Containerization From Wikipedia, the free encyclopedia This article's lead section may not adequately summarize its

contents. Please co nsider expanding the lead to provide an accessible overview of the article's key points. (May 2010) Shipping containers at the Port Newark-Elizabeth Marine Terminal in New Jersey, USA A container-freight train on the West Coast Main Line near Nuneaton, England A container ship being loaded by a portainer crane in Copenhagen Harbour Containerization (British:containerisation) is a system of freight transport bas ed on a range of steel intermodal containers (also 'shipping containers', 'ISO c ontainers' etc). Containers are built to standardised dimensions, and can be loa ded and unloaded, stacked, transported efficiently over long distances, and tran sferred from one mode of transport to anothercontainer ships, rail and semi-trail er truckswithout being opened. The system was developed after World War II, led t o greatly reduced transport costs, and supported a vast increase in internationa l trade. Contents [hide] 1 History 1.1 Origins 1.2 Purpose-built ships 1.3 Towards standards 1.4 Effects 1.5 Twenty-first century 2 Container standards 2.1 ISO standard 2.2 Air freight containers 2.3 Other container system standards 3 Issues 3.1 Additional fuel costs 3.2 Hazards 3.3 Empty containers 3.4 Loss at sea 3.5 Trade union challenges 4 Other uses for containers 5 BBC tracking project 6 See also 7 References 8 Further reading 9 External links [edit]History [edit]Origins Containerisation has its origins in early coal mining regions in England from th e late 18th century on. In 1795 Bejamin Outram opened the Little Eaton Gangway u pon which coal was carried in wagons built at his Butterley Ironworks. The horse -drawn wheeled wagons on the Gangway took the form of containers, which, loaded with coal, could be transhipped from canal barges on the Derby Canal which Outra m had also promoted.[1] By the 1830s, railroads on several continents were carrying containers that coul d be transferred to other modes of transport. The Liverpool and Manchester Railw ay in the United Kingdom was one such. "Simple rectangular timber boxes, four to a wagon, they were used to convey coal from the Lancashire collieries to Liverp

ool, where they were transferred to horse drawn carts by crane."[2]Originally us ed for moving coal on and off barges, 'loose boxes' were used to containerize co al from the late 1780s, at places like the Bridgewater Canal. By the 1840s, iron boxes were in use as well as wooden ones. The early 1900s saw the adoption of c losed container boxes designed for movement between road and rail. In the United Kingdom, several railway companies were using similar containers b y the beginning of the 20th century and in the 1920s the Railway Clearing House standardised the RCH container. Five- or ten-foot-long, wooden and non-stackable , these early standard containers were a great success, but the standard remaine d UK-specific.[citation needed] From 1926 to 1947 in the US, the Chicago North Shore and Milwaukee Railway carri ed motor carrier vehicles and shippers' vehicles loaded on flatcars between Milw aukee, Wisconsin and Chicago, Illinois. Beginning in 1929, Seatrain Lines carrie d railroad boxcars on its sea vessels to transport goods between New York and Cu ba.[3] In the mid-1930s, the Chicago Great Western Railway and then the New Have n Railroad began "piggy-back" service (transporting highway freight trailers on flatcars) limited to their own railroads. By 1953, the CB&Q, the Chicago and Eas tern Illinois and the Southern Pacific railroads had joined the innovation. Most cars were surplus flatcars equipped with new decks. By 1955, an additional 25 r ailroads had begun some form of piggy-back trailer service. During WWII the Australian Army used containers to help overcome the various bre aks of gauge. These non-stackable containers were about these size of the later 20 foot ISO container and perhaps made mainly of wood . [4] In 1955, former trucking company owner Malcom McLean worked with engineer Keith Tantlinger to develop the modern intermodal container. The challenge was to desi gn a shipping container that could efficiently be loaded onto ships and held sec urely on long sea voyages. The result was a 8 feet (2.4 m) tall by 8 ft (2.4 m) wide box in 10 ft (3.0 m)-long units constructed from 25 mm (0.98 in) thick corr ugated steel. The design incorporated a twistlock mechanism atop each of the fou r corners, allowing the container to be easily secured and lifted using cranes. After helping McLean make the successful design, Tantlinger convinced him to giv e the patented designs to the industry; this began international standardization of shipping containers.[5] Toward the end of World War II, the United States Army used specialized containe rs to speed the loading and unloading of transport ships. The army used the term "transporters" to identify the containers, for shipping household goods of offi cers in the field. A "transporter" was a reusable container, 8.5 feet (2.6 m) lo ng, 6.25 feet (1.91 m) wide, and 6.83 feet (2.08 m) high, made of rigid steel wi th a carrying capacity of 9,000 pounds. During the Korean War the transporter wa s evaluated for handling sensitive military equipment and, proving effective, wa s approved for broader use. Theft of material, damage to wooden crates, and prol onged handling time by longshoremen at the Port of Busan,[citation needed] convi nced the army that steel containers were needed. In 1952 the army began using th e term CONEX, short for "Container Express". The first major shipment of CONEXes , containing engineering supplies and spare parts, was made by rail from the Col umbus General Depot in Georgia to the Port of San Francisco, then by ship to Yok ohama, Japan, and then to Korea, in late 1952; shipment times were almost halved . By the time of the Vietnam War the majority of supplies and materials were shi pped with the CONEX. After the U.S. Department of Defense standardized an 8'8' cr oss section container in multiples of 10' lengths for military use, it was rapid ly adopted for shipping purposes.[6][7] These standards were adopted in the United Kingdom for containers, and largely d isplaced wooden containers in the 1950s.[citation needed] The railways of the US SR had their own small containers.[8] [edit]Purpose-built ships Containers waiting at the South Korean port of Busan. Main article: Container ship The first vessels purpose-built to carry containers began operation in Denmark i

n 1951. In the U.S., ships began carrying containers in 1951, between Seattle an d Alaska. The world's first intermodal container system used the purpose-built c ontainer ship the Clifford J. Rodgers, built in Montreal in 1955 and owned by th e White Pass and Yukon Route. Its first trip carried 600 containers between Nort h Vancouver, British Columbia and Skagway, Alaska, on November 26, 1955; in Skag way, the containers were unloaded to purpose-built railroad cars for transport n orth to the Yukon, in the first intermodal service using trucks, ships and railr oad cars. Southbound containers were loaded by shippers in the Yukon and moved b y rail, ship and truck to their consignees, without opening. This first intermod al system operated from November 1955 for many years.[citation needed] The U.S. container shipping industry dates to April 26, 1956, when trucking entr epreneur McLean put 58 containers aboard a refitted tanker ship, the Ideal-X, an d sailed them from Newark to Houston.[9] What was new in the USA about McLean's innovation was the idea of using large containers that were never opened in tran sit between shipper and consignee and that were transferable on an intermodal ba sis, among trucks, ships and railroad cars. McLean had initially favored the con struction of "trailerships"taking trailers from large trucks and stowing them in a ships cargo hold. This method of stowage, referred to as roll-on/roll-off, was not adopted because of the large waste in potential cargo space onboard the vess el, known as broken stowage. Instead, McLean modified his original concept into loading just the containers, not the chassis, onto the ships, hence the designat ion container ship or "box" ship.[10][11] (See also pantechnicon van and trolley and lift van.) [edit]Towards standards During containerization s first 20 years, many container sizes and corner fittin gs were used; there were dozens of incompatible container systems in the U.S. al one. Among the biggest operators, the Matson Navigation Company had a fleet of 2 4-foot (7.3 m) containers while Sea-Land Service, Inc used 35-foot (11 m) contai ners. The standard sizes and fitting and reinforcement norms that now exist evol ved out of a series of compromises among international shipping companies, Europ ean railroads, U.S. railroads, and U.S. trucking companies. Four important ISO ( International Organization for Standardization) recommendations standardized con tainerization globally[12] January 1968: R-668 defined the terminology, dimensions and ratings July 1968: R-790 defined the identification markings January 1970: R-1161 made recommendations about corner fittings October 1970: R-1897 set out the minimum internal dimensions of general purpose freight containers In the United States, containerization and other advances in shipping were imped ed by the Interstate Commerce Commission (ICC), which was created in 1887 to kee p railroads from using monopolist pricing and rate discrimination but fell victi m to regulatory capture. By the 1960s, ICC approval was required before any ship per could carry different items in the same vehicle, or change rates. The United States present fully integrated systems became possible only after the ICC s r egulatory oversight was cut back (and abolished in 1995); trucking and rail were deregulated in the 1970s and maritime rates were deregulated in 1984.[13] Double-stack rail transport, where containers are stacked two high on railway ca rs, was introduced in 1984, with the first use in the United States.[citation ne eded] [edit]Effects Containerization greatly reduced the expense of international trade and increase d its speed, especially of consumer goods and commodities. It also dramatically changed the character of port cities worldwide. Prior to highly mechanized conta iner transfers, crews of 20-22 longshoremen would pack individual cargoes into t he hold of a ship. After containerization, large crews of longshoremen were no l onger necessary at port facilities and the profession changed drastically. Meanwhile the port facilities needed to support containerization changed. One ef fect was the decline of some ports and the rise of others. At the Port of San Fr ancisco, the former piers used for loading and unloading were no longer required , but there was little room to build the vast holding lots needed for container

transport. As a result the Port of San Francisco virtually ceased to function as a major commercial port, but the neighboring port of Oakland emerged as the sec ond largest on the West Coast of America. A similar fate met the relation betwee n the ports of Manhattan and New Jersey. In the UK, longshoremen s unions protes ted the change to containerization, resulting in the elimination of London and L iverpool as major ports. Meanwhile, Britain s Felixtowe and Rotterdam in the Net herlands emerged as major ports. In general, inland ports on waterways incapable of deep draft ship traffic also declined from containerization in favor of seap orts. With intermodal containers, the job of sorting and packing containers coul d be performed far from the point of embarcation. [edit]Twenty-first century A converted container used as an office at a building site As of 2009 approximately 90% of non-bulk cargo worldwide is moved by containers stacked on transport ships;[14] 26% of all container transhipment is carried out in China.[15] For example in 2009 there were 105,976,701 transhipments in China (both international and coastal; excluding Hong Kong), 21,040,096 in Hong Kong (which is listed separately), and only 34,299,572 in the United States. In 2005 some 18 million containers made over 200 million trips per year. Some ships can carry over 14,500 Twenty-foot equivalent units (TEU), for example the Emma Mrsk, 396 m long, launched August 2006. It has been predicted that, at some point, con tainer ships will be constrained in size only by the depth of the Straits of Mal acca, one of the world s busiest shipping lanes, linking the Indian Ocean to the Pacific Ocean. This so-called Malaccamax size constrains a ship to dimensions o f 470 m (1,540 ft) in length and 60 m (200 ft) wide.[11] However, few initially foresaw the extent of the influence of containerization o n the shipping industry. In the 1950s Harvard University economist Benjamin Chin itz predicted that containerization would benefit New York by allowing it to shi p its industrial goods more cheaply to the Southern United States than other are as, but did not anticipate that containerization might make it cheaper to import such goods from abroad. Most economic studies of containerization merely assume d that shipping companies would begin to replace older forms of transportation w ith containerization, but did not predict that the process of containerization i tself would have a more direct influence on the choice of producers and increase the total volume of trade.[11] The widespread use of ISO standard containers has driven modifications in other freight-moving standards, gradually forcing removable truck bodies or swap bodie s into standard sizes and shapes (though without the strength needed to be stack ed), and changing completely the worldwide use of freight pallets that fit into ISO containers or into commercial vehicles. Improved cargo security is also an important benefit of containerization. The ca rgo is not visible to the casual viewer and thus is less likely to be stolen; th e doors of the containers are usually sealed so that tampering is more evident. Some containers are fitted with electronic monitoring devices and can be remotel y monitored for changes in air pressure, which happens when the doors are opened . This reduced the thefts that had long plagued the shipping industry. Use of the same basic sizes of containers across the globe has lessened the prob lems caused by incompatible rail gauge sizes in different countries. The majorit y of the rail networks in the world operate on a 1,435 mm (4 ft 8 12 in) gauge tr ack known as standard gauge, but many countries (such as Russia, India, Finland, and Lithuania) use broader gauges, while many others in Africa and South Americ a use narrower gauges on their networks. The use of container trains in all thes e countries makes trans-shipment between different gauge trains easier. Containers have become a popular way to ship private cars and other vehicles ove rseas using 20 or 40ft containers. Unlike roll-on/roll-off vehicle shipping, per sonal effects can be loaded into the container with the vehicle, allowing for ea sy international relocation.[citation needed] [edit]Container standards

[edit]ISO standard Main article: Intermodal container There are five common standard lengths, 20-ft (6.1 m), 40-ft (12.2 m), 45-ft (13 .7 m), 48-ft (14.6 m), and 53-ft (16.2 m). United States domestic standard conta iners are generally 48 ft (15 m) and 53-ft (rail and truck). Container capacity is often expressed in twenty-foot equivalent units (TEU, or sometimes teu). An e quivalent unit is a measure of containerized cargo capacity equal to one standar d 20 ft (length) 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for instance the 9 ft 6 in (2.9 m) High cub e and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one TEU. The maximum gross mass for a 20 ft (6.1 m) dry cargo container is 24,000 kg, and for a 40-ft (including the 2.87 m (9 ft 6 in) high cube container), it is 30,48 0 kg. Allowing for the tare mass of the container, the maximum payload mass is t herefore reduced to approximately 22,000 kg for 20 ft (6.1 m), and 27,000 kg for 40 ft (12 m) containers.[16] The original choice of 8-foot (2.4 m) height for ISO containers was made in part to suit a large proportion of railway tunnels, though some had to be modified. With the arrival of even taller containers, further enlargement is proving neces sary.[17] [edit]Air freight containers A number of LD-designation Unit Load Device containers Main article: Unit load device While major airlines use containers that are custom designed for their aircraft and associated ground handling equipment the IATA has created a set of standard aluminium container sizes of up to 11.52 m3 (407 cu ft) in volume. [edit]Other container system standards Some other container systems (in date order) are: Haus-zu-Haus (house to house; Germany)[citation needed] ARKAS[citation needed] (1922) NYC container [18] Japanese railway containers: Containers used by the Japan Freight Railway Compan y[citation needed] (1925) Mack [19] (1927) English Railway container [20] [21] [22] (1928) Victorian Railways - refrigerted container [23] (1929) International Competition [24] (1930) GWR Container [25] (1931) [26] International Chamber of Commerce (1933) International Container Bureau [27] (1936) SAR Wolseley break of gauge [28] (1946) Queensland Railways milk container, 2000 gallons, road-rail [29] (1978) RACE (Australia) (1998) PODS (2005?) SECU (Sweden, Finland, UK) - big 95 t container. [edit]Issues [edit]Additional fuel costs A double stacked container train in Oklahoma, USA Containerization increases the fuel costs and reduces the capacity of the transp ort as the container itself, in addition to its contents, must be transported; s tackable standardised containers are usually heavier than packaging with less st ringent requirements. For certain bulk products this makes containerization unat tractive. However, for most goods the increased fuel costs and decreased transpo rt efficiencies are as of 2011 more than offset by the savings in handling costs . On railways the maximum weight of the container is far from the railcar s maxi

mum weight capacity, and the ratio of goods to railcar is much lower than in a b reak-bulk situation. In some areas (mostly the USA, Canada and India) containers can be carried double stacked by rail, but this is usually not possible in othe r rail systems. [edit]Hazards Containers have been used to smuggle contraband. The vast majority of containers are never subjected to scrutiny due to the large number of containers in use. I n recent years there have been increased concerns that containers might be used to transport terrorists or terrorist materials into a country undetected. The U. S. government has advanced the Container Security Initiative (CSI), intended to ensure that high-risk cargo is examined or scanned, preferably at the port of de parture. [edit]Empty containers Containers are intended to be used constantly, being loaded with new cargo for a new destination soon after having been emptied of previous cargo. This is not a lways possible, and in some cases, the cost of transporting an empty container t o a place where it can be used is considered to be higher than the worth of the used container. Shipping lines and Container Leasing Companies have become exper t at repositioning empty containers from areas of low or no demand, such as the US West Coast, to areas of high demand such as China. However, damaged or retire d containers may also be recycled in the form of shipping container architecture , or the steel content salvaged. In the summer of 2010, a world wide shortage of containers developed as shipping increased post-recession, while new container production had largely ceased.[30] [edit]Loss at sea Containers occasionally fall from the ships, usually during storms; between 2,00 0[31] and 10,000 containers are lost at sea each year.[32] For instance, on Nove mber 30, 2006, a container washed ashore on the Outer Banks of North Carolina US A, along with thousands of bags of its cargo of Doritos Chips. Containers lost i n rough waters are smashed by cargo and waves and often sink quickly.[31] Althou gh not all containers sink, they seldom float very high out of the water, making them a shipping hazard that is difficult to detect. Freight from lost container s has provided oceanographers with unexpected opportunities to track global ocea n currents, notably a cargo of Friendly Floatees.[33] In 2007 the International Chamber of Shipping and the World Shipping Council beg an work on a code of practice for container storage, including crew training on parametric rolling, safer stacking, the marking of containers and security for a bove-deck cargo in heavy swell.[34][35] In 2011, the MV Rena ran aground off the coast of New Zealand. As the ship liste d, some containers were lost, while others were held on board at a precarious an gle. [edit]Trade union challenges Some of the biggest battles in the container revolution were waged in Washington , D.C. Intermodal shipping got a huge boost in the early 1970s when carriers won permission to quote combined rail-ocean rates. Later, non-vessel-operating comm on carriers won a long court battle with a U.S. Supreme Court decision against c ontracts that attempted to require that union labor be used for stuffing and str ipping containers at off-pier locations.[36] [edit]Other uses for containers Shipping container architecture is the use of containers as the basis for housin g and other functional buildings for people, either as temporary or permanent ho using, and either as a main building or as a cabin or workshop. Containers can a lso be used as sheds or storage areas in industry and commerce. Containers are also beginning to be used to house computer data centers, althoug h these are normally specialized containers.

BEFORE CONTAINER SHIPPING For many thousands of years, mankind has shipped goods across the oceans, from o ne land to another. Think of the great seafaring peoples; the Phoenicians, Egypt ians, Greeks, Romans, Portuguese, Spanish, British and many more. Sailing the wo rld looking for new treasures, they brought home and traded food, jewels and mat erials that their countrymen had never seen before. But the process was never easy. The loading and unloading of individual goods in barrels, sacks and wooden crates from land transport to ship and back again on arrival was slow and cumbersome. Nevertheless, this process, referred to as brea k-bulk shipping was the only known way to transport goods via ship up until the second half of the 20th Century. The ily and and loading and unloading of the ship was very labor intensive. A ship could eas spend more time in port than at sea while dockworkers manhandled cargo into out of tight spaces below decks. There was also high risk of accident, loss theft.

There were some basic systems in place to make the process more efficient, such as the use of rope for bundling timber, sacks for carrying coffee beans, and pal lets for stacking and transporting bags or sacks. However, industrial and techno logical advances, such as the spread of the railways in the 18th century, highli ghted the inadequacies of the cargo shipping system. The transfer of cargo from trains to ships and vice versa became a real problem. Before the container shipping industry emerged, boxes of various types and sizes had often been used in transporting cargo simply because they were the logical way to move things en masse from one location to another. However, despite these developments, cargo handling was almost as labor-intensive after World War II a s it had been in the mid-1800s.

CONCOR was incorporated in March 1988 as a Public Sector Enterprise under the Mi nistry of Railways with the prime objective of developing modern multimodal tran sport logistics and infrastructure to support the country s growing internationa l trade. The company commenced operations on November 1, 1989, by taking over seven Inlan d Container Depots from the Indian Railways located at Delhi, Ludhiana, Bangalor e, Coimbatore, Guwahati, Guntur and Anaparti. Since then, CONCOR has developed a vast network of container terminals at prime locations all over the country. At present, it has a total of 41 Exim Terminals (Rail / Road linked ICDs and Port Side Container Terminals (PSCTs), with another 13 in the pipeline. Containerization of exports and imports does not begin and end at the ports. CON COR provides transport linkages between ports and the hinterland. Regular contai ner trains are run to and from ports to CONCOR s terminals in the hinterland. So me of the terminals are also served by road. With liberalization and opening up of the India economy, lowering of import tariffs and reduction in the number of commodities whose import/export was prohibited by the Government, there is an in creasing trend of containerized imports/exports into/from India. Along with the growth of container business at Indian Ports, the level of containerization itse lf is increasing.

The advantage of containerized movement into the hinterland are self evident, a major plus being the decongestion of ports which would lead to higher turnover a nd added growth. CONCOR S existing presence at port-towns is sizeable. CONCOR s Terminals at Mumbai at Mulund, New-Mulund & Wadibundar cater to the Ports of Jaw aharlal Nehru Port Trust and Mumbai Port Trust. Similarly, we have presence at T ondiarpet and the Harbour of Madras for Chennai Port, and Cossipore Road and Sha limar terminals at Kolkata cater to Kolkata & Haldia. There are terminals also a t Cochin and Tuticorin and Vishakapatnam. Presence in the port towns, in addition to the hinterland, would help tie-up bot h end points of the shipment route facilitating control over the entire logistic s chain. Carrying the strategy further, CONCOR may also consider operating conta iner berths in greenfield ports in order to provide integrated transportation lo gistics solutions to customers. Having already developed requisite expertise in operating hinterland terminals, port terminals should not pose any technical pro blems. As more port container terminal privatization takes place, it may be diff icult for CONCOR to gain entry into quayside operations. Rail face operation at Port terminals still remains a strong possibility even at Private Ports.

International Domestic

One of the major thrusts in improving the quality of service in area of exim bus iness has come with the introduction of new State-of-the-art Rolling Stock by CO NCOR for running long lead export and import special trains to and from the gate way ports. Around 1900 High speed flat wagons have already been procured and and another 1300 odd are in the pipeline. These wagons run at higher speeds (100kmp h) and safety norms than conventional railway wagons, and have contributed signi ficantly in reducing transits and improving the reliability of exim train servic es. To meet the growth in Exim traffic at some of its terminals, and to meet the cha llenge head on, CONCOR is also acquiring more modern container handling equipmen t as well. The plan is to commission a new Rubber Tyre Gantry Crane, and a Rail Mounted Gantry Crane at our biggest facility in Tughlakabad, New Delhi soon. Sim ilarly, RTGs are to be procured for ICD Dadri also. Apart from above, deployment of tailor-made equipment like Grappler arms etc. in some of the terminals is be ing contemplated to increase their handling capacity and efficiency. The total warehousing space available for CONCOR s Exim business is presently ap proximately 110000 sqm. By 2003-04, the Exim warehousing space should exceed 150 000 sqm. , with facilities for handling bonded cargo, multi stacking, consolidat ion of LCL cargo, air cargo handling etc. besides conventional transit warehousi ng. CONCOR has plans of introducing value-added services like Palletisation/Fumi gation of cargo, Repacking/strapping of cargo etc. at all its terminals. Though presently CONCOR is providing this service through contractors at some of its Ex im terminals, these services are proposed to be extended, and once they have bee n introduced, CONCOR will be able to provide almost all warehousing-related serv ices to its users. CONCOR sees its future growth in accessing the untapped potential market within the country by opening more terminal facilities. The global trend in containeriz ation of general cargo, particularly in relation to inter national trade has bee

n rapid from the 1960 s. Abroad, 75-80% of general cargo is containerized, as ag ainst approx. 50% in India. In India the percentage of container traffic out of the total Port traffic has also risen from 0.2% in 1981 to 10% in 1999-00. The g rowth in containerization has been faster than the growth in volumes of general cargo. This is partly because international trade in geared primarily to handle containerized cargo. The global trend is that 70-80% of containerized cargo moves directly between th e hinterland customers and the seaports in containers. Of total container handle d at Indian Ports, CONCOR at present moves 30%. There is therefore intrinsic pot ential for further growth in CONCOR business apart from the push given by increa se in foreign trade. In the decade of its existence, the throughput growth of th e company s exim business has been almost 20% per annum. As a CFS operator, CONCOR provides a number of value added services: transit warehousing for import export cargo. bonded warehousing, which helps importers to store import cargo and take partial deliveries as and when required, thereby deferring duty payment. provision of air cargo complexes in some terminals consolidation of LCL cargoes reefer movements

CERTIFICATION OF INTERMODAL CONTAINERS The International Convention for Safe Containers (ICSC), effective September 6, 1977, made certain structural requirements mandatory for containers moving in international trade. Under the Convention, approved units are issued safety plates that are affixed to the cont ainer at the time of manufacture. In addition, ACEP (Approved Continuous Examination Programs) or pe riodic examinations of containers in accordance with procedures prescribed or approved by signatory governments are required. The owner or operator must maintain the container in safe condition. A number of independent firms pro-vide testing and inspection services for int ermodal container operators. Certification of adequacy of construction occurs prior to d elivery of the new container to the carrier and periodic inspections must be performed beginning fi ve (5) years after manufacture. Maximum periodic examination interval is 30 months. The shipper should look for the safety plate and ACEP or examination decal to de termine that the container(s) supplied for his use have met adequate construction and ma intenance standards. Presence of the safety plate and examination decal is not, however, a guarantee that the container is presently free from defects, as damage may have occurred since the last certification inspection. The shipper must take a personal inspection of the container before use to be ab solutely certain that it is in condition to adequately protect his goods. An understanding of the hazards to which a container may be exposed (as depicte

d in the two illustrations on pg 69) is essential. This knowledge will permit intelli gent inspection of the container and also provide the background necessary for adequate preparation and stowage of the cargo. INSPECTING THE INTERMODAL CONTAINER With the advent of Containerization, it was anticipated that cargo damages wou ld be greatly reduced. This has been realized; however, it is largely dependent upon the struc tural integrity of the container.The following checklist will assist you in inspecting me container to be sure it will properly protect your cargo. Containers that leak or have inherent defects that endanger the cargo or pose a safety hazard to personnel must be rejected. The interior must be free from splinters, snags, dents or bulges. These may inte rfere with loading. Serious defects indicate the container is structurally unsound. Watertight Integrity"Light" tests whereby you enter the container, have the doors closed and look for light entry via the roof, side and door panels and deck are a must. Als o, previous patches and re-pairs must be checked to ensure they are watertight. Hose (water) or smok e tests are alternative methods of discovery. FittingsCargo tie-down cleats or rings should be in good condition and well anchor ed. If ventilation openings are present, be sure that they have not been blocked off, a nd that they are equipped with baffles to prevent rain or sea water entry. Cleanliness Free of residue from previous cargo particularly odors that may taint your goods. Also, check the container for nails or protruding fastenings that might puncture cargo package or inflatable dunnage. The exterior must be free from dents, bulges or other damages; all may interfere with handling. DoorsBe sure doors can be securely locked and sealed: Check that door gaskets are in good condition and watertight when closed. Inspect door hardware closely If bolts or nuts can be easily removed from the outside with simple tools, it means that the container can be o pened without breaking the seal or lockan attractive invitation to the pilferer. FittingsA quick look at the lifting fittings at each corner of the container will reveal those that are obviously damaged or unsafe. Check the fittings that secure the container to the trailer chassis; they should all be in working order and in use. Covers/Hatch PanelsIf an open-top container, be sure that the fabric cover supplie d with the container is in good condition and can be properly secured. Check hatch panels f or close watertight fit. The following is a partial checklist of typical types of damage. Front Front PanelDented, torn, holed or punctured. PatchesLoose, not of same material as panel, not sealed or riveted with waterproo

f Customsapproved rivets, poor welds, not primed or painted. Top RailBent, cut, crushed or fractured. Comer PostsBent, broken, cut, gashed or distorted. Upper and Lower Corner Fittings and AttachmentsFractured or distorted fitting, cr acked attachment welds. RivetsLoose or missing. WeldsImproperly made, not primed or painted. Sides PanelsDented, torn, holed or punctured. Corner PostsBent, broken, cut, gashed or distorted. Upper and Lower Corner Fittings and AttachmentsFractured or distorted fittings, c racked attachment welds. Door HoldbacksDamaged or missing. Rear DoorsDifficulty in opening and/or closing. Door Panels (Metal or other) Torn, cut, holed or punctured. Door Locking Bars (Rods) Seized, bent, broken or twisted. Door Locking Bar CamsBent or broken. Door Handle and Retainers Broken, bent or missing. Door Cam Lock Retainers (Keepers) Bent or broken. Door HingesBroken, torn, twisted, binding or seized. Door Seals (Gasket and attachments) Cut, torn or loose. Door HeaderCut, broken, distorted or dented. Door SillCut, fractured or distorted. Anti-Rack Device (if any)Bent, cut, damaged or broken. Rain GutterBent, broken or crushed. Roof PanelPunctured, dented or distorted. Upper Comer Fittings and AttachmentsFractured or distorted fittings, cracked atta chment welds. Corner Protection Plate (where provided)Punctured, dented or distorted. Under Structure Cross Members and Attachments Crushed, cut, bent, distorted or broken loose from bottom side rails or floor. Tunnel Recess (if any)Cut, dented, distorted or cracked weld attachments. Forklift Pockets (if any)Cut, dented, distorted, bottom straps broken or bent. Interior Roof SheetPunctured, dented or distorted. Roof Bows (if any)Bent, cut or broken loose from roof. FloorTorn, gouged, broken, shrunken, warped, stained excessively. SidesDented, torn, holed or punctured. Logistic Track (side walls or floor) Torn, loose, bent, missing or cracked welds. Liners (where provided)Torn, punctured, gouged, pulled loose, stained excessively . Chassis TiresProper inflation, adequate tread depth, damages such as cuts, breaks or sepa rated recap. Twist LocksTwist lock and lock handles are in good operating order. Landing GearCheck the pads, crank, crank handle and braces for defective areas. Lights and ReflectorsCheck for proper working order. FrameLook for structural damages. Intermodal Container and Chasis SPECIALIZED CONTAINER INSPECTION In addition to the previous container inspection steps, if you are utilizing a refrigerated, tank or other special purpose container, check the following: Motors/Compressors Check to see that they are in good operating condition and pe

rform as required. Be sure that adequate fuel has been supplied. Fittings, Valves/Piping They must be free of leaks with tight fittings. Valves should operate smoothly and seal tightly. ElectricalWiring and connections should be secure, watertight and free of corrosi on. Switches should operate properly. Be alert for potential shock hazards. SELECTING THE RIGHT CONTAINER Consultation with the carrier will permit selection of the type and size contain er most suitable for the cargo. Many types and sizes are available to the shipper. The most common is the dry ca rgo container that may be used for a great variety of general cargo. Specialized con tainers should be used for goods or commodities requiring special environments. Particular attention must be given to the container weight limitations so as not to overload. Cargo Containers 1. End Loading, Fully Enclosed The basic intermodal container with end doors, sui table for general cargo not requiring environmental control while enroute. 2. Side Loading, Fully Enclosed Equipped with side doors for use in stowing and d ischarge of cargo where it is not practical to use end doors, as when the container must rem ain on a railcar while cargo is placed in or removed from the container. 3. Open TopUsed for carriage of heavy, bulky or awkward items where loading or di scharge of the cargo through end or side doors is not practical. Most open top containers a re equipped with fabric covers and are often termed "soft" or "rag" top containers. Some open top versions are fitted with removable hatch-type panel covers or detachable full metal roof. 4. VentilatedEquipped with ventilating ports on ends or sides, and used for heat generating cargo or cargo requiring protection from condensation (sweat) damage. Versions w ith powered air-circulating fans are available. Vents are normally fitted with baffles to pr event entry of sea or rain water. 5.InsulatedFor cargo that should not be exposed to rapid or sudden temperature ch anges. Available in ventilated or non-ventilated versions. Some carriers provide contai ners with heating systems for special applications. 6. RefrigeratedInsulated and equipped with a bu ilt-in refrigeration sys-tem, powered by direct electrical connection or by diesel or gasoline generator. It is used primarily for foods or other commodities requiring a temperature con-trolled environment. 7. Liquid BulkTank-type containers for carriage of liquids. Some have been design ed to high level specifications for carriage of certain hazardous materials. 8. Dry BulkDesigned for carriage of bulk cargo such as dry chemicals and grains. 9. Flat RackAvailable in a variety of sizes and models, the flat racks are used f or lumber, mill

products, large, heavy, bulky items, machinery and vehicles. Some are equipped w ith removable sides. 10. Auto Used for carriage of vehicles and available in enclosed or open versio ns. 11. Livestock Configured for the nature of livestock carried; containers are av ailable for transporting poultry, cattle and other livestock. Also, transport boxes can be l oaded onto flats. 12. Controlled Atmosphere-These systems carry a cylinder of liquid nitrogen a nd carbon dioxide. Through computer-based controls, the atmosphere within the container can be maintained at preset levels to meet requirements of commodity carried. Used ma inly in the transport of produce to extend the post-harvest and storage life. 13. High CubeThese containers are used for high volume/low weight cargo and c an greatly increase the cubic area available for cargo stowage. High cube containers are in heights to 9.5 feet and to lengths of a maximum of 48 feet. 14. GarmentWith special tie downs and internal ceiling fittings, this container can handle hanging garments.

CONTAINERSERVICES Door-to-Door (House-to-House) The greatest benefits of Containerization are reali zed when the shipper uses the container to carry goods directly from his or her premis es to his or her customer s location. Perhaps the only time the container will be opened while enroute is for Customers inspection. Reduced susceptibility to pilferage and theft, eliminatio n of multiple handling of individual items of cargo and the least possible exposure to the e lements are all attractive features of Door-to-Door service. In utilizing this type of service, the shipper accepts the additional responsibility of ensuring that cargo is properly stowed and secured in the container, precluding damage to the cargo, container or transport vehicle. The tendency to reduce packing protection of cargo destined for Door-to-Door con tainer shipment must be resisted. The ocean leg of the voyage will still subject the ca rgo to severe motion stresses, considerably greater in force than during highway or rail movem ent. Reduction of packing protection must be carefully evaluated and implemented only after due consideration of the hazards of ocean transport, including the lifting force at transshipment points. Port-to-Port (Pier-to-Pier) When cargo volume does not provide for a full contain er load (lessthan container load or LCL) or when the shipper or consignee does n ot have the facilities to load or un-load the containerized cargo at his premises, he or she can utilize the se rvices of forwarders, consolidators or the carrier to stow the goods in containers at the

port of departure. This service is less attractive than Door-to-Door service. Since the cargo is no t in a container for the entire journey, it is subject to the same degree of exposure to weather, han dling and stow-age damage and theft/pilferage as break-bulk cargo. MAXIMUM EXPORT PACKING STANDARD S ARE REQUIRED WHEN SHIPPING PORT-TO-PORT, Door-to-Port Combinations of Door-to-Door and Port-to-Port service are possible, depending on the desires of the ship-per and the facilities available. While these combin ations are more advantageous than Port-to-Port service, the cargo will still be exposed to the h azards of theft, weather and additional handling during part of the journey. AS IN PORT-TO-PORT SERVICE, THE CARGO MUST BE PACKED TO THE HIGHEST EXPORT STANDARDS. LCL (Less Than Container Load) On LCL shipments, the shipper can still load good s into a container, but the container will be delivered to a consolidation point at the pier where other shippers goods will also be stowed in the container. What this means is that th e smaller, lowvolume exporter can still have cargo containerized, although this is not as desirable as a sealed House-to-House container. S teps in the Process: It is difficult for individual, smaller shippers to navigate in the export distr ibution system. Complexity includes: HOW DOES IT WOR K? The physical network for container shipping, from the production side to the unl oading site, a typical soybean shipment consists of: Securing proper insurance and agreements to pick-up empty containers at intermod al ramps Finding suitable draymen for container transfers Negotiating competitive drayage costs for empty container pick-up and loaded-container return Dealing with dray freight bills. Negotiating competitive spot or contract rates with ocean carriers Maximizing the weight of the load depending on the origin of the transload and t he form of transportation to the port terminal on the West Coast Completing all necessary paperwork for an export shipment, such as the Export De claration, Bills of Lading, Certificate of Origin, USDA Certification, etc. Ensuring product quality, e.g., moisture content, is correct for shipment in containers, where there is little aeration. Dealing with ocean carrier freight bills and freight forwarder fees and documentation Tracing, tracking and, if necessary, expediting shipments CONTAINER TRADE GROWTH 3. CONTAINER TRADE GROWTH 3.1 Economic Assumptions Growth in the container trade is ultimately driven by economic growth. An underl ying assumption of this study is that, for the next decade at least, the structu ral relationships between the growth in container trade and economic growth will remain basically unchanged.10 The starting point for our analysis was therefore

expectations of future economic growth. The study has relied as far as possible on the projection of IMF to underpin our estimates. The IMF projection provides estimates for major economies. The IMF p rojections however extend through only to 2009, whereas the study period runs th rough to 2015. In extending the forecast period, a very simple method was adopte d in general: the average growth rate for the period during which the IMF projec tions provided explicit forecasts was applied for the remainder of the forecast period. For some countries other sources available were also referred in estimat ing the GDP growth rates for the years beyond 2009. This was done for each econo my independently. The consequent economic growth estimates are shown in Figure 3-1. They embody a view of future economic growth that is reasonably optimistic: the average growth rate in the short term is similar to that of the recent past if the economic do wnturn of the early 2000s is ignored, and in the medium term is approximates the long-term cumulative average growth rate for the world economy over the last 30 years. The horizon for these forecasts is medium term 10 years from now and it is impos sible to predict the timing of economic cycles which will inevitably occur durin g that period. The economic growth assumptions underlying the present study may therefore be interpreted as hypothesizing that growth will continue along a path similar to that of the recent past, and that, although there may be good years and bad years within the forecast period, there will not be a major, prolonged e conomic slowdown on the scale of that of the early 1990s. 10 The economic relationship between GDP and trade volume is considered useful i n forecasting the development of the container sector, although the relationship is not considered a sufficient explanation of the growth. There are a wide rang e of factors that impact on the volume of container imports and exports, includi ng exchange rate fluctuations, changes in economic structure etc. However, for f orecasting purposes it is necessary to use very simplified relationships, becaus e many of the causal variables are themselves even harder to predict than contai ner volumes. Container imports and exports are, for instance, undoubtedly greatl y affected by exchange rate movements. However, the uncertainties involved in es timating exchange rates are immense. The forecasting relationships used in this study in fact are simple, linear relationships between container volumes and GDP . In most cases, the regression analysis provided a surprisingly good fit for th ese simple relationships. Further testing indicated that this was not simply bec ause both variables tended to rise over time. 26 CONTAINER TRADE GROWTH Figure 3-1: Economic growth estimates underlying container forecasts 0.0%1.0%2.0 %3.0%4.0%5.0%6.0%19801985199019952000200520102015IMF ForecastingStudy estimated Based on average0.0%averageIMF average Source: Study estimates based on IMF and other sources. Figure 3-2 shows a breakdown of forecast economic growth rates by economic group ing. Figure 3-2: Forecast GDP growth by economic group -2.0%0.0%2.0%4.0%6.0%8.0%10.0% 12.0%2000200120022003200420052006200720082009201020112012201320142015DevelopedAf ricaCentral & Eastern EuropeCISDeveloping AsiaMiddleEastWestern Hemisphere 27 CONTAINER TRADE GROWTH GDP growth rate of most of developed economy in the future will be low relativel y. Developing countries in Asia will continue to keep their strong economic grow th pattern. It is expected that China will keep their strong growth trend until the next decade. The forecast also embody a positive outlook for the two regions that suffered the greatest economic difficulties during the 1990s: Africa and E astern Europe. Many economists point out that The Russian Federation will keep t heir current economic growth pace. 3.2 Global Container Forecasts The next step in the forecasting process was the conversion of economic growth r ates into projected full container volumes. Imports and export volumes were esti

mated from independent equations for individual countries.11 Figure 3-3 shows the global container forecasts that result from this process. T he volumes shown in the figure are full origin-destination containers only: that is, empty containers are not included, and each container is counted only once during its entires journey, regardless of how many times it may be handled. Figure 3-3: Past and forecast global container volumes (19802015) 11 This was done by estimating separate forecasting equations for individual cou ntries in the ESCAP region. For the countries outside of ESCAP, separate equatio ns were estimated for each region, which was defined as a group of countries. In a number of cases, however, the historical time series data was simply not able t o support a formal regression process. This is the case in particular where the country is still in the very early stages of containerization. In such cases, th ere was little alternative but to use professional judgement, informed by an exa mination of the history of containerization in similar countries during a simila r phase of economic development. 28 CONTAINER TRADE GROWTH The total number of full containers shipped internationally is expected to grow to 177.6 million TEU by 2015, up from an estimated 77.8 million TEU in 2002, but at a slower rate of 6.6 per cent per annum compared to 8.5 per cent per annum d uring 1980-2002. Average growth in the first half of the 2010s is expected be low er than in the 2000s: 7.5 per cent per annum is expected during the period of 200 2-2010, falling to 5.0 per cent per annum in the following five years. These comparisons are summarised in Table 3-1. Comparison of the studys forecasts with those provided by private consulting firms suggest that these global level estimates lie within the range of expert opinions, but slightly towards the mor e conservative end of that range. It should be noted that these forecasts depend critically on the assumptions tha t are made about future world economic growth. Analysis conducted during the cou rse of the study suggests that, for every 1 per cent per annum increase or decre ase in estimated global economic growth, the rate of growth in container volumes will change by approximately 1.5 per cent per annum. Table 3-1: Estimated and forecast growth rates for container trade (19802015) Yea r Container volumes (million TEU) Compound average growth rate over previous per iod 1980 13.5 - 1990 28.7 7.8% 2000 68.7 9.1% 2010 138.9 7.3% 2015 177.6 5.0% So urce: Study estimates 3.3 Geographical Distribution of Container Volumes Figure 3-4 shows the estimated contribution made to total global container flows by each major geographical region12 in the year 2002. The chart has been constr ucted by summing up the full import and export containers for each region, and c omputing the total as a percentage of total world imports plus exports. Figure 3 -6 shows that East Asia is the most important driver of the global container tra de, generating 24 per cent 12 In this analysis, the countries in the ESCAP region are grouped into the foll owing subregions: East Asia (China including Hong Kong, China and Taiwan Provinc e of China); North Asia (Democratic Peoples Republic of Korea, Japan and Republic of Korea); South-East Asia (Brunei Darussalam, Cambodia, Indonesia, Malaysia, M yanmar, Philippines, Singapore, Thailand and Viet Nam); and South Asia (Banglade sh, India, Pakistan and Sri Lanka). Islamic Republic of Iran and Turkey are incl uded in South Asia, and Pacific Coast of the Russian Federation is included in N orth Asia. 29 CONTAINER TRADE GROWTH of total trade, with Europe the next most important region with 22 per cent of t he total. North America generates a volume that is slightly smaller, accounting for 17 per cent of the total trade. North Asia and South-East Asia account for 1 0 per cent each of global volumes. Figure 3-4: Distribution of container volumes 2002 Africa2.9%Middle East2.5%Nort h America16.6%Latin America5.4%Europe21.8%South Asia3.9%South-East Asia10.1%East Asia24.1%North Asia10.0%ANZ/Pacific2.7%

Figure 3-5 indicates how these contributions are expected to change by 2015. By this time, it is expected that East Asia will enhance its role as the biggest dr iver of the global container trade, with an increased share of 32 per cent of th e total. The shares of Europe and North America are expected to decline to 18 pe r cent and 13 per cent, respectively. Stronger growth over the period will also allow the volumes generated by South-East Asia to surpass those from North Asia. The South Asian countries are also expected to increase their share of the glob al total. Looking closely at Asia, exports from North Asia are expected to grow more slowl y than exports for the world as a whole, due largely to subdued growth in contai nerized exports from Japan. North Asia s share of imports is also expected to fa ll over the forecast period, but to a less marked extent. 30 CONTAINER TRADE GROWTH Figure 3-5: Distribution of container volumes 2015 North Asia8.4%ANZ/Pacific2.3% North America13.3%Latin America5.6%Europe17.5%Middle East2.4%Africa3.0%South Asi a5.3%South-East Asia10.3%East Asia32.0% Container traffic to and from other parts of Asia is expected to grow more rapid ly than the world average. Expansion is expected to be particularly rapid in Chi na, continuing the trend of the last five years, and solid growth is expected in South Asia. South-East Asia is also expected to increase its share of world con tainer traffic over the forecast period. Taken together, Asia s share of containerized exports is expected to rise from 5 5 per cent of the world total in 2002 to 64 per cent in 2015; the share of conta inerized imports is expected to rise by a similar from 46 per cent to 53 per cen t. 31 Figure 3-1: Economic growth estimates underlying container forecasts OPPORTUNITY OVERVIEW 10 The Indian government has planned large capital spending on infrastructure devel opment including a number of projects in the port sector through Public Private Partner ships (PPP) funding. This has opened up opportunities for infrastructure developers, investo rs, infrastructure funds, and service providers. Investments in the power sector wil l boost demand for coal, and, in turn, for bulk logistics providers such as Sical. The share of minor ports in Indias overall port traffic rose to 35% in 2009-10, t hus providing more opportunities for port handling. The level of containerization in India continues to be low. According to Indian National Ship Owners Association, containerized cargo represents only 30% of Indias export impo rt trade compared with the global average of over 70%. Going ahead, there is a huge poten tial for growth in container traffic in India on the basis of key factors like increase i n EXIM volumes, time and cost efficiency of handling containers and increasing domestic trade. T he Indian Port Association (IPA) estimates an 18% CAGR in container handling capacity at all In dian ports from 5.4 million TEUs in FY07 to 20 million TEUs in FY14. The commencement of the Vallarpadam Terminal will increase container movement in

south India, which will create more CFS opportunities for Sical. The Indian logistics industry is expected to grow at 15% to 20% per annum, with estimated revenues of $385 billion by 2015. The market share of organized logistics player s is expected to double to nearly 12% in the same period. New logistics centers will provide a boost to the industrial activities in the country. Nearly 110 logistics parks spread over 3,5 00 acres at an estimated cost of $1 billion, and nearly 45 million sq ft of warehousing space a re expected to be operational in the next few years. Indian Railways, the world s fourth largest rail network and the second largest in Asia, is the backbone of India s socio-economic growth. The 2,700 km of dedicated freight cor ridors, separating freight traffic from passenger traffic on trunk routes in the Western and Eastern high-density routes to connect the four metropolitan areas of Delhi, Mumbai, Che nnai and Kolkata, are expected to reduce transit time between Delhi and Mumbai to less th an 36 hours from the current 60 hours. The investment is expected to be nearly INR 220 billi on (USD 4.5 billion). With increasing containerization of cargo, the demand for its movement by rail h as grown rapidly. So far, container movement by rail was the monopoly of state-run CONCOR . The private sector has now been given licenses to run container trains. It is estima ted that by FY2021-22 the container traffic will increase to 15.5 million TEUs, out of which 40% will be by rail. The entry of global retail chains would require the presence of professional log istics players in the market to carry out supply chain activities.CHALLENGES 11 Strategic risk: from being in a particular industry and geographical area, or of certain domain verticals. Concentration risk: from being focused on a direct derivative of the global econ omy and trade, at a time of global economic volatility. Operational risk: from the various operational and administrative procedures tha t the business uses to implement its strategy. Financial risk: from the financial structure of the business, from transactions with third parties and from the financial systems in place. Risk 1: Sicals business focus is India. If India is hit by an economic downturn t hen it will adversely affect Sical. Our view: The customers of Sical are mainly electricity companies which import c oal, the basic raw material for electricity. Even if there is a downturn, it is expected that coal imports will not be much affected. Risk 2: Sical is largely perceived as a bulk logistics provider. Customers may n ot see Sical as an end-toend supply chain value enabler for multiple types of ca rgo.

Our view: Over the last two fiscals, Sical has aggressively communicated its end -to-end value enablement proposition. Customers who were availing individual service have now started usi ng multiple services. Risk 1: Sicals product concentration is largely coal. Our customers are mostly el ectricity, steel companies, and coal traders. Our view: In 2009-10, Sical has started placing more emphasis on handling divers ified products such as dolomite and limestone. Risk 2: Any governmental policy change on iron ore exports will affect business at Sicals iron ore terminals. Our view: Sicals iron ore terminals are long-term projects. We are confident of g overnments policy being positive for the long-term. Because of ever-increasing port traffic, the non-availability of berths/equipmen ts for handling cargo will result in lesser turnaround time leading to demurrage. Our view: Sical has been achieving high productivity standards and has ensured m inimal demurrage during the year. It has also availed services of globally renowned consultants such as Renoir to improve efficiency of services offered. We are purchasing equipment of our own to reduce dependence on vendors. Risk 1: Significant fluctuations in interest rates affects borrowing costs. Our view: Effective controlling of receivables is ensuring smooth cashflow. Beca use Sical has been able to comply with the bank requirements on repayments, adequacy norms etc, we have bee n able to effectively negotiate with banks for favorable interest rates. Risk 2: Increasing labor and fuel costs affects profitability. Our view: Sical has enforced stringent performance norms among its vendors to ac hieve high productivity and cost efficiencies. Escalation clauses relating to fuel have been built-in fo r contracts with the customers. OPPORTUNITY OVERVIEW 10 The Indian government has planned large capital spending on infrastructure devel opment including a number of projects in the port sector through Public Private Partner ships (PPP) funding. This has opened up opportunities for infrastructure developers, investo rs, infrastructure funds, and service providers. Investments in the power sector wil l boost demand for coal, and, in turn, for bulk logistics providers such as Sical. The share of minor ports in Indias overall port traffic rose to 35% in 2009-10, t hus providing more opportunities for port handling. The level of containerization in India continues to be low. According to Indian National Ship Owners Association, containerized cargo represents only 30% of Indias export impo rt trade compared with the global average of over 70%. Going ahead, there is a huge poten tial for growth in container traffic in India on the basis of key factors like increase i n EXIM volumes, time and cost efficiency of handling containers and increasing domestic trade. T

he Indian Port Association (IPA) estimates an 18% CAGR in container handling capacity at all In dian ports from 5.4 million TEUs in FY07 to 20 million TEUs in FY14. The commencement of the Vallarpadam Terminal will increase container movement in south India, which will create more CFS opportunities for Sical. The Indian logistics industry is expected to grow at 15% to 20% per annum, with estimated revenues of $385 billion by 2015. The market share of organized logistics player s is expected to double to nearly 12% in the same period. New logistics centers will provide a boost to the industrial activities in the country. Nearly 110 logistics parks spread over 3,5 00 acres at an estimated cost of $1 billion, and nearly 45 million sq ft of warehousing space a re expected to be operational in the next few years. Indian Railways, the world s fourth largest rail network and the second largest in Asia, is the backbone of India s socio-economic growth. The 2,700 km of dedicated freight cor ridors, separating freight traffic from passenger traffic on trunk routes in the Western and Eastern high-density routes to connect the four metropolitan areas of Delhi, Mumbai, Che nnai and Kolkata, are expected to reduce transit time between Delhi and Mumbai to less th an 36 hours from the current 60 hours. The investment is expected to be nearly INR 220 billi on (USD 4.5 billion). With increasing containerization of cargo, the demand for its movement by rail h as grown rapidly. So far, container movement by rail was the monopoly of state-run CONCOR . The private sector has now been given licenses to run container trains. It is estima ted that by FY2021-22 the container traffic will increase to 15.5 million TEUs, out of which 40% will be by rail. The entry of global retail chains would require the presence of professional log istics players in the market to carry out supply chain activities.Compliance (including health and safety) risk: from the necessity to ensure compliance with laws, regulations and other formal societal expectations which, if infringed, can hurt Sical. Customer risk: of customers abandoning or defaulting on payments. Competition risk: from the unorganized sector, incumbents, and the likely entry of large cash-rich global logistics players and domestic business groups. Dependence on many unorganized vendors for handling cargo. Our view: Strict compliance standards have been put in place in our vendor contr acts. About 6-7 customers contribute to more than 90% of revenue. Our view: Sicals focus is on high value long-term contracts. Our integrated diffe rentiated service is an attractive proposition to large customers. We are confident of getting more such customers in the coming years. Competition for unorganized players mainly in trucking and agency business.

Our view: Customers are increasingly seeing value in Sicals ability to seamlessly value-enable their supply and demand chains across multiple transportation modes. As India gets integrated into the global economy, we see more opportunities for reliable world-class solutions such as ours.

History of Tuticorin Port: Tuticorin has been a centre for maritime trade and pearl fishery for more than a century. The natural harbour with a rich hinterland, activated the development of the Port, initially with wooden piers and iron screw pile pier and connection s to the railways. Tuticorin was declared as a minor anchorage port in 1868. Sin ce then there have been various developments over the years. Tuticorin became the citadel of the freedom struggle in the early 20th century. In 1906, one of the greatest freedom fighters of India, Mr. V.O. Chidambaram Pil lai, launched the first swadeshi ship "S.S. Gaelia" in British India.DD After Independence, the minor Port of Tuticorin witnessed a flourishing trade an d handled a variety of cargo meant for the neighbouring countries of Sri Lanka, Maldives etc. and the coastal regions of India. To cope with the increasing trade through Tuticorin, the Government of India san ctioned the construction of an all-weather Port at Tuticorin. On July 11,1974, t he newly constructed Tuticorin Port was declared as the 10th major port 1st Apri l 1979, the erstwhile Tuticorin minor Port and the newly constructed Tuticorin m ajor Port were merged and the Tuticorin Port Trust was constituted under the Maj or Port Trusts Act, 1963. Top Construction details: Tuticorin Port is an artificial deep-sea harbour formed with rubble mound type p arallel breakwaters projecting into the sea for about 4 km. (Length of North bre akwater is 4098.66 m, length of South breakwater is 3873.37 m and the distance b etween the breakwaters is 1275m). The Port was designed and executed entirely th rough indigenous efforts. The harbour basin extends to about 400 hectares of pro tected water area and is served by an approach channel of 2400 metres length and 183 metres width. Top Advantages: 1. Tuticorin is the only Port in Southern India to offer a direct weekly co ntainer service to U.S.A. Window berthing is provided on every Friday and the tr ansit time to US is 22 days. Further, regular weekly direct services to Europe o n every Tuesday (transit time 17 days), China on every Wednesday (transit time 1 0 days), Red Sea Ports on every Thursday (transit time 8 days) are also availabl e. Besides, 26 services per month to Colombo are also available. 2. For the import container from Bangalore, Salem & Dharmapuri region, conc essional storage charges at Port area are offered on experimental basis. 3. Port has good road / rail connectivity. Presently two ICD rakes viz. One ICD train leaving Bangalore on every Sunday and another ICD train leaving on We dnesday are available for connection vessel to Europe and USA separately. 4. Based on volume, Port could facilitate sharing of infrastructure facilit ies available at Oil Jetty to handle POL products. 5. Port has vast open space within and outside security wall for storage of

cargo. Requisition for allotment of land on short term basis for 11 months coul d be considered within one month time. Top Important Milestones: The important milestones in the development of Tuticorin are given below: Declaration of Tuticorin Port as a major Port 11.07.1974 Commissioning of the Oil mooring berth 13.07.1974 Commissioning of the first two alongside berths (VOC I & II) 02.12.1975 Commissioning of the next two alongside berths (VOC III & IV) 31.12.1976 Constitution of the Port Trust Board

ADVANTAGES : Strategically located very close to the East- West International sea-route. Well connected by broad gauge rail & road with all Major cities and all ICDs. Commissioning of Berth No. 7 by the Port of Singapore Authority as a Con tainer Terminal with modern equipment and State of Art Technology by the end of 1999. 35 feet draught. Round the clock operations Night Navigations Adequate covered and vast open storage area. Open lands in the Port area suited for locating Port based industries. BERTHING FACILITIES BERTH PARTICULARS # Berth Type Max. permissible draft/mt. Quay length (mtr.) Maximum size of vessel that can be accommodated Length(mtr.) DWT 1. V.O.C.Berth No.I Alongside 9.30 168 183 * 25,000 2. V.O.C.Berth No.II

Alongside 9.30 168 183 * 40,000 3. V.O.C.Berth No.IIII Alongside 10.70 192 245 * 50,000 4. V.O.C.Berth No.IV Alongside 10.80 ** 192 245 * 50,000 5. Berth No.V (A.B.1) Alongside 8.60 168 183 * 40,000 6. Berth No.VI (A.B.2) Alongside 9.30 168 245 * 40,000 7. Berth No.VII (PSA- SICAL Container Terminal) Alongside 10.90 370 245 50,000 8. Berth No.VIII Alongside 10.90 345 245 * 65,000 9 Shallow water berth 1 Alongside 5.85 140 120 5000 10 Shallow water berth 2 Alongside 5.85 110 75

5000 11 Oil jetty Jetty 10.70 (A) 229 65,000 12 Coal jetty-I Jetty 10.90 (B) 225 50,000 13 Coal jetty -II Jetty 10.90 (C) 225 50,000 14 Zone - B Can handle lighterage Vessel. 3.00

Note:(1) * Subject to availability of space. There should be at least 15 m clearance fro m forward and after end of the vessel for berthing and unberthing. (2) ** Vessels drawing in excess of 10.70 shall be berthed at during high water only. (3) (A) Length of service Platform 82 m Distance between mooring dolphins at extreme ends 340 m (4) (B) Length of main jetty 185m Distance between dolphins at extreme ends 300 m (5) (C) Length of main jetty 200 m Distance between dolphins at extreme ends 300 m (X) Tankers of less than 150 M will not be berthed at Oil Jetty. (Y) Subject to availability of space. There should be atleast 30 M available for ward and aft. (Z) Berthing when add 2 is empty. Sailing out, 40M clearance between Add 1 & 2.

Flotilla CENSUS OF PORT CRAFTS Name of the Vessel Type Year of Commissioning Length (Mtr) Breadth (Mtr) Draught (Mtr) Details of Main Engine Propulsion System Capacity (Bollard Pull) M.T.Tuticorin Tractor Tug 2006 32 10.65 5.1 2 x 1880 KW @ 1000 rpm, Wartsila Italia 6 L 26 A2 Voith Twin Screw 45 T M.T.Thiruvalluvar Tractor Tug 1995 32.9 10 4.77 2 x 1270 KW @ 1000 rpm, Wartsila Nohab 6 R 25, Sweden Voith Twin Screw 32 T

M.T.Indira Gandhi Tractor Tug 1987 32.95 10 4.8 2 x 1119 KW @ 750 rpm, Yanmar Voith Twin Screw 30 T M.T.Pearl City Towing Tug 1995 24 8 1.7 2 x 321 KW @ 2000 rpm, MWM Greaves TBD 232 V12 Schottel Twin Screw 10 T M.L.Tuticorin Pilot Launch 2006 21.5 6.7 2.15 2 x 477 KW @ 1800 rpm Cumins KTA 19 M3 Schottel Twin Screw T 260 ET, Japan

M.L.Cholan Pilot Launch 1984

23.1 5.6 1.55 2 x 25 KW @ 1200 rpm Conventional Twin Screw Kirloskar - W6V

M.B.Veena Mooring Boat 1989 9 3 0.8 50 KW @rpm, 4 YDAM - Ruston Conventional Single Screw

M.B.Meera Mooring Boat 1990 9 3 0.8 50 KW @ rpm, 4 YDAM - Ruston Conventional Single Screw

F.C.Bharati Crane Pontoon 2003 34 12 0.9

Crane Make TATA TFC 280-45 driven by Cummins Engine NT 743 C 6 T @ 19.8 M operation radius with 21.24 M boom. 32.66 T @ 4.57 M radius with 15 .24 M boom M.L Nallathani Pilot Launch 2008 17.15 5.2 1.2 2 x 450 KW, Cumins KTA 19 M3 Engines Conventional Twin Screw

Details of Hired Tugs Tug Ananya Tractor Tug 2000 31 9.6 3.9 2 x 1335 KW Bergen KRMB 6 Engines Aqua Master Twin Screw 45 T M.L.Musal (Hired from M/s. S.C.L) Pilot Launch 2008 17.15 5.2 1.2 2 x 450 KW, Cumins KTA 19 M3 Engines Conventional Twin Screw (Hired from M/s. Great Offshore)

M.L. Pearl Safia (Hired from M/s. Seapol Shipping Ltd) High Speed Patrol Boat 2008 10.5 3.34 0.5 2 x 235 KW, Cummins 6 BTA 5.9M Twin Screw Water Jet Hamilton HJ 274 20 Knots Speed M.L Harsha III (Hired from M/s. Harshavardana Marine Services) High Speed Patrol Boat 2009 12.19 3.66 0.5 2 x 410 KW, Cummins QSC 8.3 540 HO Screw Type Twin Screw 30 Knots Speed

Equipment CARGO HANDLING EQUIPMENTS Sl.No. Description Owned by port Hired by port Remarks Number Rated Capacity (Tonnes) Number Rated Capacity (Tonnes) 1 ELL Electric Wharf Cranes 1 No 6T min radius 6m max radius 26m

ELL Electric Wharf Cranes 1 No 10T min radius 6m max radius 26m 2 Diesel Fork Lift Trucks I No 3T 3 Electric Fork Lift Trucks 4 Tractors 5 Transfer Cranes 6 Container Quay Cranes 7 Top Lift Trucks 1 No 40T / 35 CH 8 Gantry Cranes -

a) Yard Gantry Cranes b) Rail mounted Gantry Cranes c) Rubber tyred Gantry Cranes 9 Trailors 10 Others

a. Loco 1 No 1500T

11 Floating Crane 1 No. Bucket Capacity 2 Cu. m Storage

6 T @ 19.31 m. Radius & 32.6 T @ 4.57 M. Radius.

Open Area for Cargo Stacking Facilities: Open space for stacking bulk cargo and containers is available inside the securi ty wall to the extent of 5,53,000 sq. m. The open areas can accommodate around 3 0,000 tonnes of bulk cargo either for import or export and 2500 containers. In a ddition to containers, the open area inside the wharf are used for temporary sta cking of bulk cargo such as coal and sulphur. Tuticorin Port is having a vast open land of about 2,158 acres outside the main gate. Cargo godowns with a capacity of stacking 36,000 tonnes have been put up i n this area by Tamil Nadu Warehousing Corporation. The Port has also permitted a number of other agencies to put up godowns and warehouses in order to augment t he import and export trade through the Port. Open lands are also used for stacki ng of timber imported through the port as well as granite for export.

Type Dry Storage Accommodation Container Remarks No Area (Sq.mtrs) Location inside Port/ Outside Port No Location inside Port/ Outside Port Capacity (Kls/ Tonnes) Type of Cargo No. Location inside Port/ Outside Port Capacity (TEUs) A. PORT OWNED

a. Covered

i. Transit shed / 2

Overflow sheds

10,800 Inside ii. Warehouses 4 19,550 Inside iii. Container Freight Station b. Open 5,53,000 Inside Inside 54,000 B. OTHERS

a. Covered

i. Transit Shed / Overflow sheds 3 1 Inside Outside 15,000 M3 10,000MT Ph. Acid Liq. Ammo. ii. Warehouses (TNWHC) (CWC) 14 2 4,23,000 36,000 Outside Outside 10 Outside 2000 M3 V.C.M. -

iii. Container Freight Station 1 Outside 5000 M3 V.C.M -

3 Outside 3x8500 MT F.Oil -

2 Outside 2x70 KL LSHF/HSD b. Open 3 Outside 1x13700 KL Naptha -

1x13800 KL Naptha -

1x14100 KL Naptha -

2 Outside 1x600 MT L.D.O -

1x938 MT L.D.O -

2 Outside 7790 KL E.D.C -

1 Outside 10000 KL L.P.G. Top Container Terminal operated by PSA - SICAL Two Quay cranes with 44m outreach to handle container vessels Four RTG cranes to stack 5-containers high Reefer plug points - 84 Trained man power to operate the modern equipment Berthing on arrival for container vessels. Night Navigational facility. Round the Clock Port operations. Uninterrupted power supply to reefer plug points. High quality, fast, flexible and reliable services. Storage Facilities: 30,000 Sqm. asphalted area in the berth for the stacking of containers. 60,000 Sqm. fenced area with security guard for the stacking of stuffed containe rs. 70,000 Sqm. open space for the stacking of empty containers. 15,550 Sqm. covered warehouse area for the stacking of destuffed cargoes. Top OTHER FACILITIES Bunkering Supply of fresh water to ships Round the clock Vessels and cargo surveys MARINE SERVICES (a) Salvage / Diving: Salvage / Diving operations are carried by private agencies. (b) Fire Service: Fire Service at South Break Water, North Break Water and Extension Port is funct ioning round the clock . One Fixed Fire Fighting System installed at the Coal-Oil-Coal Jetty complex is b eing operated by a private agency - M/s. Delta Corporation Chennai on contract b asis round the clock (c) Meteorological Observatory: Meteorological Observatory receive forecast for Rainfall, Cyclone and Wind warni ngs from Regional Meteorological Centre(RMC) Chennai. Meteorological Observatory provides data on Pressure, Temperature, Humidity, Rai nfall, Wind speed & Direction and Tide level. (d) Crew Transportation: Launch service for crew transportation is provided giving priority to shipping m ovements. Service charges are levied as per the scale of rates of Tuticorin Port Trust. Additional fees of 50% of the charges are recovered for service provided on Sund

ays , Port non-operating days and hours between 18.00 to 06.00. (e) Water Transportation: Port does not provide water of its own. Outside Agents transport water through w ater Barges which is then taken to vessels at anchorage. Service charges are levied as per the scale of rates of Tuticorin Port Trust. Additional fees of 50% of the charges are recovered for service provided on Sund ays , Port non-operating days and hours between 18.00 to 06.00. (f) MMD and Private Survey firms: Ships calling Tuticorin Port can carryout Survey through Mercantile Marine Depar tment and private Survey firms. Bunkering & Water supply: The vessels calling at Tuticorin Port can replenish their supplies of bunkers th rough the services provided by the Indian Oil Corporation, the largest State ope ned petroleum company. Water is provided to the ships at the Port through private agencies. Survey: The Mercantile Marine Department of the Govt. of India under the Director Genera l of Shipping has its office at Tuticorin under the charge of the Surveyor in-ch arge to regulate the ships operations and survey as per the Indian Merchant Shipp ing Act, 1958. This office is also responsible for welfare of the seamen visitin g Tuticorin. A number of Private Survey agencies are functioning at Tuticorin fo r undertaking cargo, container and other surveys. Security: The Central Industrial Security Force of the Govt. of India with adequate securi ty personnel headed by a Deputy Commandant is deployed to man the vulnerable poi nts in the Port area. In addition, watchmen of private agencies are deployed for watch keeping duties. Safety: The Ports Fire Service wing is well equipped to handle all fire emergencies on th e shore and on board the vessels. The Office of the Dock Safety Inspectorate, wh ich is the regulatory authority to enforce safety, health and welfare of the doc k workers is functioning at this Port. 01.04.1979 Commissioning of Oil Jetty 26.04.1980 Commissioning Coal jetty I 01.03.1983 Commissioning of fifth alongside berth (AB 1) 05.09.1983 Commissioning of sixth alongside berth (AB 2) 01.01.1984 Commissioning of Coal jetty II 27.02.1995 Certification of ISO 9002 12.03.1996 Introduction of Night navigation 12.10.1996

Commissioning of alongside berth 7 05.09.1998 Licensing out berth no 7 to M/S PSA-SICAL 15.07.1998 Commissioning of shallow draught berth 10.05.1999 Completion of Dredging in Harbour Basin (11.90m) and Approach Channel (12.50m) 05.11.1999 Functioning of a world standard Container Terminal 21.12.1999 Introduction of main line service to U.S. 17.10.2001 Commissioning of Berth No.8 02.02.2002 Switchover to ISO 9001:2000 standards 23.04.2003 Entering 30th year of existence as a Major Port 11.07.2003 Introduction of direct main line service to Europe 16.07.2003 Completion of Dredging Dock Basin in front of berth No.8 24-09-2003 Inclusion of our port in Western Circuit of Cruise Tourism 26.12.2003 Silver Jubilee Celebration 10.07.2004 Registration of Sethusamudram Corporation Ltd. 06.12.2004 Sethusamudram Website launched 30.06.2005 Inauguration of Sethusamudram Project 02.07.2005 ISO 14001 : 2004 Certificate of Approval 16.09.2005 Commissioning of Berth No.9 14.07.2008 Commissioning of Four Lane Road 06.11.2008 Inauguration of Capital Dredging Project to Deepen Inner Harbour 06.11.2 008 Chairman s Message

Dear Customers and Business Partners! The Port of Tuticorin is one of the largest economic engine in southern part of Tamilnadu and continues to be a shining star facilitating Indias Economic growth. Even during the time of economic downturn, there is a continuous and st eady flow of exports and imports through the Port due to its efficiency, vision and market orientation. During the financial year 2009-10, the Port has handled it highest ever vo lume of 23.78 Million Tonnes, which is 8% higher than the volume handled during the previous fiscal. The impressive cargo growth rate patronised by Industries in the Hinterlan

d has induced the Port Management to take proactive steps to augment the port in frastructure facilities. The Port is poised to enhance the existing capacity fro m 22.81 Million Tonnes to 52.12 Million Tonnes in 2015-16 and subsequently to 72 .82 Million Tonnes in 2019-20 through various projects like construction of Nort h Cargo Berth I, II, III, IV, Construction of two shallow draft berths, Dredging the Dock basin to cater to handling bigger vessels, Mechanisation of Berths, Sy stem development through ERP and further strengthening Port Security. At Tuticorin Port, the ultimate objective is to match our focus and mission with the needs of our customers and employees. Backed by the unstinting efforts of all our employees, we will grow into an organisation that is second to none in building new value and bringing happiness to our customers. Let me know, if there are any issues that you think should be top priority for us to help you to grow your business through the Port. You can always feel free to contact me directly for sharing a happy note wh ich would be more encouraging or for sharing your grievance / suggestion / feedb ack which would pave way for further improvement A.Subbiah, I.A.S Top VISION To be the preferred Indian Port. MISSION To provide efficient seaport and logistics services of the best value to our cus tomers. OUR VALUES Total satisfaction of customers. Partnership with stakeholders. Commitment to quality and Teamwork. Fairness, accountability and transparency in work. Consideration for social and natural environment. Value addition through productivity, Safety and Security.

PREFACE This Price List sets out the charges payable to PSA SICAL Terminals Limited from time to time for the use of Services and Facilities provided by Tuticorin Conta iner Terminal. 1 DEFINITIONS

1.1 "Container" means any freight container complying with all relevant prev ailing ISO standards. Generally, it is designed to facilitate the carriage of go ods by one or more modes without intermediate reloading; fitted with devices per mitting ready handling and with unique identification numbers and markings. 1.2 Nearest Hour means that subject to a minimum of one hour, a period of less than 30 minutes in excess of a complete hour shall not be considered for the co mputation of charges, whilst a period of 30 minutes or more in excess of a compl ete hour, shall be rounded up to the next hour. 1.3 Nearest Tonne means that subject to a minimum of one Tonne, cubic measurem ent or gross weight (whichever is the greater) of less than 0.5 Tonne in excess of a complete Tonne shall not be considered for the computation of charges, whil st weight of 0.5 Tonne or more in excess of a complete Tonne, shall be rounded u p to the next Tonne. 1.4 1.5 Per Day means per calendar day. "Per Shift" means per period of 8 hours.

1.6 Port means the Tuticorin Port Trust (TPT) whereas Terminal means Tuticorin C ontainer Terminal (TCT), now or hereafter operated by PSA SICAL Terminals Limite d. 1.7 PSA SICAL means PSA SICAL Terminals Limited, a company incorporated in Ind ia, its successors and assigns. 1.8 Reefer means any Container for the purpose of the carriage of goods, which require refrigeration. 1.9 Tonne means one metric Tonne of 1,000 kilograms or one cubic metre.

1.10 Transshipment Container or Transshipment Goods means Containers/Goods disc harges from a Vessel and placed in the custody of the PSA SICAL for the purposes of shipment on another Vessel declared on a Transshipment manifest with the ult imate port of destination marked on each Container/package or unit containing su ch Goods lodged with the PSA SICAL prior to or at the time such Goods are placed in its custody. 1.11 Coastal Vessel means a ship or steamer which is engaged in carriage of goo ds by sea from any Port in India to any other Port in India. 1.12 Foreign Vessel means a ship or steamer employed in trading between any Po rt in India and other Port or between Ports outside India. 1.13 A Foreign-going Vessel of Indian flag having a General Trading Licence c an convert to Coastal run on the basis of a Customs Conversion Order. 1.14 A Foreign-going Vessel of foreign flag can convert to Coastal run on the basis of a Coastal Voyage Licence issued by the Director General of Shipping. 1.15 In cases of such conversion, coastal rates shall be chargeable by the lo ad port from the time the vessel starts loading coastal goods. 1.16 In cases of such conversion, coastal rates shall be chargeable only till the vessel completes discharging operations; immediately thereafter, foreign-go ing rates shall be chargeable by the discharge ports. 1.17 For dedicated Indian coastal vessels having a Coastal Licence from the D

irector General of Shipping, no other documents will be required to be entitled to coastal rates. 2 APPLICATION

2.1 The rates to be levied by PSA SICAL to its Customers or Customers Repre sentatives for the use of premises, works or appliances and for Services or Faci lities provided are categorised into the following sections: SECTION A SECTION B 2.2 CHARGES FOR CONTAINER OPERATIONS CHARGES FOR GENERAL SERVICES

FCL Rates shall apply:

(a) when a loaded or empty container is discharged from a vessel, delivered directly out of TCT, or moved and stored in the container yard and eventually de livered out of TCT or; (b) when a loaded or empty container is shipped and the reverse operations t o (a) are performed. 2.3 Transshipment container rates shall apply to an empty or loaded containe r which fulfills the following conditions: (a) when it is discharged from the first carrier onto PSA SICALs premises an d remained in the custody of PSA SICAL until it is transshipped in its original status by PSA SICAL; 2.4 Re-export container rates shall apply to a loaded Container which fulfil ls the following conditions: (a) when it is discharged from the first carrier onto PSA SICAL premises and remained in the custody of PSA SICAL until it is Re-exported; Re-export containers shall pay the normal FCL Container rates but shall enjoy th e same free storage period applicable to Transshipment Containers. 3 GENERAL

3.1 Where charges are payable by the agent or owner of the Vessel, or the ag ent or owner of the Container, PSA SICAL shall be informed in advance of any cha nge of agency or ownership of the Vessel or Container including the name and add ress of the new agent or owner. For the purpose of this paragraph, the change in agency shall be effective from the date such notification is received by PSA SI CAL or such later date if PSA SICAL had been notified in advance. 3.2 For the purpose of calculating the duration of stay of Containers or Goo ds, the time of completion of discharge of the Vessel or the time of receipt of export Container or Goods shall be rounded up to the next nearest hour, e.g. 070 5 hours shall be taken as 0800 hours.

3.3 All rates are stated in Rupees, unless otherwise specified. The Reference Rate for conversion of dollar-denominated rates into Indian Rupees equivalent wil l be the prevailing Customs Exchange Rate (Import). All charges are payable in Rup ees.

3.4 In general, all charges for containers exceeding 20 feet in length and u p to 40 feet in length will be 150% of the rates applicable to containers not ex ceeding 20 feet in length. Charges for containers more than 40 feet and up to 45 feet in length will be 200% of the rates applicable to containers not exceeding 20 feet in length. 3.5 Containers that can only be handled with a quay crane or transfer equipm ent spreader with special attachments or manual slings will be charged five time s the rates applicable to containers of equivalent length. 4 NOTES

4.1 The Customs Exchange Rate (Import) on the date of Order by Tariff Authorit y for Major Ports (TAMP) is Rs 43.55 per US$. Accordingly, the US$ denominated c harges have been adjusted to reflect the Bid Document rates. SECTION A CHARGES FOR CONTAINER OPERATIONS 1.1 STEVEDORAGE CHARGES FOR IMPORT AND EXPORT CONTAINERS

Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (a) (i) a loaded Container QC Charges US$17.22 US$25.83 Rs 750 Rs 1125

Exceedin

(ii) Transport from/to CY and Lift-on/Lift-off Rs 625 Rs 940 Rs 625 Rs 940 (b) (i) an empty Container QC Charges US$17.22 US$25.83 Rs 750 Rs 1125

(ii) Transport from/to CY and Lift-on/Lift off Rs 315 Rs 470 Rs 315 Rs 470 Export Container shall be accepted by PSA SICAL for loading if such Container is delivered to TCT 2 hours before berthing of the Vessel.

1.2

STEVEDORAGE CHARGES FOR TRANSSHIPMENT CONTAINERS

Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length

Exceedin

(a) for Container Operator who transshipped more than 400 TEUs of loaded or empty Transshipment Containers per calendar month US$18.71 US$28.01 Rs 815 Rs 1220 (b) If transshipped less than 400 TEUs per calendar month US$37.31 US$56.03 Rs 1625 Rs 2440 Any Transshipment Container sent to a container freight station for stuf fing/unstuffing, or delivered locally, shall be charged the local Container rate . A shut out charge as per item 1.8 shall apply : (i) if the carrier is changed after berthing of the originally nominated car rier; or (ii) if the nomination is changed from a later carrier to an earlier carrier after the earlier carrier is berthed.

1.3

LIFT ON OR LIFT OFF CHARGES

The following charges shall apply for all local Containers : Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (a) (i) By Transfer Crane a loaded Container Rs 315 Rs 470 Rs 315 Rs 470

Exceedin

(ii) an empty Container Rs 160 Rs 240 Rs 160 Rs 240

(b) (i) (ii) 1.4

By Other Equipment A loaded Container an empty Container Rs 160 Rs 240 Rs 160 Rs 240 Rs 65 Rs 95 Rs 65 Rs 95

CHARGES FOR HATCH COVERS OF VESSEL One Operation (b

Foreign Coastal One Operation (both Opening and Closing) oth Opening and Closing) (a) Without landing Hatch Cover on the quay US$14.35 Rs 625 (b) With landing Hatch Cover on the quay US$35.94 Rs 1565

Half the rate shall be applicable if there is only one activity, ie. either an o pening or closing operation. 1.5 CHARGES FOR SHIFTING CONTAINERS WITHIN VESSEL

Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (a) for a Container shifted by landing and reshipping US$25.83 US$38.81 Rs 1125 Rs 1690 (b) for a Container shifted without landing and reshipping US$8.61 US$12.97 Rs 375 Rs 565 1.6 EXTRA MOVEMENTS CHARGES

Exceedin

Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (a) per Container Movement Rs 500 Rs 750 Rs 500 Rs 750

Exceedin

1.7

CHARGES FOR REEFER CONTAINERS AND SERVICES Foreign Coastal Per Container Per Container

(a) Pre-trip inspection (including the supply of Electricity) US$32.15 Rs 1400 (b) Connecting or disconnecting Services Onboard a Vessel US$2.30 Rs 100 (c) Supply of electricity (including connecting and disconnecting, monitorin g at Reefer yard) per shift or part thereof (i) not exceeding 20 feet in length US$5.17 Rs 225 (ii) exceeding 20 feet in length and up to 40 feet in length US$6.89 Rs 300 (d) Cleaning of Container

(i) not exceeding 20 feet in length US$1.50 Rs 65 (ii) exceeding 20 feet in length and up to 40 feet in length US$2.99 Rs 130

1.8

CHARGES FOR SHUT OUT CONTAINERS

(a) Where an Export container or a Transshipment container or a Re-export co ntainer is shut out and subsequently delivered out of TCT, the following rates s hall apply: Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length US$22.97 US$45.92 Rs 1000 Rs 2000

Exceedin

(b) Where a container is shut out by one vessel and subsequently shipped via another vessel, in addition to the stevedorage charge: (i) the charge as per item (a) above shall also apply.

(ii) the free storage shall be given to the Container in accordance with item 1.11 from the time the container is first received. If the free storage period is exceeded, store rent shall be calculated after the expiry of the free period up to the time of lift on.

1.9

CHARGES FOR WHARFAGE

Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (a) (b) per Container US$0.92 US$1.38 Rs 40 Rs 60

Exceedin

per Containerised Cargo Rs 500 Rs 750 Rs 500 Rs 750

Note 1 - The charge for containerised cargo in all cases will be in Rupee terms. Note 2 - The charge for containers in cases of foreign arrival and foreign departur e will be in Dollar terms. Note 3 - The charge for containers in cases of coastal arrival and coastal departur e will be in Rupee terms. 1.10 CHARGES FOR STOWAGE PLANNING, LASHING/UNLASHING OF CONTAINERS, AND SUPER VISION SERVICES Foreign Coastal (a) per Container US$8.04 Rs 350

The above charge shall also apply on Containers shifted onboard Vessels. The Vessel Operator shall authorise TCT to undertake the above services. The use r of such services need not pay to any other parties other than TCT.

1.11

STORAGE CHARGES OF CONTAINERS (a) Import Laden and Empty Containers

The free storage period shall commence from the time of completion of discharge of the Vessel. If the free storage period is exceeded, the store rent shall be c alculated after the expiry of free period up to the Vessel to the time of delive ry. The charges shall be calculated on 24-hour basis. Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding

Exceedin

g 20 feet in length and up to 20 Feet 40 Feet 20 Feet In Length In Length (i) first 5 days Free

40 Feet In Length Free Free

In Length Free

(ii)

from 6 to 15 days

US$0.75 US$1.15 Rs 32.66

Rs 50.08

(iii) from 16 to 22 days US$3.00 US$5.80 Rs 130.65 Rs 252.59 (iv) more than 22 days US$5.80 US$11.0 Rs 252.59 Rs 479.05

(b)

Export Laden and Empty Containers

The free storage period shall commence from the time such a container is receive d. If the free storage period is exceeded, the store rent shall be calculated af ter the expiry of free period up to the time of Vessel berths. The charges shall be calculated on 24-hour basis. Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (i) (ii) first 5 days Free Free Free Free Rs 50.08

Exceedin

from 6 to 15 days

US$0.75 US$1.15 Rs 32.66

(iii) from 16 to 22 days US$3.00 US$5.80 Rs 130.65 Rs 252.59 (iv) more than 22 days US$5.80 US$11.0 Rs 252.59 Rs 479.05

(c)

Transshipment/Re-export Laden and Empty Containers

The free storage period shall commence from the time of completion of discharge of the first carrier to the time of berthing of the second carrier. If the free

storage period is exceeded, the store rent shall be calculated after the expiry of free period to the time of lift on. The charges shall be calculated on 24-hou r basis. Foreign Coastal Container Container Container Container NOT Exceeding Exceeding 20 feet in length and up to NOT Exceeding g 20 feet in length and up to 20 Feet 40 Feet 20 Feet 40 Feet In Length In Length In Length In Length (i) first 15 days Free Free Free Free

Exceedin

(ii) from 16 to 30 days US$4.00 US$6.00 Rs 174.20 Rs 261.30 (iii) more than 30 days US$6.00 US$8.00 Rs 261.30 Rs 217.75

TUTICORIN: 08 45 N 078 13 E (See Plan) OVERVIEW: All-weather port handling containers, dry and liquid bulk, LPG, passengers and general cargo. LOCATION: The port is located on the SE tip of India, on the Gulf of Mannar. CHARTS: BA Charts No. 1586, 1587 and 3581. PORT LIMITS: An area bounded by lines joining the following co-ordinates: Lat. 08 50.0 N, Long. 078 09.9 E Lat. 08 50.0 N, Long. 078 22.0 E Lat. 08 36.0 N, Long. 078 22.0 E Lat. 08 36.0 N, Long. 078 15.0 E Lat. 08 39.5 N, Long. 078 15.0 E Lat. 08 39.5 N, Long. 078 07.8 E. DOCUMENTS: Required on arrival: 5 Animals (Nil) Lists 5 Arms and Ammunitions (Nil) Lists 2 Bills of Lading 5 Bonded Stores Lists 1 Cargo Gear Certificate 8 Crew Lists 5 Crew Effects Declarations 2 Declarations of Security (DOS) 1 Derat (Exemption) Certificate 2 Health Report Forms 4 Import Manifests of Stores Lists 1 IOPP Certificate 1 ISPS/ISS Certificate 1 ISS Ship Arrival Report (with last 10 ports of call list and security levels at each port, 24 hours prior to arrival) 1 Load Line Certificate 4 Manifests 5 Maritime Declarations of Health

5 Narcotics Lists 5 Passenger (Nil) Lists 1 P&I Entry Certificate covering Wreck Removal* 1 Ship Safety Construction Certificate 1 Ship Safety Equipment Certificate 1 Ship Safety Radio Certificate 5 Same Bottom (Transit) Cargo Lists 5 Ship and Crew Currency Declarations 1 Ships Register 5 Stores Lists (deck/engine) 5 Stowaways (Nil) Lists * Vessels without valid P&I coverage (including wreck removal) will not be allowed to enter the port limits. ISPS COMPLIANCE: Port is compliant. MAX. SIZE: LOA 235 m., draft 10.9 m. Tankers: LOA 228 m., minimum LOA 150 m. DENSITY: 1022 1025. RESTRICTIONS: Vessels greater than LOA 230 m. are berthed/unberthed during daylight hours only. Night berthing of LPG/ammonia tankers is subject to inspection by an approved safety inspector prior to vessels entry to port channel. No night berthing/unberthing of VCM and EDC tankers. Night berthing of chemical parcel and products tankers (naphtha, SKO, HSD and FO) allowed. Priority is given to vessels carrying sugar, both raw and refined, on payment of applicable priority charges. APPROACHES: Approach channel length 1.3 n.m., width 150 m. Wrecks are reported to be in position Lat. 08 47.20 N, Long. 078 17.72 E, in position Lat. 08 45.7 N, Long. 078 12.8 E, and in position Lat. 08 47.54 N, Long. 078 12.83 E. Buoyed Channel: Lateral buoys mark the channel on the Tuticorin leading line (277.5T), and are as follows: Buoy Lat. Long. Remarks No. 1 08 47.88 N 078 11.23 E Starboard hand No. 3 08 47.92 N 078 10.81 E Starboard hand No. 5 08 47.94 N 078 10.35 E Starboard hand No. 2 08 47.78 N 078 11.23 E Port hand No. 4 08 47.83 N 078 10.78 E Port hand No. 6 08 47.89 N 078 10.35 E Port hand Land Reclamation: An area behind Pandiyan Island has been reclaimed (Lat. 08 47.0 N, Long. 078 11.9 E), and extends up to 1,500 m. west from the existing coastline. Submarine Cable: Joining the following co-ordinates: Lat. 08 48.31 N, Long. 078 09.78 E Lat. 08 48.31 N, Long. 078 09.97 E Lat. 08 48.80 N, Long. 078 11.57 E Lat. 08 48.81 N, Long. 078 17.07 E Lat. 08 48.83 N, Long. 078 17.14 E. PILOTAGE: Compulsory and available within the pilotage zone throughout 24 hours. Pilotage is restricted to daylight hours for vessels of draft 10.7 m. and over. Vessel to advise Agent of ETA 72, 24 and no later than 6 hours prior to arrival. Master to contact Port Control on VHF Channels 16/14 when within VHF range of the port Pilot boards vessel in position Lat. 08 43.5 N, Long. 078 15.0 E, and for deep draft vessels (9 m. or more), in position Lat. 08 43.5 N, Long. 078 16.0 E. ANCHORAGES: The limit of the anchorage area is bounded by lines joining the following co-ordinates: Vessels 100 M. LOA:

Lat. 08 45.4 N, Long. 078 14.4 E Lat. 08 45.4 N, Long. 078 15.4 E Lat. 08 45.0 N, Long. 078 15.4 E Lat. 08 45.0 N, Long. 078 14.4 E Vessels100 M. LOA: Lat. 08 45.5 N, Long. 078 15.5 E Lat. 08 45.5 N, Long. 078 16.3 E Lat. 08 44.5 N, Long. 078 16.3 E Lat. 08 44.5 N, Long. 078 15.5 E Deep Water Anchorage: Lat. 08 46.0 N, Long. 078 16.4 E Lat. 08 46.0 N, Long. 078 17.3 E Lat. 08 45.0 N, Long. 078 17.3 E Lat. 08 45.0 N, Long. 078 16.4 E Tanker Anchorage: Lat. 08 46.8 N, Long. 078 16.1 E Lat. 08 46.8 N, Long. 078 17.3 E Lat. 08 46.1 N, Long. 078 17.3 E Lat. 08 46.1 N, Long. 078 16.1 E Also see Bulk Facilities. PRATIQUE: Request for radio free pratique (showing answers to six health questions) to be sent to Agent 36 hours prior to vessels arrival. Free pratique is issued in normal cases by the Municipal Health Officer, Tuticorin, but if vessel has been to a port in an area of yellow fever and/or jigger (chigoe flea) infection within last 30 days, free pratique will be issued by Port Health Officer, Chennai. PRE-ARRIVAL INFORMATION: Vessel to advise Agent of ETA 72, 24, and no later than 6 hours prior to arrival. ETA message to include the following: a) name/call sign of the vessel b) nationality c) length, draft and g.t. d) last port of call and cargo e) port of origin/destination of cargo f) next port of call. Pre-Arrival Notification of Security (PANS): To be sent 96 hours prior to arrival. If steaming time from previous port is less than 96 hours, then PANS is to be sent within 3 hours of departure from last port. Also see Pilotage. VHF: Signal station listens on Channel 16 and works on Channel 14 throughout 24 hours. Also see Emergency Response Centre. VTS/RADAR: Port is equipped with AIS. TUGS: 510 45 ton BP tugs available. Berthing and unberthing is always carried out with the assistance of harbour tugs. Two mooring launches operate within the port. BERTHS: In Zone A there are at present seven alongside berths available to handle containers, breakbulk and dry bulk cargoes. Berth Length Draft Depth Remarks (m.) (m.) (m.) South Breakwater: VOC-1 168 9.30 10.00 General cargo, breakbulk, veg. oils VOC-2 168 9.30 10.00 General cargo, breakbulk, veg. oils VOC-3 192 10.70 11.90 Copper, coal, sulphur VOC-4 192 10.70 11.90 Copper, coal, sulphur, phosphoric acid No. 5 168 8.60 9.60 General cargo, breakbulk, veg. oils, fuel oil

No. 6 168 9.30 10.30 General cargo, breakbulk, veg. oils, fuel oil No. 7 370 10.90 11.90 Containers No. 8 340 10.90 11.90 General cargo, breakbulk, phosphoric acid No. 9 10.70 SB-1 115 5.85 6.80 Chemicals, general cargo SB-2 66 5.85 6.80 General cargo Finger Jetty 90 4.50 5.10 Passengers North Breakwater: Coal Jetty 1 235 10.90 11.90 Thermal coal Coal Jetty 2 235 10.70 11.90 Thermal coal Oil Jetty 84 10.90 11.90 Petroleum products Notes: 1. Berths No. VOC-1 4 are in a straight line. Berths VOC-3 and 4 are directly connected with broad gauge railway lines alongside and all berths are connected with roads which in turn are connected with road and railway system to hinterland. 2. Berths No. 5 and 6 form a straight pier hence vessels of over LOA 168 192 m. can also be berthed. 3. LOA restriction at Oil Jetty: Vessels from LOA 150 228 m. only are berthed at Oil Jetty. 4. Two coal jetties are available at North Breakwater and used exclusively by Tuticorin Thermal Power Station. Turning Basin: Diameter 488 m. Also see Agents Report dated May 2001. MOORING: All berths 3 1 0 forward and 4 1 0 aft. Only soft polypropylene ropes are accepted for mooring of ships at Tuticorin. Number of lines may increase depending on wind speed and ships size, etc. BULK FACILITIES: Lightering of copper concentrate vessels can take place in a designated location approximately 7.7 n.m. ENE of the port in position Lat. 08 46.8 N, Long. 078 21.3 E. Lightering possible in the anchorage area for coal, fertiliser, pulses, limestone, gypsum and coke. Eight self-propelled lightering barges available. Hoppers and conveyors at Coal Jetties No.1 and 2. Maximum handling rate each berth, 30,000 tonnes per day. Also see Berths. CONTAINER FACILITIES: Tuticorin Container Terminal: Operator: PSA SICAL Terminals Ltd. Tel: +91 994 408 8804. Fax: +86 (461) 235 2260. Email: suraindr@psa.com.sg Facilities: Berth No. 7, length 370 m., depth 10.7 m. max. draft 10.7 m. 340 tonne gantry cranes, 435 tonne RTGs, 242 tonne reachstackers, 950 tonne chassis, 865 tonne prime movers, 84 reefer points, 160,000 sq.m. open storage and 15,550 sq.m. covered warehousing. Capable of handling 450,000 TEUs per year. PASSENGER FACILITIES: Tuticorin port has been included by the Ministry of Shipping in the Western Circuit of Ports for calls by cruise vessels . Also see Berths. TANKER FACILITIES: Tankers discharging phosphoric acid are handled at Berth VOC-4. Discharge rate is approximately 1,000 tonnes/hr. Vegetable oils are discharged at Berths VOC-1, VOC-2 or No. 5 and 6, depending on availability. VCM is normally discharged at SB-1. Standard parcel size is approximately 3,000 tonnes per shipment. Fuel oil is also discharged at Berths No. 5 or 6. One permanent oil jetty to accommodate vessels of LOA 150 228 m. available for handling petroleum products.

Commodity Arm Chicksan Shore Line Discharge Rate 300 ASA (in.) (in.) (tonnes/hr.) Oil Jetty: Ammonia 8 16 500 LPG 8 10 250 Ethylene dichloride/ethanol 6 8 150 High sulphur diesel 12 12 800 10 and 8 (reducers) Naphtha 12 12 800 10 and 8 (reducers) Fuel oil 12 14 450 10 and 8 (reducers) South Breakwater Berths: Vinyl chloride monomer 6 (hose) 8 150 Fuel oil 6 (hose) 175 Sulphuric acid 6 (hose) 125 Edible oil 6 (hose) 150 Phosphoric acid (VOC-4) 8 (hose) 12 600 10 (reducer) Phosphoric acid (Berth No. 8) 6 (rubber hose) 150 Also see Berths. LPG/LNG FACILITIES: See Berths, Tanker Facilities and Shipmasters Reports. CRANES: 26 tonne and 320 tonne electric wharf cranes, 16 tonne floating crane. 23 ton cranes, max. rate 2,000 tons per day at Berths VOC-1/2 and 220 ton cranes, max. rate 12,000 tons per day dedicated to Berths VOC-3/4. Also see Container Facilities. CARGO HANDLING FACILITIES: 43 40 tonnes forklifts, 2150 m.36 m. transit sheds, 4150 m.36 m. warehouses, 459,000 sq.m. storage tents, 15 covered transit sheds including combustible cargo shed and dutiable cargo shed with a storage capacity of 25,370 tonnes (in Zone B), open storage area of 553,000 sq.m. inside the port area for bulk cargo, and 30,000 sq.m. outside the port area for stacking logs. STEVEDORES: Arranged through Agent. Advise Agent of requirements for stevedores when sending ETA notification. Handling rates approximately 25 30 TEUs and average 3,000 5,000 tonnes per day for bulk commodities. Working Hours: The port operates throughout 24 hours working a three-shift system 359 days per year (no work carried out on six national holiday days). Cargo Gear: Vessels using own cargo gear should have a Cargo Gear Register (duly endorsed by a Class Surveyor or other competent person), and valid test certificates for all lifting appliances including loose gear. BALLAST: All vessels must be suitably loaded / ballasted to ensure propeller is submerged and manoeuvrability is maintained in strong winds. No requirement to change ballast water prior to entry. No ballast reception facility available. POLLUTION: Advise Port Control of any pollution incidents on VHF Channels 16/14 or Tel: +91 (461) 235 2313, 235 2290. WASTE DISPOSAL: Garbage/waste in polythene bags or in drums can be collected and disposed of ashore. Contact: Cashwell Agencies. Tel: +91 (461) 232 6311. Fax: +91 (461)

232 6315. Email: cashwell@sancharnet.in SLOPS DISPOSAL: Petroleum waste/slops and prewash can be pumped to road tanker. Contact Agent. MEDICAL: Advise Agent, at the earliest opportunity possible, of any medical requirements. Doctors available to visit vessels at anchor with sufficient notice. In cases of emergency, medical attention can be arranged but there may be some delay. Hospital facilities available. Personnel should have valid inoculation and vaccination certificates. If certificates expired, arrangements can be made for revaccination/reinoculation and renewal of certificates. FRESH WATER: Available by barge to vessels at anchor and in port via private operator. Contact Agent. FUEL: Available through Indian Oil Corporation. Contact Agent. CHANDLERY: Fresh provisions usually available and supplied alongside. Supply by helicopter not available. Supply can be made by launch, subject to availability and Customs permission. 3. oil jetty, approx. 500 m. 4. yes 5. yes 6. yes. SERVICES: Launch service available for ships crew, subject to availability of ports launches. DRY DOCK: A small dry dock with workshop facilities has been constructed at the port for docking and attending to repairs of ports own small vessels. Also see Colombo. REPAIRS: Minor repairs possible. SURVEYORS: Cargo surveyors available locally. Classification and Government Surveyors available from Chennai and Mumbai. Contact Agent. POLICE/AMBULANCE/FIRE: Police Tel: +91 (461) 234 2454. Ambulance Tel: +91 (461) 235 2721. Fire Tel: +91 (461) 235 2289. EMERGENCY RESPONSE CENTRE: Base Station. Tel: +91 (461) 235 2289. VHF Channels 11 or 14. The port fire department is well equipped to handle all fire emergencies ashore and on board vessels. SECURITY/GANGWAY: Employment of watchmen always at the discretion of Masters. STOWAWAYS: No incidents of stowaways. Vessels arriving with stowaways are kept under police watch until sailing from port. TIME: GMT plus 5.5 hours. LOCAL HOLIDAYS: Republic Day, May Day, Independence Day, Gandhi Jayanthi, Deepavali, Christmas. WEATHER/TIDES: Tuticorin is a sheltered/man-made breakwater port and impact of tide is max. 1.0 m. Wind: June to September: SWly to Wly up to 37 43 knots. October to February: NEly up to 16 22 knots (highest 37 knots). DELAYS: Tuticorin normally a congestion free, all-weather port with no delays due to weather. Delays due to congestion, maximum two days, are rare. CONSULS: None. TELEPHONES: Public pay phones are available at general cargo berths. At oil jetty same is available outside gate during daytime only. Mobile telephone cards can be supplied by chandlers. Mobile telephone coverage provided, GSM 900 (2009). NEAREST AIRPORT: Tuticorin Domestic Airport, 21 km. and Madurai Domestic Airport, 115 km. CONNECTIONS: The port has direct road and rail links. Limited service from Tuticorin airport (TCR) to Chennai, with onward domestic and international connections. Madurai airport (IXM) offers domestic services to Bangalore, Chennai and Mumbai. Travel advice available from UK Foreign and Commonwealth Office at Web: www.fco.gov.uk

BANKS: National banks with ATM facilities available. CUSTOMS: One bottle wine/spirit and one carton of cigarettes per crew member. SHORE LEAVE: Crew allowed shore leave but movements limited to municipal limits. Must obtain shore permits from Immigration. Also see Identification Cards. REPATRIATION: Can be arranged via Madurai and Trivandrum. IDENTIFICATION CARDS: Identification cards or Seamans Book required to be presented to Immigration authorities when coming ashore. SEAMANS CLUBS: Tuticorin Seafarers Centre, 4/139 F-5 Tiruchendur Road, Opp. Muthiapuram Post Office, Tuticorin-5. Tel: +91 (461) 235 5860. Fax: +91 (461) 235 5829. Email: mtstuti@sancharnet.in Facilities: Meditation hall, telephone booth, internet, mini shopping complex, foreign currency exchange, indoor and outdoor games. DEVELOPMENTS: construction of a north cargo berth to handle 3 million tonnes of bulk cargo construction of a slipway construction of additional warehouses/godowns construction of maintenance of refrigeration plant/cold storage representations have been made for development of Tuticorin as an Asian container hub port extension of North and South Breakwaters seawards and construction of additional berths for containers, POL, crude, coal, etc. a pier has been constructed from the shoreline alongside the North Breakwater to position Lat. 08 45.33 N, Long. 078 12.8 E setting up of a Special Economic Zone implementation of the Sethusamudram Ship Canal Project dredging within an area extending 500 m. west from the western limit of the existing 11.9 m. dredged area. SHIPMASTERS REPORT: July 2000 Vessel: LPG carrier, 38,000 cu.m. Cargo: LPG and refrigerated chemicals. Documents: Customs officials can be very strict, therefore declare everything. 6 copies of all documents required, including all personal effects, stores and currency. Approaches: Vessels approach the port from the west round Cape Comorin. Vessels should keep well off the coast due to large concentrations of small fishing craft inshore. Pandiyan Lighthouse is very conspicuous with its light visible up to 20 n.m. The Racon was not operational during our visit. Two prominent container gantry cranes are in place at a new berth being constructed in approximate position Lat. 08 44.9 N, Long. 078 13.2 E. Anchorages: The anchorage is centred in position Lat. 08 45 N, Long. 078 16 E, 4 n.m. ESE of Pandiyan Lighthouse. There was plenty of room due to the anchorage not being particularly crowded, except in the proximity of the explosives anchorage near the approach channel as shown on BA Chart No. 3581. Holding ground is good. In July during the SW monsoon, there is a low swell with wind west to SW, 20 knots. Pilotage: Pilots operate throughout 24 hours for dry cargo vessels. Tanker movements only conducted during daylight hours. The Pilot boards from a large grey steel-hulled launch in the vicinity of the Fairway Buoy. Two Pilots operate from the port and are efficient. VHF: Tuticorin Port Control operates throughout 24 hours on Channel 16, working on Channels 6 and 14. Call sign Tuticorin Port or Tuticorin Pilot. The Port Building is located on the east breakwater. The tugs work on Channel 10. The distance from the Fairway Buoy to the breakwater entrance is 1.2 n.m. The entrance is rather narrow, especially for the larger vessels now using the port. The width of the entrance is approximately 150 m.

Pilots report the channel has been dredged to 12.0 m. at chart datum, but we found minimum depth 11.5 m. at chart datum on passage to the oil jetty and turning basin just inside the entrance. There is an additional 2nd front leading light in position Lat. 08 45.4 N, Long. 078 12.98 E, showing light characteristic Oc.W.6s., with the rear light changed to Q.Fl. W. 3 sec. An additional pair of lights bearing 113 in position Lat. 08 45.25 N, Long. 078 12.6 E and Lat. 08 45.27 N, Long. 078 12.51 E. North breakwater light changed to Fl.(2) W. 5 sec. There is an additional port hand buoy located in position Lat. 08 44.3 N, Long. 078 14.18 E, showing light characteristic Fl.(2) R. 5s. Tugs: There are four Port Authority tugs available. Two are equipped with 2,000 h.p. Shottel units. Ships lines used. Two tugs are normally used for berthing, joining vessels just inside the breakwaters. Moorings: Tankers berth at the oil jetty and bulk carriers at the coal jetty on the north breakwater, berthing port side alongside. There is one mooring boat available. At the oil jetty, the mooring tie-up is 4 head lines to shore bollards, 2 forwar d back springs to a jetty bollard, 2 stern lines and 2 breast lines to shore bolla rds and 2 aft back springs to jetty bollards. There are no capstans available. Berthing: The oil jetty is a typical tanker type T-jetty with 84.0 m. berthing face. There is good fendering. We were just able to land our midships accommodation gangway on the jetty. Cargoes Handled: Refrigerated LPG mix normally discharged at Tuticorin. Refrigerated ammonia and naphtha are also handled at the berth. Discharging: LPG: western chicksan arm 8 in. 300 ASA coupling. NH3: second chicksan arm from western end 6 in. 300 ASA coupling. When discharging LPG, the terminal requests 50 mb. pressure or less. Pumping rate is around 250 270 tonnes/hr. to an 8,500 tonnes storage tank, 1.6 miles from the berth. The maximum manifold back pressure is 5.0 Bar. LPG is imported every 25 30 days. Fresh Water: Fresh water is delivered by tanker truck. Surveyors: Usual number of surveyors. Shore Passes: Crew members going ashore are required to have shore passes. The passes must be returned before the ship departs the port. Storing: Ship chandlers in evidence, but nothing purchased. Arrange through the Agent. Security: Security on the breakwater and oil jetty is poor. The usual peddlers selling goods were milling around. Piracy: Take precautions against piracy. Although the Indian authorities do not call it piracy, local fishermen try their luck to steal paint and rope. So f ar they have been scared off due to our crew members maintaining a vigilant watch. Developments: A busy and expanding port. There is a new berth under construction on the south breakwater. The Pilots report a breakwater is to be constructed leading 115 from the south breakwater head with new berths between the new construction and east breakwater. AGENTS REPORT: May 2001 (Updated 2002) Increase in Draft: Subsequent to the completion of dredging, max. draft for VOC Berth No. 2 has been increased to 9.3 m., with immediate effect.