CHAPTER

CONTENTS
SL.NO. TITLES PAGE NO.
1. INTRODUCTION
2. PROFILE OF THE ORGANISATION
3. CARGO HANDLING & SHIPPING SERVICES
4. LABOUR WELFARE MEASURES
5. SUGGESSION & CONCLUSSION

CHAPTER – I
INTRODUCTION
CARGO IMPORTANCE
Coal has great importance as it is a natural resource and is the
cheapest form of raw material for producing power. India is in
need of power and that too abundantly. To fulfill its need for
power it has no other option than importing coal from countries
like china, U.S, South Africa and Indonesia as coal in India is very
much in short supply. Moreover coal available in India is of
inferior quality and low calorific value. Coal is mainly use for
power generation in industries and manufacturing of steel. Coal’s
main consumers are: -
1. Steel Factories
2. Cement Factories
3. Paper Factories
4. Sugar Factories
5. Aluminum Factories

TYPES OF COALS
Coal is of two types, soft and hard coal.
Soft Coal
Soft coal is further categorized into
1. Lignite
2. Sub-bituminous
Hard Coal
Hard coal is categorized into bituminous and anthracite.
Bituminous coal is classified into
1. Thermal
2. Meturaulligical coal also known coking coal.
Soft has a low calorific value with large moisture content.
While hard coal has a greater calorific value and moisture content.
Anthracite is the highest-grade coal available with highest calorific
value and lowest moisture content.

CARGO IMPORTS
Coals are imported mainly to Chennai from Indonesia as
transportation and coal is cheapest. Coal is brought by bulk ships
capable of carry around 70,000 tons of coal per shipments.
Average sailing time from Indonesia to Chennai is around 7 days,
as the ship would steam at about 15 knots. Anthracite coal is
mainly imported in containers in box ships as it is expensive hence
should be handled with care.
SHIPPING SERVICES
In the shipping Industry, Agency Department functioning in a
key part of handling of Cargo Ship, Bulk Ship, Tanker Ships & all
other ships. The procedures of documentation, operational
activities for handling ships as described given below in briefly:
FILLING PAPERS&PROCEDURES WITH CUSTOMS
PRIOR ARRIVAL OF VESSEL
1. CARGO MANIFEST
Once the ETA of vessel details, we have to file cargo
manifest details with customs contents the description of cargo,
quantity details to the customs department in the duly prescribed
format.

2. OBTAINING PLOT PERMISION
Once the vessel entered in to coastal boundary, we have to
apply for plot permission with the Bulk Cargo Movement monitory
cell to get the appropriate terminal Enable to handled the cargo cell
on regularly to get the plot.
3. CARGO SURVEY
After obtaining the plot permission, we have apply for cargo
survey with Bulk Cargo Movement Monitory Cell to depute the
concern officer to conduct the physical survey at ship to inspect the
cargo whether the goods are in as per the documents the
documents. He may permit to discharge the cargo from the vessel.
PROCEDURES TO BE FOLLOWED AFTER ARRIVAL OF
VESSEL
1. FILLING PAPERS OF BOARDING FORMALITIES
After arrival of the vessel, we have to seek with customs to depute
the Boarding officer to inspect the vessel. The boarding officer will
verify ILH (Indian Light House) dues Original verification, Vessel
store List, Engine store List, Currency Checking List, on
physically at the vessel issue a certificate for boarding in of the
vessel at the port.
2. IMMIGRATION
Immigration department involves in shipping services in the roll of
monitoring the shipping crews. Once the vessel boarded at port,
the agent’s of the vessel seek the immigration department to verify
the documents. They verify the crews Sailing List, Original
Passport, CDC and issue the shore pass to the crews. The

immigration dept will give the clearance for Sign-On, Sign-Off of
the crews after verifying the documents.
3. PORT HEALTH ORGANISATION (PHO)
Once the vessel berthed at the terminal, the agent’s of the vessel
seek the PHO to depute the officer to conduct the inspection of
vessel. The PHO Inspector physically checks inside the ship.
Mainly they inspect the cooking Area, Dining Area, General
Utility Area’s like toilet, others. Port Health Organization mainly
inspects the cleanliness of vessel & issue the clearance certificate.
4. MERCANTILE MARINE DEPARTMENT (MMD)
The agent’s of the vessel seek the MMD to conduct the survey of
the vessel. The MMD surveyor physically inspect the vessel and
verify the documents like Vessel’s Registry with Lloyd’s, Age of
the vessel, Tonnage of the vessel (Net weight, Gross weight) &
also they verify the registration, Renewal, Expiry of the following
documents like Safety Equipment Certificate, Safety Construction
Certificate, Safety Radio Control Certificate, after verifying all the
documents, MMD Surveyor will issue a clearance certificate
addressed to the Master of the vessel.
Clearance of Dues
After completing all the formalities, the agent’s of the
vessel have to make the payments to the Chennai Port Trust as per
the published tariff. The charges are pilotage, port dues, and Berth
Hire charges. Once the dues recovered from the vessel agent, the
port trust will issue the port clearance certificate to the agents.

Final Survey
Once the discharge of the cargo from the vessel is completed,
again we have to seek the Bulk Cargo Movement Monitory Cell to
conduct the final survey of the vessel & they will issue the proper
certificate of their survey to sail out the vessel.
Customs Clearance
The steamer agent should apply for customs clearance for sailing
of the ship by providing the following valid certificate:
1. No opium certificate
2. Ship Registry (Xerox copy)
3. International Tonnage Certificate (Xerox copy)
4. Same bottom cargo
5. International Load line Certificate (Xerox copy)
6. Cargo ship safety Radio Certificate (Xerox copy)
7. Cargo ship safety Equipment (Xerox copy)
8. Cargo ship safety Construction (Xerox copy)
9. Deck Cargo Certificate
10. Chennai Port clearance certificate
11. Indian Light House Dues Certificate (Xerox copy)
12. Port Health Clearance Certificate

13. Derating Certificate (Xerox copy)
14. Cargo Declaration
15. Arms and Ammunitions Explosives
The Deputy Commissioner Customs after proper examining
will issue customs clearance.
Pilot Booking
The ship captain will call Chennai Port Pilot on for sailing
the vessel after obtaining the following certificates in channel 16.
1. Customs Port Clearance
2. Immigration Clearance
3. Port Health Clearance
Once the Pilot boards the vessel, he will check the above
documents and also the sailing draft and sail out the vessel. The
pilot will sail the vessel to the port limit after which the captain
will take charge.
Crew Embarkation / Disembarkation
On receiving crew particulars from the ship owners to
embark / disembark the crew, the steamer agent will inform
customs and immigration well in advance about crew changes and
avail their permission to do so. To embark / disembark the crew
the crewmembers should report to immigration with passports and
continuous discharge certificates for endorsement. After

immigration the crew should proceed to customs for passport
verification and examining of personal baggage’s and property. On
satisfaction, preventive officer will grant permission to embark /
disembark the crew.
Cash to Master (CTM)
Ship owners may request the steamer agent to hand over cash
to the master for crew wages and vessel expenses. On getting
permission from customs to deliver cash (denomination below
100) the agent will do so. Mail and Spares: On agent will deliver
ship spares and crew mail sent by the ship owners to the master.
Other Essential Services
On request by master / owner the agent will arrange the
following: -
1. Bunker Supply
2. Fresh water
3. Voyage Charts
4. Ship repairs
5. Fumigation
6. Fenders
7. Harbour entry passes.

Conversion
The ship if sailing within ports of the country it is said to be
in coastal status and if running between countries it is known to be
in foreign status. The may ship owners may request the agent to
convert the ship status from foreign to coastal to avoid paying
excess port charges when ship is scheduled to sail within India in
the near future for a temporary or permanent period. On request the
agent will approach customs with current status document and
bond favoring the President of India that duty will be paid within 7
days of issuing the bond determining the actual duty payable to
customs. The customs will check bunkers on board and convert the
ship status.
OBJECTIVES OF THE STUDY
General: - Analyzing the concept of Cargo Handling and
Shipping Services with in the surveillance in Seaport Shipping
Company.
Specific
1) To study the factor leading to a services
2) To find out weather they satisfied with work condition
3) To find out the role of relationship with superior
4) To find out the adequacy of salary
5) To find out importance of the field like good inter personnel
relationship, fair pay, and interesting work.

METHODOLOGY
The researcher has chosen particular organisation in
Seaport Shipping Pvt. Ltd. as his field of studies situated in
Chennai Port Trust and Parry’s Chennai-1.
The study in limited to only the Shipping Agency
and Logistics of the company because the study is made on Cargo
Handling and Shipping Services in Seapol Company.
RESEARCH DESIGN
Design is the plan of action. Its role is inevitable in research.
The design of the study is descriptive and analytical in nature.

REVIEW OF LITERATURE
An attempt is made to review few books which through light
upon the importance of ship services books regarding Human
Resource Management and Personnel Management have also been
referred to add to this few or research studies have also been
referred too.
 MOOKERJI. R., INDIAN SHIPPING, LONGMANS
GREEN & CO – NEW DELHI – 1912
 HOUGSON. A.J., SHIPPING DOCUMENTS, RUDOLLF
PUBLISHING – BOMBAY – 1968
 PANT. G.B., THE CARGO & LOGISTICS INDUSTRY IN
INDIA, DEBMALYA PUBLISHING – KOLKATA – 2004
 SUBBA RAO. K.V., WORLD SHIPPING FOURM,
MARINE ENGINEERS PUBLISHERS – CHENNAI –
2004
 RAVINDRAN. M., COASTAL AND OCEAN
TECHNOLOGY, ALLIED PUBLISHERS PVT. LTD., -
CHENNAI - 2003

CHAPTER – II
PROFILE OF THE ORGANIZATION
SEAPOL was incorporated in the year 1994 in
collaboration with a Multi National Conglomerate
Having own & chartered vessels and having a global
network across 35 countries.
 Has expertise and equipment’s to handled various dry bulk
cargoes like Lime stone, Coal, Ore, Food grains, Fertilizers,
Rock phosphate, Mop etc.
 Enviable record of handling 5.20 million tons of cargo in
2003-2004.
 For having presence in other major ports, Opened branches at
Vizag, Goa and Mangalore during 2003-2004.
The company is one of the leading stevedores at Chennai
Port to handled imported coal. Handles annually over 5.00 million
MT of Coal at Chennai, Ennore and Tuticorin Ports. SEAPOL’s
having Heavy equipment divisions owns grabs (Mechanical &
Hydraulic) of different sizes, pay loaders, tippers, Trucks and etc.,
In short SEAPOL provides Complete Handling & Shipping
Services solution for its clients & principals under one roof.

The Logistics Division and the Shipping Division are
separate business units and headed by independent directors.
SEAPOL has on its role marine experts including Master
Mariners, Chief Engineers, Senior Shipping Executives, Chartering
Manager etc, in the shipping & marine fields to assist the Directors
in achieving the high standards of services to its clients and
principals.
The success of SEAPOL lies with the dedicated, sincere,
efficient staff in the field and in the office.
SEAPOL, Group of companies comprises of two major
divisions, SEAPORT SHIPPING, which looks after the vessel,
related operations & SEAPORT LOGISTICS, which is on cargo,
related services. Thus SEAPOL is now a full fledged Shipping &
Logistics company (True to its sense) having all sectors of
Shipping viz, Agency, Stevedoring, C&F, Shore Handling, Ship
Manning, Management, Transportation and Heavy Equipment’s
under the able leadership of one of the veteran in shipping field.
They have also spread their wings in Trading & Tuticorin Office
has been supplying aggregate sand to Maldives. From 2003 they
have entered into a joint venture with Coal & Oil Dubai group in
handling of Coal.

This Company has grown from scratch. In fact they have
with them highly qualified Personnel having good experience in
the respective fields. They also have Master Mariner, Chief
Engineer and Senior Chartering Manager working for them. The
dedication and sincere approach of our staff is their strength and
the motto of service in time, on time and all time has made them to
look into the future with confidence.
SHIP AGENGY DIVISION DEPARTMENT
The agency Division of SEAPOL has been in operation since
1980 and has acted as Agents for more than 250 ships in 2005. The
chartered foreign vessels of ETA group are our prestigious ships
since 1994. SEAPOL is also general agents for West Asia
Maritime vessels. With dedicated staff at Head office at Chennai &
our offices at Tuticorin, Goa, Haldia, Vizag, Mangalore, Karwar,
bleaker and dedicated agencies at all other ports, we are able to
give best of services at competitive rate and the turnaround of
ships is also as per the schedule. Seaport shipping with its own
sister company SEAPORT LOGISTICS for logistics support could
achieve fast loading / discharge of cargo at all the ports.
SEAPORT LOGISTICS received the best Business
partner award from CHENNAI PORT TRUST in 2005.

SEAPOL has developed good rapport with Port Officials,
Customs, and MMD & Classification societies at all ports by
organizing all works & submitting documents well in time. The
operating team consists of experienced & qualified Executives
both in office and in the field.
SERVICES OF SHIP AGENCY
Services to ship owners
Routine services rendered by a port agent to a ship owner may
commence with supply of port information and details anticipated
costs – i.e., a proforma disbursement account – should a
prospective port visit are planned. Once a ship is firmly scheduled
to arrive at his port and the agent is officially “appointed” to attend
a check should be made on the vessels “prospects” in port and the
principals on the one hand with cargo shipper’s receivers on the
other.
Prior to a vessels arrival in port authorities such as
customer’s immigrations and port organization need to be
informed as well as arrangements made for services such as
towage and pilotage.
Very likely, spare parts enroute to the vessel will require
collection and storage, and contact will need to be established with
any ship chandler appointed by the owners to supply stores and
provisions.

Upon a vessels arrival various formalities must receive
attention including dealing with port health authorities
immigration, customs and port authorities with all of which an
agent must closely liaise so as to avoid unnecessary delay.
Charter party matters must also be attended to, and help
provide to the ships master with tendering of notices of readiness,
hold inspections and any other preliminaries to the commencement
of commercial activities.
While a vessel remains in port efficient communication must
be established between ship and owner and a had of matters dealt
with covering items such as the provision of bunkers and
freshwater, survey, crew changes.
SERVICE TO SHIP MASTER
Upon a ship’s arrival in port – especially if such arrival
follows a long spell at sea – a host of masters require attention.
Consequently a vessel’s master is usually anxious to meet his
agent, and welcomes his immediate attendance on board. Urgent
matters will very likely have been the subject of communications

whilst the ship was still at sea and, indeed, the agent will probably
have advised the master of port formalities and the documents
required by authorities to be ready upon arrival. The master will be
concerned about crew being repatriated an joining about stores and
provisions bunkers was an spare parts about repairs and servicing
to ships machinery and as important as any the supply of crew mail
and of cash for ships and crews port expenses this latter item being
sometimes referred to as “channel money”.
In addition the master and his officers will need to give
their attention to the loading and or discharging of cargo and
possible to surveys that may be required for various reasons.
Only when convinced of the agents care attention and
efficiency can most captions relax even slightly to enjoy their stay
in port.
SERVICE TO CHARTERS
A charter will be most interested in his appointed port agent
keeping him informed of matters relating to cargo handling. In
addition to advice regarding notices of readiness, hold / hatch
inspections, and commencement and estimated completion of
cargo operations he will normally expect regular reports on loading

/ discharging progress as will weather conditions interrupting cargo
work.
Furthermore, there will very likely be tasks for the agent to
perform in relation to bills of lading and, after the departure of the
ship, just like her owners, a charter will wish to receive a
comprehensive statement of facts form relating to the port visit.
PORT DOCUMENTATION
Authorities are interested in the arrival of ships in port and
the documents those authorities requires vary depending upon both
the port and the nation involved certain publications – e.g.
Airplay’s “World Ports Directory list the papers required upon
arrival in must of the world’s major ports, Generally these
requirements can be divide up as follows;
1. Health
Ships and those on board must be officially acknowledged as
free of disease and thus no danger to a nation’s health. Usually,
where ships arrive from an adjacent domestic port or from a safe
area abroad, this official acknowledgement of a clean bill of health
is formality, given upon application and with out inspection but
nevertheless, officials permission to enter port must be obtained
and free partite granted in certain circumstances, however those on

board will need to be in possession of guarantee before being
allowed to inspect conditions on board and all crew/ passengers.
2. Immigration
Immigration authorities exist to keep a check on persons
entering their country, and usually require to sigh a crew and a
passenger list for every ship arrival, normally together with the
passports of those listed, where desertion of the crew is a
possibility, shore leave may be refused and in certain politically
sensitive areas, all officers and crew will be required to remain or
in the immediate dock sides vicinity of their vessel in some cases
armed must be hired sometimes at the owners expense to prevent
crew disembarkation and crew members joining and those
repatriating must do so under escort.
3) Customs:
In some countries health and immigration tasks form part
of the duties of the local customs authorities. But the customs will
certainly be interested in any cargo and, possibly, bunkers on
board, as a dutiable store / provisions, crew and passenger’s
effects, firearms, and animals. Usually, goods on which duty is
liable should they be imported - i.e. “bonded goods” – will be
sealed by the customs in a “bond locker” upon the vessels arrival,
so to remain until steaming out of territorial waters. Fines will be

imposed on any crewmembers with dutiable goods in excess of
permitted personal allowances, and especially heavy fines and
possible imprisonment in cases of proven or suspected smuggling.
In some cases, customs authorities will lilies with national safety
organizations or will themselves we entrusted with the
responsibility of overseeing the safety of all ships of whatever flag
calling at their nation’s ports. As result they will wish to inspect
safety certificates, and may even insist on surveying a ship they
consider potentially defective in some way.
Customs authorities may also wish to check and confirm that port
and light dues were properly paid and that the ship’s papers were
in order upon departure from her previous port, requesting a
sighting of the previous port clearance papers to verify this.
4) Port Authorities:
Port or dock dues will be levied against ships using the
facilities. These may be in the form of a lumps assessed against a
ship’s registered tonnage, or assessed on a daily basis for the
length if tune a vessel uses the port. In some cases, port authorities
are entrusted with collecting light dues a contribution towards
coastal lights, buoys and aids to navigation supplied and
maintained by the nation concerned. The too are usually levied

against registered tonnage the vessel’s certificate, being require for
inspection.
From all this, ship’s documents required upon arrival at port
from overseas may comprise.
 Maritime declaration of health
 Crew and or passenger list
 Cargo papers
 Bonded stores list
 Crew and or passengers effect list
 Ship’s register
 Tonnage certificate
 Clearance papers from previous port
Before leaving a port, a ship must be “entered outwards”,
receiving “outward clearance” papers after satisfactory tendering
documents such as the following:
 Inwards entry certificate
 Ship’s register
 Tonnage certificate
 Certificates confirming payment of port and light dues
 Crew and or passenger lists

 Cargo papers
 Bunkers certificate
 Stores & victualling lists
 Safety certificate
It is possible that payment for light dues will be suspended
if the vessel is in ballast; also that the “bond locker” will be re –
examined to check the seals remains intact.
For ships proceeding coastwise to another national port, it
is likely that documentation requirements will be considerably
reduce.
Port Dues
Also referred to as dock or harbor dues, and usually levied
against a vessel’s gross or net registered tonnage. There is wide
discrepancy between ports and nations in both the manner in which
dues are assessed, and the amounts charged. Those estimating
voyage returns thus need to carefully check the liabilities involved
– hence the need for port agents to provide Performa
disbursements.

Guidance as to port costs can also be obtained from
publications such as Airplay’s World Port Directory and from
BMOC’s Bulletins. But the requirements do change, and up – to –
the minute information is usually available from local port agents.
Pilotage
Is usually “compulsory being maintained by registered pilots
employed by local port authorities and funded by a levy against a
ship’s registered tonnage, or perhaps against her draft or length.
SHIP MANAGEMENT CELL DEPARTMENT
SEAPOL is the managers of oceanographic research ships
belonging to National Institute of Oceans Technology (NIOT) an
arm of ministry of Science & Technology Govt. of India,
Development of Ocean Development involved in coastal Scientific
Research on the East & West Coast. The vessel CRV Sagar Purvi
and CRV Sagar Paschimi are under our stewardship with entire
crew talking care of the scientists on board the vessel and
operations & maintenance of the vessels. These vessels are on the
job of conducting scientific research, pollution monitoring and
accumulating various data on the coastal waters of India. Seapol

also manages the ocean research vessels chartered by Government
of India under the responsibility of NIOT. The responsibilities
include stewardship of the vessels, complete manning &
maintenance & also port & custom clearance.
During 1998, SEAPOL entered into Ship
Management operations by taking over two Coastal Research
vessels of National Institute of Ocean Technology, Govt. of India.
They did a good job of manning, managing & operating the vessel
and got the contract renewed for another three years amongst stiff
competition. They participated & succeeded in tender for
managing Sagar Sukthi of National Institute of Oceanography,
Goa.
Experienced Marine Engineers, Marine officers &
Master Marine are controlling the operations. SEAPOL has been
the general agents for ocean research vessels AA SIDORENK of
NIOT for two years and they are agents for the Antarctic research
vessel Sagar Kanya of NCAOR from 2003 – 2006
SHIP CHARTERING & BROKING DEPARTMENT

SEAPOL is involved in vessel fixing, chartering &
broking, we attend to the needs of various imports / exports for
fixing the vessels.
Like in all things it is “The people who matter”. SEAPOL
has strength of its Managing Director and his lieutenants with
marine related activities and years of experience in shipping, cargo
handling services supported by the two of its Directors and a team
of 200 people dedicated to serve whole – heartedly.
The growing needs of SEAPOL’s established
clients and network of contacts initiated the move to open a
chartering and brooking department in the year 2003. The booming
freight market also presented them with the opportunity to enter
this market at a favorable time. Within a short span of time they
have charted several vessels and participated in a COA for
shipment of coal from Indonesia to India. As brokers they have
also fixed cargoes and vessels of their clients on trip time charter
and voyage charter. They have been inducted as a panel broker for
a ETA, Dubai to fix large volumes of their cargoes and owned
tonnage. They have since been successful in fixing their cargoes
and Panama vessels on a regular basis as brokers.

Their team consists of qualified and experienced
shipbrokers that are always ready to assist clients with sourcing of
vessels and cargoes. Their vast experiences ensure smooth
negotiations leading to successful conclusion of fixtures. They
have a qualified post fixture team to follow up and update their
clients closely on all operational matters.
They have been chartering vessels for movement of their
own C& F shipments of construction material between Male
Tuticorin. They plan to acquire ships and operate them themselves,
in order to reduce freight costs. They are perfectly geared for ship
owning since they have their own in house ship management team
to take care of the manning, maintenance and operational aspects
of ship owning.
SEAPOL SHIPPING LOGISTICS AND DISTRIBUTION
DEPARTMENTS
Seapol recognized the needs of our clients and
implemented leading edge integrated technology with full EDI
capabilities and Internet – based systems to meet the truly global
demands of managing trade today. Traditional practices form the
base for business, however, in today’s competitive ever changing
environment businesses must align themselves with a partner who

is proactive not reactive. The Seapol team of experienced
professionals can introduce and develop innovative solutions to
today’s exciting business opportunities. Seapol all the way…our
business is global service and our strength is our global network.
Let SEAPOL be your strategic partner to provide you with:
 Freight Forwarding
 Customs Brokerage
 Warehousing / Distribution
 Shipping
 Logistics Services
Seapol Logistics recognized from our inception in 1995 that
simply providing bricks and mortar to our clients was not the
strategy we wanted long term. If we were going to be successful
we needed to break away from selling “just space” as a commodity
and start providing supply chain solutions. As a result, we made it
our mission to provide a comprehensive portfolio of service that
offer our clients the ability to focus on their core competency and

feel confident that SEAPOL Logistics will deliver a high
performance yet flexible distribution formula.
THE LOGISTICS SERVICES INCLUDE
 Dedicated & Multi User Warehousing
 Multi – Model Transportation Management
 Customs Brokerage
 Pick & Pack
 Returns Management
 Bar Coding (Planning)
 24hrs a day, 7days a week, 365days a year
STEVEDORING
From the time they obtained the Stevedoring License, the
receivers using the Chennai port have approached company with
more confidence and extended their business to company. The
details of cargo handled by the company since 1998 is furnished
hereunder will show company steady growth.
years Tonnage Handled % Increase

1998 74,562.000 10%
1999 3,61,942.000 13 %
2000 5,55,866.000 19 %
2001 6,17,201.000 18 %
2002 5,83,577.000 16 %
2003 7,77,830.000 21 %
2004 1338146.962 36 %
2005 1677173.114 40 %
2006 506209.000 17 %
Apart from the Chennai port they have obtained the contract from
M/S West Asia Maritime to handle their self – unloaded vessel
M.V.Gem of Ennore carrying Thermal Coal of about 67,000
M/Tons, every week since Feb 2003. They are supplying Labours,
10 pay loaders and sufficient winch men, every voyage to
discharge coal at the Rate of 2,950 M/Tons per hour.
With our sincere, hard and efficient work we have received the
best stevedoring award during this year 2003 from Chennai port of
achieving the discharge of 31230 M/Tons from the coal vessel
M.V.YASH MULLAH in a single day.
Facilities offered to the clients:
 They have taken open spaces of about 48,000 M2 Area on
Monthly lease to store the cargo, at a point of time; they can
stack about 1.9Lakh Tons of coal on our lease plot.
 They are owning water tankers to sprinkle water to suppress the
coal dust pollution as directed by pollution control board / port.

 All the storage plots are manned round the clock to avoid any
pilferage / Loss.
CLEARING AND FORWARDING
SEAPOL ensure an efficient and reliable C & F
process for its clients with the help of it’s highly motivated,
professional and an experienced team. All procedures including
document processing, stuffing / de-stuffing the container or
loading / unloading the ship are efficiently organized and
supervised by their competent team in this specialized division of
SEAPOL.
At Chennai port the Clearing & Forwarding business was
initially carried out with other’s Customs House Agent License
from November 2000 and have handled 24 vessels with tonnage
around 8.40.000 M/Tons.
At Tuticorin Port from June 2001 they have commenced
Clearing & Forwarding Business with temporary Customs House
Agent License and have obtained a regularized Customs House
Agent License at Tuticorin Customs. Subsequently they have
extended the above regular CHA license at Tuticorin Customs to
Chennai Customs also.
By operating with their own license at Chennai Customs /
Port from May 2002 till the current financial year March 2003 –
2004, they have so far handled around 20.56.000 M/Tons. Besides
handling huge volume of Coal Cargo, they have specialized our
services for handling FCL & LCL Import / Export containers.
While handling various general cargos of Imports, they are also
effecting shipments of Machinery, Spares, Maize and Rice Food
Items monthly around 100 containers and above.

All procedures including document processing, stuffing /
de-stuffing the container or loading / unloading the ship are
efficiently organized and supervised by their competent team in
this specialized division of Seapol.
TRANSPORATIONS
Seapol uses a fleet of pay loaders, trucks, mechanical &
hydraulic grabs of 8 to 12 cbm and many tippers to handle &
transport coal & ore to various destinations. they also move the
coal by rail to various places. Chennai Custom’s authorities issued
us the Freight Forwarding License during this period. Recently
they achieved an all time record for handling about 31,000 Tons of
cooking coal in a day at Chennai.
HEAVY EQUIPMENTS
SEAPOL has full-fledged workshops, with committed
workforce of technicians, mechanics, operators and drivers for
manning & maintenance of hydraulic & mechanical grabs, pay
loaders, trucks and tippers etc.
The company is investing further on this field by bringing
innovative inventories. All the cargo handling heavy equipments
are well maintained with the help of technicians and the workshop.
The Chennai Customs Authorities issued us the Freight
Forwarding License during this period. Grabs, pay loaders, tippers,
trucks can be provided at any port in India on short notice by
“SEAPOL”.
CHAPTER – III

CARGO HANDLING PROCESS AND SHIPPING SERVICES
IN
SEAPORT SHIPPING COMPANY AT CHENNAI
Once the ship arrives in the port and the Ship is berthed. The
cargo i.e. coal is discharged in the port wharf by means of cranes
grabs. After the cargo is put on the wharf, the cargos with help of
pay loaders are loaded into the trucks. The trucks then dump the
cargo inside the port plot. Only after customs clearance formalities
are completed the cargo is sent to the receivers by means of trucks
or railway wagons.
Mode of Delivery
By Road:
Arranging fleet of trucks using including their our own
trucks for delivering the cargo in time to the designated destination
by the clients.
By Rail:
their place the indent for wagons with the port booking station
as per the instruction of our clients, arrange the supply of wagons,
load the cargo to the wagon capacities to avoid freight loss to our
clients, and leveling the cargo.
their obtain the Road Receipt, and Hand over it to clients. their
arrange to off load the wagons and transport to the factory at the
request to our clients.
The delivery of cargo is given from the storage area round the
clock using our pay loaders without any waiting time.
CARGO DOCUMENT HANDLING
Tools of Handling in Cargo: -
 Cargo Tracking

 Storage Charge Enquiry
 Guides & Industry Resources
 Industries Directories
 Calculators
 Format
their Customer Representation Unit provides another one-shop
service to help speed up the Import and Export processes. Fully
integrated with our Physical Handling and Ramp Handling
services, we offer the following Documents Handling Services.
Export:
To help speed up the Export Process we offer the following
services: -
Checking, accepting and issuing airway bills
Collecting charges
Processing manifesì
* Length -- 218.33m each berth
* Available Draft -- J.D. 1.3 & 5: 10.4m J.D. 2.4 & 6:
11.00m
BHARATHI DOCK:
OIL TERMINALS:

1) Two Jetties dedicated for oil handling at Bharathi Dock
2) Oil Jetty, Bharathi Dock – I commined in 1972 can handled
tankers upto, 1.00,000 DWT and Bharathi Dock – III
Commissioned in 1986 can handled tankers upto 1,50,000 DWT
3) Capacity – 12 Million Tonnes per annum
4) Length – B.D.I: 338.94m; B.D.III:304m
5) Available Draft – B.D.I:14.6m: B.D.III:17m
6) Both the berths have 5 loading arms each 3 nos. For crude &
furnace oil and 2 nos. for white oil products
7) Separate pipelines provided for crude, furnace oil, white oil
products, deballasting, tower monitor, fire hydrant and fresh
water
8) Service lines for LDO bunkers, furnace oil bunker and lubricant
oil bunker
9) The terminals are equipped with the latest fire fighting facilities
10) Provision of oil reception facilities in accordance with
MARPOL Corvention for receiving oily ballast sludge and slop
IRON ORE TERMINAL:
 Mechanized ore handling plant commissioned in 1977 at
Bharathi Dock – II
 Can handle ore vessels upto 1,50,000 DWT
 Capacity – 7 Million Tons per annum

 Length – 274.32m
 Available Draft – 16.2m
 Ore handling facilities consist of two rotary wagon tipplers,
ten lines of conveyors, two rail – mounted stackers, two rails
– mounted bucket wheel recliners and two rails – mounted
shiploaders.
 Equipped with automatic belt weighed, sampling facilities,
exclusive maintenance workshop and a service station.
 Well-connected rail lines.
CARGO HANDLING EQUIPMENTS:
DESCRIPTION CAPACITY QUANTITY
Electric Wharf
Cranes
10 Tonnes
15 Tonnes
50 Tonnes
14
04
01
Gantry Cranes 20 Tonnes 03
Mobile Cranes 08 Tonnes
10 Tonnes
02
03
Diesel Fork Lift
Trucks
03 Tonnes 37
High Capacity
Diesel
Fork Lift Trucks
10 Tonnes
15 Tonnes
25 Tonnes
06
05
02
Pay loaders 03 Tonnes 03
Floating Cranes 150 Tonnes 01
Diesel Locos 700 Horse Power
(HP)
1400 Horse Power
(HP)
12
02

CHAPTER – IV
LABOUR WELFARE MEASURES:
WELFARE MEASURE IN SEAPOL SHIPPING COMPANY:
IMPORTANCE OF LABOUR WELFARE MEASURES:
The importance of Labour Welfare Measures in Indian
Industry was realized as early 1931, when the Royal Commission
on Labour recommended their appointment of Labour welfare
officer inorder protect the workers from the evils of jobbery and
indebtedness, to act generally as a spokesman of Labour and to
promote amicable relations between workers and management.

Legislative provision for the appointment of welfare
officers under the Factories Act was made in 1948 section 49(1)
and (2) of the act provides that;
In every factory, where in 500 (or) more workers are
ordinarily employed, the employer shall employ in the factory such
humber of welfare officers as may be prescribed. This meant the in
factory where in 500 (or) more workers are ordinarily employed at
least one welfare officer must be appointed; where the number of
workers is in excess of 2,500. Assistant and or additional welfare
officers are required to be appointed to assist the welfare officer.
The usefulness of welfare measures in India
cannot be over emphasized. Welfare measures influence the
sentiments of the worker, when workers feels that the employees
and the state are interested in their happiness, his tendency to
grouse and grumble with steadily disappears. The development of
such a feeling paves the way for industrial peace.
Welfare measures will import the physique,
intelligence, morality and standard living of the workers which in
turn. Will improve their efficiency and productivity. A high

standard of efficiency can be accepted only from persons who are
properly trained.
In the Encyclopaedia of social science, the term
“Welfare Work Industrial” has used to describe the voluntary
efforts of an employer of establish, within the exciting industrial
system, working and some times living and cultural conditions of
his employees beyond what is required by law, the customs of
industry and the Conditions of the market”. (1)
1) S.C. PANT, “INDIAN LABOUR PROBLEM”, Chaitanya
Publishing House, 1979. P 1-2.
The Royal Commission on Labour in India did not
attempt to define the term ‘Welfare’ as applied to the Industrial
workers and content itself by saying. “It is one which, must
necessarily be elastic, bearing a some what different interpretation
from one country to another, according to the different social
customs, the degree of the workers.(2) The Labour Investigation
Committee, on the other hand while nothing that defining the term
Labour Welfare is some what subjective and difficult proceeded to
include under Labour Welfare activities “anything done for the
intellectual, physical, moral and economic betterment for the
workers, whether by employers, government or by the law or what

is normally expected as part of the contractual benefits for which
the workers may have bargained.(3)
LOBOUR WELFARE MEASURE IN INDIA:
The transference of rural population to the urban
areas, as a result of industrialization brought with it certain
sociological problems. Having been up rooted from their rural
morning, the new class of industrial workers required welfare
services to be provided to them to adopt themselves to changing
situation. Originally conceived as a humanitarian approach the
employers realized the value of providing better working and
living conditions to their employees. What was, therefore,
essentially a humanitarian approach in the initial stages gave rise to
utilitarian philosophy as motivating force for providing welfare
amenities to the working population.
2.) PARSON. H.S, WELFARE WORK & INDUSTRIAL”
Encyclopedia of Social Science, P.695.
3.) “GOVERNMENT OF INDIA” ROYAL COMMISSION
LABOUR, Main Report, P.261.
Mahatma Gandhi, through his general programme for upliftment
of the toilling messes of the country made a considerable impact
upon the concept of Labour Welfare in India. “I do not want any
thing more for the workers and patients then enough to food, cloths

and house themselves and live in ordinary comfort as self
respecting human beings”. (4)
The philosophy and concept of Labour Welfare in
India were also influenced considerably by the declaration of
International Labour Organization adopted at Philadelphia in
May1944. In the declaration said, “Poverty anywhere constitutes a
danger to prosperity everywhere”.
4.) “ GOVERNMENT OF INDIA” LABOUR INVESTIGATION
COMMITTEE, Main Report, P.336.
SCOPE OF LABOUR WELFARE MEASURES:
In the concept of the scope of Labour Welfare,
what Royal Commission on Labour has said in 1931, holds true
even today. The commission said that, the concept of Labour
welfare “must necessarily be elastic, being a some what different
interpretations in one country from another according to different
social customs, the degree of industrialization and educational
development of the workers”. (5)
The International Labour Organization (ILO) also
observed that “the term is one which lends itself to various
interpretations, and it has not always the same significance in
different countries. Some times the concept is very wide one and is

more or less synonymous with conditions of work as a whole. It
may include not only the minimum standard of hygiene and safety
laid down in general Labour Legislation, but also much aspects of
working life as social insurance schemes measures for protection
of women and young workers, limitation of hours of works paid
vacations etc. (6)
Besides, the Committee on Labour Welfare (1969)
which is popularly known as Malviya Committee observed that the
scope of Labour cannot be confined to facilities within or near the
undertaking. Nor can it be as comprehensive as to “embrance the
whole range of social welfare or social services”. (7)
LABOUR WELFARE FUND:
The Labour welfare fund is available to which the
employee contributes Rs.20/- while the management contributes
Rs.40/-. The amount from the fund is taken to meet contingencies.
(5) The report of the Royal Commission on Labour, P. 261.
(6) I.L.O Report II- Provision of facilities for the promotion of
workers welfare Asian Regional Conference – Nuwara Eliya
Ceylon. P. 3.
(7) The Report of the Committee on Welfare. P. 7.
E.S.I. BENEFITS:

 Sickness Benefits
 Dependant’s Benefits (Employment Injury)
 Medical Benefits
 Funeral Benefits
 Re – hibilitation Allowance etc.,
In Seapol Shipping Pvt. Ltd. the Number of employees
(permanent / probationers) covered in causal employees are
covered under this E.S.I. Act.
They are having the option to join company Family
Medical Scheme, during the corresponding benefit period of the
contribution period, by forfeiture of E.S.I. benefits.
PROVIDENT FUND:
Employees provident fund is very essential for
every employees, because after the retirement of service on
employees will undergo suffering. Every employee shall have
compulsory membership in EMPLOYEES PROVIDENT FUND.

WORKMEN COMPENSATION ACT:
Employees getting fully security to, not occur
accidents, unfortunately accident happen, the employees are
getting compensation to the accidents.
PAYMENT OF GRATUVITY:
The company gives graduvity to the employees for
faithfully worked so for the employees getting gratuvity at a
retirement function itself.
SAFETY PROCESS:
The company gives safety measures to the
employers. There is a senior safety officer and superior for
maintaining safety.
SAFETY EQUIPMENTS:
Safety items like Apron, Hand gloves, Helmets,
safety goggles etc., are issued to the employees concerned,
depending upon the nature of work.

CONFERENCE HALL:
For conducting the Board Director & Staff meeting in
the company allotted one conference hall.
CONVEYANCE ALLOWANCE:
Local Conveyance Allowance is given to the
employees as below: -
 Two Wheelers Allowance of 95cc and below – Rs.200/-
per month
 Two Wheelers Allowance above 95cc -- Rs.300/-
per month
 Auto Allowance -- Rs.500/- per month
LUNCH ALLOWANCE:
A Lunch Allowance of Rs.25/- is payable to
employees who is not able to avail Lunch interval, even beyond
half an hours his regular interval timings.
LEAVE TRAVEL CONCESSION:
The company gives major welfarism of leave travel
concession. The leave concession is for every four years.

AIMS AND OBJECTIVES OF LABOUR WELFARE
MEASURES:
Labour welfare work aims at providing such service
facilities and amenities as would enable the workers employed
industries / factories to perform their work in healthy, congenial
surroundings conducive to good health and high morale.
1. It is partly humanistic, for enables the workers to enjoy a fuller
and richer life.
2. It is partly “economic” because it improves the efficiency of the
worker.
3. The aim is partly, civic because it develops a sense of
responsibility and dignity among the workers.
CHAPTERIZATION:
The entire report is divided into five chapter’s are as
follows:
CHAPTER – I

It deals with the brief introduction on Cargo
Importance and Shipping Services in General, Objectives of the
study, Methodology, Tools of Data Collection and Review of
Literature.
CHAPTER – II
In this chapter Profile of the Organization is
throughly deal its cover the Origin & Growth of Seapol Shipping
Pvt. Ltd. Company.
CHAPTER – III
This chapter highlights about the Cargo Handling
and Shipping Services.
CHAPTER – IV
This chapter exclusively covers the Labour Welfare
Measures.
CHAPTER – V

The fifth chapter which is the final one highlights the
major suggestion & conclusion of the study.
CHAPTER – V
SUGGESTION & CONCLUSION:
The international trades today, more than ever before is
the driving force of economic activity.
It not only enables the exchange of goods and services among
countries but also it serves as the bedrock for the increasingly
independent global network of technology, investment and
production. No country can ignore those developments, which
poses both opportunities and challenges.
India has a mission to capture 1% of the global share
of trade by 2007, up from the present level of 0.67%. For this India
decided to employ international trade as an engine of growth as it
is a vital part of developmental strategy and it can be an effective
instruments of economic growth employment generation and
poverty alleviation.

India is among the top 20 maritime nations in the
world. The long coastline and the large number of ports have made
shipping a crucial activity for the rapidly growing Indian economy.
India’s greatest strengths as a maritime nation are its ship breaking
facilities and the high quality maritime manpower. The Indian
Shipping Industry is worth $ 5.5 Billion (Coastal + Overseas) –
The fact that 68 % of Indian exports (in value term) and 90 % (in
volume term) is carried out through shipping bears testimony to the
fact that the development of the shipping industry in India is
pivotal to the overall growth of the Indian economy.
To live up to its potential it is important for the industry to tap
its internal strengths through better communication and exchange
of ideas, products and services between the players in the industry.
In this context, Global marketing is becoming more
and more important along the years with the increasing trend in
internationalization. Having too many choices, marketers face the
challenge of determining which international markets to enter and
the appropriate marketing strategies for the countries they are
planning to penetrate.
Our projects aim at analyzing the market potential of
some of the important countries in East Asia, African sub –
continent and Russian Federation and different ports of India. The

marketing strategies and the comparative advantages of these
countries and ports are dwelt in length along with some of the key
components of trade.
BIBLIOGRAPHY:
 “LABOUR AND EFFICIENCY IN PUBLIC SECTOR”,
RAMANADAM.V.V, Sivasta Publishers, Mumbai, 1996.
 “ORGANIZATION BEHAVIOR” ROBBIN. P.,
Stephen Publishing House, Kolkata, 2002.
 “HUMAN BEHAVIOUR” KEVITH DAVID.M,
M.C. Grow mill Publishing House, New Delhi, 1991.
 “MOTIVATION PRESENTICE” BECK, ROBERT.C,
Hall New Jersey publishing, Mumbai, 1983.
 “LABOUR PROBLEMS IN INDIAN
INDUSTRY”GIRI.V.V,
Asia Publishing House, New Delhi, 1956.
 “INDUSTRIAL SOCIETY AND SOCIAL WELFARE”
WILKENSKY HAROLD, L, AND LEBEUX, CHARLES.
N,
Russell Sage Foundation, New York.
 “ECONOMICS OF INDUSTRIAL
LABOUR”KALWANI.K.C,

The World Press Private Ltd., Kolkata, 1969.
 “READINGS IN INDIA LABOUR AND SOCIAL
WELFARE”
MONGIA.J.N, Atmaram & sons, New Delhi, 1980.
 “AN INTRODUCTION TO LABOUR AND INDUSTRIAL
LAW”
MISRA. S.N, Allahabad Law Agency Publishers,
Allahabad, 1982.
 “LABOUR ECONOMICS AND SOCIAL WELFARE
TYAGI. B, Jaiprakash Nath & Company, Meerut, 1990.
- AND -
The Information gets from Seapol Shipping Agency Website
www. Seapol .Com

CHAPTER

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