custom on Wool
and Woolfells. The singular form was used even though in later years the Custom
House was the location of other Customs officials as well.

25
ROLE OF CLEARING AND FORWARDING AGENT- CUSTOM
HOUSE AGENT (CHA)
i) Documents for C & F Agent
ii) Customs Clearance Export Process
iii) Document Forwarding
iv) Shipment Notification to Importer
v) Making Payment Import Process
vi) Delivery of Goods

26
3.5 CHA licensing regulations, 1984 (brief)
1. No ceiling on the number of CHAs who may be appointed in a customs house
2. A regular license is preceded by a temporary license.
3. Criteria of experience and financial soundness must be met.
4. A regular license is subject to passing an examination, a minimum volume of business
and compliance with Regulation No. 14.
5. Changes in the constitution of a partnership or firm do not affect the operations of a
CHA.
6. Prescribed fees prevent overbilling by CHAs.
Qualifications
An applicant should:
 Be a graduate of a recognized university.
 Hold a pass in Form 'G' as an employee of the firm or company.
 Should have three years of experience in customs-clearance work.
 Should have bank-certified assets of Rs.1 lakhs or Rs.50,000.
 If there are more applicants than licenses, the Commissioner selects by seniority of
holding a G pass. If two people have equal seniority, the older person will be preferred
An applicant needs to possess a pass in Form G for only one year with written
authorisation from the Commissioner.
Clarifications
1. A diploma in Customs clearance and freight forwarding offered by the University of
Mumbai is not considered as "graduation" for the purpose of eligibility.

27
2. An employee, partner or director of a CHA licensee authorized for examination under
Regulation 9(5) may take three examinations in two years from the date of application
by the licensee for examination.
3. The level of knowledge of the local language must be determined by the
Commissioners; the Regulations have no requirement. Knowledge of the local
language by an authorized representative is considered sufficient. Proficiency in Hindi
is desirable.
4. A person passing an examination under Regulation 9(5) may apply for a CHA license
when applications are requested, subject to other qualifications.
5. Persons granted CHA licenses before the 1997 amendment requiring graduation
would continue to qualify for renewal.
Multimodal transport operators as CHAs
Multi model transport operators (MTOs) are appointed under the Multimodal Goods
Transportation Act, 1993 by the Ministry of Surface Transport. Their work involves
carrying goods by more than one mode of transport between India and abroad. This
does not confer a right on them to obtain an appointment as steamer agents or CHAs
unless they are otherwise qualified for the appointment.
License type
Temporary
After accepting an application, a one-year temporary licence is granted under
Regulation 8 in Form B. Before receiving a temporary (or regular) licence, the
applicant must execute a bond on Forms D and E. For major ports, the surety amount
is Rs.25000/; for other ports, Rs.10000/. Surety may also be given in the form of
National Savings Certificates or postal security, which should be pledged in the name
of the Commissioner. Since a regular licence-holder is allowed to work in more than
one Customs station, separate bond and surety must be posted for each customs
station.
Regular

28
An application for regular license may be made on Form C by a person who has
passed the examinations. Forms A and C are nearly identical, except that while the
former is issued under Regulation 5, the latter form is issued under Regulation 10. A
regular license is requested on Form D. The applicant must satisfy the following
conditions:
1. Quantity or value norms of cargo cleared from the customs house (as determined by
the Commissioner)
2. Applicant conduct during the temporary-license period; no complaints of non-
compliance with Regulation 14
A regular license is nontransferable, and its term is ten years. ghfffz
Disqualifications
Regulation 10(1) specifies that only a person who qualifies in the examination can
apply for a regular license. Sub-regulation 3 provides that the Commissioner may
reject the application of a person who fails the examination. If performance criteria are
not satisfied regarding quantity and value of clearances or conduct, the application
may be rejected. An appeal may be made of an order of rejection within 30 days to the
Chief Commissioner, who is also empowered to review regular licence grants within
one year.16915032
Record-keeping
Accounts should reflect all financial transactions entered into as a CHA. A copy of all
documents filed (such as shipping bills, bills of entry and transshipment applications)
must be maintained for at least five years and should be available for inspection by
departmental officers.
Duties
 Authorised clearances only against authorization: A CHA is required to clear goods
for import or export with specific authorization from the principal, which must be
produced whenever required by the Deputy or Assistant Commissioner.

29
 Personal clearance: The CHA must personally clear the goods or clear them through
an employee designated by the Commissioner. All documents should list the CHA's
name at the top. The CHA should not attempt to influence the conduct of customs
officers in matters pending before him or his subordinates; there should be no threats,
false accusations or duress against such officers, and no promise of advantage, benefit
or gift should be made or bestowed on such officers. The CHA's duties should be
discharged expeditiously, and he cannot charge more than the rates approved by the
Commissioner.
 Conflicts of interest: If the CHA is a former officer of a department, he cannot
represent any matter before a customs officer which he had considered as an officer.
He cannot use facts which came to his knowledge as an officer.
 Correct advice: The CHA must advise the client to comply with the provisions of the
Act and the regulations, diligently ensuring the imparting of correct, relevant
information to the client for clearance of cargo or baggage. If there is non-compliance
by a client, the CHA must bring it to the attention of the deputy or assistant
commissioner. This regulation requires the CHA to provide information to the
department.
 Fiscal accountability: The CHA must promptly pay the government all monies
received from the client for duties and taxes. Any money received from the client or
from the government should be promptly and fully accounted to the client.
Record-keeping: A CHA should not attempt to gather information from government
records if they are not provided by the appropriate officer. Access to records should
not be denied, removed or concealed when sought by the Commissioner. Records and
accounts must be maintained as directed by the Deputy or Assistant Commissioner,
and available for inspection. All documents must be prepared in accordance with rules
and orders.
If the license granted to a CHA is lost, the loss should be promptly reported to the
Commissioner. If there is failure in compliance with obligations under Regulation 14,
the Commissioner may prohibit a person from acting as a CHA.

30
Handling changes
Any change in partners or directors should be referred to the Commissioner. If there is
a change in the constitution of the firm or company, an application for temporary and
regular licences should be made within 30 days of the change. If there are no adverse
findings against the firm or company, the Commissioner will grant a licence in the
previous category held by the firm or company. In the meantime, the firm may
continue as a CHA with application to the Commissioner.
If the CHA is not a firm or company, the Commissioner will grant permission to
continue as a CHA if there is any change in the constitution of the concern. If the
change is due to the death of a licenced CHA, his legal heir (assisting him in his work
as CHA under Regulation 20) may be granted a licence subject to no adverse findings
and passage of the examination. Changes in the qualified person acting on behalf of
the firm or company should be immediately provided to the Deputy or Assistant
Commissioner.
EXPORT PROCESS- (Clearing and Forwarding Agent)
• The exporter is expected to provide the following documents to the Clearing &
Forwarding Agents, who are entrusted with the task of shipping the consignments,
either by air or sea.
1. INVOICE- A list of things provided or work done together with their cost, for
payment at a later time.

31
Invoice contains the following-
• Shipper/Exporter Address
• Consignee/Importer Address
• Invoice No. & Date
• Exporter IEC
• TIN No.
• CST No.
• Buyer’s order No. & PO#
• Buyer if other than consignee
• Country of origin of goods
• Country of final destination
• Terms or Delivery and Payment
• Port of loading
• Port of discharge
• Final destination
• Marks & No’s
• No & kind of packages
• Description of Goods
• Qty in no’s
• Unit price currency/no.
• Amount(currency) terms
• Total
• Amount chargeable
• Export under which scheme
2. PACKING LIST-
Packing list contains the following-
• Shipper/Exporter Address
• Consignee/Importer Address
• Invoice No. & Date

32
• Exporter IEC
• TIN No.
• CST No.
• Buyer’s order No. & PO#
• Buyer if other than consignee
• Country of origin of goods
• Country of final destination
• Terms or Delivery and Payment
• Port of loading
• Port of discharge
• Final destination
• Marks & No’s
• No & kind of packages
• Description of Goods
• Qty in no’s
• Remarks
• Total gross weight
• Total net weight
• Total no. of packages
• Declaration
3. ROLE OF CUSTOM HOUSE AGENT-
After receiving the exporters Invoice and Packing list. The custom house agent starts
their proceedings with EDI process.

33
EDI- Electronic Data Interchange
The process of exchange of information and data through electronic media by various
organizations in a business process is known as ‘Electronic data Interchange’.
EDI ensures,
• Generation of required number of copies for submission to Customs and other relevant
agencies is avoided.
• No paper generation and printing involved and the data travels through the system.
• No time consuming process and just at a click of mouse, transmission of data from
one place to another / other places are possible.
• Allows the other agencies to filter / modify the information provided through the
system for their further monitoring.
Process-
 Different software’s are used by different custom house agents –Royal impex.
 Agents opens new job page in the software and they enter all required data according
to given data in the Invoice and Packing list.
 Branch of the shipper in any.
 Authorized dealer code (A.D Code)
 Port of Loading-
a) INCCJ4 KOZHIKODE customs
 Insurance- for customs reference.
 Calculating insurance- Invoice value × Exchange Rate × 0.25%.
 For Drawback schemes – Where the exporters get the benefits from the government,
to promote exports government uses these kinds of schemes.
 Drawback schemers get incentives from customs.
 How to find out FOB value for CIF shipments:-
Calculation-
FOB=Invoice value × Exchange Rate – (freight + insurance)

34
Process-
i) Invoice detail
ii) Preparing check list
iii) Preparing flat file- readable by system
iv) Flat file- through ICEGATE Delhi
v) Shipping Bill No. is Issued
“Shipping bill” means an electronic declaration accepted and assigned a unique
number by the Indian Customs Electronic Data Interchange System, and includes its
print-outs.
Export works-CHA-
a) Cargo checking- physical CHA does.
b) Admission- Cargo arrival timing, weight, no. of pacakages.
c) P.O Preventive Officer-(Signing)
d) A.O Appraising Officer- Open Order (Assessment of the documents, checking the
chapters- according to the cargo the chapters are given or not.)
e) E.O Examination officer- i) Entering the details in the system,
ii)Registering
iii)Physical Examination randomly
iv)Report prepared- yes cargo verified
f) A.O- Latex Board / OOC- Out Of Order
g) Send to printer- Signing- first A.O then E.O all other copies
IMPORT PROCESS- (Clearing and Forwarding Agent)
Same process is done as in export. Bill of Entry Number is issued through ICEGATE
after preparing the flat file using EDI process.

35
Import Documentation Procedure
1. Filing of IGM (import general manifest)
2. Receive CAN (Cargo Arrival Notice) and inform consignee.
3. Preparation of Bill of Entry.
4. Check IGM filed by Liner.
5. Fees submission to CMC. (Checklist generation)
6. Checklist verified with documents and signed by Form G and Form H holders.
7. Again Submission (If OK we get a B/E number)
8. Assessment (Bill set goes to Appraiser)
9. Physical examination of the cargo is done by Examination officer.
10. Duty paid in bank and get Open Order.
11. Wharf / CFS / House for Movement.
12. Wharf customs verification.
Lists-
1.OGL- Open General List
2.License-Cargo Imported for the public uses
3.Negative List- The cargo which cannot be imported.

36
BILL OF ENTRY
A declaration by an importer or exporter of the exact
nature, precise quantity and value of goods that have landed or are being shipped out.
Prepared by a qualified customs clerk or broker, it is examined by
customs authorities for its accuracy and conformity with the tariff and regulations. See
also customs entry.
A bill of entry contains the following particulars:
(a) Name and Address of the importer.
(b) Import license Number.
(c) port of Destination.
(d) Name of Ship and no.
(e) Name of the country where the goods are to be imported.
(f) Custom Duty payable.
(g) Package no. & mark.
(h) Description of the goods in terms of their quality & quantity.
Types of Bill of Entry
1. Home Consumption Bill of Entry:
This type of Bill of Entry used to take the cargo directly to the Party. The Proper
officer is satisfied that any goods entered for home consumption are not prohibited
item and the importer has paid the import duty. The customs officer may issue an
order permitting clearance of the goods from customs to party warehouse.
2 .Warehouse Bill of Entry
If the Importer does not want to use the entire stock immediately or he is not in a
position to pay the full customs duty livable on the goods. He can file an In Bond Bill
of Entry for warehousing the goods Bonded at any Public Bonded Warehouse or
Private bonded Warehouse.

37
3. EX – BOND Bill of Entry for Home Consumption:
In this type of Bill of Entry used to clear the cargo in required parts. The cargo, which
was stored in any warehouse (Pvt / Govt), using In Bond is delivered to party. An
Examination is already done only the Bonding Inspector to check the cargo and noted
in a stock account book and delivered to consignee. The Inspector signs on the gate
pass before the cargo goes out of the CFS.
Document Forwarding:
After completing the shipment formalities, the C & F Agents are expected to forward
to the Exporter the following documents;
– Customs signed Export Invoice & packing List.
– Duplicate of Form SOP (Standard operation procedure).
– Exchange control copy of the shipping Bill, processed electronically.
– AR4 (Original & duplicate) duly endorsed by Customs for having effect the
Export.
– Bill of Lading or Airway bill as the case may be.
Shipment Notification to Importer:
Now exporter prepares an invoice of goods in which he writes name of ship,
description of goods, quality, price, ship charges, postage, insurance and commission
paid etc. and forward to importer.
Making Payment:

38
The import trade procedure comes to end when the importer makes the payment to the
exporter. Unless payment for the goods in advance. The importer may send payment
as a contract of export order likewise:
(1) Payment against document.
(2) Payment against Delivery.
(3) Payment in Advance.
(4) Payment under open account.
(5) Payment under Letter of Credit.
(6) Payment on Consignment Basis.
Delivery of Goods:
After completing necessary formalities the importer present the delivery order to the
officer of the dock. The officer signs the delivery order and issues a gate pass. The
importer submits the delivery of goods then he makes arrangement for carrying the
goods by rail or road transport to his factory.
3.6 ICEGATE-
E-Commerce Portal Central Board of Excise and Customs
ICEGATE stands for the Indian Customs Electronic Commerce/Electronic Data
interchange (EC/EDI) Gateway. ICEGATE is a portal that provides e-filing services to
the trade and cargo carriers and other clients of Customs Department (collectively
called Trading Partner). At present, about 8500 users are registered with ICEGATE
who are serving about 6.72 lacks importer/exporter. ICEGATE links about 15/broad

39
types partners with Customs EDI through message exchanges enabling faster Customs
clearance and in turn facilitating EXIM Trade.
ICEGATE is an infrastructure project that fulfills the department's EC/EDI and data
communication requirements. Through this facility the department offers a host of
services, including electronic filing of the Bill of Entry( import goods declaration),
Shipping Bills (export goods declaration) and related electronic messages between
Customs and the Trading Partners using communication facilities (E-mail, Web-
upload & FTP) using the communication protocols commonly used on the internet.
The airlines and shipping agents can file manifests through the internet using this
facility, while the custodians and cargo logistics operators interact with Customs EDI
through ICEGATE for cargo and logistics and related information. Besides, data is
also exchanged between Customs and the various regulatory and licensing agencies
such as DGFT, RBI, Ministry of Steel and DGCIS through ICEGATE. The National
Import Database (NIDB) and Export Commodity Database (ECDB) for Directorate of
valuation are also being serviced through ICEGATE. All electronic documents/
messages being handled by the ICEGATE are processed at the Customs' end by
the Indian Customs EDI System (ICES), which is running at 103 customs locations.
Department has embarked upon Centralization of its infrastructure and all customs
locations have been shifted to centralized infrastructure hosted at Data Centre by
linking them through MPLS based WAN.
In addition to e-filing, ICEGATE also provides host of other services like e-payment,
on-line registration for IPR, Document Tracking status at Customs EDI, online
verification of DEPB/DES/EPCG licenses, IE code status, PAN based CHA data and
links to various other important websites/information pertaining to the Customs
business.
The ICEGATE also provides 24X7 helpdesk facility for its trading partners. To ensure
secure filing, it is proposed to use digital signatures on the Bill of Entry and other
documents/ messages to be handled on the gateway.
ICES

40
The Indian Customs EDI System (ICES) is now operational at 111 major customs
locations handling nearly 98% of India's International trade in terms of import and
export consignments. ICES has two aspects:
 Internal Automation of the Custom House for a comprehensive, paperless, fully
automated customs clearance system that makes the functioning of Customs clearance
transparent and efficient.
 Online, real-time electronic interface with the trade, transport, Banks and regulatory
agencies concerned with customs clearance of import and export cargo through
ICEGATE.
 ICES is designed to exchange/transact customs clearance related information
electronically using Electronic Data Interchange (EDI). A large number of documents
that trade, transport and regulatory agencies (collectively called Trading Partners) are
required to submit/ receive in the process of live customs clearance are now being
processed online.

41
Indian Customs EDI System - Imports
All India
Customs Revenue Collection at Branch and e-Payment
Date : 07/07/2014
All Figures in Rs.
SN
o
Site Code Name of Site
Branch e-Payment Total
No.
of
Chall
an
Revenu
e
Collect
ed
No.
of
Chall
an
Revenue
Collected
No.
of
Chall
an
Revenue
Collected
(1) (2) (3) (4) (5) (6) (7) (8) (9)
1 INBED1 Bedi 0 0 0 0 0 0
2 INBOM1 Mumbai (Ex Bombay) 0 0 135
19650077
3
135
19650077
3
3 INCCU1 Calcutta 21
108515
85
174
40041743
3
195
41126901
8
4 INCOK1 Cochin 2 105966 48 31484247 50 31590213
5 INDAH1 Dahej 0 0 1
13573536
9
1
13573536
9
6 INENR1 Ennore 0 0 5 26124027 5 26124027
7 INGGV1 GANGAVARAM 0 0 2 6366301 2 6366301

42
PORT
8 INHZA1 HAZIRA, SURAT 0 0 9 7719558 9 7719558
9 INIXY1 Kandla 0 0 148
16437055
5
148
16437055
5
10 INKAK1 Kakinada 0 0 1 523061 1 523061
11 INKAT1 KATTUPALLI PORT 0 0 5 71822668 5 71822668
12 INKRI1 Krishnapatnam 0 0 1 5733666 1 5733666
13 INKRK1 Karaikal 0 0 0 0 0 0
14 INMAA1 Chennai (Ex Madras) 15 767057 827
80004037
9
842
80080743
6
15 INMDA1 Magdalla 0 0 0 0 0 0
16 INMRM1 Marmagoa 0 0 6 5395953 6 5395953
17 INMUN1 Mundra 0 0 99
13267508
7
99
13267508
7
18 INNML1 New Mangalore 0 0 5 7581240 5 7581240
19 INNPT1 Nagapattinam 0 0 0 0 0 0
20 INNSA1 Jawaharlal Nehru (Nh 6 162876 1662
13920514
82
1668
13922143
58
21 INPAV1 Pipavav (Victor) Por 0 0 8 4737263 8 4737263
22 INPNY1 Pondicherry 0 0 0 0 0 0
23 INPRT1 Paradeep 0 0 3 25669361 3 25669361
24 INTUT1 Tuticorin 0 0 75 21379422 75 21379422

43
25 INVTZ1 Visakhapatnam 0 0 33
10068253
3
33
10068253
3
26 INAMD4 Ahmedabad 5 148071 70 9834635 75 9982706
27 INATQ4 Amritsar 0 0 0 0 0 0
28 INBLR4 Bangalore 18 634134 1020
14446291
3
1038
14509704
7
29 INBOM4 Mumbai (Ex Bombay) 24
233348
7
1471
33831570
9
1495
34064919
6
30 INCCJ4 Kozhikode 0 0 2 50165 2 50165
31 INCCU4 Calcutta 9 249706 170 39673169 179 39922875
32 INCJB4 Coimbatore 0 0 4 187521 4 187521
33 INCOK4 Cochin 3 17536 26 3151370 29 3168906
34 INDEL4 Delhi 66
197928
7
1339
61077321
0
1405
61275249
7
35 INDPC4 DPC BKC Mumbai 0 0 59 15240014 59 15240014
36 INGOI4 Goa 0 0 1 174850 1 174850
37 INHYD4 Hyderabad 7 147878 128 32417059 135 32564937
38 INIDR4 Indore 0 0 0 0 0 0
39 INJAI4 Jaipur 0 0 7 4690072 7 4690072
40 INJNR4 Nashik-Janori ACC 0 0 0 0 0 0
41 INMAA4 Chennai (Ex Madras) 11 302840 677
12644337
8
688
12674621
8

44
42 INTRV4 Thiruvananthapuram ( 0 0 2 45043 2 45043
43 INVTZ4 Visakhapatnam 0 0 0 0 0 0
44 INAJJ6
Arakkonam
Melpakkam
0 0 0 0 0 0
45 INAKV6 Ankleshwar ICD 0 0 1 930625 1 930625
46 INAMG6 Amingaon (Gauhati) 0 0 0 0 0 0
47 INAPL6 Dadri ACPL CFS 0 0 51 29332919 51 29332919
48 INASR6 Amritsar 0 0 0 0 0 0
49 INBFR6
M/S GRFL, ICD,
BALLA
0 0 0 0 0 0
50 INBGK6 Bhagat ki Kothi Jodh 0 0 1 8415393 1 8415393
51 INBHL6 Bhilwara 0 0 0 0 0 0
52 INBLJ6 Agra 0 0 0 0 0 0
53 INBRC6 Baroda 0 0 8 10450206 8 10450206
54 INBSL6 Bhusaval ICD 0 0 0 0 0 0
55 INBVC6
CONCR-
ICD/BALLABGARH
0 0 0 0 0 0
56 INBWD6 Bhiwadi 0 0 0 0 0 0
57 INCCH6 Chinchwad ICD 0 0 0 0 0 0
58 INCHE6 Tiruppur-Chettipalay 0 0 0 0 0 0
59 INCPC6 Kanpur Chakeri 0 0 0 0 0 0

45
60 INCPL6 Dadri CGML 0 0 23 36406439 23 36406439
61 INDER6 Dadri 0 0 22 18817993 22 18817993
62 INDIG6 Dighi (Pune) 0 0 1 1113475 1 1113475
63 INDUR6 ICD Durgapur 0 0 0 0 0 0
64 INFBD6 ICD Faridabad 0 0 18 9718026 18 9718026
65 INGHR6 Garhi Harsaru Gurgao 0 0 39 47105865 39 47105865
66 INGNR6
LIPL/MARRIPLEMG
UNTUR
0 0 0 0 0 0
67 INHAS6 HASSAN ICD 0 0 0 0 0 0
68 INHZR6
ICD
HAZIRA/SURAT
0 0 0 0 0 0
69 INIGU6 Coimbatore Irugur IC 0 0 0 0 0 0
70 INILP6 Tiruvallur-ILP ICD 0 0 19 57369160 19 57369160
71 ININD6 ICD Pithampur 0 0 9 10810151 9 10810151
72 INJAI6 Jaipur 0 0 0 0 0 0
73 INJNR6 Nashik-Janori ICD 0 0 0 0 0 0
74 INJUC6 Jalandhar 0 0 0 0 0 0
75 INJUX6 Basni Jodhpur ICD 0 0 0 0 0 0
76 INKAR6 Karur ICD 0 0 0 0 0 0
77 INKBC6 ICD HAZIRA 0 0 0 0 0 0
78 INKKU6 Kanakpura Jaipur ICD 0 0 14 12704133 14 12704133

46
79 INKNU6 Kanpur 0 0 9 5191487 9 5191487
80 INKTT6 Kota 0 0 0 0 0 0
81 INKYM6 KOTTAYAM 0 0 0 0 0 0
82 INLDH6 Ludhiana 0 0 77 45222623 77 45222623
83 INLON6 ICD Loni 0 0 27 16023499 27 16023499
84 INMBD6 Pakwara (Moradabad) 0 0 4 351389 4 351389
85 INMDD6 Mandideep ICD 0 0 2 22298966 2 22298966
86 INMUL6 Mulund ICD 0 0 11 2874279 11 2874279
87
INMWA
6
ICD Maliwada 0 0 2 308431 2 308431
88 INNGP6 Nagpur 0 0 22 10655508 22 10655508
89 INNSK6 Nasik 0 0 2 242815 2 242815
90 INPMP6 Pimpri 0 0 0 0 0 0
91 INPNK6 KLPPL PANKI 0 0 6 2785336 6 2785336
92 INPNP6 Babarpur 0 0 0 0 0 0
93 INPPG6
Patparganj
ICD,DELHI
7 407591 169 52070320 176 52477911
94 INPTL6 Patli ICD 0 0 9 2529523 9 2529523
95 INRAI6 Raipur 0 0 0 0 0 0
96 INREA6 Rewari 0 0 0 0 0 0
97 INRTM6 CONCOR ICD0 0 0 0 0 0

47
RATLAM
98 INSAC6 Sachin (Surat) 0 0 2 362715 2 362715
99 INSAU6 THAR DRY PORT 0 0 5 8728237 5 8728237
100 INSBI6 ICD Sabarmati 0 0 71 59362369 71 59362369
101 INSKD6
ICD
KALINGANAGAR
0 0 1 221891 1 221891
102 INSLL6 Singanallur 0 0 0 0 0 0
103 INSNF6 ICD, Hyderabad 0 0 28 18061065 28 18061065
104 INSTT6 Dadri STTPL CFS 0 0 24 13821025 24 13821025
105 INTCR6
M/S TICS, ICD
MATHIL
0 0 0 0 0 0
106 INTDE6 Tudiyalur-Coimbatore 0 0 0 0 0 0
107 INTHA6 Thar Dry Port Jodhpu 0 0 1 508372 1 508372
108 INTHO6 Tiruppur-Thottiplaya 0 0 0 0 0 0
109 INTKD6 Tuglakabad 4 296736 345
30402854
7
349
30432528
3
110 INTLG6 Pune-Talegoan ICD 0 0 8 7169230 8 7169230
111 INTMX6 ICD, THIMMAPUR, 0 0 2 1247086 2 1247086
112 INTTP6 Dadri TTPL 0 0 0 0 0 0
113 INTUP6 Tirupur 0 0 0 0 0 0
114 INTUT6 Tuticorin ICD 0 0 5 1799490 5 1799490

48
115 INTVT6
ICD TONDIARPET
CHENN
0 0 2 3001485 2 3001485
116 INVPI6 Vapi 0 0 7 4741466 7 4741466
117 INWAL6 Waluj (Aurangabad) 0 0 10 5546905 10 5546905
118 INWFD6 ICD Bangalore 0 0 124 52420038 124 52420038
119 INATRB Attari Road 0 0 0 0 0 0
120 INJBNB Jogbani 0 0 37 4648544 37 4648544
121 INPTPB Petrapole LCS 0 0 40 2836635 40 2836635
122 INRXLB Raxaul 2 181368 6 505116 8 686484
Total==>> 200
185861
18
9487
57552082
63
9687
57737943
81
Note : 1. Revenue includes Duty, Interest, Fine and Penalty.
2. Both Payment at bank branches and e-payment are included.
3. Only EDI Challans are included.
4. Challans which are integrated with ICES as on 08/07/2014 02:35 for the
day/period (Payment) are included.
5. Revenue collected and No. of Challan may vary if this report for the same
day/period is generated again on
some other day/time because challans for the day/period (payment) might
have got integrated
with ICES on a later day.

49
Generated on 08/07/2014
Report ID : IMP_DAILY_REV_EPAY_BRANCH_07072014

50
Indian Customs EDI System - Exports
All India
Drawback Pendency Report
LEO given on or before- 07/07/2014
Site ID
Site
Name
No. of SBs in Queue
Total
SBs
Total
DBKEG
M
EGM
ERRO
R
SAMPL
E
DB
K
AC
DBK
SUP
SCROL
L IN
QUER
Y
REPL
Y
INIGU
6
Coimbato
re Irugur
IC - ICD
/ CFS
673 23 44 27 1626 42 578 3013
1948.0
6
INTUP
6
Tirupur -
ICD /
CFS
5 0 0 0 2 0 5 12 13.44
INSLL
6
Singanall
ur - ICD /
CFS
105 5 0 1 11 9 118 249 91.97
INCHE
6
Tiruppur-
Chettipal
ay - ICD /
CFS
1047 2 138 176 1499 806 192 3860
3233.9
4
Rs. in Lakhs

51
INTDE
6
Tudiyalur
-
Coimbato
re - ICD /
CFS
215 5 1 109 28 131 313 802 657.24
INTHO
6
Tiruppur-
Thottipla
ya - ICD /
CFS
59 0 10 25 16 5 13 128 215.96
INREA
6
Rewari -
ICD /
CFS
124 7 0 3 8 16 16 174 48.04
INGHR
6
Garhi
Harsaru
Gurgao -
ICD /
CFS
2202 41 9 86 36 282 748 3404 2778.4
INPTL
6
Patli ICD
- ICD /
CFS
678 30 0 11 22 165 216 1122 533.5
INBRC
6
Baroda -
ICD /
CFS
641 345 5 65 563 0 203 1822 873.58
INNGP
6
Nagpur -
ICD /
CFS
200 19 4 214 163 107 826 1533
1049.9
8

52
INVPI6
Vapi -
ICD /
CFS
0 0 0 0 0 0 1 1 .97
INDIG
6
Dighi
(Pune) -
ICD /
CFS
928 3 0 8 15 20 383 1357 171.34
INTLG
6
Pune-
Talegoan
ICD -
ICD /
CFS
3270 28 1 0 253 30 228 3810
1099.4
8
INCCH
6
Chinchw
ad ICD -
ICD /
CFS
6 0 0 3 13 11 3 36 47.34
INSBI6
ICD
Sabarmat
i - ICD /
CFS
2126 64 110 94 2096 645 1151 6286
4084.8
6
INTUT
6
Tuticorin
ICD -
ICD /
CFS
2372 58 45 0
1229
0
1574 1951
1829
0
13662.
03
INBSL
6
Bhusaval
ICD -
112 6 0 0 0 0 77 195 99.26

53
ICD /
CFS
INSAU
6
THAR
DRY
PORT -
ICD /
CFS
201 4 1 4 44 123 30 407 233.38
INCCU
1
Calcutta -
Sea Port
1505 620 466
417
6
785 904 5331
1378
7
20180.
02
INBO
M1
Mumbai
(Ex
Bombay)
- Sea Port
245 24 3 23 1091 60 598 2044
6705.3
7
INMA
A1
Chennai
(Ex
Madras) -
Sea Port
2267
0
3517 15
866
6
1005
3
2178 15731
6283
0
80252.
43
Printed on : 08/07/2014 01:17
Report ID : all_india_dbk_pend_as_on07072014

54
All India
Site ID Site Name
No. of SBs in Queue
Total
SBs
Total
DBKEG
M
EGM
ERR
OR
SAMP
LE
DB
K
AC
DB
K
SUP
SCRO
LL IN
QUE
RY
REPL
Y
INNSA
1
Jawaharlal
Nehru (Nh -
Sea Port
201
25
5019 1932
111
02
469
23
10159
0
17234
2039
25
185110
.04
INMW
A6
ICD Maliwada
- ICD / CFS
60 3 0 1 74 13 352 503 174.43
INWA
L6
Waluj
(Aurangabad) -
ICD / CFS
44 1 0 2 19 4 150 220 101.88
INKK
U6
Kanakpura
Jaipur ICD -
ICD / CFS
899 494 0 11 184 56 276 1920
1019.8
3
INJAI6
Jaipur - ICD /
CFS
80 0 4 1 1 0 278 364 115.86
Rs. in Lakhs

55
INCPC
6
Kanpur
Chakeri - ICD /
CFS
243 0 3 47 18 22 36 369 392.34
INKN
U6
Kanpur - ICD /
CFS
852 126 113 49 263 58 288 1749
3370.8
1
INJNR
6
Nashik-Janori
ICD - ICD /
CFS
43 1 0 12 4 0 0 60 56.21
INNSK
6
Nasik - ICD /
CFS
49 0 0 14 2 4 1 70 80.58
INPNP
6
Babarpur -
ICD / CFS
618 36 39 167 101 85 88 1134
1641.0
3
INTK
D6
Tuglakabad -
ICD / CFS
292
6
262 43
176
6
499
8
2329 1838
1416
2
23030.
12
INIDR
4
Indore - Air
Cargo
0 0 0 0 0 0 0 0 0
INPAV
1
Pipavav
(Victor) Por -
Sea Port
799 75 157 1
115
8
303 190 2683
2205.8
3
INAT
Q4
Amritsar - Air
Cargo
130 38 3 3 70 0 9 253 86.72
INASR
6
Amritsar - ICD
/ CFS
2 0 0 0 3 0 0 5 11.22

56
INFBD
6
ICD Faridabad
- ICD / CFS
660 7 30 20
515
5
2262 645 8779
6350.5
7
INPRT
1
Paradeep - Sea
Port
10 0 0 0 20 0 14 44 799.1
INMU
L6
Mulund ICD -
ICD / CFS
900 10 58 1 385 0 304 1658
1734.4
5
INTRV
4
Thiruvanantha
puram ( - Air
Cargo
205
9
1724 0 114
409
1
2747 0
1073
5
119.99
INRXL
B
Raxaul –
Border
69 0 19 1 12 4 2971 3076
2167.5
3
INBO
M4
Mumbai (Ex
Bombay) - Air
Cargo
393
5
556 181 12 827 1641 10141
1729
3
5985.9
8
INMA
A4
Chennai (Ex
Madras) - Air
Cargo
797
4
1056
4
10
193
0
167
33
2348 13851
5341
0
23306.
69
Printed on : 08/07/2014 01
All India

57
Site ID Site Name
No. of SBs in Queue
Total
SBs
Total
DBKEG
M
EGM
ERRO
R
SAMPL
E
DB
K
AC
DB
K
SUP
SCROL
L IN
QUER
Y
REPL
Y
INJUC6
Jalandhar -
ICD / CFS
56 0 0 0 15 0 0 71 79.76
INATR
B
Attari
Road –
Border
0 0 0 0 0 0 0 0 0
INAMD
4
Ahmedaba
d - Air
Cargo
147
6
425 27 6
100
6
101 447 3488 833.71
INCOK
4
Cochin -
Air Cargo
164
9
2181 5 1 252 606 569 5263 320.41
INIXY1
Kandla -
Sea Port
186 37 0 0 72 16 186 497
1507.8
9
INBLR
4
Bangalore
- Air
Cargo
324
5
7711 26 414
208
7
1188 394
1506
5
4637.8
5
Rs. in Lakhs

58
INCCU
4
Calcutta -
Air Cargo
163
6
1929 1149 91
333
0
1324 8132
1759
1
7476.8
1
INBWD
6
Bhiwadi -
ICD / CFS
0 0 0 0 0 0 0 0 0
INBHL
6
Bhilwara -
ICD / CFS
0 0 0 0 0 0 0 0 0
INJUX6
Basni
Jodhpur
ICD - ICD
/ CFS
22 0 0 0 0 0 0 22 4.31
INTHA
6
Thar Dry
Port
Jodhpu -
ICD / CFS
182
6
21 6 49
133
0
31 503 3766
1580.5
9
INBGK
6
Bhagat ki
Kothi Jodh
- ICD /
CFS
143
2
115 5 252 238 357 1007 3406 1336.3
INPPG6
Patparganj
ICD,DEL
HI - ICD /
CFS
142
1
10 217 148 128 43 57 2024
2129.3
8
INKTT
6
Kota - ICD
/ CFS
32 7 0 10 1 0 0 50 31.11
INBLJ6 Agra - 58 4 0 0 69 474 11 616 1146.1

59
ICD / CFS
INMBD
6
Pakwara
(Moradaba
d) - ICD /
CFS
193
2
443 4 149
191
2
24 326 4790
4073.2
4
INLDH
6
Ludhiana -
ICD / CFS
363
4
238 77 450
144
5
2 885 6731
7744.3
2
INJAI4
Jaipur -
Air Cargo
38 7 0 4 21 24 65 159 55.61
INCJB4
Coimbator
e - Air
Cargo
161 52 1 44 9 54 117 438 117.74
INRAI6
Raipur -
ICD / CFS
18 6 0 0 14 0 2 40 59.92
INGOI4
Goa - Air
Cargo
378 15 0 0 9 0 0 402 5.25
INDAH
1
Dahej -
Sea Port
0 0 0 0 0 0 0 0 0
Printed on : 08/07/2014 01:35

60
All India
Site ID Site Name
No. of SBs in Queue
Tota
l
SBs
Total
DBKEG
M
EGM
ERRO
R
SAMP
LE
DB
K
AC
DB
K
SU
P
SCRO
LL IN
QUER
Y
REPL
Y
INMD
A1
Magdalla -
Sea Port
27 1 0 4 3 0 2 37 452.04
INWF
D6
ICD
Bangalore -
ICD / CFS
1265
3
304 68 269
423
3
871 78
1847
6
9262.9
6
INNM
L1
New
Mangalore -
Sea Port
650 50 0 0 10 215 113 1038 776.93
INKAK
1
Kakinada -
Sea Port
41 1 1 1 12 0 3 59 220.74
INMU
N1
Mundra - Sea
Port
3263 332 0
256
4
452
1
3017 1695
1539
2
17132.
48
Rs. in Lakhs

61
INCOK
1
Cochin - Sea
Port
1594 760 200 245
209
3
1735 8535
1516
2
9451.3
1
INHYD
4
Hyderabad -
Air Cargo
2193 686 67
111
1
807 998 3192 9054 6938.1
INDEL
4
Delhi - Air
Cargo
3016 960 604 74
600
2
1399 10571
2262
6
17573.
89
INAPL
6
Dadri ACPL
CFS - ICD /
CFS
358 3 2 206
136
1
654 533 3117
2383.4
9
INTTP
6
Dadri TTPL -
ICD / CFS
0 0 0 0 4 0 4 8 2.36
INSTT
6
Dadri STTPL
CFS - ICD /
CFS
1467 27 5 188
218
3
967 425 5262
4228.2
8
INDER
6
Dadri - ICD /
CFS
3198 50 0 287 296 1597 270 5698
3967.8
7
INCPL
6
Dadri CGML
- ICD / CFS
315 6 8 143 137 448 370 1427
1787.5
3
INSNF
6
ICD,
Hyderabad -
ICD / CFS
4238 259 19 470
237
6
401 1471 9234 5946.3
ININD
6
ICD
Pithampur -
ICD / CFS
370 31 0 0 358 3 293 1055 749.09

62
INAJJ6
Arakkonam
Melpakkam -
ICD / CFS
383 2 0 0 59 37 132 613
1944.8
7
INMD
D6
Mandideep
ICD - ICD /
CFS
217 521 0 125 114 336 310 1623
2632.3
2
INPNY
1
Pondicherry -
Sea Port
0 0 0 0 0 0 0 0 0
INNPT
1
Nagapattinam
- Sea Port
4 0 0 0 0 0 0 4 .46
INMR
M1
Marmagoa -
Sea Port
632 8 0 142 80 15 123 1000 3609.7
INGGV
1
GANGAVAR
AM PORT -
Sea Port
0 0 3 0 2 0 11 16 620.9
INTUT
1
Tuticorin -
Sea Port
4157 1139 154
474
9
240
5
347 1989
1494
0
20091.
02
Printed on : 08/07/2014

63
All India
Site
ID
Site Name
No. of SBs in Queue
Tot
al
SBs
Total
DBKEG
M
EGM
ERR
OR
SAMP
LE
DB
K
AC
DB
K
SU
P
SCRO
LL IN
QUE
RY
REPL
Y
INVT
Z1
Visakhapatnam - Sea
Port
255 113 7 533 677 63 858
250
6
7699.
72
INPT
PB
Petrapole LCS –
Border
596 0 215
148
7
320
3
1580 8327
154
08
15362
.83
INKA
R6
Karur ICD - ICD /
CFS
158 0 0 3 0 141 0 302
279.5
2
INILP
6
Tiruvallur-ILP ICD -
ICD / CFS
676 0 0 373
174
2
571 26
338
8
2284.
13
INGN
R6
LIPL/MARRIPLEM
GUNTUR - ICD /
CFS
343 1 0 10 0 15 0 369
303.9
6
Rs. in Lakhs

64
INEN
R1
Ennore - Sea Port 29 5 0 294 5 29 75 437
6040.
76
INKR
K1
Karaikal - Sea Port 11 2 0 1 1 6 0 21
164.7
3
INBV
C6
CONCR-
ICD/BALLABGARH
- ICD / CFS
17 1 0 0 4 1 2 25 38.81
INKR
I1
Krishnapatnam - Sea
Port
188 125 0 356 431 0 64
116
4
2021.
39
INJN
R4
Nashik-Janori ACC -
Air Cargo
0 0 0 0 0 0 0 0 0
INAK
V6
Ankleshwar ICD -
ICD / CFS
351 23 6 153 147 1 52 733
529.1
6
INSA
C6
Sachin (Surat) - ICD /
CFS
0 0 0 0 0 0 0 0 0
INBF
R6
M/S GRFL, ICD,
BALLA - ICD / CFS
52 1 1 0 49 0 21 124
119.4
2
INTV
T6
ICD TONDIARPET
CHENN - ICD / CFS
808 281 0 373 304 204 382
235
2
2091.
33
INPN
K6
KLPPL PANKI - ICD
/ CFS
466 26 19 142 76 222 220
117
1
2453.
57
INHA
S6
HASSAN ICD - ICD
/ CFS
0 0 0 0 0 0 0 0 0

65
INKA
T1
KATTUPALLI
PORT - Sea Port
15 0 0 0 11 0 3 29 46.29
INHZ
R6
ICD
HAZIRA/SURAT -
ICD / CFS
0 0 0 0 0 0 0 0 0
INDU
R6
ICD Durgapur - ICD /
CFS
231 3 0 0 43 0 6 283
576.2
8
INKB
C6
ICD HAZIRA - ICD /
CFS
128 0 0 0 3 2 0 133
125.4
2
INTC
R6
M/S TICS, ICD
MATHIL - ICD /
CFS
8 0 0 1 14 2 0 25 2.3
INHZ
A1
HAZIRA, SURAT -
Sea Port
274 1 55 27 287 202 12 858
1131.
02
Printed on : 08/07/2014

66
All India
Site ID Site Name
No. of SBs in Queue
Total
SBs
Total
DBKEG
M
EGM
ERR
OR
SAMP
LE
DB
K
AC
DB
K
SU
P
SCRO
LL IN
QUE
RY
REPL
Y
INAM
G6
Amingaon
(Gauhati) -
ICD / CFS
30 15 0 0 679 155 0 879 570.16
INVTZ
4
Visakhapatnam
- Air Cargo
0 0 0 0 0 0 0 0 0
INBE
D1
Bedi - Sea Port 0 0 0 0 0 0 0 0 0
INTM
X6
ICD,
THIMMAPUR
, - ICD / CFS
26 0 0 4 5 0 0 35 41.79
INJBN
B
Jogbani –
Border
77 0 0 74 4 1 91 247 311.44
INDPC DPC BKC 0 0 0 0 0 0 0 0 0
Rs. in Lakhs

67
4 Mumbai - Air
Cargo
INLO
N6
ICD Loni -
ICD / CFS
350 33 0 60 419 4 353 1219 1279.42
INSK
D6
ICD
KALINGANA
GAR - ICD /
CFS
0 0 0 0 0 0 0 0 0
INCCJ
4
Kozhikode 10 6 0 0 132 72 14 234 3.48
INKY
M6
KOTTAYAM
- ICD / CFS
16 0 0 3 0 1 3 23 5.34
INPM
P6
Pimpri - ICD /
CFS
52 0 0 0 0 0 0 52 27.7
INRT
M6
CONCOR ICD
RATLAM -
ICD / CFS
26 0 0 0 80 0 0 106 47.41
Grand Total :
6699
57
582312.
12
Printed on : 08/07/2014

68
3.7 STUFFING OF CARGO
CARDBOARD CARTONS.
Cardboard cartons are probably the easiest type of cargo to stuff in containers,
especially when the cartons are of equal size. Because of their routine nature,
however, basic stuffing techniques are often overlooked. Cargo handlers should
preplan the load and establish the stuffing pattern. The weight should be evenly
distributed throughout the container. Cargo handlers should ensure that, if possible,
the load is tight and square from front to back and from wall to wall. The cases should
be either turned or staggered when stuffed to produce lacing effect, which gives the
load more stability and reduces shifting. Figure 12-1 shows the bonded block stuffing
method, which is highly recommended when stuffing loose cartons.
PALLETIZED CARGO.
Cartons and cases that are unitized are normally the best cargo for stuffing,
unstuffing, stabilizing in transit, and warehousing. As with a manually-stacked load,
the cases should be interlocked in each unit to reduce shifting. Unitized cargo should
be secured with banding or shrink wrap. Cargo handlers will use uniform pallet-load
heights to obtain maximum use of container cube when palletized loads are placed in
containers . Better cargo cube capacity can be obtained by using a pallet-load height
of 43 inches instead of the 54-inch pallet-load height used in break-bulk shipments.
The pallet-load height of 54 inches is too high for double-stacking in a container and
results in the loss of valuable cargo cube capacity.

69
Bonded block method of stuffing cardboard cartons
Cube utilization
BAGGED, SACKED, AND BALED CARGO. The stuffing methods are as follows:
a. Cargo handlers ensure that cargo consisting of bags, sacks, and bales is laced on
dunnage--either racks, pallets, or packing material. The cargo should be stuffed in
cross-tiers as shown in . The cross-tier method provides the most stability. It is
customarily used for less-than-full container loads of bagged cargo, and for a full load
at the rear, to minimize the possibility of cargo shifting.
b. As with most other types of cargo, container loads of bagged material should be
braced across the door to prevent the bags from falling out when the container is
opened. Cargo handlers should also—

70
Cross-tier stuffing
 Use sufficient dunnage layers on the container deck to provide a sump area for
condensate drainage.
 Separate bags, sacks, or bales from other cargo by using partitions or auxiliary decks.
 When stuffing bales, provide dividers between rows and tiers to prevent chafing and
friction between metal bands or strapping.
 Flatten Bags.
DRUMS. The stuffing methods are as follows:
a. Place drums tightly against each other to avoid shifting (see Figure 12-4). Drums
and barrels containing petroleum products are not shipped in the same container with
general cargo.
Drums stuffed tightly to prevent shifting
b. If there is any unused floor space, brace the load with chocks to prevent the drums
from tipping or shifting. Drums should be placed upright with the bungs on top,
packed tightly, and, preferably, palletized. Personnel will use flatrack containers, if
available, for high-density loads since unstuffing is facilitated with this type of
container. Consistent with the weight limitations of the container and individual state
highway restrictions, it may be possible to double-tier palletized drums depending on

71
the commodity density. These drums must, however, be properly stacked and tied
down.
c. When double-stacked drums are not unitized, place dunnage between tiers. This
dunnage increases the amount of weight-bearing surface and reduces sliding. The
drums on the second tier must also be packed tightly.
d. Handle pails and fiberboard drums in the same manner as regular drums. However,
since most pails and fiberboard drums have ridged, interlocking chines, do not use
dunnage between tiers so that the top and bottom rims can interlock.
e. When checking fiberboard drums, personnel should be aware that banding can
sometimes cut the drums. It is recommended that fiberboard drums be chocked by use
of a bulkhead (Figure 12-5). On double-stacked fiberboard drums, personnel may use
a stand chock. The bottom tier should be tight to give support to the stand chock.
Bulkhead constructed to support load
WOODEN BOXES AND CRATES.
When stuffing a container with wooden boxes and crates, place the heavy items on the
container floor with the pallet access openings facing the container door. If the crates
are of uniform size and weight, they should be stacked directly one on top of the other.
Personnel should never place a heavy box or crate so that it rests on top and inside the
four corners of the box beneath it. Dense crate loads may require dunnage over the
lower level of crates to prevent damage.
a. Stuff small, unpalletized boxes and crates in much the same manner as cartons and
place them on their sides or ends to maximize space, provided vendor instructions do
not prohibit it.

72
b. As a general rule, place boxes and crates containing liquids that may leak on the
bottom of the load. As with other types of cargo, the load should be braced to prevent
boxes and crates from falling out when the container is opened at destination.
c. Figure 12-6 shows stuffing arrangements of various sizes of boxes and crates.
Methods for stuffing various sizes of wooden boxes and crates (rear view)
MACHINERY AND HEAVY-END ITEMS. Loads must be carefully preplanned
when machinery and heavy-end items are to be stuffed into containers. In addition to
equipment that may be irregular in shape, high-density components may reach the
weight capacity of the container or the highway limitations imposed by individual
states and countries before achieving the desired cube capacity of the container.
a. Extreme weight will not in itself hold the cargo in place. Ensure that heavy cargo is
securely braced and blocked on all sides to prevent any lateral or lengthwise motion,
since its concentrated weight will cause major damage if the load shifts. Deck cleats
and chocking should prevent lateral and fore-and-aft movement. The use of tie-downs
and metal strapping should prevent vertical movement.
b. All shoring and bracing must bear on a structural member of the container and not
on the panel sides of the container alone.

73
c. Heavy cargo, though requiring no extra crating or boxing, should be placed on
cradles or skids so the extreme weight is further distributed over a larger area
d. In some instances, extremely dense items may need to be bolted to the container
floors. Personnel should not do this without approval of the carrier.
Distribution of heavy loads in containers
The exact method for securing vehicles in containers depends on the type and size of
the vehicle being shipped; however, the following general rules apply:
 Load vehicles into the container facing out to allow for quick loading.
 Place vehicles in gear with the hand brakes set.
 Disconnect battery and tape the cable terminals.
 Drain the fuel level to no more than 1/4 tank.
 Remove or protect breakable parts such as exterior mirrors and antennas.
 Secure vehicles to the floor to include chocking the wheels on all four sides so that
lateral or lengthwise movement is possible.
Stack small vehicles in a standard container to obtain maximum cube use.
MIXED COMMODITIES. To achieve maximum cube use, more than one commodity
will often stuff into the same container.
a. Along with the general stuffing techniques listed throughout this section, the
following guidelines should be followed when stuffing mixed commodities:

74
 Never stuff a commodity giving off an odor with a commodity that would be affected
by an odor. Certain cargo can be contaminated by contact with oil, dust, or vapors.
 When stuffing commodities with different packaging (cartons with crates), be sure to
use dunnage between the different kinds to separate them and prevent damage
 If wet and dry cargoes are stuffed in the same containers, use dunnage to separate the
commodities.
 Container doors are not to be used to secure loads. You can use bullboards wedged in
container doorposts and plywood sheets or pallets to prevent mixed or boxed cargo
from contacting the container door.
 Do not stow hazardous materials of different classes in the same container if any
segregation requirements are shown in the IMDG code for the different classes
involved.
Fig. Dunnage separating mixed commodities
b. Sound judgment is the most important basis for determining when commodities can
be mixed and what stuffing method is the best to be used to ensure the arrival of cargo
at its destination without any damage.
PERISHABLES. The refrigerator container should be inspected for cleanliness and
should be pre-cooled before loading. Some containers have drain holes in the bottom
for cleaning purposes. Since these holes permit the entry of outside air and affect the
temperature, they must be plugged before cargo is loaded in the container. The cargo
should then be loaded as quickly as possible into the container, normally without
lathing or dunnage placed between rows or layers of cargo. The cargo should not be
packed tightly to the interior roof of the containers or hard against the doors, because
sufficient air space must be left to provide proper air circulation within the container .

75
a. Frozen foods do not generate heat. Stowing boxes of frozen commodities tightly
will prevent heat entry and surround the items with a blanket of cold air
b. When loading is completed, the clerk closes the doors and affixes the seal. On the
record chart, the clerk writes the date and time of loading, temperature setting, and the
name and voyage number of the vessel on which the container will be loaded.
Fig: Stuffing perishable commodities

76
chapter 4
FINDINGS
(4.1) OBSERVATION
Port details (visited)
NAME OF THE PORT : Kozhikode beypore port
WATER LOCATION : Laccadives sea (Arabian sea)
ANCHORAGE DEPTH: 6.4M-7.6M
CARGO PIER DEPTH : 3.4m-4.6m
OIL TERMINAL DEPTH : 3.4m-4.6m
DRY DOCK : N/A
HARBOUR SIZE : very small
RAILWAY SIZE : N/A
HARBOUR TYPE : open roadstead

77
4.2
ARTICLE : (THE HINDU NEWSPAPER)
Lakshadweep keen on a flourishing Beypore
port
From supply of provisions to medical treatment, the residents of Lakshadweep
depend on the mainland for almost all their daily needs. It is imperative to
ensure the efficiency of water transport to meet these needs. The development
of the Beypore port, which is the main connecting point for the islands, has
been a longstanding demand of the residents.
The extension of the special berth for Lakshadweep at the port and deepening
of the draught has failed to take off despite various proposals and fund
allocation from the government.
“The islanders have generations of trade and cultural relations with the people
of Kozhikode. The passenger movement remains high all through the year, with
peaks attained during vacations and during festivals like Ramzan or Onam. But
we still depend on smaller vessels because the bigger ones cannot berth at
Beypore. Even these are irregular and get delayed for days,” says Mohammed
Sadique, a doctor from the Kalpeni island in Lakshadweep and national
secretary of the Nationalist Congress Party (NCP).
Islanders say the lack of improvement in facilities at Beypore has resulted in
Kochi gradually replacing Kozhikode as the main connecting centre.
“Even after shifting Lakshadweep’s headquarters from Kozhikode to the
islands in 1965, some of the major units continued to run out of here. But these
shifted to Kochi in 1977 because big vessels can come to the port there. Many
of us end up travelling to Kozhikode through Kochi or Mangalore because of
the lack of enough ships. All our major needs are centred on Kozhikode,
including the courts, Hajj embarkation point, trade, and many educational

78
institutions affiliated to Calicut University,” says K.P. Muthukoya, chief
coordinator, Malabar Dweep Welfare Centre. Dr. Sadique says the Government
Medical College, Kozhikode, even used to have a special ward for patients
from Lakshadweep.
INORDINATE DELAYS
Vessel owners also have their share of grievances regarding the facilities at the
existing port.
“The first thing to be done is a comparison study with the Mangalore port,
especially on the issue of delays. A vessel that comes to Mangalore leaves the
very next day whereas in Beypore, it remains stuck for days for one reason or
the other. There are no facilities for passengers also. The ticketing counter that
witnesses long queues for days is testimony to the inept handling of operations
here,” says Syed Mohammed Shameel, advisor of the Vessel Owner’s and
Cargo Agent’s Contractors Association.
The labour charge is also double the amount in other ports and it directly
affects the prices of essential commodities on the islands. In 2010, the Central
government had sanctioned Rs.16 crore, out of a total of Rs.46 crore for the
development of the Lakshadweep berth at Beypore. But, this is still deposited
with the Central Public Works Department (CPWD).

79
(4.2) MAJOR EXPORTS AND IMPORTS
In the case of Beypore port there is very less role for the customs as most of the
cargoes are transhipped between domestic ports
Exporting cargoes are mainly food items like bread ,wheat, rice, poultry feeds, cattle
feeds , cement ,bakery items, fresh drinking mineral water bottles, oil products like
petroleum, diesel, kerosene , edible oil, vegetables etc
Importing cargoes are mainly marine foods, soda ash light, etc
(4.3) MAJOR PORTS IN OPERATION
COCHIN PORT : KOCHI
KAVARATHI PORT : LAKSHADWEEP
KOTTYAM PORT : KOTTYAM
MUMBAI PORT : MAHARASHTRA
JNPT MUMBAI : MAHARASHTRA
KANDLA PORT : GUJARAT
MINICOY PORT : LAKSHADWEEP

82
BEYPORE PORT ENTRANCE
BREAK BULK CARGO (WHEAT) LOADING

83
STORAGE OF CARHOES IN WAREHOUSE AND BARRELS

85
Chapter 5
(5.1) LIMITATION
No proper infrastructure
Study is on the customs house agents
Its related with export and import procedure which have many clauses
Study is related to only Indian maritime industry

86
(5.2) SUGGESTIONS
The government should approve a reasonable budget and it should be satisfactory
In case of Kozhikode port continuous dredging should be done so they can allow
more ships
Should reduce the number of union and other organization in-side shipping industry
Every shipping agency should follow the just in time (JIT) concept in order to make
shipment faster and easier

87
CHAPTER (6) CONCLUSION
Customs duties levied by central government import of goods into and export of
goods from, India
Customs house agent have become an extended arm of customs department
It made the export and import clearance more easier than before
Procedure naturally varies depending on mode of import or export
To promote and protect the interest of exporters and importers
Coastal logistics have to be improved in a country like India who is having a huge
coastal area connecting various world

88
6.1 Reference :
Maritime logistics : Dong-Wook Song & Photis M Panayides
Elements of shipping : Alan E.Branch
Cargo work : David J.House
ICEGATE official web site
Prof : Prem kumar notes
Beyore port authority
Lakshadweep port authority web site
Line mint & the wallstreet journel

89
6.2 Bibliography
JOURNALS CONSULTED
The Hindu survey of south Indian sea orts
Line mint & wall street journal
Times shipping journal
BOOKS CONSULTED
Maritime logistics : Dong- Wook Song & Photis M Panayides
Elements of shipping : Alan E. Branch
Cargo work : David J. House
WEBSITE CONSULTED
ICEGATE official web site
Lakshadweep port authority web site
Wikipedia
IMO official

Coastal shipping and CHA Documentation

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