CARGO HANDLING IN VISHAKHAPATNAM PORT TRUST’

‘PROJECT REPORT’

Submitted for the partial fulfillment of the

requirement for the award of degree of
MASTER OF BUSINESS ADMINISTRATION
(INTERNATIONAL TRANSPORTATION AND
LOGISTICS)

Submitted by

ANKIT
VERMA
1804305004

SCHOOL OF MARITIME MANAGEMENT ,

INDIAN MARITIME UNIVERSITY

VISAKHAPATNAM CAMPUS
VISAKHAPATNAM

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2
 DECLARATION

I ANKIT VERMA Reg. no(1804305004.), a bonafide student of M.B.A (International

Transportation and logistics management) School of maritime management at Indian
Maritime University Visakhapatnam campus, Visakhapatnam. I also declare that the present
report is based on the above Internship training and is my original work. The content of this
project has not been submitted to any other university either in part or full to attain any
degree, diploma or fellowship.

Place:…………………

Date :………………… ANKIT VERMA

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 ACCKNOWLEDGEMENT

The success and final outcome of this into project report required a lot of guidance and
assistance from many people and I am extremely privileged to have got this all along the
completion of my project. All that I have done is only due to such supervision and assistance
and I would not forget to thank them.

I owe my deep gratitude to our Project Guide Dr. J.S Durga Prasad, Sir who took keen interest on my
Project work and guided us all along till the completion of by providing all the necessary for the
development of good system.

I heartily thankfully to Dr.N. Bhanu Prakash Head of Department (HOD) , School of Maritime
Management for his guidance and suggestion during this project work.

I would not forget to remember Dr. Harichandran Sir, Secretary of VPT for their encouragement and
moreover for their timely support and guidance till the completion of the report.

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 CONTENT
CHAPTER 1: INTRODUCTION
1.1 Maritime Industry……………………………………………….
1.2 Objectives of Maritime Industry…………………………….......
1.3 Maritime Growth Globally………………………………………
1.4 Maritime Growth in Future………………………………………
1.5 Limitation………………………………………………………...

CHAPTER 2: COMPANY PROFILE

2.1 Organization Profile………………………………………………...
2.2 Organization Chart………………………………………………….

CHAPTER 3: PORT FACILITY

3.1 East side Coast……………………………………………………….
3.2 West side Coast………………………………………………………
3.3Classification of Ports………………………………………...............
3.5 Cargo Handling……………………………………………………….
3.6 Types of Goods/Cargo in Vishakhapatnam…………………………..
3.7 Types of Cargo Handling Equipment’s……………………………….

CHAPTER 4 : ANALYSIS
4.1 Trustee Report…………………………………………………………
4.2 Operational Performance………………………………………….......
4.3 Efficiency Parameter…………………………………………………..
4.4 Financial Performance…………………………………………………

CHAPTER 5: OBSERVATION
5.1 Executive Summary…………………………………………………..
5.2 Finding………………………………………………………………...
5.3 Solution………………………………………………………………..
5.4 Conclusion……………………………………………………………..

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 LIST OF TABLES AND FIGURES

S. No Figure Detail
Fig Maritime : An Overview
1.1.1
Fig. Maritime at Global level : An Overview
1.1.3
Fig Maritime Futuristic Growth at Global
1.1.4
Fig. VPT Natueal Harbour : At a Glance
2.1.1
Fig Organisation Structure of Visakhapatnam Port
2.1.2
Fig Cargo Handling at: A Global Level
2.1.3

Fig:3.2 VPT Lay MAP

.1
Table Inner Harbour – East Side Berth Details
3.2.2
Table Inner Harbour – West Side Berth Details
3.2.3
Table Outer Harbour Berth Details
3.2.4
Fig List of ports of India
1.3.5

Fig Types of Goods/Cargo used in Vizag : ( Alumina, Iron-ore & Pallet, Cooking & Steaming coal,
3.2.6 Container)

Fig Cargo Handling Equipment’s

3.2.7
a) Rubber Tyre Gantry Crane (RTGC)
b) Rail Mountain Gantry Crane (RMGC)
c) Reach Stackers

Chart Cargo trend from last 3 consecutive years

4.1.1
Tab
Details of export, import & transhipment
4.1.2

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Tab
Category-wise traffic
4.1.3
Tab PBD: Pre Berthing Detention, TRT: Turn Round Time, OSBD: output per ship berthday
4.1.4
Tab Commodity-wise detail of output per ship berth (OSBD) average
4.1.5

CHAPTER 1

INTRODUCTION TO MARITIME INDUSTRY

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 1.1 INTRODUCTION

Maritime: The industry which most everything connected to the sea or waterways
throughout the world, especially in relation to navigation, shipping and marine engineering.
The industry has a direct impact on much of our everyday lives. Think about the oil that
powers our cars, many of our vehicles, our electronics, the coffee we drink, foods we eat and
the clothes we wear... most come from overseas.
The maritime industry attracts new employees on a regular basis. In order to assist with
their smooth integration into the maritime world and to help them to function more
effectively more quickly, Maritime Academy offers this introductory course for
newcomers into the business. Previous participants have found it a very useful initiation
and were quickly able to assimilate much of the new terminology and gain a clearer
understanding of their new working environment.
The course kicks off with an overview of some of the key players in the maritime world –
the shipping company, its structure, the ship, the crew, different types of cargo and
agreements.
On the second day major regulations and conventions regarding ship safety, security and
the protection of the marine environment are introduced.
Practical case studies are used to check that key points have been understood and there are
plenty of opportunities for discussion and questions. Where possible the course will also
include a visit on board a real ship.

Area to Focus

o Shipping companies: structure and responsibilities

o Ships: types of ships (incl. Offshore vessels) , ship dimensions, hull, machinery,
safety equipment, load line and tonnage measurement
o The crew: qualification and manning of ships (acc. STCWThe

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o

1.2 MARETIME CLASSIFICATIO

1. SOLAS : Safety of Life at Sea

2. I.S.P.S : International Ship and Port Facility
3. STCW : International Convention on Standard of Training Certification and
Watch keeping For Seafarers.
4. MARPOLE

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 1. SOLAS : The word SOLAS is an abbreviation and SOLAS full form is “Safety Of
Life At Sea”, an international maritime treaty, also known as SOLAS Convention or
International Convention for the Safety of Life at Sea (SOLAS), which establishes the
least safety measures in the construction, equipment and operation of merchant ships.

IMO SOLAS 74, the last adopted revised convention of 1974, includes a number of
regulations under different SOLAS chapters, which deals with safety precautions and safety
procedures starting from the construction of the ship to real emergency like – “Abandon
Ship”.  The convention is updated to meet the safety norms in the modern shipping industry
from time to time.

14 CHAPTEERS OF SOLAS

Chapter I – General Provisions: Surveys and certification of all the safety items etc. are
included.

Chapter II-1 – Construction – Subdivision and stability, machinery and electrical

installations:  Deals with watertight integrity of the ship, especially for passenger vessel.

Chapter II-2 – Fire protection, fire detection and fire extinction: This chapter elaborates
the means and measure for fire protection in accommodation, cargo spaces and engine room
for the passenger, cargo and tanker ship.

Chapter III – Life-saving appliances and arrangements: All the life-saving appliances and
there use in different situations is described.

Chapter IV – Radio communications: Includes requirements of

GMDSS, SART, EPIRB etc. for cargo and passenger vessel.

Chapter V – Safety of navigation: This chapter deals with all the seagoing vessels of all
sizes, from boats to VLCCs, and includes passage, planning, navigation, distress signal etc.

Chapter VI – Carriage of Cargoes: This chapter defines storage and securing of different

types of cargo and containers, but does not include oil and gas cargo.

Chapter VII – Carriage of dangerous goods: Defines the International Maritime Goods

Code for storage and transportation of dangerous goods.

Chapter VIII – Nuclear ships: The code of safety for a nuclear-propelled ship is stated in
this chapter.

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Chapter IX – Management for the Safe Operation of Ships: The International Safety
Management code for ship owner and the operator is described clearly.

Chapter X – Safety measures for high-speed craft: safety code for the high-speed craft is
explained.

Chapter XI-1 & 2– Special measures to enhance maritime safety: Special and enhanced
survey for safe operation, other operational requirements and ISPS code is briefed in this
chapter.

Chapter XII – Additional safety measures for bulk carriers: Includes safety requirement
for above 150 meters’ length bulk carrier.

Chapter XIII – Verification of Compliance

Chapter XIV -Safety Measures for Ships Operating in Polar Waters

2. INTERNATIONAL SHIP AND PORT FACILITY (ISPS)

SPS or the International Ship and Port Facility Security Code is an essential maritime
regulation for the safety and security of ships, ports, cargo and crew.

The biggest challenge the world is facing today is fighting terrorism. There have been many
events in the history lately involving terrorist attacks in different parts of the world in
different forms. But the most gruesome of all – September 11 terrorist attack on the twin
towers (World Trade Centre) proved that the national and international security was on stake.

MARSEC Level 1 is the normal level that the ship or port facility operates at on a daily
basis. Level 1 ensures that security personnel maintain minimum appropriate security 24/7.

MARSEC Level 2 is a heightened level for a time period during a security risk that has
become visible to security personnel. Appropriate additional measures will be conducted
during this security level.

MARSEC Level 3 will include additional security measures for an incident that is
forthcoming or has already occurred that must be maintained for a limited time frame. The
security measure must be attended to although there might not be a specific target that has yet
been identified

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 1.3 MARETIME AT GLOBAL LEVL

The international shipping industry is responsible for the carriage of around 90%
Shipping is the life blood of the global economy. Without shipping, intercontinental trade, the
bulk transport of raw materials, and the import/export of affordable food and manufactured
goods would simply not be possible.

Seaborne trade continues to expand, bringing benefits for consumers across the world
through competitive freight costs. Thanks to the growing efficiency of shipping as a mode of
transport and increased economic liberalisation, the prospects for the industry's further
growth continue to be strong.

There are over 50,000 merchant ships trading internationally, transporting every kind of
cargo. The world fleet is registered in over 150 nations, and manned by over a million
seafarers of virtually every nationality.

Ships are technically sophisticated, high value assets (larger hi-tech vessels can cost over US
$200 million to build), and the operation of merchant ships generates an estimated annual

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income of over half a trillion US Dollars in freight rates.

Fig. 1.1.3 : Maritime at Global level : An Overview

1.4 FUTURISTIC GROWTH OF MARETIME AT GLOBAL LEVEL

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The world is changing rapidly, as is the shipping industry. There is an increased focus on
boosting the green image of shipping, as well as improving efficiency through emerging
technologies. The commercial shipping industry has constantly been evolving with a lot of
pushes for innovations. Even the past few years have been particularly interesting. Trends
such as environmental protection and globalization have changed the landscape of the
industry and will continue to influence it for the foreseeable future. These changes are
making the commercial shipping industry a lot more exciting with new challenges and
innovations for workers in the industry to take on.
Bigger and Better Ships

Nowadays, there are quite a few big behemoths transporting containers by sea. If you are in
the shipping industry or are interested in ships, in general, you probably know some examples
of large container ships. The Barzun, MSC Oscar, and the Magleby Maersk are all massive
behemoths, with lengths over a thousand feet and cargos that would typically require over
5000 trucks to carry.

Container ships have gotten much bigger, better, and improved over the last few years, and
this trend looks set to continue. Every year, there are new plans and designs for megaships
that are larger than what’s currently available. The rise of containerization and automation
has created this trend because of the quicker discharging and loading of vessels.

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Increased Specialization Not too long ago, containers seemed to be the only reasonable way
of transporting cargo. Everyone seemed to target the container trade. Today, however, we can
see that there is more investment in specialized ships that transport difficult cargos. This
trend can be observed in the transportation of refrigerated cargo, chemicals, and heavy
machinery, such as cars and trucks. There are even extremely specialized ships that are built
specifically for transporting windmill parts. As a result, shipping crews now have specialized
knowledge about their ships and cargo.

Eco-friendly
Just like it is in most industries today, and even in many facets of everyday life, there is an
increasing focus on environmental friendliness. As the ships get larger and more efficient,
there is also continuous innovation that focuses on reducing the environmental footprint of
container ships.

Various improvements are being made to reduce carbon and sulphur emissions, and also to
improve the performance of propellers and engines. These innovations are just the beginning
of the green revolution in commercial shipping, as even more advanced innovations are in the
works for a more environmentally friendly industry.

Data Analytics

There is an increasing amount of data being gathered in shipping operations: accident data,
cargo data, weather data, etc. This data is being analysed and used to make shipping
operations more efficient.

The technology used for big data analytics has evolved rapidly. This has given shipping
companies the ability to discover correlations in the data through the use of advanced
algorithms. Spotting these correlations is helping shipping companies make better decisions
regarding their operations. Although there are so many benefits of having data and improved
analytics, there’s also the issue of security. Commercial shipping operations are going to see
an increased need for cyber security and data protection.

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 Advantage Disadvantage

Shipping containers can also be used for Shipping industry takes long time to
further transportation by road or rail. deliver the cargoes than the other mean

Large volumes at low costs - a freight Basic freight rates are subject to fuel and
forwarder can consolidate consignments to currency surcharge.
reduce costs.

1.5 LIMITATIONS OF CARGO HANDLING

o Stability calculations and where applicable, stress calculation should should be

performed for the current cargo operations.
o The cargo watch officers should perform the stress and stability calculation at least
once a watch.
o If the is inefficient for cargo handling equipment’s, then there No’, unless there is
satisfactory proof that the vessel is free of inherent stability problems.
o If cargo tanks are fitted with centre line bulkhead valves, these should normally be
kept closed and only used for levelling. No more than 50% of the valves should be
open at any more one.

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 CHAPTER -2

ORGANIZATION PROFILE

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 2. ORGANISATIONAL PROFILE –
Visakhapatnam Port Trust (VPT)
The Major Ports in India are under the complete control of the Central
Government. They are administered under the "Indian Ports Act, 1908" and "Major Port
Trusts Act, 1963". The control and operation of shipping services and conservancy of the
ports are regulated under the provisions of Indian Port Act, 1908 and the administration,
control and operation of Cargo handling services are regulated under Major Port Trusts Act,
1963. The Major Ports are managed by the Port Trusts created by the Central Government
under the Major Port Trusts Act of 1963. The Port Trust is defined "as a body corporate
having perpetual succession and a common seal with power to acquire, hold or dispose of
property and it may by the name by which it is constituted sue or to be sued".

Board of Trustees

Chairman

Deputy Chairman

General Civil Traffic Mechanical

Administrative Engineering Department Engineering
Department Department Department

Central Marine Medical

Accounts Department Department
Department

(Fig 2. Organisation Structure of Visakhapatnam Port)32

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 The administration of the Vishakhapatnam Port is vested by the Board of Trustees set
up under the Major Port Trust Act of 1963. The Trustees are nominated so as to ensure
representation of all interested parties. Besides the chairman who is the Chief Executive of
the Port, and the Deputy Chairman, there are several Ex-Major Port Trust Act, 1963, Section
5 Official members representing Government of India, Government of Andhra Pradesh,
Municipal Council of Vishakhapatnam, Customs as well as representatives of shippers,
shipping lines, steamer agents, clearing and forwarding agents, workers railways, Food
Corporation of India, and other major clients. The day to day administration of the port is
under the functional departments under the authority of Chairman who is the Chief Executive
of the organisation. The entire administration of the Port Trust has been split up into different
departments as shown in Fig 2. The following are the important departments in the
Vishakhapatnam Port Trust organisation.

2.1GENERAL ADMINISTRATIVE DEPARTMENT

This department discharges the functions relating to administrative policies, public relations,
Industrial problems etc. The Chief of this department is designated as "Secretary”. The
secretary is assisted by Deputy Secretary (Administration), Deputy Secretary (Estate), Deputy
Secretary (Establishment), Deputy Director (Planning Research), Law officer, Industrial
Relations officer, Chief Vigilance officer, Public Relations officer and Hindi officer. The
training cell under this department is in charge of the training activities in the organisation the
purpose of this department is to establish, document, implement, and maintain. It also aims to
enhance customer satisfaction through effective application of technical system, including the
process of continuous improvement.

Functions:

 Arrange manpower requirements.

 Labour welfare measures.
 Settlement of labour disputes.
 Appointments, Transfers, Promotions etc.
 Conveying meetings of the board of trustees and its sub committees.

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  Preparation of agenda for the meetings and follow-up action taken for previous
decisions.
 Public relations.
 Managing port land and allotment of quarters performing preventive vigilance
measures.
 Implementation of the official language.
 Compiling of statistics related to vessel and cargo.
 Training and development of staff

Services:

 Personnel administration and grievances.

 Public relations.
 Allotment of land.
 Issuance of annual pass for vehicles.

Sub-Departments:

 Planning and Research division

 Labour division
 Estate division
 Vigilance
 Central industrial security force(CISF)

Planning and Research division: The main activity undertaken involves preparation of
annual five year plan, projection of traffic through statistical collection, analysis,
interpretation of data related to shipping and port operations.

Labour division: The main activity of this division is implementation of various welfare
measures for the benefit of labourers and organising meetings with unions.

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Estate divisions: All matters relating to the land, building and other estates of the port are
dealt by this department.

Vigilance: The function of this department is vigilance inquiry.

Central industrial security force: The force is entrusted with the safety and security of vital
installations of the port.

2.2 CENTRAL ACCOUNTS DEPARTMENT

This department is headed by the financial adviser and chief accounts

officer. The main functions of this department are accounting and auditing of all financial
transactions of the board, interpretation of rules regulations and by-laws besides advisory
functions on financial and establishment matters and monetary transactions of the board. The
accounts department comprises of two main branches - Revenue branch and engineering
branch. The financial advisor and the chief accounts officer plans and mobilize the resources
for plan schemes. He is also in charge of planning the investments of surplus funds of the port
including provident fund and pension fund.

Functions:

 To give financial advice on various matters of the administration of the port.

 Custodian and accounting of receipts and expenditure from the port fund
 Compilation of budget estimates of financial statements.
 Pre-audit and checking of bills as an instrument of control.
 Financial and budgetary control.
 Payment of salary, pension and other dues to the employees.
 Accounting of expenditure on works.
 Issue of bills towards cost of service rendered by the port and recovery of amour due.
 Costing of service and operations to facilitate to cost control Tariff fixation

2.3 CIVIL ENGINEERING DEPARTMENT

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The chief engineer is the head of the department. It is mainly concerned with Engineering and
Construction works, project, stores management etc.

Functions:

 Maintenance and development of general conservancy of the port from the civil
engineering point of view.
 Implementation of new scheme in consultation with the other departments for
providing port facilities to cope with the needs of trade.
 Civil construction work and maintenance of the port structures.
 Sanitation of port area and water supply.
 Preparation of estimates of new work and award of contact for the new contract work.
 Beautification of port area.
 Dredging for the maintenance of navigational channels.

2.4 MECHANICAL ENGINEERING DEPARTMENT

This department is headed by chief mechanical engineer. This

department consist of electrical, mechanical, marine electronics divisions and its main
functions are power supply, water supply, lighting, mechanized oil handling plant, highly
sophisticated oil handling facilities, cargo handling equipment like RTG, RMG, Gantry
crane, spreader, Straddle carrier, Top Lifter, Side Loader, Stack Train.

Functions:

 They are responsible for procurement, supply, maintenance and operation of all cargo
handling equipment’s and procurement and maintenance of flotilla required by the
port.
 Maintenance of equipment and floating crafts.
 Procurement and distribution of electricity

2.5 TRAFFIC DEPARTMENT

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 The traffic department is headed by the Traffic Manager (TM). The
main functions of this department includes collection of port dues, attending to proper
receipts, booking and dispatch of all goods by rail into the harbour, attending to proper
receipts and delivery of all import and export cargo handled and taken charge of by the trust ,
handling containerized cargo at container terminal, allotment of berths to vessels, controlling
and monitoring of landing and shipment of goods at such places as are allotted for the
purpose, handling of cargo from vessels and arranging for embarkation/disembarkation of
passengers from and into vessels. Control over entry and exit points of imports and exports
cargoes and rail/road weighbridges, control and management of wharfs, transit sheds and
warehouses, control of cargo handling operation, arranging water supply to ships in the port
and collection of charges thereafter

.The services provided by the traffic department are:

A) Allotment of berth to Cargo, Cruise vessels and Passenger ferries

Berthing Meeting is conducted on all working days under the Chairmanship of Traffic
Manager along with Harbour Master for planning the berthing and sailing of all vessels
calling at Vishakhapatnam Port. This meeting is attended by the port users who are handling
ships. Berths are allotted as per priority in accordance with the Government guidelines.

B) Cargo handling operations at wharfs

Vishakhapatnam Port facilitates handling of general cargo at wharfs through supply of Port
Labour and shore equipment to the stevedores. Liquid bulk is handled at specified berths
whereas containers are handled by M/s VCTPL at the licensed terminal. Various qualities
have been set for the services rendered, which are monitored on a regular basis.

C) Receipt, Storage and Delivery of cargo from ports storage spaces

Cargos are stored at various open and covered notified storage spaces. Import cargos are
delivered to the consignee or then representatives after complying necessary Customs and
Port formalities. Export cargos are received for stuffing into containers at the CFS and also
for non-containerized shipment the cargo is received at inner harbour and outer harbour for

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stacking. Vast area of open and covered non-bonded storage space is also available outside
the harbour area for stacking cargo.

D) Recommending the issue of pass to various areas

Yearly, monthly, weekly and daily passes are issued to Port users from Visakhapatnam Port
CISF Pass Section after due recommendation from the Traffic Department. A single window
facility is available at the pass section inside the TM’s office. where officials from Traffic,
Accounts and CISF are available under one roof to issue permits. The single window facility
inside the TM’s office also caters to the permission issuance for hunker supply to ships.

E) Management of Port Operation System (POS) module

Vishakhapatnam Port operates fully under the ERP Environment. Both vessel and cargo
operations are handled in POS module. Port users can get registered in the Port Community
System their online application for services can be processed by the Vishakhapatnam Port on
real time basis.

F) Licensing of temporary storage area Temporary license is issued for stacking cargo at
open/covered storage space on weekly basis.

2.6 MARINE DEPARTMENT

This department is in charge of pilotage, dredging fire service

and port conservancy. The Chief of this department is deputy conservator. The deputy
conservator is assisted by a harbourmaster, dock masters, dredging superintendent and marine
engineers. The main functions of this department are entering and clearing of vessels, their
piloting, berthing movements and their safety within the Port, taking precautions when the
port is threatened by storm, enquiry of ship casualties, issue of entry and clearance
certificates, preparation of marine service bills, collection of port charges and watching the

24
outstanding dues in coordination with the accounts department, licensing of crafts under the
harbour crafts rule, fire fighting, navigation, conservancy, maintenance of floating crafts, etc.

Functions:

 It mainly maintains the marine conservancy of the port. The piloting of the vessels in
and out of the port, Hydro graphic survey, dredging operation fire services, licensing
of harbour crafts, single station including the operations and maintenance of the
tanker terminals and of electronic equipment like VHF etc. are the responsibilities of
the marine department.
 Pollution control.
 All harbour flotilla like tugs, launches, dredgers are operated by the marine
department.

2.7 MEDICAL DEPARTMENT

The Chief medical officer is the head of the medical

department. The department is running and maintaining the Visakhapatnam port hospital. The
main function of this department is to provide proper medical treatment to the trusts
employees and their eligible family members and also ensure proper healthcare and family
welfare of the Visakhapatnam port trust employees

Functions:

 This department provides medical facilities for the officers and staff of the port trust
as well as their families.
 Self-contained dispensary functioning at the port workshop and 6 first aid boxes
located at different operational areas of the port trust.

25
  The port has a hospital with 150 beds and is also capable of providing modern
medical facilities to the patients.
 Manages and runs a nursing college.

\2.8 CIVIL PROJECT AND FISHERIES HARBOUR:

 Execution of Civil projects and Contract Dredging.

 Maintenance of fishing harbour.

2.9 CONTROLLER OF STORES DEPARTMENT

This department is headed by the controller of stores and works

in close ties with the mechanical and electrical engineering department for replenishment of
spares.

Functions:

 Purchase, storage and issue of materials

 Disposal of condemned and surplus.

26
27
 CHAPTER -3

VISHAKHAPATNAM PORT FACILITY

28
 3.1 PORT FACILITY

Fig:3.2.1 VPT Lay MAP

Number of Berth 27
Electric of Waft Crane 4
Shipping tugs
Port 2, Private 6 8
Storage facilities (Dry)
Port Owned (Lakh sq. km)
Covered 0.28
Open Area Within Custom 1.94
Open Area Outside Custom 10.43
Traffic No. of T.E.U. handled 308,624
No. of ship sailed 2015
G.R.T of ship sailed (in million) 60.96

29
 Feature Inner Harbour Outer Harbour
Water Spread (Hectares) 100 200
Berths 18 6
Max. Draft(Mtrs.) 14.5 18.10
Max. length (Mtrs.) Panamax Cape Size
(Table 3.1 Harbour Facilities in Visakhapatnam Port

3.2 Inner Harbour – East Side

The below Table 3.2.1 shows the details of Berths functioning in East Side of the Inner
Harbour. The East Inner side consists of 8 Berths, out of which EQ-3, EQ-4, EQ-5, EQ-6 and
EQ-7 are Port owned and the rest are operated by private parties (EQ-1, EQ-8and EQ-9).
Refer Remarks column in the below Table.

Permissible  Berth length
Berth Name Remarks
draft (m) (m)
For Steam Coal - M/s Adani
SEast Quay – 1 14.50 280.00
Visakhapatnam Coal Terminal
East Quay – 3 10.06 167.64 Multipurpose
East Quay – 4 10.06 231.00 Multipurpose
East Quay – 5 11.00 167.64 Multipurpose
East Quay – 6 11.00 182.90 Multipurpose
East Quay – 7 11.00 255.00 Multipurpose
Visakhapatnam Sea Ports Pvt Ltd.
East Quay – 8 14.00 255.00
(Multipurpose)
Visakhapatnam Sea Ports Pvt Ltd.
East Quay – 9 11.00 255.00
(Multipurpose)
(Table 3.2.2 Inner Harbour – East Side Berth Details)

3.3 Inner Harbour – West Side The Below Table 3.2.2 shows the details of Berths
functioning in West Side of the Inner harbour. The West Inner side consists of 10 Berths, out
of which WQ-1, WQ-2, WQ-3, WQ-4, WQ-5, OR-1, OR-2and RE WQ-1 are Port owned and
the rest are operated by private parties (WQ-6 and Fertilizer Berth). Refer Remarks column in
the below Table.

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 Permissible  Berth length
Berth Name Remarks
draft (m) (m)
West Quay – 1 13.00 212.00 Multipurpose
West Quay – 2 13.00 226.70 Multipurpose
West Quay – 3 13.00 201.12 Multipurpose
West Quay – 4 11.00 243.00 Multipurpose
West Quay – 5 11.00 241.70 Multipurpose
For Bulk Cargo - West Quay
West Quay – 6 11.00 255.00
Multiport Pvt. Ltd.
OR-1 10.06 183.00 POL / Chemicals
OR-2 9.75 183.00 POL / Chemicals
Captive Berth - Coromandel
Fertilizer Berth 10.06 173.13
Fertilizers Limited
RE WQ - 1
11.00 170.00 Multipurpose
(Return End)
(Table 3.2.3 Inner Harbour – West Side Berth Details

3.4 Outer Harbour

The Outer Harbour consists of 6 Berths and a SPM (Single Point Mooring) facility. Only the
OSTT and LPG Berths are: Port owned. Details as given in Fig 3.2.3.

31
 Permissible draf Berth length
Berth Name Remarks
t (m) (m)
VGCB
Private terminal for
(Vaisakha General 18.10 356.00
Coking Coal
Cargo Berth)
OB - 1
16.50 270.00 For Iron Ore – ESSAR
(Ore Berth)
OB - 2
16.50 270.00 For Iron Ore – ESSAR
(Ore Berth)
OSTT
Crude Oil/Petroleum
(Off Shore 17.00 408.00
Products
Tanker Terminal)
LPG / Petroleum
LPG 14.00 370.92
products
VCT JV between DP World
14.50 451.00
(Container Terminal) and J M Boxy Group
SPM M/s HPCL Vaisakhi
22.00 -
(Single Point Mooring) Refinery
(Table 3.2.4 Outer Harbour Berth Details)

32
HANDLING FACILITIES

Iron Ore & Pellets

Functioning of the Mechanical ore handling plant known as ore

handling complex comprises of the receiving system and the shipping system. The ore
received through wagons is tippled and conveyed to the stacker for stacking in the receiving
system. The receiving system consists of three wagons tipplers (one twin wagon tippler of
2700 TPH cap. and another tippler of 3000 TPH capacity) to tipple the wagons. The shipping
system reclaims the cargo from the stacks and conveys through the conveyors to the ship
loader for loading into the ships’ hatches.

The system consists of 3 bucket wheel declaimers 4000 tonnes per

hour capacity, a long overhead conveyor system (4.8 kms – one way), a surge in of 2000
tonnes capacity and a ship loader with a assigned capacity to load iron ore at 8000 tonnes per
hour. This ship loader which moves on rails can negotiate a 2100 turn and can dip deep into
the hatch of a ship. The loading conveyors (7 nos.) are all overhead conveyors running at
about 10 to 12 metres above ground level. The conveyors are supported by means of a pre-
cast RCC frames founded on piles. The pre-cast frames are spaced at about 20.0 m c/c, a
walkway of 1.0 m wide is also provided alongside of the conveyor for attending to
maintenance. The conveyor is designed to run at a speed of 210 metres/min.

Coking Coal Facilities

A deep draft berth in outer harbour (General-cum-Bulk cargo berth)

with a quay Length of 356 meters to handle vessels of draft up to 14.5 meters is available for
handling imported coking coal. The berth is capable of handling 100,00 DWT vessels. 2
floating cranes viz., Bulk Express (4 grabs–2 for loading and 2 for unloading; 7.4 cu.m. to
22.6 cu.m.) and Ravi B (11.5 cu.m. grab capacity) are available at the berth. In addition, 5
Multipurpose berths in inner harbour which can accommodate vessels of 11.0 m draft and 2

33
Multipurpose B.O.T berths operated by Visakhapatnam Seaport Pvt. Ltd., equipped with
mechanized handling facilities are available.

Other Facilities include;

 Harbour Mobile Cranes at WQ berths (2 Nos.)
 Open area at West quay berths / East yard dumps (1.7 lakh sq. m. / 4 Lt capacity)
 Open area at GCB – 1.5 Lt capacity Sidings with loading facility into wagons and
well-connected railway lines to GCB and inner harbour

3.4.3 Alumina

A fully mechanized facility for loading Alumina is a available at the

dedicated berth (WQ-5) with 241 meters length and permissible draft up to 11.00 meters.

The facilities available at the berth include:

 3 Silos of 25,000 tonnes capacity each
 Mechanical Wagon Unloading system (1100 TPH)
 Conveyor system for Loading (2200 TPH)

3.4.4 POL (Petroleum, Oil & Lubricants)

A deep draft Oil Tanker Terminal for berthing tankers of size up to

150,000 DWT and draft up to 17 meters is available. the facility is equipped with three
unloading arms at the terminal direct discharge from berth to the refinery tanks @ 5500
tonnes per hour through pipe lines. An exclusive jetty with draft up to 14 meters is available
to discharge LPG. A Cavern facility for LPG, first of its kind in South Asia – a mined rock

34
Cavern at a depth of 200 mtrs. below sea level (capacity: 60,000 T) is available. Two berths
in the inner harbour are available for handling petroleum products.

3.4.5 Cargo Handling Equipment

The below given Table lists down the various Cargo Handling
Equipment available at Visakhapatnam Port for carrying out the loading and unloading
operations as well as other Cargo related handling process. The list of Locos also included in
the below Table.

Owned by Port Hired by Port

Description
No. Rated Capacity No. Rated Capacity
Electric Wharf Cranes 9 10T -  
Electric Wharf Cranes 10 15T -  
Electric Wharf Cranes 4 20T -  
         
55T (Hanuman)
Floating Cranes 2 -  
140T (Bheema)
Harbour Mobile Cranes -   2 140T
Harbour Mobile Cranes
    3 104T
(BOT Operator)
         
Locos (General Traffic) 8 1400 HP    
Locos (OHC) 7 1430 HP    
Locos (General Traffic) 3 3100 HP    
(Table 3.4.5 List of Cargo Handling Equipment’s)

35
 3.5 CLASSIFICATION OF PORTS

Indian ports are classified into 3 categories:

 Major Ports 13
 Intermediaries Ports
 Minor Ports 187

MAJOR PORTS OF INDIA

s.no Port City State

1. Kandla port Gandhinagar, Kutch Gujarat
district
2. Jawaharlal Nehru port Mumbai Maharashtra
3. Mumbai port Mumbai Maharashtra
4. Marmagoa port Goa Goa
5. New Mangalore Dakshin kanada Karnataka
district
6. Cochin Cochin Kerala
7. Encore port Chennai Chennai
8. Tuticorin Thoothukudi Thoothukudi
9. Chennai port Chennai Chennai
10. Vishakhapatnam port trust Vishakhapatnam Andhra Pradesh
11. Para dip port Jag Dispur district Orissa
12. Haldia port Kolkata Kolkata
Fig 1.3.5: List of ports of India

36
 3.6 TYPES OF GOODS/CARGO USED IN VIZAG

1) Container cargo
2) Pol
3) Alumina
4) Coking coal & Steam coal
5) Iron ore & Pallets

1) Container: It is operated by VCTPL. This terminal is the deepest terminal of

the country which facilitates to accommodate the main vessels up to 14.5
MTS draft. This terminal decides rail facility to handle up to 45 wagons.
2) POL: A deep draft oil Tanker Terminal (OSTT) for berthing tanker of size up
to 1,50,000DWT and up to 17 m wide available. This facility is equipped
three unloading arms of the direct terminal and discharge from berth to the
refinery tank @ 5500 tones/hr. by pipes.
3) ALUMINA: A fully mechanized facility loading for loading for alumina
available at the dedicated berth at WQ-5 (242 m) length and permissible draft
up to 11m. The facility available at berth 3 including sailors of 2500 tons each
capacity 1000 TPH conveyor system for loading 220m
4) COOKING COAL & STEAM COAL: A deep draft outer berth (Vizag
General Caro) with 356m length to handle vessel draft 18.10m available for
handling imports. The berth is capable of handling2,00,000DWT vessels and
equipped with 3 ship loaders TPH (70,000 TD), conveyor system. Stackers
cum declaimer’s rapid wagon loading system. Mechanical iron ore handle
complex comprises of receiving and shipping system operated by m/s EVTL
5) IRON ORE & PALLET: Mechanical iron ore handle complex comprises of
receiving and shipping system operated by m/s EVTL.

37
Alumina Iron-ore & Pallet

Cooking & Steaming coal

38
 r

Container

39
 3.7 TYPES OF CARGO HANDLING EQUIPMENTS

o Rubber Tyre Gantry Crane (RTGC): A mobile Gantry Crane used in intermodal
operations to ground or stack containers. Inbound container are stored for future
pickups by drayage trucks and outbound are stored for future loading onto vessels.
o Rail Mountain Gantry Crane (RMGC): These cranes are design experience and
performance in the field. They incorporate both recent and technologies proven of
million in million on the job working hour to provide high performance, reliability,
accuracy, low operating cost with low energy consumption including specific
operations also.
o Reach Stackers: A vehicle used to handle intermodal cargo containers in small
terminals for medium-sized ports. They are able to transport a container short distance
instantly and pile them in various rows depending on its access.
o Gantry cranes are especially used for container handling. These cranes are fitted with
spreaders that can be adjusted for twenty foot, forty foot and forty-five foot
containers. Some of them can also be adjusted for twin lift.

Rubber Tyre Gantry Crane (RTGC) Rail Mountain Gantry Crane(RMGC)

40
CHAPTER -4

ANALYSIS

41
 TRUSTE REPORT

The Board of Trustees takes privilege in presenting the 85th Administration

Report of the Port of Visakhapatnam for 2017-18.

During the year, the Port handled a quantity of 63.54 million tons against 61.02
million tones handled in 2016-17. An incremental traffic of 3 million tones is

achieved during 2017-18 with 4% growth. The Port attained 4th place among
major ports in terms of volume of traffic handled.

Some of the notable achievements during 2017- 18 include:

• A record quantity of 6.84 million tones of container cargo (3.88 lakh

TEUs) was handled surpassing the previous volume of 6.43 million tones
(3.67 lakh TEUs) in 2016-17 registering a growth of 6%.

• An amount of Rs.277.00 crores was spent on Capital Plan schemes which

include a major component of Rs.116.58 crores on Development of WQ 7 &
8 berths.
• Port of Visakhapatnam is placed in the top slot “Good” category along with
two other major ports JNPT and Kama raja Ports in Port Performance by
Dun & Bradstreet.

• VPT has been adjudged the second cleanliest Port for the second year in
succession by Ministry of Shipping for implementation of Swatch Bharat
during the year 2017-18.

Genentech Safety Award – 2017 – PLATINUM AWARD in the service sector for
outstanding performance in safety management.

42
 Highlights

• VPT continues to be in the growth trajectory for second year in succession. A

quantity of 63.54 million tonnes of cargo was handled during the year 2017-18
against 61.02 million tonnes in the previous year thereby achieved incremental traffic
of 3 million tonnes and a Growth of 4%.

• Improved in terms of rankings among major ports from 5th position to 4th position.

• Highest ever container traffic was handled during 2017-18. A quantity of 6.84
million tonnes (388,624 TEUs) was handled surpassing the previous record
quantity of 6.43 million tonnes (367,199 TEUs) handled during 2016-17.

TRAFFIC
Port of Visakhapatnam handled cargo traffic of 63.54 million tonnes during the year
2017-18, as against 61.02 million tonnes in 2016-17 registering a growth of 4%.

(million tones)
Description 2017-18 2016-17 2015-16
Export 21.74 22.78 16.71
Import 40.49 36.33 38.85
Transshipment 1.31 1.91 1.47
Total 63.54 61.02 57.03

Details of export, import & transhipment

(million tones)
Description 2017-18 2016-17 2015-16

Dry bulk 37.37 34.87 31.93

Liquid bulk 16.87 18.52 18.86

Break bulk & Containers

9.30 7.63 6.24

Total 63.54 61.02 57.03

Category-wise traffic

43
44
 Indian Ports Association
DAILY VESSELS POSITION AT MAJOR PORTS

Sl. Name of Port Number of Remarks At Berth (Waiting

No. Vessels for berthing)
Anchorage
At Berth (Waiting (Waiting for
for berthing) berthing)

1 Kolkata (KDS) 6 1 Anch. Without ETA-1

2 Kolkata (HDC) 12 13 To Berth on Date-3, Port-4,

Non Port-4, Programmed to
Berth on Date-2

3 Paradip 19 13 Vessel Ready-5, Vessel Not

Ready-8

4 Visakhapatnam 12 15 Berthing today at EQ10-1,

Berthing today at EQ6 [Pro-
(3)]-1, Berthing today at
LPG-1, Berthing today at
OB2-1, Berthing today at
OR1-1, Berthing today at
OSTT-1, Berthing today at
WQ3-1, Berthing today at
WQ7-1, Shippers not ready-
3, Receivers not ready-4

5 Kamara jar 1 5 Awaiting Receivers

Readiness-5

6 Chennai 11 4 Ullage Problem-2, Want of

PHO clearance-1, Subject to
Agent Confirmation-1

7 Ullage Problem- 6 4 Not Ready-4

2, Want of PHO
clearance-1,
Subject to Agent
Confirmation-1

8 Cochin 5 1 Agent’s Option-1

9 New Mangalore 8 8 Ullage Constraint-1, Want of

Berth-5, Operation
Constraint-1, Documentation
Not Ready-1

45
 10 Mormugao 8 4 Waiting for Cargo-2, Waiting
for Dedicated Coal berth-2

11 Mumbai 10 8 Breakup not Available

12 Jawaharlal Nehru 7 2 Waiting for Berth-2

13 Dindayal 18 14 Not Ready-6, Waiting for

(Kandla) Berth-8

Total 123 92

TRAFFIC HANDLED AT MAJOR PORTS

(DURING APRIL TO MARCH, 2017* VIS-A-VIS APRIL TO MARCH, 2016

(*) PROVISIONAL (IN ' 000 TONNES)

  PORTS APRIL TO MARCH % VARIATION
  TRAFFIC AGAINST PREV.
    2019* 2018 YEAR TRAFFIC
  1 2   3   4  
  KOLKATA            
  Kolkata Dock System 18551 17390 6.68  
  Haldia Dock Complex 45212 40501 11.63  
  TOTAL: KOLKATA 63763   57891   10.14  
  PARADIP 109275 102012 7.12  
  VISAKHAPATNAM 65301 63537 2.78  
  KAMARAJAR (ENNORE) 34497 30446 13.31  
  CHENNAI 53012 51881 2.18  
  V.O. CHIDAMBARANAR 34342 36583 -6.13  
  COCHIN 32022 29138 9.90  
  NEW MANGALORE 42508 42055 1.08  
  MORMUGAO 17683 26897 -34.26  
  MUMBAI 60588 62828 -3.57  
  JNPT 70706 66004 7.12  
  DEENDAYAL 115402 110099   4.82  
  TOTAL: 699099   679371   2.90  

46
CONTAINER TRAFFIC [UNLOADED/LOADED] (2013-2014 AND 2014-
2015)

Port Unit Unloade Load Total Unloade Load Total

d d

KOLKATA Tonnage 3361 3702 7063 4454 3656 8110

TEU (230) (219) (449) (269) (259) (528)

HALDIA Tonnage 983 127 2230 1017 941 1958

TEU (653) (60) (113) (51) (51) (102)

PARADIP Tonnage 13 86 99 15 52 67
TEU (5) (4) (9) (2) (2) (4)

VISAKHAPATNAM Tonnage 2296 2620 4916 2096 2277 4373

TEU (131) (131) (262) (124) (124) (248)

CHENNAI Tonnage 14435 13895 28330 15591 14354 29945

TEU (748) (720) (1,468) (808) (744) (1,552)

V.O. Tonnage 3888 6241 10129 4389 6645 11034

CHIDAMBARANA
TEU (251) (257) (508) (289) (271) (560)
R

COCHIN Tonnage 2916 1869 4785 3459 1787 5246

TEU (174) (173) (347) (187) (179) (366)

NEW MANGALORE Tonnage 353 394 747 498 423 921

TEU (25) (25) (50) (32) (31) (63)

MORMUGOA Tonnage 114 122 236 140 172 312

TEU (10) (9) (19) (13) (12) (25)

47
MUMBAI Tonnage 440 10 450 534 10 544
TEU (36) (4) (40) (41) (4) (45)

J.N.P.T Tonnage 27391 27843 55234 30137 26796 56933

TEU (2,098) (2,064) (4,162) (2,287) (2,180) 56933

KANDLA Tonnage 53 399 452 - - -

TEU (14) (16) (30)

ALL PORTS Tonnage 56243 58428 114671 62330 57113 119443

TEU (3,775) (3,682) (7,457) (4,103) (3,857) (7,960)

48
49
50
 EFFICIENCY PARAMETER

The output per ship berth day during 2017-18 was 13,528 tonnes, average turn round time
of a vessel was 2.58 days and average Pre berthing detention was 0.10 days.

Commod OSBD Average Average

ity (Tone) PBD TRT
Group (Days) (Days)
2017-18 2016-17 2017-18 2016 2017-18 201
-17 6-17
1. Dry Bulk (Mech.) 25,542 23,062 0.11 2.01 2.79 5.19
2. Dry Bulk (Conv.) 9,184 9,739 0.10 1.05 3.97 4.95
3. Liquid bulk 17,254 16,758 0.11 1.30 1.72 3.04
4. Break bulk 2,644 2,364 0.13 3.26 4.20 7.54
5. Containers 22,405 19,041 0.05 0.20 1.10 1.19
6. Overall 13,528 13,069 0.10 1.22 2.58 3.75
PBD: Pre Berthing Detention, TRT: Turn Round Time, OSBD: output per ship berthday

51
 Cargo trend from last 3 consecutive years

Commodity Average PBD(Port AverageTRT (in

a/c.) (in hrs.) days)
2017-18 2016-17 2017-18 2016 17
A. DRY BULK (MECHANICAL)
1. Iron Ore (F) 1.01 0.29 2.28 7.36
2. Iron pellets (F) — — — —
3. Iron Ore (C) 1.50 0.07 2.27 3.53
4. Iron Pellets (C) 2.63 0.34 2.50 6.55
5. Alumina 1.51 0.86 1.50 3.19
6. Sulphur at FB — — 8.57 4.32
7. Rock Phosphate FB 3.14 0.26 6.66 7.79
8. Fertilizers at FB — 1.08 6.80 8.46
9. Coking coal 5.10 — 2.73 2.44
10. Steam coal 2.50 — 4.34 4.94
Total dry bulk(Mech.) 2.57 0.34 2.79 5.19
B. DRY BULK (CONV.)
11. Iron Ore 2.72 0.38 3.82 5.33
12. Iron Pellets 3.28 0.18 2.67 4.27
13. Other ores 2.72 0.61 3.57 4.18
14. Sulphur at QB 1.01 0.35 5.10 5.55
15. Rock Phosphate at QB 1.32 0.24 7.91 7.50
16. Fertilizers QB 3.67 0.94 6.34 6.85
17. Coking Coal 2.59 0.74 3.00 3.53

52
18. Thermal Coal 2.23 0.55 2.21 3.17
19. Steam Coal 2.80 0.68 4.94 5.77
20. Lime Stone 1.84 0.41 3.77 5.47
21. Gypsum 1.34 0.65 3.50 5.25
22. Maize Bulk — 0.75 — 7.83
23. Other Dry bulk 1.83 0.57 2.80 4.21
Total dry bulk(conv.) 2.42 0.57 3.97 4.95
Commodity-wise detail of output per ship berth (OSBD) average

53
FINANCIAL PERFORMANCE

Special features.

o The Port of Visakhapatnam recorded Income of Rs. 1,197.38 crores during

the year 2017-18 and Rs. 1,040.21 crores in 2016-17.

o The operating surplus is Rs. 522.11 crores during the year 2017-18 as
against Rs. 385.94 crores in 2016-17.

o The operating ratio is 50.92% in 2017-18 as against 57.94% in 2016-17.

Revenue account from 1985-86 to 2017-18.

o The operating income during 2017-18 increased to Rs. 1063.81 crores from
Rs. 917.58 crores earned during 2016-17.

o The net surplus for the year 2017-18 is Rs.195.87 crores as against the Net
surplus of Rs.23.04 crores in the previous year 2016-17.

o The net surplus after taxes and appropriations is Rs. 6.16 crores for the year
2017-18 as against Rs. 21.82 crores in 2016-17.

o As per the Ministry’s guidelines Corporate Social Responsibility fund of Rs.

0.69 crores have created during the year.

54
REVENUE INCOME (RS. CRORES)

Activity-wise detail of Income

(in lakhs)

Description 2017-18 2016-17 Variation

Cargo
Handling & 37371.48 30257.18 7114.30
Storage
Port & Dock
facilities 37397.04 33667.18 3729.87
Railway 15268.82 12471.41 2797.41
Working
Rentable
lands & 16343.74 15362.36 981.38
Buildings
Operating 106381.08 91758.12 14622.96
Income
Finance
& Misc. 13357.36 12263.46 1093.90
Income
Total Income 119738.44 104021.58 15716.86

55
CHAPTER – 5

OVERVIEW

56
 EXECUTIVE SUMMARY

The topic of this executive summary of the Project Report: ‘CARGO HANDLING IN
VISHAKHAPATNAM PORT TRUST’ is categorised among 5 chapters.

CHAPTER 1: AN INTRODUCTION TO MARITIME INDUSTRY:

In relations with navigation, shipping and marine engineering which directly impact our live.
Our daily basic useful commodities like, vehicle, coffee, edible items etc. could come from
maritime sectors. Maritime academy offers its course to those suitable candidates. This sector
rendered service with minimum cost but time taking to other mode of transportation. With the
future scope, it pace with more volume cargo loading from source to destination with more
expansion and growth in business globally with secured one.

CHAPTER 2: COMPANY PROFILE OF VISHAKHAPATNAM PORT TRUST :

A natural harbour, Vishakhapatnam Port is one of 12 major port of India and the only major
port of Andhra Pradesh. It is the2nd largest, deepest landlocked well protected port of India.
It poses three harbours - the outer harbour, inner harbour and the fishing harbour. The outer
harbour has 6 berths capable of handling vessels with a draft up to 17 meters while the
smaller inner harbour has 18 berths that are Panamax compatible. Vizag Seaport owns two
berths in the inner harbour; berth EQ-8 is fully mechanized and berth EQ-9 berth is not..
[6]
 Iron ore, manganese ore, steel products, general cargo, coal and crude oil are the main
commodities handled at this port in charge of running the port.Genenrally it handled all bulk,
breakbulk cargoes carried to unitised container using RTGC,RMGC,Reachstackers, Forklift
etc. The global ‘Cargo Handling Equipment Market’ is projected to grow at a CAGR of
3.61%, during the forecast period, to reach USD 28.02 billion by 2025 from USD 21.08
billion in 2017.

CHAPTER 3 : PORT FACILITY :

The East Inner side consists of 8 Berths, out of which EQ-3, EQ-4, EQ-5, EQ-6 and EQ-7
are Port owned and the rest are operated by private parties (EQ-1, EQ-8and EQ-9)

The West Inner side consists of 10 Berths, out of which WQ-1, WQ-2, WQ-3, WQ-4, WQ-
5, OR-1, OR-2and RE WQ-1 are Port owned and the rest are operated by private parties
(WQ-6 and Fertilizer Berth).

57
The West Inner side consists of 10 Berths, out of which WQ-1, WQ-2, WQ-3, WQ-4, WQ-
5, OR-1, OR-2and RE WQ-1 are Port owned and the rest are operated by private parties
(WQ-6 and Fertilizer Berth).

The Outer Harbour consists of 6 Berths and a SPM (Single Point Mooring) facility. Only
the OSTT and LPG Berths are: Port owned.

Generally, cargo used by the Vishakhapatnam port Trust are: - Container cargo, POL,
Alumina, Iron-Ore, Cooking and Steaming coal.

CHAPTER 4: Analysis:
 A record quantity of 6.84 million tons of container cargo (3.88 lakh TEUs)
was handled surpassing the previous volume of 6.43 million tones (3.67 lakh
TEUs) in 2016-17 registering a growth of 6%.
 An amount of Rs.277.00 crores was spent on Capital Plan schemes which
include a major component of Rs.116.58 crores on Development of WQ 7 & 8
berths.

TRAFFIC

S.No Commodity 2018-19 2017-18 2016-17 2015-16

.
1 POL 16.32 16.05 16.60 16.94
2 Iron Ore 10.24 10.65 11.42 8.98
3 Thermal coal 1.85 2.95 3.47 3.49
Coastal loading (TNEB)
4 Cooking coal (import) 5.80 5.76 4.33 5.08
5 Steam coal 8.95 5.84 4.06 8.02
Fig.4.14 commodity wise cargo volumes handled at the port during last three years is as under

 CHAPTER 5 : OBSERVATION

58
 FINDINGS
o Generally, cargo used by the Vishakhapatnam port Trust are: - Container cargo, POL,
Alumina, Iron-Ore, Cooking and Steaming coal.

o A record quantity of 6.84 million tons of container cargo (3.88 lakh TEUs)
was handled surpassing the previous volume of 6.43 million tones (3.67 lakh
TEUs) in 2016-17 registering a growth of 6%.
o An amount of Rs.277.00 crores was spent on Capital Plan schemes which
include a major component of Rs.116.58 crores on Development of WQ 7 & 8
berths.

o Improved in terms of rankings among major ports from 5th position to 4th position.

o Gantry cranes are especially used for container handling. These cranes are fitted with
spreaders that can be adjusted for twenty foot, forty foot and forty-five foot
containers. Some of them can also be adjusted for twin lift.

o The operating ratio is 50.92% in 2017-18 as against 57.94% in 2016-17.

Revenue account from 1985-86 to 2017-18.

o Port of Visakhapatnam handled cargo traffic of 63.54 million tonnes during the year
2017-18, as against 61.02 million tonnes in 2016-17 registering a growth of 4%.

o Due to this Pandemic impact of Covid-19 globally, we unable to get much data’s apart
from these in this fully lockdown period.

59
 SOLUTION

o Removal/reduction of cargo handling levy on cargoes

o Establishment of a dedicated Business Development Team.

o Significant contributions towards procurement of medical equipment to the Govt.

Hospitals. Port of Visakhapatnam has been striving towards modernisation,
refurbishing old berths, installing higher capacity cranes to improve productivity

o Port is also striving to attract east coast cargo for transhipment on its main
services to common destinations.

o Installed 190 KW Solar power plant on roof to space of Golden Jubilee Hospital
and other operational buildings (90 KW) are being effectively used for generation
of Solar Power.

o Mechanical sweeping machine is put into operation for maintaining the roads
neat and clean

o Due to this Pandemic impact of Covid-19 globally, we unable to get much data’s
apart from these in this fully lockdown period.

60
 CONCLUSION

o With the growth of Vishakhapatnam Port Trust on 1933 onwards it generally carries
all the bulk and breakbulk cargoes with the proper containerised ships or other
shipping line companies. Ports play' a key role in the economic development
particularly in the liberalization and globalization scenarios in short and long term
perspectives.
o Besides this, the review of evolution of port studies and case studies of ports are
indicating origin, growth and development of port plays vital role particularly in the
impact of port developments on cities, infrastructure developments in catchment
areas of port.
o As VPT considered a major exporter of Coal, Crude oil, earlier it was handled by its
tools and equipment’s where the production was in bulk, a time-taking process while
transit creates a problem.
o As this natural harbour have been transformed into fully mechanized as The Vedanta
and The Adani Port, the activity of VPT have become modernized and handle more
bulk-breakbulk cargoes ex-coal, aluminium etc.
o Out of total traffic, 63.54 million tones 41.68 million tones are handled by
mechanized tools and machinery equipment.

o Due to this Pandemic impact of Covid-19 globally, we unable to get much data’s apart
from these in this fully lockdown period.

61