A REPORT ON MACRO STUDY ABOUT THE HANDLING OPERATION OF LIQUID, CONTAINER AND BULK CARGO OF KANDLA PORT TRUST

(NO.1 PORT AMONG THE MAJOR PORTS OF INDIA) SUBMITED TO KANDLA PORT TRUST

UNDER THE GUIDENCE OF R. MURUGADOSS CHIEF ENGINEER, KPT

SUBMITTED BY: GADHVI BHOOMI MEMON VASIM B. K. SCHOOL OF BUSINESS MANAGEMNET AHMEDABAD 17th October, 2011

Gadhvi Bhoomi Memon Vasim Maritime Management Studies B. K. School of Business Management Ahmedabad DECLARATION We, Gadhvi Bhoomi and Memon Vasim hereby declare that the project entitled Macro study about the handling operation of Liquid, Container and Bulk cargo at Kandl a Port Trust (No.1 port among the Major Ports of India) has been done by us under the guidance of R. Murugadoss, Chief Engineer, and KPT from 17th August, 2011 t o 17th October, 2011. We also declare that this project has not been submitted, fully or partially for the award of any other degree, diploma, title or recognition earlier. Date: Gadhvi Bhoomi Memon Vasim Place:

ACKNOWLEDGEMENT We want to address our sincere gratitude to Mr. R. Murugadoss, Chief Engineer, K andla Port Trust for providing us the opportunity to carry out our summer intern ship at Kandla Port Trust. This project could not have been possible without the useful guidance of Mr. A Ganeshan, Superintending Engineer, Kandla Port Trust. We are also thankful to Mr. Abir Bose, ATM (Auction) & (CDC), Kandla Port Trust

, who taught us the Liquid Cargo Loading/Unloading procedure. We are thankful to Mr. Shastry Traffic Statistical Dept., Mr. B.G. Gangwani Assistant Engineer, Mr . Subramanian. M - Deputy Manager Planning, ABG Kandla Container Terminal Ltd, and to all the employees of Kandla Port Trust who helped us during our short sti nt at Kandla Port Trust.

EXECUTIVE SUMMARY TITLE: MACRO STUDY ABOUT THE HANDLING OPERATION OF LIQUID, CONTAINER AND BULK C ARGOS AT KANDLA PORT TRUST (NO. 1 PORT AMONG THE ALL MAJOR PORTS OF INDIA) The project deals with the handling operation of Liquid, Container and Bulk cargo. The study includes Export Import details of each cargo which shows the flow of each cargo during the years. We have done future projec tion of each cargo to analysis wether Kandla Port is able to handle the traffic in future and wether it is able to sustain the future projects. After doing the analysis of each cargo operation it has been found that there are fewer bottlene cks. There are some findings in the projects and based on some primary data coll ections few suggestions are being put forwarded to break the bottlenecks.

KEY OBJECTIVES OF THE STUDY 1. Study about handling system of Bulk, Container and Liquid cargoes at Kan dla Port Trust. 2. Find out the sustainability of Kandla Port Trust in cargo handling syste m of Bulk, Container and Liquid. 3. Forecast the future projection including International Trend for Bulk, C ontainer and Liquid cargoes. INDEX SR NO. CHAPTER DISCRIPTION PAGE NO 1. CERTIFICATE 1 2. DECLARATION 2 3. ACKNOWLEDGEMENT 3 4. EXECUTIVE SUMMARY 4 5. 1. INTRODUCTION 7 1.1 An Overview 7 1.2 Genesis & Evolution 8 1.3 Mission 9 1.4 Vision 9 1.5 Key Objectives of Kandla Port Trust 1.6 Advantages of Kandla Port Trust 10 1.6.1 Strategic & Climatic Advantages 10 1.6.2 Security Advantages 10 1.6.3 Cost Advantages 11

9 10 11 12 1. 2.

1.6.4 1.7 1.8 1.9 1.10 1.11 1.12 2 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 4 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 5 6 7 8 Lay Out Plan of

Infrastructural Advantages 12 Navigational Facilities 12 Berthing Policy 13 Port Location 13 The Emerging Scenario 13 Achievements of Kandla Port Trust Port Operation 14 LIQUID CARGO 15 Existing Infrastructure 15 Storage Capacity 18 Chemical & Liquid Handling Complex Off-shore Oil Terminal (OOT) Vadinar Flow of Activities for Liquid Handling Export Import Details 25 Future Projects 25 Future Projection 26 International Trends 27 Analysis 27 Findings 27 Suggestions 28 CONTAINER CARGO 29 Introduction 29 Existing Infrastructure 36 Export Import Details 37 Future Projects 37 Future Projections 38 International Trends 38 Analysis 39 Findings 39 Suggestions 39 Questionnaire 40 BULK CARGO 43 Existing Infrastructure 43 Machinery Utilisation Report 45 Export Import Details 47 Future projects 47 Future Projection 48 International Trends 49 Analysis 50 Findings 50 Suggestions 50 SWOT Analysis 59 Conclusion 60 Bibliography 60 Annexure of Liquid Terminal Oil Pipelines

14

19 20 21

CHAPTER 1 INTRODUCTION 1.1 AN OVERVIEW Kandla port plays a major role in countrys international trade. Having notched up a string of success, it has emerged as a forerunner, and has carved a niche for itself, by its steady growth and economy of operations. Kandla port continues t o be Indias No.1 port with 81.88 MMT (79.5 MMT in 2009-10) traffic handling. It h as been at the top for five consecutive years 2006-2007, 2007-2008, 2008-2009, 2 009-2010 and 2010-2011. Presently, KPT enjoys 85.80 MMT handling capacity with 9 5% utilization. This port contributes 14% to Indias total port volume. It has 12

dry cargo berths with a total length of 2.57 km in a straight line and 6 oil jet ties for handling of POL and chemical. The Single Bouy Moorings in Vadinar can h andle very large crude oil vessel (VLCC) with a pumping capacity 5000 tonne per hour. Maximum output, excellent infrastructure, well connectivity, all-round services and cost effectiveness are the major strength of Kandla Port. It is a gateway to the northwest India and due to its unique locational advantage; it accesses a v ast hinterland of 1 million sq. kms, stretching up to Jammu and Kashmir by broad gauge railway system, national highway No. 8A and air connectivity. The turnover of KPT is approx Rs. 1800 crores. The major activity of the port is to handle import-export cargo, provide facilities to importer/exporter to load/ unload the cargo at dock for business purpose etc. In addition to this, it provi des facilities of berth, cranes, labour and storage of goods at the port premise s. It carries out its operations from Kandla and Vadinar. It has a vast organision having more than 4500 employees across many departments , divisions and sections at different locations Kandla, Vadinar and Gandhidham ( Administrative Office). 1.2 GENESIS & EVOLUTION History Legacy The Vision By Maharao of Kutch The Port of Kandla, built in 1931, owes its origin to the ruler of the princely state of Kuch, Maharao Khengarji III. He wanted an all weather closed port for his kingdom and built an RCC jetty where ships of about 8.8 meters draft could berth round the year. This jetty which is located at old Kandla became the nucle us of what in later years was to emerge as the Kandla Port. The Evolution As a Substitute for Karachi Port Due to the partition of India and Pakistan, the Port of Karachi went to Pakistan and therefore the whole North West India was without an outlet to sea and the v ast hinterland comprising of about 1 lakh Sq.kms in the north-western region of the nation an alternative arrangement. The consequent diversion of traffic to th e Bombay and Kolkata Ports were not only inconvenient and uneconomical to the tr ade owing the distance involved. It also severely strained the limited resources of these Ports. In order to remedy this situation, under the inspirational and able guidance of the great visionary and Iron Man of India, Sardar Patel, the Union Government se tup a committee called the West Coast Major Port Development Committee in the year 1984. On January 20, 1952, Pandit Jawaharlal Nehru, the Prime Minister of I ndia, laid the foundation stone for the new Port on the Western Coast of India. It was declared a Major port on April 8, 1955 by late Shri Lal Bahadur Shastri, the Minister of Transport. The old jetty built by the Kutch Maharaja was convert ed into an Oil jetty. On March 3rd,1957 the first two newly constructed cargo berths were declared ope n to traffic. Later in the same year two more berths were thrown open to sea tra ffic. The Government of India declared it as Kandla Port Trust, an autonomous bo dy constituted under the Major Port Trust Act, on 29th February, 1964. Since the n the Major Port of Kandla has come a long way in becoming the Port of the New Mi llennium. On 8th June, 1973 the 5th Cargo Jetty was opened to traffic abd on 1st May, 1975 the 2nd Oil Jetty was commissioned. On 27th August, 1978 Vadinar offshore oil terminal came into being to handle ver

y large crude carriers (VLCC) of about three lakh tones capacity in Gulf of Kutc h between the Major port of Salaya and Sikka to feed crude oil to Koyali refiner y through pipelines. The first vessl MT Subhash Chandra Bose carrying 87000 tonn es of Crude oil was brought at the Single Buoy Mooring of the Off Shore Oil Term inal. In May, 1984 the 6th Cargo Berth and 3rd Oil Jetty were declared open for the tr affic. In 1993, the 7th Cargo Berth was put to use and in March 2001, 8th Cargo Berth (renamed as 12th Cargo Berth) was added. On 15th August, 2003, 9th Cargo Berth (now renumbered as 11th berth) was complet ed and commissioned and on 31st March, 2006, 10th Dry Cargo Berth (renamed as 12 th Cargo Berth) was completed and commissioned. In November 2007, Berge Jetty at Tuna port was constructed and 3rd SPM of VOLT a t OOT, Vadinar was constructed and commissioned. 1.3 MISSION To be the most economical modern Major Port, rendering cost effective services to our Customers. 1.4 VISION To be Asias Supreme Global Logistics Hub.

1.5 KEY OBJECTIVES OF KANDLA PORT TRUST To provide efficient and economical Port services. To render value for money and value added services to Customers. To create facilities of international standards and facilitate quicker turnaroun d of vessels. To maintain peaceful industrial relations by recognizing the work force as an as set and develop them to adopt to the changing Port scenario. To participate in social development by contributing its mite to the society at large. To be Environment Friendly. 1.6 ADVANTAGES OF KANDLA ISO 9001 2008 Port ISPS Compliant Port All Weather Port 365 days, 24 hours Protected and Safe Harbour 12 Berths Stretching 2.57 km in a Straight Line 2 Nos. of Mobile Harbour Cranes Facilities for Liquid Cargo, POL products, Chemical and Edible Oil Storage Facility for LPG to the Tune of 30000 cu.m. Port With Highest Liquid Storage Capacity in the Country Lowest Cost Per Tonne Amongst All Major Ports and Non-Major Ports Excellent Road and Rail Connectivity Higher Capacity Cranes For Dry Cargo Transparent and Notified Tariff 12.5 m Draught at Kandla and 33m in Vadinar Security by CISF E-tendering and E-Auctioning Facilities 1.6.1 STRATEGIC AND CLIMATIC ADVANTAGES All weather Port. Tropical and dry climatic conditions. Temperature varies from 25C to 44C during summer and from 10C to 25C during wint Scanty rainfall thereby enabling round the year operations. Uninterrupted and smooth Port operations round the year due to ideal climatic c ondition.

No adverse wave effect being a sheltered harbour situated in the Creek. A Major Port that is nearest to the Middle East and Europe. 1.6.2 SECURITY ADVANTAGE Port is ISPS Compliant For the Security of ships in the harbour, cargo and the overall security, Port has inducted Central Industry Security Force (C.I.S.F.) controlled gate system , inspection and monitoring has made Kandla Port the Executive High Security Zone. Patrolling by C.I.S.F. by high speed launches in the Kandla Creek has also adde d to the security of the vessel. Force (CISF), a premier Central Government Industry Security Agency, possessing special advance Training and Equipments. CCTV coverage of entire port operational area. 1.6.3 COST ADVANTAGES Transparent Pricing Policy. Lowest Cost per tone amongst all Major Ports and non major ports. Cost effective Dry Dock service. Lowest Crude handling rates. Lowest Vessel related charges. Lowest Wharfage charges. Lowest Storage charges. Free Storage 15 days free period for Export Cargo. 8 days free period for Timber Log Imports. 5 days free period for Other Import Cargoes. At Container Terminal, the free period for containerized cargo is as follows: For Import,first 3 days and for Export, first 7 days. 3 days free period each for Import and Export of Hazardous Cargos. Fire Fighting service free of charge. Timely billing and refund. Comprehensive berthing policy. Road Network Four Lane National Highway No. 8-A extended right upto the Port s Main Gates. Fully developed road network, both in and around the Port area to facilitate fas ter movement of cargo 1.) Inside Cargo Jetty Area - 30kms. 2.) Outside Cargo Jet ty Area 31kms. 3.)Railway Inside Cargo Jetty Area 13kms Flotilla 9 Harbour Tugs of various sizes. Three High Speed Pilot Launches. One State-of-the-art fully computerized survey launch. Two Harbour Tugs of 7.5 tons Bollard Pull. Six new FRP Mooring Launches. Four General Service Launches. One Firefloat One Heave-up-barge for maintenance of Navigational aids. Two Pilot & Oil-cum-debris recovery vessels, one at Kandla & one at Vadinar. Two new patrolling launches for marine surveillance by CISF 1.6.4. INFRASTRUCTURAL ADVANTAGES Storage Facilities: Twelve Dry Cargo berths are available with Quay Length of 2532 mtrs Six Oil Jetties. Total Custom Bonded Port Area inside the custom fencing is 253 hectares. Steel Flooting Dry Dock The existing steel floating dry dock caters to the need of the Port Crafts as we ll as outside organizations and having o capacity to accommodate all vessels of following parameters:LOA maximum upto 100 mtrs. Breadth maximum upto 17 mtrs.

Draft maximum upto 4,5 mtrs. Lift displacement maximum upto 2500 tonnes. 1.7 NAVIGATIONAL FACILITIES Safe Navigation of vessel round the clock. Permissible draft of 12.5 mtrs. Ships of 240 mtrs. LOA and 65000 DWT can be accommodated presently. Safe protected and vast anchorage for waiting and lighterage at Outer Harbour. 22 Lighted Navigational buoys as per IALA system in the navigational channel wi th solar lights. Fully equipped round the clock Signal Station. 1.8 BERTHING POLICY Kandla Port practices trade friendly, output oriented and progressive berthing p olicy. The berthing policy categorizes vessels into Export group, Import Group, Container Group. The highlights of the policy are as follows: Allotment of two berths for container vessels. Four berths for export cargo. Three berths for import cargo. One berth for senior most vessels. Within the above groups, the following priorities are followed: Priority berthing for costal vessels. One berth in exports group reserved for food grains. One berth each in export & import groups for vessels assuring 6000 MT throughput per day. Any other priority accorded by the Government from time to time in respective gr oups. 1.9 PORT LOCATION Kandla Port is situated in the Kandla Creek at Latitude: 2301"N and Latitude: 7013 "E. It is 90 Kms. from the mouth of Gulf of Kutch. The total length of the Kandl a Port approach channel is around 23 kms, width of the channel varies from 200m to 1000m and the contour depth along the shipping channel is around 10m. Navigat ion is permitted during the day and night according to the draft of ship. Pilots board the ship at Outer Tuna Bouy (OTB) at least two hours before high tide. Ka ndla Port Trust (the Authority) is responsible for the development, operation and maintenance of Kandla Port. 1.10 EMERGING SENARIO 4 Dry Cargo Berth 13-16 on BOT basis, at an estimated cost of Rs. 750.50 crore. Creation of berthing and allied facilities of Tekra near Tuna (outside Kandla C reek). Setting up Port-based special economic zone (SEZ). Setting up of SPM and allied facilities off Veera in Guld of Kutch on PPP basis . Envisages providing rail productivity to the new cargo jetty area at a cost of Rs. 725 lakh. Mechanization of 7th and 8th Cargo Berths at Kandla. Mechanization of 1 to 6 Berths at Kandla. Development of ship repair yards. 1.11 ACHIEVEMENTS OF KANDLA PORT TRUST Concession agreement executed by Kandla Port with RAS Infraport Pvt. Ltd to dev elop the 13th Dry Cargo Berth on BOT basis. Two lane wide road connectivity provided to Tuna Port with existing NH 8-A. Barge handling facilities developed at Tuna Port. Draught alongside the existing berths No. 7 to 10 enhanced up to 12m. Four-lane wide approach road provided for Cargo Berths 11 and 12. In order to improve productivity at the berths, three new ELL wharf cranes of 2 5 tonne capacity have been commissioned at Berth 9 and 10.

Proposal has been cleared for commissioned harbour Mobile Crane of 63 tonne cap acity through private participation.

1.12 PORT OPERATION In the operation of the port, material handling equipments play a major role. Ka ndla Port commissioned 12 Nos. of heavy duty ELL (Electrical Level Luffing) cran es from berth No. 1-10 for handling multi-purpose cargoes and also installed 4 N os. RMCQ (Rail Mounted Quay Cranes) at berth No.11 and 12 for handling container s. Keeping with the peace of the Indian economy and its vibrant exim trade, KPT env isaged a massive development plan under the aegis of National Maritime Developme nt Programme (NMDP) to the tune of Rs. 5081 crores. The Port will have capacity in order of MMTPA by 2014. Utmost customer satisfaction through quick, efficient and qualitative service has been the foremost objective. The Ports major thrust has been on replacement and modernization of existing productivity assets, in o rder to maximize operational efficiency and to ensure sustained growth in cargo handling capacity, so as to cater to the ever increasing expectations of custome rs.

CHAPTER 2 LIQUID CARGO 2.1 EXISTING INFRASTRUCTURE Kandla Port has 6 Oil Jetties, 3 SPM and2 Product Jetties at Vadinar for liquid cargo handling. Oil Jetty No. DWT Drafts (In mtrs.) 1 40000 10.4 2 52000 10 3 40000 10.7 4 56000 10.7 IFFCO Jetty 45000 9.5 IOC 45000 10.1 SPMs at Vadinar - 3 Nos. 300000 33 Product Jetties at Vadinar - 2 Nos. 105000 14.5

Port

Liquid Bulk handling facilities at Kandla Port Trust are as under: No of Berths Cargo Type Designed /

Actual Depth (in MTS) (in DWT) Details (No.xDia) VADINAR M 8 KM KANDLA (OJ-1 to OJ-4) OTHERS TO 10.70 TO 56,000 11x04" 01x06" 45x08" 15x10" 15x12" 07x14" 06x16" 10x20" 11x24"

Vessel Size Pipeline Marine Arms Others 30.00 3,00,000 2x1050 M

3 SBM + 1 ESSAR Jetty POL CRUDE SUBMARINE PIPELINE 4 POL PRODUCTS/ 10.00 40,000 24x03"

2x10 " DIA 3x10" DIA 1x8" DIA 3x300 DIA 2X8" DIA FLEXIBLE HOSES

Liquid Classification:

Product Classification: The product classification is as under: Petroleum Class A :- means petroleum having Petroleum Class B :- means petroleum having ow 65 Petroleum Class C :- means petroleum having ow 93 Flash Point: - means the lowest temperature ll give a monetary flash when ignited.

a flash point below 20 a flash point of 23 and above but bel a flash point of 65 and above but bel at which it yields a vapour which wi

Classification of hazardous area: If inflammable gas or vapours are likely to be continuously present in the area then that area is known as ZONE 0. If inflammable gas or vapours are likely to be present in the area under normal operating conditions then that area is known as ZONE 1. If inflammable gas or vapours are likely to be present in the area under abnorma l operating conditions or failure or rupture of equipment then that area is know n as ZONE 2. Safety Norms: Container for petroleum class A shall be constructed of tinned, galvanized, or e xternally rust proofed sheet iron. An air space of not less than 5 percent of its capacity shall be in each contain er. The container shall bear a stamped, embossed or painted warning exhibiting in co nspicuous the words Petrol or Motor Spirit or an equivalent warning of the highly in flammable nature of the petroleum. Containers for petroleum class B and petroleum class C shall be constructed of s teel or iron. An air space of not less than 5 percent in class B and an air space of not less than 3 percent in class C shall be kept. Petroleum Class B not exceeding 15000 liters in quantity should be packed and se aled in airtight containers, a dry chemical powder fire extinguisher as a means of fire fighting in emergency shall be carried in the case of containers with mo re than 2500 liters. No person shall smoke and no matches, fires, lights or articles capable of caus ing ignition of petroleum shall be allowed. The anchorage shall not be the same as that for vessel laden with explosives and shall be at such distance from the anchorage for vessel laden with explosives. After all petroleum has been discharged from vessel, the holds, tanks shall be r endered free from inflammable vapour. If the loading and unloading is discontinued, the tanks and holds of the ship or

other vessel concerned and all unloading or loading valves shall be closed imme diately. There shall be no fire or artificial light or smoking on board ship or vessel or within 30 meters of place where the petroleum is being loaded and unloaded. The pipeline shall be protected against corrosion by suitable coating strapping and where necessary by cathodic protection. Telegraph, telephone or radio communication facilities shall be provided at freq uent intervals along the pipeline. Tank gauges or gauges at intermediate booster pump station shall be checked atle ast once a year. The capacity in liters or kiloliters of every tank shall be conspicuously marked on the tank. Petroleum Class C shall not be stored together with any other class of petroleum . 2.2 Storage Capacity Private Sector Terminal 9.81 Lakh KL Public Sector Terminal 12.08 Lakh KL Total Storage Capacity 21.89 Lakh SR. NO. NAME OF TERMINAL NO. OF TANKS PRIVATE FIRMS 1 Chemical & Resins Ltd. 112 247000 2 Friends Salt Works & Allied Industries 3 Kessar Enterprise 44 90081 4 N. P .Patel Pvt. Ltd. 09 38497 5 Friends Oil & Chemical Ltd. 21 6 USTTL Liquid Terminal 22 63038 7 Agencies & Cargo Care Ltd. 27 8 J. K. Synthetics 14 25176 9 Indian Molasses Co 04 25288 10 J. R. Enterprise 15 25320 11 Indo Nippon Chemicals Ltd. 10 12 Liberty Investments 06 16016 13 Bayer ABS Ltd. 11 13310 14 Deepak Estate Agency 09 13212 15 Tejamalbhai & Co. 08 12577 16 Avean International Care Ltd. 11 17 USTTL - Gas Terminal 04 5720 18 Parker Agro-Chem Exp. Ltd. 06 TOAL CAPACITY 465 980508 1 2 3 HPCL 28 204000 4 5 6 PUBLIC SECTOR IOCL 38 FSWAI 21 230000 IOCL LPG 02 30000 IFFCO 11 110000 NDDB 09 58531 TOAL CAPACITY 109 1208369 OVERALL CAPACITY 574 2188877 575838 CAPACITY IN KL 131 39263 50000 271650

17200

12160 15000

2.3 Chemical & Liquid Handling Complex Loading arms for loading & unloading simultaneously Near Zero Waiting Period for Vessels Capacity Utilization at international levels ensuring Demurrage Free handling Excellent discharge rates & faster turnaround Lowest vessel related charges and Wharfage Charges Suitable for A,B,C,LG,NH,EO classes of liquid & chemicals Chemical Storage Tank Farms in the vicinity of Liquid Jetties Tanks for storage of all categories of Liquid Cargoes like Chemical, LPG, Cryoge nic, Ammonia, Acids, Petroleum Products and Edible Oils etc. Efficient handling ensuring minimum losses Sophisticated Pipeline Network (including stainless steel pipes) Sufficient parking space inside and outside the storage facilities. 2.4 OFF-SHORE OIL TERMINAL (OOT) VADINAR The Kandla Port Trust had commissioned the Off-shore Oil Terminal facilities at Vadinar in the year 1978 jointly with Indian Oil Corporation, by providing Singl e Buoy Mooring (SBM) system, having a capacity of 54 MMTPA, which was first of i ts kind in India. Further, significant quantum of infra structural up gradation has been effected; excellent maritime infrastructure has peen created for the 32 MMTPA Essar Oil Refinery at Vadinar. A draft of upto 33 meters at SBMs and Lighterage Point Operations (LPO). 3 Nos. of Single Buoy Moorings are available. Handling VLCCs having 300000 DWT and more. Providing Crude Oil intake for the Refineries of Koyali (Gujarat), Mathura (Utt ar Pradesh), Panipat (Haryana) and ESSAR Refinery Jamnagar (Gujarat). 2nd SBM was commissioned during 1998. 3rd SBM at Vadinar for importing crude oil for oil refinery of M/s. Essar Oil L td. Simultaneous handling of three VLCC tankers at the SBMs of M/s. IOCL. Vast Crude tankage facility having capacity of 1144000 KL. Two nos. of 50 Tons state-of-art B.R SRP Pull-back tugs are available for smoot h and simultaneous shipping operations on the SBMs and product jetty. One Oil & Debris recovery Tug for Oil Pollution control is acquired and station ed at Vadinar. Excellent infrastructure and tranquil waters facilitate trans-shipment operation s even during monsoon season at Vadinar.

2.5Flow of Activities for Liquid Handling

2.6 Export - Import

2.7 Future Projects Setting up of Single Point Mooring ( SPM ) and allied facilites off Veera in Gul f of Kutch. It will cost 830 crores and it will have capacity of 9 MMTPA. Development of Ship Bunkering Terminal at Old Kandla. This terminal will be capa ble of catering to vessel upto 80000 DWT at the draught of 13m/14m. It will have capacity of 132000 KL. Oil Refinery will be expand by Essar Oil and it will have capacity of 20 million tonnes by September 2012.

2.8 Future Projection YEAR CRUDE OIL 2010-11 400 117.5 2011-12 400 118 2012-13 402.5 129.5 2013-14 422.5 131.5 2014-15 442.5 133.5 2015-16 487.5 163 2016-17 527.5 196.5 2017-18 570 230.5 2018-19 615 266 2019-20 622 288 2020-21 653.63 292.12 2021-22 686.3 318.4 2022-23 720.6 347 2023-24 756.65 378.3 2024-25 795 412.35 2025-26 834 449.46 2026-27 875.9 489.9 2027-28 919.7 534 2028-29 965.7 582 2029-30 1013.98 684.45

POL 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5

LPG 15.3 15.79 15.82 15.82 15.82 15.82 15.82 15.82 15.82 15.82 16 16 16 16 16 16 16 16 16 16

FERTILIZER 49.7 51.31 51.38 52.08 52.08 52.08 55.38 58.58 61.68 108.08 117.8 128.4 139.9 152.5 162.3 181.26 197.5 215.35 234.7 255.8

CHEMICAL & OTHER

2.9 International Trend

2.10 Analysis Export of POL is decreased due to the effect of recession in world. Heavy vessel traffic at KPT is also one of the reasons for decrease in export. 2.11 Findings Many pipelines at Liquid terminal at KPT are old. There is very less maintenance of pipeline and tanks. Heavy vessel traffic.

2.12 Suggestions

It is required to change old pipelines. Establish new Hydraulic Tested Pipeline with more diameters. There is no maintenance for pipelines. So maintenance for pipeline is required a nd especially for Isolated pipelines. More oil jetties are required for tackling vessel traffic. High profile security level is required. Establish check point at the entrance of Tank Area.

CHAPTER 3 CONTAINER CARGO 3.1 Introduction STANDARD 20 or 20 GP or 20 DV INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT CAPACITY TARE WEIGHT MAX. CARGO 19 4" 7 8" 7 10" 7 8" 7 6" 1,172 ft 4,916 lb 47,999 lb 5.89 m 2.33 m 2.38 m 2.33 m 2.28 m 33.18 m 2,229 kg 21,727 kg STANDARD 40 or 40 GP or 40 DV INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT CAPACITY TARE WEIGHT MAX. CARGO 39 5" 7 8" 7 10" 7 8" 7 6" 2,390 ft 8,160 lb 59,040 lb 12.01 m

INSIDE LENGTH

INSIDE LENGTH

2.33 m 2.38 m 2.33 m 2.28 m 67.67 m 3,701 kg 26,780 kg HIGH CUBE 40 or 40 HQ or 40 HC INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT CAPACITY TARE WEIGHT MAX. CARGO 39 5" 7 8" 8 10 7 8" 8 5" 2,694 ft 8,750 lb 58,450 lb 12.01 m 2.33 m 2.69 m 2.33 m 2.56 m 76.28 m 3,968 kg 26,512 kg OPEN TOP 20 or 20 OT INSIDE LENGTH INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT CAPACITY TARE WEIGHT MAX. CARGO 19 4" 7 7" 7 8" 7 6" 7 2" 1,136 ft 5,280 lb 47,620 lb 5.89 m 2.31 m 2.33 m 2.28 m 2.18 m 32.16 m 2,394 kg 21,600 kg OPEN TOP 40 or 40 OT INSIDE LENGTH INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT INSIDE LENGTH

12.01 m

5.38 m

11.48 m

REEFER 40 INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT CAPACITY TARE WEIGHT MAX. CARGO 7 5" 7 2" 7 5" 7 0" 2,040 ft 10,780 lb 56,276 lb 2.26 m 2.18 m 2.26 m 2.13 m

INSIDE LENGTH

37 8"

REEFER 20 INSIDE WIDTH INSIDE HEIGHT DOOR WIDTH DOOR HEIGHT CAPACITY TARE WEIGHT MAX. CARGO 7 5" 7 5" 7 5" 7 3" 1,000 ft 7,040 lb 45,760 lb 2.26 m 2.26 m 2.26 m 2.20 m 28.31 m 3,193 kg 20,756 kg

INSIDE LENGTH

17 8"

CAPACITY TARE WEIGHT MAX. CARGO 7 8" 7 8" 7 8" 7 5" 2,350 ft 8,490 lb 58,710 lb 2.33 m 2.33 m 2.33 m 2.26 m 66.54 m 3,850 kg 26,630 kg

39 5"

57.76 m 4,889 kg 25,526 kg PLATFORM 20 INSIDE WIDTH INSIDE HEIGHT TARE WEIGHT MAX. CARGO 8 0" 7 4" 6,061 lb 52,896 lb 2.43 m 2.23 m 2,749 kg 23,993 kg PLATFORM 40 INSIDE WIDTH INSIDE HEIGHT TARE WEIGHT MAX. CARGO 8 0" 6 5" 12,783 lb 66,397 lb 2.43 m 1.95 m 5,798 kg 30,117 kg FLAT RACK 20 INSIDE WIDTH INSIDE HEIGHT TARE WEIGHT MAX. CARGO 7 3" 7 4" 5,578 lb 47,333 lb 2.20 m 2.23 m 2,530 kg 21,469 kg FLAT RACK 40 INSIDE WIDTH INSIDE HEIGHT TARE WEIGHT MAX. CARGO 6 10" 6 5" 12,081 lb 85,800 lb 2.08 m 1.95 m 5,479 kg 38,918 kg INSIDE LENGTH

6.07 m

INSIDE LENGTH

40 0"

12.19 m

LENGTH

18 5"

5.61 m

LENGTH

39 7"

12.06 m

19 11"

FLAT RACK COLLAPSIBLE 20 INSIDE WIDTH INSIDE HEIGHT TARE WEIGHT MAX. CARGO 18 6" 7 3" 7 4" 6,061 lb 61,117 lb 5.63 m 2.20 m 2.23 m 2,749 kg 27,722 kg FLAT RACK COLLAPSIBLE 40 INSIDE WIDTH INSIDE HEIGHT TARE WEIGHT MAX. CARGO 39 7" 6 10" 6 5" 12,787 lb 85,800 lb 12.06 m 2.08 m 1.95 m 5,800 kg 38,918 kg

LENGTH

ISO Type Group ISO Size Type Code Description Code Description 20GP GENERAL PURPOSE CONT. 20G0 GENERAL PURPOSE CONT. 20G1 GENERAL PURPOSE CONT. 20HR INSULATED CONTAINER 20H0 INSULATED CONTAINER 20PF FLAT (FIXED ENDS) 20P1 FLAT (FIXED ENDS) 20TD TANK CONTAINER 20T3 TANK CONTAINER 20T4 TANK CONTAINER 20T5 TANK CONTAINER 20T6 TANK CONTAINER 20TG TANK CONTAINER 20T7 TANK CONTAINER 20T8 TANK CONTAINER 20TN TANK CONTAINER 20T0 TANK CONTAINER 20T1 TANK CONTAINER 20T2 TANK CONTAINER 22BU BULK CONTAINER 22B0 BULK CONTAINER 22GP GENERAL PURPOSE CONT. 22G0 GENERAL PURPOSE CONT. 22G1 GENERAL PURPOSE CONT. 22HR INSULATED CONTAINER 22H0 INSULATED CONTAINER 22PC FLAT (COLLAPSIBLE) 22P3 FLAT (COLLAPSIBLE) 22P8 FLAT (COLL.FLUSH FOLDING) 22P9 FLAT (COLLAPSIBLE) 22PF FLAT (FIXED ENDS) 22P1 FLAT (FIXED ENDS) 22P7 FLAT (GENSET CARRIER) 22RC REEFER CONT.(NO FOOD) 22R9 REEFER CONT.(NO FOOD) 22RS BUILT-IN GEN. F. POWER SPLY OF REEF 22R7 BUILT-IN GEN. F. POWER S PLY OF REEF 22RT REEFER CONTAINER 22R1 REEFER CONTAINER 22SN NAMED CARGO CONTAINER 22S1 NAMED CARGO CONTAINER 22TD TANK CONTAINER 22T3 TANK CONTAINER

LENGTH

22TG 22TN 22UP 22UT 22VH 25GP 26GP 26HR 28TG 28UT 28VH 29PL 2EGP .5M) 42GP

22T4 TANK CONTAINER 22T5 TANK CONTAINER 22T6 TANK CONTAINER TANK CONTAINER 22T7 TANK CONTAINER 22T8 TANK CONTAINER TANK CONTAINER 22T0 TANK CONTAINER 22T1 TANK CONTAINER 22T2 TANK CONTAINER HARDTOP CONTAINER 22U6 HARDTOP CONTAINER OPEN TOP CONTAINER 22U1 OPEN TOP CONTAINER VENTILATED CONTAINER 22V0 VENTILATED CONTAINER 22V2 VENTILATED CONTAINER 22V3 VENTILATED CONTAINER GP-CONTAINER OVER-HEIGHT 25G0 GP-CONTAINER OVER-HEIGHT GP-CONTAINER OVER-HEIGHT 26G0 GP-CONTAINER OVER-HEIGHT INSULATED CONTAINER 26H0 INSULATED CONTAINER TANK FOR GAS 28T8 TANK FOR GAS OPEN TOP (HALF HEIGHT) 28U1 OPEN TOP (HALF HEIGHT) VE-HALF-HEIGHT =1448 MM HEIGHT 28V0 VE-HALF-HEIGHT =1448 MM HEIGHT PLATFORM 29P0 PLATFORM GEN. PURP. WITHOUT VENT WIDTH 2.5M 2EG0 HIGH CUBE CONT. (WIDTH 2

GENERAL PURPOSE CONT. 42G0 GENERAL PURPOSE CONT. 42G1 GENERAL PURPOSE CONT. 42HR INSULATED CONTAINER 42H0 INSULATED CONTAINER 42PC FLAT (COLLAPSIBLE) 42P3 FLAT (COLLAPSIBLE) 42P8 FLAT (COLL.FLUSH FOLDING) 42P9 FLAT (COLLAPSIBLE) 42PF FLAT (FIXED ENDS) 42P1 FLAT (FIXED ENDS) 42PS FLAT (SPACE SAVER) 42P6 FLAT SPACE SAVER 42RC REEFER CONT.(NO FOOD) 42R9 REEFER CONT.(NO FOOD) 42RS REEFER CONT.(DIESEL GEN.) 42R3 REEFER CONT.(DIESEL GEN.) 42RT REEFER CONTAINER 42R1 REEFER CONTAINER 42SN NAMED CARGO CONTAINER 42S1 NAMED CARGO CONTAINER 42TD TANK CONTAINER 42T5 TANK CONTAINER 42T6 TANK CONTAINER 42TG TANK CONTAINER 42T8 TANK CONTAINER 42TN TANK CONTAINER 42T2 TANK CONTAINER 42UP HARDTOP CONTAINER 42U6 HARDTOP CONTAINER 42UT OPEN TOP CONTAINER 42U1 OPEN TOP CONTAINER 45BK BULK CONTAINER 45B3 BULK CONTAINER 45GP HIGH CUBE CONT. 45G0 HIGH CUBE CONT. 45G1 HIGH CUBE CONT. 45PC FLAT (COLLAPSIBLE) 45P3 FLAT (COLLAPSIBLE) 45P8 FLAT (COLL.FLUSH FOLDING) 45RC REEFER CONT.(NO FOOD) 45R9 REEFER CONT.(NO FOOD) 45RT REEFER HIGHCUBE CONTAINER 45R1 REEFER HIGHCUBE CONTAINER 45UT OPEN TOP CONTAINER 45U1 OPEN TOP CONTAINER 45UP HIGH CUBE HARDTOP CONT. 45U6 HIGH CUBE HARDTOP CONT. 46HR INSULATED CONTAINER 46H0 INSULATED CONTAINER 48TG TANK FOR GAS 48T8 TANK FOR GAS 49PL PLATFORM 49P0 PLATFORM 4CGP GP CONTAINER 4CG0 GP CONTAINER (WIDTH 2.5 M) L0GP HIGH CUBE CONT. L0G1 HIGH CUBE CONT. L2GP HIGH CUBE CONT. L2G1 HIGH CUBE CONT. L5GP HIGH CUBE CONT. L5G1 HIGH CUBE CONT. Identification System Example of an ISO 6346 conform container number Owner Code:

The owner code consists of three capital letters of the Latin alphabet to indica te the owner or principal operator of the container. Such code needs to be regis tered at the Bureau International des Conteneurs in Paris to ensure uniqueness w orldwide. Equipment Category Identifier The equipment category identifier consists of one of the following three capital letters of the Latin alphabet: U for all freight containers J for detachable freight container-related equipment Z for trailers and chassis Serial Number: The serial number consists of 6 (Arabic) numeric digits, assigned by the owner o r operator, uniquely identifying the container within that owner/operator s flee t. Check Digit: The check digit consists of one (Arabic) numeric digit providing a means of vali dating the recording and transmission accuracies of the owner code and serial nu mber. 3.2Existing Infrastructure Kandla Port has 2 berths for Container Handling operations which are operated by ABG Kandla Container Terminal Pvt. Ltd. Container Handling Facilities: 545 mtrs. Of quay length 12.5 m is a maximum depth at zero tide 4 RMQCs 2 Mobile Harbour Cranes 4 RTGC, 4 reach stackers, 18 prime movers 40 hectare plot for Container yard 6 Container Freight Stations serving the port Reefer plug points Regular Feeder service to JNPT, Mumbai, UAE, Colombo, Bunder Abbas, Muscat, Kore a, Cochin, Tuticorin, Pipavav, Manglore (optional) and other Destination Most economical handling charges & concessional TAMP tariff for coastal vessel Nearest Port from Delhi and surrounding areas Separate Stacking area for dangerous goods Equipments for Container Handling 4 Quay Crane (Twin Lift Post Panamax) with capacity of 50 tones 4 Rubber Tyred Gantry Crane with capacity of 40 tones 4 Toplifter/Reachstacker with capacity of 45 tones 2 Harbour Mobile Crane with capacity of 104 tons U/Hook

3.3 Export Import

3.4 Future Projects Construction of Rail Line. Establishment new back up area of 5 blocks as Pakka Plot with more refer points. 3.5 Future Projection YEAR CONTAINER TEU 2010-11 25 1.5 2011-12 27 1.62 2012-13 29 1.75 2013-14 31.6 1.92

2014-15 2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28 2028-29 2029-30

34.2 36.8 39.5 42.2 45.1 48 51.24 54.7 58.4 62.35 66.57 71.07 75.87 81 86.46 92.32

2.09 2.26 2.44 2.62 2.81 3 3.01 3.02 3.03 3.04 3.05 3.06 3.07 3.08 3.09 3.1

3.6 International Trend

3.7 Analysis The changes in import and export of container at KPT are due to the effect of th e recession. Less handling i.e. 23 moves/ship/hour. More container vessels are moved to Mundra Port. 3.8 Findings Decrease in export of container is due to shaded yard is not available. Night navigation facility is not provided by KPT. As per agreement ABG handles only minimum cargo. ABG has only Kaccha Yard which creates the problems in rainy season. No maintenance of yard. No road connectivity in the yard.

3.9 Suggestions Provide pilotage service for night. Establish proper yard for containers. Develop road line in yard area. Drainage system should be maintained. Develop proper block for different container as per container requirements. 3.10 Questionnaire We are the Students of Port Management studying in B.K. School of Business Mana gement, Ahmadabad, from Gujarat. As part of our curriculum we are doing one proj ect work. Currently we are doing analysis on the Development Opportunity of ABGK CTL as container port. Could you please give us your valuable some time to give certain information which will help us to complete our project. Thanks You PERSONAL INFORMATION Firm Name: - ________________________________________ Address: ____________________________________________ ___________________________________________ Phone No: ________________________ (M) ______________

Que. 1 How many year of experience with ABGKCTPL? (a) 0-5 Years___ (b) 6-15 Years___ (c) 16-25 Years ___ (d) More than 25 Years___ . Que. 2 Do you have contact with other ports? (a) No ___ (b) Yes ___, Which (1)__________________________________________ _____ (2)_______________________________ ________________ Que. 3 What is the reason behind approaching other port although you have ABGKCT PL nearby? (a) Services from ABGKCTPL___ (b) Lack of availability connectivity o f ABGKCTPL to hinterland___ (c) Lack of equipments at ABGKCTPL___ (d) Cost of handling and storin g___ Que. 4 What did you think ABGKCTPL is able to devolve as a container port? (a) Yes, Why? ____________________________________________________________ (b) NO, Why? ___________________________________________________________ (c) Cant say any thing ______ Que. 5 What is your plan to expand your Business? (a) ______________________________________________________________________ (b) ______________________________________________________________________ Que. 6 How much container your company handled in past 3 year? -How much via ABGKCTPL? -How much via other port.? Que.7 From/To which country mainly your company dealing? 1, 2. 3. 4. Que. 8 By integrating different shipping companies within hinterland of ABGKCTPL , Is it possible to start new route from ABGKCTPL & do more business at ch eapest rate. What is your opinion about this? Is it possible? If No, than Why... Que. 9 Do you feel that ABGKCTPL hinterland road connectivity should more strong ? Yes/no Please give reason. Que. 10 Are sufficient ICD/CFS available within ABGKCTPL hinterland or not? Yes/no If No than where it should be? Que. 11 What ABGKCTPL should do to get more business.? (a). New equipments (b). Marketing (c). Other....... Que. 12 What type of inconvenient you are facing while dealing with ABGKCTPL? (a).Time consuming process(loading/unloading) (b). Tariff (c). Other........ Que.13 what are the main reason that why ABGKCTPL cannot compete JNPT/NSICT/MCT? Ans.......... Que. 14 Any other suggestions for ABGKCTPL to increase its services? (a) __________________________________________________________________ __ (b) __________________________________________________________________ __ Is there rail line available in ABGKCTL?

No. of reefer plugs backup area for contingency reason for under utilization major problems faced by ABGKCTL in current situation major things to be considered during yard planning

CHAPTER 4 BULK CARGO 4.1 Existing Infrastructure Kandla Port has 10 berths for Bulk handling. Bulk cargo berths Berth No. DWT Draft (In mtrs.) 1 45000 9.8 2 45000 9.8 3 45000 9.8 4 45000 9.8 5 35000 9.1 6 35000 9.1 7 50000 11.5 8 55000 12.5 9 55000 12 10 55000 12 11 65000 12.5 12 65000 12.5

2.

Equipments for Bulk Cargo handling are as under: 12 Wharf Cranes: 2 of 12 Tons 4 of 16 Tons 6 of 25 Tons The rated capacity of 16 tons The rated capacity of 25 tones 12 tonnes capacity cranes are working on berth No. 16 tonnes capacity cranes are working on berth No. 25 tonnes capacity cranes are working on berth No.

crane crane 6 and 1, 2, 3, 4,

is 400MT/hour. is 600MT/hour. 8. 7 and 9. 5, 10, 11 and 1

7 Forklift Truck, Toplift Truck and Research Staker out of which 1 Forklift is of 5 tonne capacity, 4 Forklifts are of 3 tonne capacity and 2 Forklifts are of 2.5 tonne capacity 3 Tractors 1 Trailer 2 Pay Loaders 9 Weighbridges 2 Weighbridges of 40 MT capacities. 1 Weighbridge of 50MTcapacity. 1 Weighbridge of 60MTcapacities. 2 Weighbridges of SOMT capacity. 3 Weighbridges 100 MT capacities GRAB BUCKET USED IN KANDLA PORT GIVEN BELOW:SL. NO. TYPE QUANTITY TON 1 CAM SHELL(TRANSVERSE) 2 CAM SHELL(TRANSVERSE) 3 CAM SHELL(LONGITUDNAL) 4 CAM SHELL(LONGITUDNAL) TRUST FOR LOADING / UNLOADING OF BULK CARGOES AS CAPACITY M3 3 4 2 2 9CPM 16CPM 5CPM 6CPM WEIGHT 6.5 10.4 4.5 5.4 MBECL MBECL MUKAND LTD. MUKAND LTD

5 6 7 8

CAM CAM CAM CAM

SHELL(LONGITUDNAL) SHELL(LONGITUDNAL) SHELL(LONGITUDNAL) SHELL(LONGITUDNAL)

2 2 3 3

8CPM 10CPM 14CPM 18CPM

4.8 6 8.5 11

MUKAND LTD MUKAND LTD TIL LTD. KPT(ITALGRU)

Storage Facilities Sr. No. Description No. 1 Warehouse 30 2 Open Storage Space

Area (Sq. Mtrs.) Capacity in MTs 1.44 Lakhs 3.83 Lakhs 10.56 Lakhs 23.42 Lakhs

4.2 Machinery Utilisation Report

Machineries Available at Major Ports:

Machinery Availability and Utilisation at Kandla Port Trust From September 2010 to August 2011 CRANES FORKLIFTS, PAY LOADER AND TRACTOR MONTHS AVAIBILITY (Ministry Norm 90%) UTILISATION (Ministry Norm 35%) AVAIBILITY (Ministry Norm 90%) UTILISATION (Ministry Norm 35%) September 83.25% 56.13% 91.25% 42.40% Octomber 78.09% 59.48% 89.19% 59.17% November 83.40% 63.93% 89% 51.07% December 74.95% 68% 89.39% 49.10%

January 89.26% February March 95.62% April 97% May 97.15% June 96.93% July 89.85% August 89.43% TOTAL 975.49 Average 81.29%

64.52% 90.41% 59.16% 76.56% 71.76% 66.10% 71.88% 64.97% 785.68 65.47%

89.54% 63.19% 86% 88.98% 83.51% 86.36% 85.93% 90.17% 1050.63 87.55%

49.53% 81.31% 45.48% 51.93% 48% 50.62% 47.60% 42.17% 69.20% 606.27 50.52%

4.3 Export Import

4.4 Future Projects Development of 13th multipurpose cargo berth which will cost Rs. 188 crores and will have capacity of 2 MMTPA. Development of 14th to 16th multipurpose cargo berth which will cost Rs. 567.5 c rores and will have capacity of 6 MMTPA. Creation of berthing and allied facilities of Tekra near Tuna which will cost 1136.63 and it will have capacity of 12 MMTPA. Development of Barge jetty at Bunder Basin which will cost Rs. 109.59 crores an d it will have capacity of 3.22 MMTPA. Additional Barge jetty at Tuna Port which will cost Rs. 22 crores and it will ha ve capacity of 1.5 MMTPA. 4.5 Future Projections YEAR IRON ORE THERMAL COAL COOKING COAL FIN. FERT FRM DRY MISC STEEL FOOD GRAIN OTHR MISC 2010-11 7.5 24 8.05 51.5 7.5 190.7 22.02 8 110.98 2011-12 7.5 24.2 8.07 51.5 7.5 193.31 22.2 8.1 111.7 2012-13 7.5 24.4 8.09 51.5 7.5 200.88 26.5 9.1 115.9 2013-14 7.5 46.5 10.1 68.9 7.6 221.78 28.5 10 131.2 2014-15 7.5 66.9 12.1 75.2 7.7 247.38 33.4 12.5 149.4 2015-16 7.5 87.2 14.1 80.5 7.8 270.88 38.2 14.9 165.7 2016-17 7.7 107.5 16.1 88.4 7.9 311.78 43.2 21.3 191.9

2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28 2028-29 2029-30

7.9 8.2 8.5 8.8 8.8 9.1 9.1 9.5 9.5 10 10 10.6 11.2

125.3 135.6 137.1 164.5 197.4 236.88 284.26 341.1 409.3 491.18 589.4 707.3 848

18.1 19.1 20.1 21.9 23.88 26 28.37 30.9 33.7 36.74 40 43.6 47.43

95.3 99.2 144.5 163.28 184 208 235 266.2 302.2 339.95 384 434 490.5

8 8 8 8.05 8.11 8.17 8.22 8.28 8.34 8.4 8.45 8.5 8.58

339.18 366.58 503.98 554.37 609.8 670.7 737.8 811.65 892.8 982.1 1080.3 1188.3 1307.1

44.6 46 57.5 63.25 69.57 76.53 84.18 92.6 101.86 118.4 138.5 162 189.6

26.6 31.9 39.2 46.15 54 63.18 73.92 86.49 101.1 118.4 138.5 162 189.6

209.4 227 299.2 329 362 398.2 438 481 530 583 641 705 776

4.6 International Trend

4.7 Analysis The changes in international trends of Bulk cargo is due to the effect of recces sion in last 2 years. Soya export is decreased beacause of the heavy vessel traffic. The import of DAP and export of Soya are deacresed beacause of lack of handling facilities at KPT and as the result the business of Soya and DAP are moved to ot her ports. 4.8 Findings KPT faces heavy vessel traffic problem in Bulk cargo. More capacity cranes and other equipments are not available for loading/unloadin g work. Less macinery efficiency. Storage area is not manitained properly. Shortage of storage area. Drannage system at Kaccha and Pakka Yard are not maintained well. Poor road netwotk within the port. 4.9 Suggestions Steps to be taken to prevent pollution. New machineries with more capacity. Public Relation department should be maintained more properly. Safety Rules and security inside the port area should also be maintained properl y. Yard maintenance and road maintenance are must be required to prevent accidents at the port area. Waste management should also be done. Steps should be taken to increase the storage facilities for specific commodity. For prevention of heavy vessel traffic KPT should increase the berths.

CHAPTER 5 SWOT ANALYSIS

CONCLUSION The internship at Kandla Port Trust has increased our work potential and confide nce level. The tenure was a fruitful one filled with every day contingencies whi ch taught a new lesson and gave a new experience each day. The output of such a n experience and learning is this repot. This can be further used for any other research to benefit the organization. BIBLIOGRAPHY Old Annual Reports The Petroleum Act, 1934 OISD Standards Log sheet of Cranes www.kandlaporttrust.org www.wikipedia.com www.shipping.nic.in www.ministryofshipping.com www.ipa.nic.in www.imo.org

1.9