STUDY OF MULTIMODAL TRANSPORT

FACILITIES IN CONSTRUCTION PROJECT

MANAGEMENT AT JNPT
BY
Mr.ROHIT A.DIGRA
YEAR
1st Year M.Arch (Project Management)
SUBJECT
RESEARCH METHODS IN CONSTRUCTION

DR.BALIRAM HIRAY COLLEGE OF ARCHITECTURE (L.B.H.S.S.T)

BANDRA, MUMBAI
UNIVERSITY OF MUMBAI

LIST OF CONTENTS

ABSTRACT
INTRODUCTION
LITERATURE REVIEW
FUTURE PLANS
OBJECTIVE
SCOPE
METHODOLOGY

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 CONCLUSION
BIBLOGRAPHY

ABSTRACT

Its a known fact that logistics infrastructure is crumbling under the weight of the ongoing economic
development in the country. The transport and logistics sector are fundamental to the development of a
country, especially so in India where it provides employment for 45 million people.
The motivation behind this study is to make a comparative analysis between the present and future
multimodal transport facilities at JNP and the policies that were implemented to improve those
facilities. It was surprising to know that there was huge amount of infrastructure planned in for JNP in
next 20-30 years, but most of them were only on paper.
The existing road infrastructure is inadequate to handle the present and future cargos and much of the
acquired land for the Trans Harbour Link is under dispute or awaiting MOEF approvals.
JNPT, because of its strategic location, has and will always have a huge gap between demand and supply
if its transport networks are not bridged fast to keep up with surging demands. Unless the Port takes a
serious approach to augment its transport infrastructure in the coming years, there is a high probability
that it will lose business to its nearby competitor ports both in India as well as overseas.

INTRODUCTION
Role of ports
It has been estimated that around 90% of the worlds merchandize and commodity trade is transported by
ship.Water transport has played an important role in the Indian economy since time immemorial. It
is the cheapest means of exports and imports of heavy items. Increase in trade over the last decade has
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 caused demand for expansion and improvement of
existing harbours and call for establishing new ports.
Ports constitute an important part of the global shipping
infrastructure by supplying the terminals needed in
inter-modal transport chains. Incoming goods are
distributed to the hinterland by truck, train or inland
waterways and to coastal regions by feeder boats.
Studies have indicated that well-functioning ports
can play an important role in promoting economic
development in the surrounding regions and the wider hinterland.
Of the total sea-borne trade of India, more than 85 percent is shared by Mumbai, Kolkata,
Cochin, Chennai and Visakhapatnam. The average ship-borne traffic in India is over 900 million tonnes
per annum and the total optimum handling capacity of the major ports is hardly more. Any increase in
trade results in congestion at the ports.
Importance of multimodal transport
Multimodal or combined transportation pertains to the
use of a single contract of affreightment within more
than one transport mode, including transshipments and the
use of complex transport networks
Since 90% of global trade is being carried by sea,
traditional seaports are bound by
geographical and infrastructure barriers, whereas hub ports
are the interactive nodal points that combine the benefits
of a seaport and coordinate with alternative transportation modes by sea, land, and air to facilitate the vast
volumes of sea trade.
Multimodal transportation and the seaport interconnectivity have reshaped
global trade and transport, while facilitating the safe and time-efficient distribution of goods. Intermodal
and multimodal transport, provides connectivity in their door-to-door services by combining more
than one transportation mode. They utilize efficient logistics networks that allocate time and
resources in an optimum manner. Intermodal transportation is usually associated with
containerization or with the understanding of one transportation mode hauling the products of some
other mode, for example, container boxes carrying vehicles.
Advantages of using Multimodal Transportation network
Coordinated and planned as a single operation, it minimizes the loss of time and risk of loss, pilferage
and damage to the cargo at trans-shipment points.

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 The markets are psychically reduced by faster
transit of goods; Reference to Globalization
challenge, the distance between origin or
source materials and customers is getting
insignificant thanks to the development of
multimodal transport.
The burden of issuing multiple documentation
for each segment of transport is reduced to
minimum.
The consignor / consignee has to deal with
only the MTO (multimodal transport
operator) in all matters related to the goods
transportation.
Reduction of logistics costs, thereby reducing
the overall cost to the exporter and making his
products more competitive in the international
market.

Why JNPT
Of all the ports in India, the Jawaharlal Nehru
Port is the most widely known. Situated
Nhava, in Navi Mumbai, close to the heart of
the financial capital of India, Mumbai; this
port plays a major role in Indias export and
import.
JNPT is the largest container port handling 60% of Indias containerized.It is developed to reduce the
existing load on the Mumbai Port and the second major
objective of it is as claimed to avoid the octroi tax levied on goods entering Mumbai city by
Brihanmumbai Municipal Corporation, commonly known as BMC, since it falls outside the jurisdiction
of the municipal corporation. It is ranked 33th among the top 100 Container Ports in the World in terms
of traffic handling. JNPT handled 62.33 million tons of total cargo during the financial year 2013-14,
Cargo ships are getting bigger to handle larger volumes from Asia, particularly China, to Europe and the
US.JNPT is undergoing the construction of the 4 th terminal which aims to increase its capacity by
another 4.8 million. This increase in capacity cannot be successful if the transport infrastructure
connecting JNPT remain inadequate.
Moreover, without proper multimodal connectivity the increase in capacity,will further strain the
existing network of roads and rails, thus leading to delays which could result in losses of millions of
dollars.
A proper infrastructure action plan is the need of the hour to ensure that the port is integrated with its
surrounding urban context helping to create a thriving place that is well designed, well built, well run,
well connected, and well served, while remaining inclusive, safe and environmentally sensitive.
LITERATURE REVIEW

Road connectivity to JNPT

To cater to the connectivity of JNPT port, it is very evident that it should be linked with
a well-planned road network to provide ICD (Inland Container Depots) and locality connectivity
to major cities and towns.
Road connectivity under JNPT are classified under two categories viz. Internal and External Road
network. the container traffic at JNPT port is expected to increase by the year 2016-17
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 One of the major development under pipeline is the Mumbai Trans Harbour Link, also called as Sewri
Nhava Sheva Trans Harbour Link (Wikipedia, Mumbai Trans Harbour Link, 2015). It will be a 22
Km long bridge and will begin from Sewri in South Mumbai and
terminating at Chirle Village, near Nhava Sheva with a clover leaf interchange; inbetween it will be
crossing over Thane creek.
Rail connectivity to JNPT
The factors are identified as a reason for railway less
share in cargo transport
Lack of availability of trains and due to which the
cycle time from Port
Due to the demand supply gap, less carriage
capacity and the lack of availability of trains, it is
estimated that there is a shortfall of 2.3 trains per
day.
Improper management due inadequate planning and
lack of information about the
train schedule.
Improper coordination between the terminal
operators.
Container Corporation of India (CONCOR)
CONCOR is a Navratna Public sector undertaking under the Indian Ministry of Railways. The
CONCOR objective of developing modern multimodal transport logistics and infrastructure to support
Indias growing international trade as well as to encourage containerized cargo movement within
the country. It is a subsidiary of Indian Railways has 65% of the equity share in it.
CONCOR as a leader in containerized cargo transportation hopes to maintain its monopoly and is
adopting different strategies to identify new business opportunities and expand their business into new
corridors. CONCOR is also making new partners by collaborating with new ports.
As the countrys GDP is growing at around 8%, it is expected that container traffic will grow at the
same rate; hence, manufacturing and service industries will require better transportation system and
supply chain management for their raw materials and finished products for which there is a need for a
larger cargo hub, logistics parks.
CONCOR is introducing double stacked trains which will be able to carry more cargo in a single
consignment, which will ensure cost efficiency and also reduce delivery time.
CONCOR has a different vertical to manage its Air Cargo business which is further divided into two
departments, Bonded Trucking Services and Air Cargo Complexes.

FUTURE PLANS
The Sagarmala Project is one of the key port reforms envisioned by Prime Minister Narendra Modi. It
was given the Union Cabinet approval in March 2015 for the concept and institutional framework. The
fully completed framework is expected to be published in the beginning of 2016.
The prime objective of the Sagarmala project is to promote port-led direct and indirect development and
to provide infrastructure to transport goods to and from ports quickly, efficiently and cost-
effectively.
The Sagarmala initiative will address challenges by focusing on three pillars of development,
namely

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 Supporting and enabling Port-led Development through appropriate policy and institutional
interventions and providing for an institutional framework for ensuring inter-agency and
ministries/departments/states collaboration for integrated development
Port Infrastructure Enhancement, including modernization and setting up of new ports, Efficient Removal
to and from locality.
The project will undertake redevelopment of existing port infrastructure through upgrade in port
handling equipment and extensive use of IT in improving monitoring and operations of port
activity. JNPT, will receive Rs.4,000 crores to develop its SEZ.
OBJECTIVES
The objectives of this study are as follows,
To study and understand the internal and external transport factors which affect working of facilities at
JNPT
To understand how the Government Institutions can play a vital role in improving infrastructure
conditions at JNPT
To study the issues and challenges faced by Container Freight Stations while transporting goods to
JNPT
To find improvement measures, which can be beneficial to the Port while developing policies for
the new fourth terminal which is being constructed.
SCOPE
The study shall limited to the analysis and evaluation of future and existing research works carried out by
various agencies of the Government and JNPT. The problems and issues stated were studied and an
attempt shall made to find out if those issues were resolved during the period of this study. An opinion
survey can conducted for the authorities to find out their views on the present conditions of the transport
facilities at JNPT and suggestions were made on the basis of the same.
METHODOLOGY
The methodology adopted is to develop a questionnaire based on the connectivity options from the
JNPT, and the times required for cargo clearances at the port to understand the working efficiency.
Likert scaling is a bipolar scaling method, measuring either positive or negative response to a statement.
When responding to a Likert questionnaire item, respondents specify their level of agreement to a
statement.
Data obtained from the Likert Scale is ordinal in nature. As ordinal data, Likert responses can be
collated into bar charts, central tendency summarised by the median or the mode, dispersion summarised
by the range across quartiles, or analysed using non-parametric tests
Thus, for Likert scale data, the best measure to use is the mode, or the most frequent response. This
makes the survey results much easier for interpretation.

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 CONCLUSION

A countrys economic growth depends on the availability of a robust and seamless

multimodal logistics infrastructure. As one of biggest ports in India, JNPT is still facing
challenges in terms of availability of road and rail infrastructure. We have sewen that investing in
and using multiple transportation modes not only bring efficiencies in the chain but also go a long
way to reduce pilferage as well as overall transportation costs.
The various research reports and studies undertaken for analysis of JNPTs issues have largely
shown that the multiple policies of the Government have resulted in very little impact on the port
and its surrounding infrastructure. Apart from the funds given out for development, there is no
coordination at the lower levels which have resulted in numerous delays and missed deadlines.
It is observed that, the implementation of the policies still remains a major challenge for the Port
Authorities. The delay in on ground activity cannot be blamed on one single factor. It is a collective
combination of legislative and political factors which have affected the development of the transport
network of the port.
Road connectivity to JNPT is the most challenging aspect, as the existing infrastructure is becoming
increasingly inadequate for the ever growing number of containers that are being transported to and
fro from JNPT. Rail connectivity to the port is average at best, and without the Western it may soon
become overloaded as the road traffic.
CFS availability for JNPT seems to be adequate enough as of now with 31 official stations serving
the port. But if future capacity is to taken into account, this number will have to be increased; as
such the Government must take initiatives for establishing more private CFS. As of today the
overall infrastructure of the port can be said to be good for the volume of cargo it handles, but if
JNPT considers itself to be a serious competitor to Chinese and other South East Asian ports then it
must adopt modern practices to remain competitive.
We thus see that a port is only as good as the infrastructure around it. The development of the port
depends upon the development of the surrounding network of roads and railways. Any delay in the
latter results in lost trade for the former. This is akin to the domino effect, where the fall of a single
domino results in collapse of the entire chain. The delay in the Western DFC and the Mumbai Trans-
Harbour Link (MTHL) has resulted in JNPT losing large amount of trade volumes to other ports.
If India is to become a major exporter of manufactured goods, it will require ports with excellent
infrastructure and multimodal connectivity. This can only happen if there is conscious effort
between JNPT and the Government to ensure that results are delivered on time without delay.

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 BIBLIOGRAPHY

Concorindia.com, (2015). :: The Company :: >> Future Plans. [online] Available at:
http://www.concorindia.com/futureplan.asp [Accessed 15 Mar. 2015].
CONTAINER CORPORATION OF INDIA LTD., (2013). CONCOR Annual report 2012-13
India, C. R.-S. (2013). CHAPTER XIII: DEPARTMENT OF ROAD TRANSPORT AND
HIGHWAYS. saiindia.
Iyer, S. (2012, December 11). Mumbai, Jawaharlal Nehru ports Gateway to world trade. THE
HINDU- Business line.
JNPT. (2014, December 31). JNPT- Future plans/Ongoing projects. Retrieved from
http://www.jnport.gov.in/aboutjnpt.aspx?id=9&cid=1
Indian Ports Association, (2014). E-Magazine.
National Transport Development Policy Committee, (2014). India Transport Report: Moving
India to 2032. [online] New Delhi: Government of India. Available at:
http://planningcommission.nic.in/sectors/NTDPC/rep_ntdpc_v3_p1.pdf [Accessed 15 Sep. 2015].