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DECLARATION

I Nidhin PB hereby declare that the Internship report entitled Organization study with

reference to New Mangaluru Port Trust,Panambur,Mangaluru prepared by me under the

guidance of Mr. Muneer TK., faculty of MBA department Department of Management Studies,

Palayad and external assistance by Mr. Babu Suresh Nath., New Mangaluru Port Trust,

Panambur ,Mangaluru

I also declare. that this Internship .work is towards. ,the partial fulfilment of the university

regulations for the award of degree of Master of Business Administration by Department of

Management Studies ,Palayad.

I have undergone a summer project of a period of one month. I further declare that this project is

based on the original study undertaken by me and has not been submitted for the award of any

degree/diploma. from any other University/Institution.

Place:Palayad Nidhin PB

Date:
ACKNOWLEDGEMENT

This dissertation is the result of my honest effort along with the help rendered

to me by the following personalities to whom I am gratified.

I express my sincere gratitude and in datedness to Mr. Muneer TK, Assistant

Professor, MBA Programme, Department Of Management Studies, Palayad for

guiding the project internship carried out by me and for her constant

encouragement and support.

I also express my gratitude to the external guide Mr. Babu Suresh Nath.,

Deputy Director (Traffic), NMPT Mangaluru, for their valuable guidance,

suggestion and co-operation in carrying out the project internship.

I express my thanks to Dr. Raveendran PT., HOD, MBA Programme, DMS

Palayad , for his proficient guidance and encouragement and support in

carrying out the internship work. I also thank to all the teaching and non-

teaching staff members of MBA Programme,

DMS Palayad, for their constant concern and support. Finally yet importantly, I

thank almighty God, My Parents, My Friends and all my well wishers who have

directly or indirectly helped me in completing this project.

This project report was written by me and in my own words, except for

quotations from published and unpublished sources which are clearly

indicated and acknowledged as such. My internal guide will not be held

responsible if any plagiarized material is found in this report as I have been

advised by her from time to time with regard to nature, unacceptability and

consequences of plagiarism.
TABLE OF CONTENTS

Chapter 1 Introduction...................................................................1

Chapter 2 Industry Profile............................................................5

Chapter 3 Company Profile...........................................................9

Chapter 4 Departmental/Functional Area Profile.........................26

Chapter 5 SWOT Analysis............................................................54

Chapter 6 Conclusion....................................................................58

Bibliography...................................................................................59
Chapter 1

INTRODUCTION ABOUT THE INTERNSHIP

1.1 INTRODUCTION

An internship is an opportunity offered by employer for a limited period of time. The project

work has been undertaken with an aim to study the organization at New Mangaluru Port Trust,

Panambur. This summer internship IS done during 3rd semester of MBA program by Kannur

University for 1 month under the external and internal guidance. The study involves gathering of

information pertaining to operations maintenance and other activities of the organization. This

internship helps us to bridge the gap between the academics and work process, along with an

opportunity to come up with new ideas. The knowledge and experience gained from the

internship will be useful for the future. The additional skills acquired will be helpful in

maintaining touch with employees.

1.2 TOPIC CHOOSEN FOR THE STUDY

The topic chosen for the project is Organization study at NMPT, Mangaluru. For every worker

in the organization safety and his health is most important aspect and the organization is

responsible for providing the required provisions to the workers who are working in the

hazardous environment. Maintaining proper safety at work place and health of employees is a

responsibility of the management both morally and legally for an organization.

1.3 NEED FOR THE STUDY

Work place plays a central role in peoples life, since most workers spend at least eight hours a

day in the workplace, therefore, work environment should be safe and healthy. Yet this is not the

case for many workers. Every day workers all over the world are faced with a multitude of health

hazards. During the work hours, dock workers face lot of health problems and most of the time

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they work dangerous work environment. Management should give importance to the health and

safety measures in the organization.

1.4 OBJECTIVE OF THE STUDY

Overall study of the organization


To study the various departments.
To analyze the product/services of the organization
To focus on provisions given by management to workers towards health & safety.

1.5 SCOPE OF THE STUDY

This study is for understanding the overall functioning in the organization and its various

departments. The company should undertake measures to maintain satisfaction level of

employees about the health and safety in the work place.

1.6 METHODOLOGY ADOPTED

The value of any research is in the method adopted, it is the different methods which are used in

research studies applying the theoretical subject to the study. Along with the graph and tables both

primary and secondary data be used in this study. .

Primary data:

Information collection was done through questionnaire method.


Through interaction with the workers and employees.

Secondary data

Company records such as fmancial statement.


Company administrative report and journals
Company websites.

1.7 LITERATURE REVIEW

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The author John B Minor and Mary Green Minor in the book Personnel and Industrial

Relations and Managerial Approach. In this book he has explained that the major feature of

safety management is the development of various committees to encourage prevention. Another

feature is a provision for accident reports whereby companies can identify particular problems

and problem areas, in addition to satisfying government reporting requirements. Prevention is

done by safety training, publicity contests and control of the work environment, safety

inspections order and an improved safety environment. The later trends to be found where there is

a diversified safety program in process and considerable top management involvement in it.

The author P. Subba Rao in his book Personnel and Human Resource Management the author

has explained that every organization must put together and implement a safety policy. Since

large number of workers spend a great part of their time in an industries, their environment is not

usually prone to healthy life. Likewise, malnutrition, sanitary, psychological conditions and the

strains and stresses come under condition which-they live. The environment exposes them to

hazards. That is the reason why industrial health programs are introduced both for employers and

workers benefit. It reduces absenteeism, labour turnover, accidents and diseases. The other

benefits, which cannot be easily measured, include reduced spoilage, improved morale, increased

productivity per employee and a longer working period of an individual.

The author Rustom S Davar says that, irrespective of legal provisions, every progressive

management is concerned with the employees health and providing safety even as they are at

work. It is really the duty of the personnel department, or the personnel officer concerned, to

ensure that provisions in this regard are properly observed. Due to agreement with such

provisions, they are expected to promote good employee health and safety which would result in

better employee efficiency and productivity as well as enhance the employee morale and loyalty.

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Mr.P. Tamilvanan Chairman of NMPT says, in safety manual book, in general safety aspects are

generally ignored by majority of Indian workers in spite of safety aids, instructions, memories of

accidents and dangerous occurrences residing in the minds of individual workers. They overlook

safety precautions and quite often come to grief. The situation can only be improved by

corrections and repeated reminders by supervisory staff. A safety manual like this Will definitely

help in bringing the need for safety and the way to achieve safety in particular situations as given.

The authors Herbert G Heneman 111, Donald P Schwab, John A, Fossum and Lee D Dyer say

that, safety activities in an organization are designed to reduce the occurrence of injury, illness

and death among employees. Prerequisites to achieving this as an ability to measure accidents and

identify their causes, particularly in the general sense of knowing what percentage of accidents

are due to unsafe conditions; significant here are safety standards created under the Health and

safety act.

1.8 LIMITATIONS OF THE STUDY

Since the target group under learning constitutes a very large portion of employees, study

is limited to only few employees.


In some cases the respondents were not willing to provide certain information inspite of

being assured the confidentiality would be maintained.


And the work schedule of the employees is busy and timely information carmot be

gathered.

Chapter 2

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INDUSTRY PROFILE

2.1 INDUSTRY PROFILE

2.1.1General introduction

History

National economic development of India fully depends on a healthy functioning of harbour

system. According to the Ministry of Shipping, approximately 95 per cent of India's quantity by

trade and 70 per cent by value are made up through marine transport.

India has got 13 major and 200 non-major ports and Cargoes traffic, which is documented in

1,052 million metric tons (MMT) in 2015, and it is predicted to reach 1,758 MMT by 2017. The

Indian ports and shipping industry, very important role is played in supporting growth in the

countrys trade and commerce. The sixteenth largest marine country in the world is India, having

a shoreline of about 7,517 km. The Indian Government plays an significant role in sustaining the

ports sector. The Foreign Direct Investment (FDI) of up to 100 per cent under the usual route for

port and harbour construction and maintenance projects are permitted by Indian ports. It also

facilitates a 10-year tax holiday to enterprise that develops, maintains and operates the ports i.e.

inland waterways and inland ports.

The past

The ancient port of the Harappan culture refers to flourishing trade through sealine in 2000 BC,

according to historical references, reflecting the port related developments centuries ago. The

coast of India, with long history of maritime activities, has been listed along with several ancient

ports. The evidence for the existence lies in port related structures in the seashores. At Dwaraka,

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Rupen Bandar, Porbandar and Sulthanpur and offshores have been revealed the existence of j

etties by the marine archaeological explorations in the last three decades.

On the east coast during the Sangam age, in Tamilnadu, had been the ocean commerce for the

area. The ancient literature Akananuru of Sangam era also suggest us about existence of 20 to 25

ports in this region. In Ptolemy geographical accounts, the notion was further documented in

Greco Roman, which clearly mentions the existence of 15 ports.

The French came to Masulipatnam, Pondicherry, Chandernagore and Surat to establish their

company in 1667. The EaSt India Company was established by the British in 1757; they fought

with French for seven years continuously and acquired the control over several ports.

The present

While the important ports were regarded as the gateways of the country, during post

independence came under the union government, other ports were moved into control of

respected states and administered by them. .

They evolved news ideas time to time and introduced several measures to improve infrastructure

at the port, since the successive governments at the centre were fully aware of the facts that ports

are not just the places but the growth engines.

The measures have helped the government to project as countrys growth and it helped the policy

makers to bring down their demand on the sectors to become an icon. India started witnessing the

entry of contaminated cargoes into the country in the early 19803. For handling containers from

ships Chennai port was the first port in India for having berth.

Major ports, which are in the control of union government, began awarding contracts to foreign

players to manage container terminals in their wharves. After globalization in early 1990, the

country opened up for investments. And it has helped the government to identify the market size

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for the segment. And it also helped the major ports to bring capacity addition in the container

handling segments.

Meanwhile, non major ports, which are in the control of maritime boards and privates, have

expressed their role in increasing capacity in ocean ii'eight movement. A few of them have also

proved their role in handling multi cargo at their berths and challenged the supreme condition of

major ports in their region.

The future

Major as well as non major ports are working towards the same stream for economic

development of the country, the system is in critical condition where there is a need to remove or

eliminate the procedural failures to enhance the productivity in the ports.

The need for umbrella bodies is felt by the analysts where the issues and challenges related to the

port could be taken with the primary program of benefitting the stakeholders. If the share of water

in freight transport increases then it is undeniable fact that sustainable growth happens, clearing

the barriers like colonial rules and regulations and variation in tariffs and other charges in the port

sector is need.

Further, any setup where there will be a uniform in functioning of all the ports in the country on

tariff and other economic aspects, it will contribute to the economy and prosperity of India.

Till 2013 Indian shipping industries has maintain a negative outlook by receiving low ratings.

Capacity over flow brought by the low level of international trade and additions are expected to

keep rates closed across the chief segments of dry bulk, tankers and container carriers in 2013.

Due to high capacity adding dry bulk rates will keep on to be impacting in 2013, In US demand

as well as in industrial activity in growing nations including China, container and tanker charge

may exhibit greater steadiness around the current low levels determined by relative stability.

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As they would be faced with high fuel costs on one hand and subdued revenue in others, the

operating margins of shipping companies globally would carry on to be under pressure in 2013.

Bunker fuel prices would remain high comparing with crude prices.

Chapter 3

COMPANY PROFILE

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3.1 COMPANY PROFILE

3.1.1 General

The new Mangaluru port is all weather port situated at Panambur, Mangaluru ( Kamataka state in

south India) on the west coast of India, 170 miles South of Marmagoa and 191 miles North of

Cochin Port. The MangaluruHarbor Project was started i8n 1962 and in 1974 May first stage

growth was done. Old Mangaluru port which has his history of . its own is located 9 kilo meters

south. Due to technical problem in expansion, the old port was unable to match the growing

demand of modernized shippers and the necessity of new port was felt and was established. The

New Mangaluru deep sea all weather port conceived designed and was executed by Indian

Engineers and was confirmed as the 9th major port of the country on May 4th 1974 and was

officially inaugurated by the Prime Minister Indira Gandhi.

The government of India centrally administered both the project and port till 31St March 1980.

The port board was set up under the Major Port Trust Act 1963 in April 1980, and was inaugurate

by the minister for shipping and transport, A.P Shanna on 31St March, 1980. Since then NMPT

port has been performing as the 10th major port trust and has included along with other Major

Port Trust operation in country.

From 1 April 1980 the requirements of the major port trust act 1963 were applied to NMPT. To

provide the needs of the shippers, the port has been functioning as a means for the

economicdevelopment of this region. During the beginning period the port has grown from the

level of conduct lakhs tones of traffic to 39.40 million tones handled during 2013-2014.

What NMPT offers

Turn round time is quick


There is instant access to three national highways

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There is quick access to southern, south-westem and konkan railways 0 Documentation

system is easy
System is totally computerized
The road network inside the port is fully concretized
There is no shortage of gangs
They are specialized in handling all type of cargo
General cargo berth/ deep draii liquid
Calling of feeder regularly/ mainline container vessels
The harbor mobile cranes with 105 T capacity is operated by private parties
The container freight station is near to the port
Modern cruise lounge is built
The port operations are entirely covered under CCTV.

Details of departments/ sections

Civil Engineering Department

All the civil maintenance work related to port operations are maintained by this department and

execute revenue and capital works related to infrastructure development and management of

estate. This department is in charge of maintenance of dredging and its capital. The chief engineer

is one of the principal officers of NMPT and also head of the department. All the civil activities

are coordinated by the chief engineer. He is in charge for planned and non planned works and he

is also required to visualize future needs of the port.

Traffic Department

This department handles all cargo handling activities. It takes care of registered cargo handling

workers, marketing function and management service division. Under this department the

administrative wing and dock safety units are working.

The main function of the traffic department is as follows:

Vessel movement and planning of the vessels to be berthed.


Making plans for cargo loading, unloading operation of the ships, transit operations,

receipt and delivery Operations, warehouse storage operations and railway operations.

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Some commercial functions like generating and furnishing data for cargo related charges

like weighing charges, demurrage, wharf age equipment related charges as well as

documentation aspects
The Traffic manager exercises overall control the over the traffic department.

Marine Department

Marine department is responsible for following functions

By providing fire fighting arrangements they ensure safety.


Pilots are provided for pilot age vessels
They provide tugs and launches to vessels at distress or availing port facility
Conservancy of the port
Supplying fresh water to the vessels
Maintain floating crafts and tuffs in good condition.

Administration Department

General administration, conducting board meetings, human resources development and

management, public relations, all personnel matters of ministerial staff and officers, training,

coordination, implementation/ promotion of official language Hindi, monitoring court cases in

different courts and maintaining harmonious industrial relations are looked after by this

department.

Finance Department

The main functions of the finance department are general accounting, revenue collecting; advice

to the chief executive regarding financial matters along with establishment costs analysis,

budgeting and auditing. The Finance Advisors and Chief Officers (FA&CAO) have overall

control over the finance department and advice the Chairman and Deputy Chairman regarding the

port finance. The financial concurrence for the entire proposal is given by FA&CAO and

proposals that are to be placed before the board of trustees.

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Mechanical Engineering Department

Mechanical engineering department is responsible for operation, procurement, maintenance of the

electronically and mechanical equipments of the port. The wharf cranes, mobile cranes, weigh

brides; fork lift trucks, diesel generators and other equipments are regularly maintained and

serviced to offer round the clock service to the port users. The central store division procures

various spares and consumables on timely basis. All vehicles of the port are serviced and repaired

periodically to check the availability throughout the working period.

Medical Department

All types of medical facilities and treatment are provided to the port employees including

cargohandling workers. The services offered by this department are; Port health care services, The

services like ambulance van facilities available in port trust hospital which is included as round a

clock medical service, First aid services are provided in wharfs and workshop areas.

3.1.2 VISION

To be professional provider of port infrastructure and services of world class standards.

3.1.3 MISSION

To become one of the leading liquid and Multi-cargo Port in India by adopting the state of the art

technology infrastructure and cargo handling, complying environmental, social, safety and

security standards.

3.1.4 QUALITY POLICY

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Commitment in providing safe and cost effective services related to seaport facilities at NMPT,

meeting statutory and regulatory requirements. Striving for protection of environment, provide

excellent service and enhancement of customer satisfaction through the use of an effective quality

management system and continual improvements of all processes.

3.1.5 PRODUCT / SERVICE PROFILE

New Mangaluru Port handles diversified cargoes for export and import through containers.

Business initiative made by port is responsible for the upward trend in container traffic.

The port has provided all infrastructure facilities like container freight stations, paved stack yards,

heavy duty cranes, reach stackers and reefer plug points for smooth movement and facilitation of

the containerized cargo.

Imports:

Crude Oil
Liquefied Petroleum Gas (LPG)
Polymerase (P.O.L)
Edible Oil
Phosphoric Acid
Liquefied Ammonia
Chemicals
Fertilizers
Wheat
Fertilizer Raw materials
Cement
Limestone
Coal
Bent powder
Iron powder
Iron ore pellets
Timber
Sugar

Exports:

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Iron ore pellets and fines
MRPL Products
Granite stone
Manganese ore
Chrome ore
Maize
Coffee
Reefer cargo
Molasses

3.1.6 AREAS OF OPERATION

Cargo handling import and export

The cargo handling in NMPT can be roughly divided into two groups, dry and bulk liquids. Bulk

liquids are mainly handled at the POL jetties which are located at the south west side of the port,

and dry bulk is handled at the North east side of the port. The exact distribution of commodities is

not presented in the administrative reports and was obtained during the discussion with the

NMPT. New Mangaluru Port Trust has handled more cargo in the year of 20132014 financial

year. The highlight in cargo handling came when NMPT emerged as the largest LPG handling

port among major ports in country. The port achieved the traffic record of 37.07 million tons

during fiscal year 2013.

Land lease to port users

In utilizing the powers listed under section 49 of the major port trust Act, 1963, the tariff

Authority for major ports hereby approves the proposal of New Mangaluru Port Trust for lease of

port lands as in the order appended here to.

Bunkering facilities

Bunkering in the port is possible but only for the bunkering of barges. There is no proper idea that

the ship will berth at dedicated bunkering jetties in the port. Ships should be moved along the

quay wall during the loading and discharging of the ships. The new POL/ crude jetty at the

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location of the present virtual jetty, berth 13 can be designed in such a way that both tankers and

bunkering barges can move simultaneously.

3.1.7 INFRASTRUCTURE FACILITIES

16 berths
Draught up to 14 meters
Total capacity76.77 million metric tons per annum
Storage capacity
Covered : 55,0003q meters
Open: 1,60,0003q meters
Liquid: 2,00,000 sq meters
Land area: 2,032 acres
Waterfront: 320 acres

3.1.8 COMPETITORS

India has a coastline on both sides of 7516.6 kilometers, form one of the biggest peninsulas in the

world. It is serviced by 13 major ports, 187 notify minor and in-between ports. Indian government

has a central structure, and according to its constitution, maritime transport is to be administered

by both the central as well as state government. While the central governments shipping ministry

takes care of the major ports, the minor and intermediate ports administered by the related

departments or ministries in the nine coastal states West Bengal, Oddissa, AP, Tamil Nadu,

Kerala, Kamataka, Goa, Maharastra and Gujarat. Several of these 187 minor and intermediary

ports have been identified by the particular governments to be developed, in a point manner, a

good proportion of them involving public -private partnership.

State Ports

Karwar Port

The busiest port in the state is Karwar port. Karwar, a state owned port, exports 40,000 tonnes of

iron ore in financial year. Karwar port is well connected with both railway and road way

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networking. The national highway 17, connecting Cochin and Mumbai, passes through Karwar

and the Konkan Railway line connecting Mangaluru and Mumbai also provides a stop at Karwar.

Major Ports

Chennai Port

Chennai port, which is the third oldest port among the 12 major ports, is an rising hub port in the

East Coast of India. This gateway port for all cargo has covered 128 years of glorious service to

the nations maritime trading. It was formerly known as Madras Port. Initially it was built in

1861, but the storm of 1868 and 1872 made them inoperative. So an artificial harbour was built

and the operations were initiated in 1881. The Chennai ports shares of Iron ore export from India

is 12 percent. It has operated and maintained 6, 10 57,000 tons of cargoes from April 2009 to

March 2010. In 1983, the port herald the countrys first dedicated container terminal facility.

Having the capabilities of handling fourth generation vessels, the terminal is ranked in the top 100

container ports in the world. Sri Atulya Misra is the present chairman of the port.

Tuticorin Port

The Tuticorin port which is situated on the east coast of state of Tamil Nadu was declared as a

major port in July, 1974. After Independence, the minor port of Tuticorin witnessed a prosperous

trade and handled a variety of cargo meant for the neighboring countries of Sri Lanka, Maldives

etc weather major port were merged on 1St April 1979 and the Tuiticorin Port Trust was

constituted. Two operational zones which are zone A comprising the new major port zone B are

representing the old anchor port. Tuiticorin is the only port in Sothern India to offer a direct

weekly container service to United State of America. It has maintained 2, 37, 87, 000 tons of

cargoes from April 2009 to March 2010.

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Kolkata Port

The oldest major port in country is Kolkata. There is riverside port with two dock one is Kolkata

dock at Kolkata with the oil wharves at Bajbaj and deep water dock at Haldia dock. The port

remains one of the developing, leading and most promising ports in India. it has a hinterland

which is vast and it is of almost half of the Indian states and two neighbouring countries, like

Himalayan kingdoms of Nepal and Bhutan. It handles 4, 62, 95000 tons of cargoes from April

2009 to March 2010. Sri R.P.S.Kahlon is the chairman of Kolkata port

Cochin Port

T o peninsular India port Cochin is the fastest developing maritime gateway. It is an artificial

island dug inside the backwaters which is situated on the Willingdon Island. It was established in

1926, it was formed naturally by floods of Periyar, which harmed the Muzuris port, which is one

of the great port of very old world. Cochin is the closest to the international east shipping routes

amongst all major ports. This geo strategic site gives it a distinct benefit over other ports. It

handled 1, 74, 29000 tons of cargo during April 2009 to 2010. Sri Paul Antony is the present

chairman of Cochin port.

Mormugoa Port

It is the oldest port in from centuries with modern infrastructural facility on west coast of India

and one of the natural harbors in the world. The port was declared as major port on December

1963. It is the iron exports port in India with a yearly income of approximately 26.74 million tons

of iron ore which came into existence officially in 1888. The port has organized work culture and

excellent infrastructure developed. It has deep drait channel with 14.4 meters depth gives

permission for entering of large vessels into the harbor. It has maintained 4, 88, 47,000 tons of

cargo from April 2009 to March 2010. The chairman of Mormugoa port is Sri I Jeyakumar.

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Jawaharlal Nehru Port

This port is name after the Indian Prime Minister Jawaharlal Nehru. To become an expert in

international container handling port in India, the port was built in the mid of 803 and made to

order on 26th may 1989 and is an excellent international port has emerged as efficient modern

port in this region. The development project taken is, providing over all pilot age to all ocean

Vessel of the port. It has maintained 65 percent of Indias sea traffic. Sri N N Kumar is the present

chairman of Jawaharlal Nehru port trust.

Mumbai Port

Mumbai port was established in '26th June, 1873 as Bombay port trust with 135 years of

prominent service to the nation. It is the 2mi oldest port in India after Kolkata and is natural deep

water port. Today, Mumbai port is a multipurpose port maintaining all types of cargo, liquid bulk,

dry bulk, break bulk and containers. The port provides all services in house with its skilled and

experienced work force. Mumbai port handles about 11 percent of the total sea-borne traffic all

over India. It has three together with these wet docks along with 63 anchorage points. During

apri12009 to march 2010 it has handled 5, 45, 43000 tons of cargo. The chairman of the Mumbai

port is Sri Y.A.Wanage. \

Paradip Port

Paradip is one of the major ports of India working in the eastern and central part of India. It is

situated 210 miles from south of Kolkata and 260 miles north and it is the only major port in

Orissa. Late chief minister of Orissa was the founder person of Paradip port, 1962. the

government of India later took over the management of the port from government of Orissa in

1965 and declared it as the eighth major port of India, making it as first major port of east of

independent India. Sri Movva Tirumala Krishna Babu is the chairman of Paradip port.

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Vishakhapatnam Port

It is country's one of the largest port and is home to eastern navy command of Indian navy. It has

supplied 6, 55, 01, 000 tons of cargo from April 2009 to March 2010. It is one among the busy

working ports in India and it has similarities with the Durban ports of Africa, because of the

surrounded by a hill in the southern side of the port. This port is a natural Harbor; it was opened

to commercial shipping on 7th of October 1933. It has grown up today into a multi commodity

port with variegated cargo.

3.1.9 SWOT ANALYSIS

NMPT has a number of strength and weak points in terms of its position in Indian and

international port facility and service markets. Along with that anther it face a number of 7

opportunities and threats.

Strength

The port of New Mangaluru is ideally positioned to the logistics service industry and its

customer base for a number of reasons in Arabian Sea basin.


The port is suited to fulfill the cargo flow for south Indian cargo that originate or are

destined for the state of Kamataka and partly for Kerala. The hinterland consists of

population and a variety of industries such as the garment producing industry, mineral ore

production, thermal power plants, electronic equipment and consumer goods like coffee

and refrigerated cargoes.


With a hinterland area of about 50 ml inhabitants NMPT has a base to handle a substantial

volume of containers for both the imports and exports. The distance by road or rail for

neighbouring ports is 250kms or more, which supports shippers of goods to choose New

Mangaluru, based on cost of transport from origin to destiny


The port is equipped and maintained with deep water berthing up to 15.1 m depth and is

operated except on three national holidays. And however shipping activities are carried

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out during these three national holidays also. These provide facilities for all types of

cargoes and also give 24 hour service.


There is sufficient backup area available. This allows provisional storage and handling

operations to be executed or to be established.


The NMPT has a healthy financial position both balance sheets and profitability.

Weakness

The marine infrastructure is designed to allow ships of max length over all 245 In. this

shows ship over dead weight tonnage 100,000 cannot be handled in this port due to

navigational constraints and the channel depth and width.


Cargo handling for certain cargoes like dry bulk cargoes is done manually which results in

high turnaround time for ships. This creates high cost of transport to shippers of goods.
To deploy the ports dock labour existing terminal is required only to cargo handling

operations. This restricts NMPT to enter into contracts with private operators that manage

NMPT terminal with their own labour force and labour cost compared to that in minor/

private Indian ports that are at the liberty to employ and manage labour.

Opportunities

NMPT has lots of opportunities to increase its output and improve its functioning. Some

private customers show interest in developing berths and jetties and the time for public

partnership deals.
The high volume of cargo creates a base of income to NMPT and will result in sound

operating profits. This automatically implies that funds are available in future for

infrastructure development preferably in cooperation with private investors and operators

of cargo handling.
The participating in the special purpose vehicle established to develop the Mangaluru's

Special. Economic Zone creates mrther opportunity to proceed with the activities that

benefit from tax incentives. Apart from the involvement of NMP, the SEZ will generate

additional cargo flows from the nearby industrial and trading activities.

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Threats

NMPT faces the structure of ever disturbing handicap of being, a public controlled

enterprise. Many regulations limit the management become independent. and professional

organization, such as labour laws, HR routines and the labour conditions of the market.
Further the international vessel size improvement will create additional financial burden

of capital dredging and strengthening of quay structures.


The port's competence at present is short of certain skills and to cope up with these in

future rationalization of activities and promoting a stimulating the markets.

3.1.10 FUTURE GROWTHS AND PROSPECTS

NMPT has a number of plans to deve10p every aspect to satisfy customer's needs.

Development of port based SEZ: The port is supposed to join SPV of Mangaluru SEZ' a

company floated by GOK and MPRPL-ONGC and KIADB by leasing required land for

port facilities for the projects going on under SEZ area. The ministry has approved in-

principle participation in special purpose vehicle formed for Mangaluru SEZ zone at new

Mangaluru Port. The port is proposed to invest 11.5 crores i.e. 12% of the equity in SPV

of MSEZL. The draft of the NMPT in SEZ is being finalized in consultation with MSEZ.
Construction of a new multipurpose general cargo berth for handling general cargo and

containers
Development of LNG terminal at NMPT
Development of coal handling facilities for captive user
SPM for POL
Mechanization of iron ore handling
Western dock arm
Development of bunkering facilities
Deepening of the harbour
Increased railwav siding and facilities
Outer harbour development

21
3.1.11 FINANCIAL STATEMENT

Particulars 2015 Amt ib Rs 2014 Amt in Rs


Liabilities
Share Capital
Reserves And Surplus 20,49,66,05,846 19,12,36,24,712
Loan Fund
Deferred Liability 1,16,32,52,811 1,13,49,80,811
Current Liabilities 12,44,12,28,979 11,05,94,87,772
TOTAL 34,06,10,87,656 31,31,80,93,295
Assets
Fixed Assets 7,28,36,47,918 6,86,33,55,296
Investment 10,10,01,09,057 10,04,03,01,411
Bank Balance 3,58,14,315 3,43,09,252
Loans and Advances 5,22,64,49,135 4,27,70,58,658
Fund Investments 7,98,99,56,481 6,77,52,88,723
TOTAL 34,06,10,81,656 31,31,80,93,295

22
Interpretation

The above table shows the balance sheet of New Mangaluru Port Trust for the year 2014 and

2015. In the year 2014 the total asset and liability was Rs 31,31,80,93,295 and in the year 2015

was Rs 34,06,10,81,656. So the total amount of balance sheet in the year 2015 has been increased

comparing to 2014.

23
Chapter 4

DEPARETMENTAL /FUNCTIONAL AREA PROFILE

4.1.1 ORGANIZATIONAL STRUCTURE

Minister of surface transport is the supreme head representing central government for NMPT. The

overall responsibility for efficient management and operation of major ports vests in central

government followed by board of trustees with strength of 17 members. Major ports are

autonomous bodies run by the board of tmstees, constituted under the major ports act 1963. The

trustees, appointed on these boards by the central government, representatives, interests and

workers employed in port.

Ministry of shipping (Govt. Of india)

Board of Trustees

Chairman

Dy. Chairman

Administr Finance Civil Mechanical


24 Marine Traffic Medical
ation(Secr (CAO&FC (chief (chief Eng.) (chief (Traffic (Med.
etary) ) Eng.) Eng.) Manage Officer)
r
4.2.1 VARIOUS DEPARTMENTS IN NMPT AND RESPONSIBILITY

MANAGEMENT SERVICE DIVISION

Traffic department administrates management service division of the port.. Its functions include

preparing presentation as a part of business development to highlight the achievements of the port

to various port users, trade, and shippers. Besides, this division prepares review reports on various

operational parameters and monitor the port operation to reduce time of the vessels called at the

port. Deputy Director is the head of MSD produced by other staffs.

CIVIL ENGINEERING DEPARTMENT

The department maintains and operates all civil maintains work related to port operation and

execute revenue and capital works related to infrastructure development of estate. The department

is also in charge of capital and maintenance dredging. The Civil Engineer is the head of the

department and he is one of the principle officers of NMPT. He is possible for all the civil

engineering activities of NMPT. He is also required to visualize future needs of the port. Civil

engineer is the engineer in charge for entire plan and non-plan works. The maintenances and

execution of all civil engineering works come under supervision of civil engineer.

Main functions and responsibilities of Civil Engineering Department are construction and

maintenance of wharves, transit sheds, various buildings, roads including residential

accommodations in the Port area and the Management of Port estate. Dredging is also carried out

by Civil Engineering Department. The Water supply both for wharf and quarters of NMPT is

25
under the Civil Engineering Department. The planning and development project in future

construction is also with the Civil Engineering Department.

ADMINISTRATIVE DEPARTMENT

The personal management and administration co-ordination, which includes management of

legal, welfare, labour, public, industrial relation are under control of this department. The onsite

training programming through the National Institution of Port Management (NIPM) and Indian

Institute of Port Management (11PM) to officers and employees are arranged by port and

managed by administration. The secretary exercises the overall control over the administrative

department.

The Administration Department looks after the general administration, human resources

development and management in New Mangalore Port, conducting board meetings, Public

Relation, all personnel matters of Ministerial Staff and officers, training, co-ordination,

Implementation/promotion of Official Language Hindi monitoring court cases in different courts

and maintaining harmonious Industrial Relations.

MECHANICAL DEPARTMENT

The maintenance and operation of all mechanical equipments, installation of cargo handling

equipments, staff cars, electrical installation Port, workshop, and central stores are some of the

functions of this department. The chief mechanical engineer is the head of the department.

The Mechanical Engineering Department is responsible for the procurement, operation,

maintenance and disposal of mechanical and electrical equipments of the Port. The wharf cranes,

mobile cranes, Fork Lift Trucks, Weigh Bridges, Diesel generator and other equipments are

26
regularly serviced and maintained to offer round the clock service to the port users. Besides, the

central stores division procures various spares and consumables from time to time on need basis.

Also, the unserviceable and condemned machinery, machinery parts, vehicles and other related

scrap are disposed off through central stores. All Port vehicles are serviced and repaired

periodically to ensure availability throughout.

MEDICAL DEPARTMENT

Chief medical officer, who is a professional doctor, heads this department.

Service provided by the medical department is:

Port health care service


Round the clock service including ambulance van facilities available in the port

trust hospital.
Providing first aid facilities in wharf, work shop etc...

The Port Trust Hospital is extending medical facilities not only to the Port employees/dock

workers and their families but also to the CISF, Resident Audit Office Staff and their families,

Pensioner and also Coast Guard, Radio Wind Observatory, Customs on payment basis and also

extending emergency treatment for outsiders. Some of the major/minor surgeries are being carried

out in the PTH Operation Theatre.

FINANCE DEPARTMENT

The important functions of the financial department are general accounting revenue collections

and establishment cost analysis, budgeting, auditing and achieve the chief executive regarding

financial matters. The electronic data processing unit also function under this department.

The financial advisor and chief account officer exercises overall control over the finance

department and advice the chairperson and deputy chairperson regarding the port finance. He is

also the member of tender committee in the respect of tender costing more than rupees live

27
Lakhs. The finance advisor and chief account officer give financial concurrence to the entire

proposal and the proposals that yet to be placed before the board of trustees. Presentation of the

annual budget estimate/received estimate for the current year and annual accounts for the

preceding year is same of responsibility of finance officer and chief account officer.

Important functions of Finance Department are general accounting, revenue collection,

establishment, contractual payments, cost analysis, budgeting, auditing and advising to the Chief

Executives regarding financial matters. EDP unit is also functioning under this department.

MARINE DEPARTMENT

Supply of fresh water to the vessels maintains tugs and all floating crafts in a good condition for

service. The deputy conservator exercises the overall control over the marine department. He is

held responsible for crisis management, vessel related charges such as port dues, pilot age etc.

The main functions of Marine Department are general conservancy and waterfront operations

pertaining to Pilotage of ships of this Port and ensure safety and look after fire fighting

arrangements, providing tugs and pilots for piloting vessels, maintain tugs and all floating crafts

in a good condition for service. Deputy Conservator is also responsible for crisis management,

VTMS & ISPS.

TRAFFIC DEPARTNIENT

The department administrates all cargo handling operation. The departments take care of the

marketing functions. The management service division, registered cargo handling workers,

administrative wing, and dock safety units are working under this department.

The main function of traffic department is as follows:

The allotment of berths and also collection of berth hire charges

28
Planning for cargo handling, unloading operation of the ships, transit operation. Receipt

and delivery operations, yard/ warehouse storage operation, railway operations.


Some of the commercial functions generation and furnishing data for cargo related

charges, like wharf age, equipment related charges, weighting charges, demurrage as well

as documentation aspects
The traffic manager exercises the overall control over the traffic department.

The main functions of Traffic Department are planning for the vessels to be Berthed and the

vessel movements. Planning for cargo / loading / unloading, operation of ship, transit operation,

receipt and delivery operation, yard / warehouse storage operation, railway operations for the

movement of cargoes. Some of the commercial functions of Traffic Department are generating

and furnishing data for collecting cargo related charges like wharfage, equipment related charges,

rental charges, weighment charges, demurrage as well as documentation aspects. The department

takes care of marketing functions, Management Services, Dock Safety units are working under

the Traffic Manager.

VIGILANCE DEPARTMENT

Chief vigilance Officeheads vigilance department of the port. The vigilance department has

taken up important role in system improvement which has ranked in quality improvement in civil/

maximal electrical and mechanical contract works improving.

A close monitoring is maintained by the Chief Vigilance Officer of the Port Trust on the various

activities of the Port where corrupt practices are likely to be committed by the employees. All

complaints received by the Vigilance are promptly and properly investigated and action taken as

per rule. Port users / employees can submit complaints regarding misuse of Port fund or

corruption to the Chief Vigilance Officer. Vigilance Department is also closely involved in system

improvement to prevent corruption in different areas.

29
4.3.1 Importance of employees health and safety

The area under discussion of safety and accident prevention is of significant distress to managers

for several reasons. For one thing the information regarding work related accidents are rather

overwhelming. The National Safety Council reports, for example, that for a latest year there are

over 14000 deaths and almost 250 million injuries resulting from accidents at work. Many safety

experts feel that these numbers critically underestimate the actual number of injuries. The US

Public Health Service, for the similar period, gives information about almost 850 million injuries

and even this last figure doesnt include injuries that didnt restrict the injured persons activities

for which he expected no medical notice. They dont reflect the human suffering incurred by the

injured workers and their families. They dont reflect the economic costs incur by these working

class employers costs for things like time off, insurance and medical payments. Nor do they

reflect the legal implication of the problem like the managers who were sue or imprisoned for

failing to cover safe work places.

4.3.2 Health

An important function of human resource management is to choose the employees and to provide

them healthy working conditions so that their efficiency and productivity can be increased and

maintained and also the problems of absenteeism and turnover can be minimized.

According to the joint ILOWHO Committee on Organizational Health Industrial health is:

a) The prevention and maintenance of physical, mental and social well being of workers in

all occupation.
b) Protection of workers in their employment from risk resulting from factors unfavorable

to health.
c) Prevention among workers of ill health caused by the working condition
d) Placing and maintenance of the worker in a occupational environment adapted to this

physical and psychological environment.

30
4.3.3 Industrial health is required

1. To maintain and improve productivity and quality of work


2. To advance employee motivation and moral
3. To reduce spoilage and cost of operations
4. To reduce industrial unrest, indiscipline, accidents and minimize absenteeism and

turnover.
5. Promote and maintain the highest level of physical, mental and social well being of

worker.

4.3.4 Two aspects of health

1. Health hazards

2. Health risks.

Health hazards

Health hazards are condition which may cause diseases to the workers. According to Ronald

Blake these hazards may be classified into chemical, biological, environment and psychological

a) Chemical hazards: chemical hazards produced from certain chemicals and gases such as

Carbon monoxide, carbon dioxide, nitrogen oxide, sulphuric oxide, hydrocarbon, ozone

and various acids. These chemicals and gases may also affect skin or internal parts of the

body through breathing and may cause different diseases.


b) Biological hazards: biological hazards are in the form of bacteria, Viruses, fungi, insects

etc. which cause various diseases. Besides, dietary deficiencies, excessive drinking,

allergies etc are also the source of diseases.


c) Environmental hazards: environmental hazards are in the forms of noise, radiation,

vibration and improper atmospheric conditions. Radiation is caused by the use of x-rays or

radioactive isotopes. Excessive radiation causes redness of eyes, genetic disorders, cancer

and sterility. Excessive noise is another source of diseases such as temporary or permanent

deafness, nervousness etc. excessive vibration may cause nerve injury, inflammation of

31
tissues of joints etc. inappropriate atmosphere conditions are caused by inappropriate

light, ventilation, temperature, cleanliness and dusty environment. These may result into a

number of diseases such as poor eye sight, headache, heat strokes, heat cramps etc.
d) Psychological hazards: psychological hazards are in the form of stress and anxiety

affecting conditions. While many improper physical conditions existing at the work place

may produce stress and anxiety, there may be many stress generating psychological

factors such as fear of loss of job, denied opportunities for promotion, poor supervision,

poor peer relationship, various organizational practices not conductive to employees etc.

these conditions may cause stress afar from the tolerance limit of the employees and they

have different types of physical and emotional maladjustments.

4.3.5 Health risks

These are the results of physical conditions and presence of industrial poisonous and non-

poisonous gases and dust in the atmosphere adjoining the workplace. In the process of convert

raw materials into finished products, some elements enter the human body in such quantity that

causes danger to the health. For example, in thermometer manufacturing process, workers health

is affected badly because of the long and continued inhalation of mercury vapors.

4.3.6 Statutory provision concerning health

Various statutory provisions concerning industrial health have been made in chapter 111 sections

11 to 20 of Factories Act, 1948. The provisions are as follows,

1. Cleanliness (sec 11): every factory should be kept clean and free from effluvia from

arising any drain, privy or other nuisance. Building should be white washed at least once

in five years. Floors should be swept and cleaned every week.

32
2. Disposal of wastes and effluents from factories (sec 12): proper arrangements should be

made for their disposal and treatment.


3. Ventilation and temperature (sec13): provision should be made for the circulation of fresh

air, and temperature should be maintained by building walls and roofs of such materials as

would keep it within reasonable limits. High temperature may be controlled by white

washing, spraying and insulating the factory premises and by screening outside walls,

roofs and windows.


4. Dust and fumes (sec14): effective measures should be planned to prevent, or at any cost

reduce, the inhalation and accumulation of dust and fumes. Exhausting appliances should

be used near the point of the origin of dust and fumes.


5. Lighting (sec 17); sufficient and appropriate lighting, natural or artificial or both should be

made available in the factory premises.


6. Artificial humidification (sec15): in respect of all factories in which temperature of the air

is artificially increased, the state government make rules regarding standards of

humidification. It may also make rules regulating the methods used for artificially

increasing the humidity of the air. It may further make rules prescribing methods to be

adopted for securing proper ventilation and cooling of the air in the workrooms.
7. Overcrowding (sec 16): no room should be overcrowded. There should be at least 500 cu

ft of space for every worker.


8. Drinking water (sec 18): a sufficient quantity of cool drinking water should be made

available for the employees throughout the year, particularly during the hot summer

months.
9. Urinals and latrines (sec 19): adequate urinals and latrines should be separately provided

for men and women employees.


10. Spittoons (sec 20): in every factory, there shall be provided a sufficient number of

spittoons in convenient places and they shall be maintained in a clean and hygienic

condition.
11. First aid appliances: there should be an adequate number of boxes containing first aid

materials, qualified personnel to administer first aid, and an ambulance or at least a room

where an injured employee may be given first aid.

33
4.4. Safety

A large number of industrial incidents occur every year resulting in diseases and injuries, fatal

and non fatal. The direct consequence of accident is loss of man hours, demoralization of

workforce, payment of I compensation and other expenses including medical assistance

expenditures. As a legal matter, safety implies a state of relative security from accidental injury or

death due to measures designed to guard against occurring of accidents.

4.4.1 Objectives of safety

Adoption of safety is of paramount importance to an organization because of:

To prevent loss of human life.


To install a sentence of confidence and ownership amongst the stakeholders, including

employees and general public.


To create awareness and develop safety habits.
To provide safe working condition.
To control financial loss
To improve productivity
To improve compliance of statutory provisions of safety
To improve market credibility

4.4.2 Types of safety: There are three types of safety

1. Self safety: Safety is primarily the responsibility of the management. However, all

employees are responsible for their safety in their own interest. Employees should take

care of all safety precautions, procedure, safety clothings articles and appliances.

34
2. General safety: Employees should not unnecessarily fiddle with machines, unless they are

trained in it. Workplace should kept clean and free from obstacles, pits, holes, sumps,

spilled oil, tools and fixtures etc. employees should take advice of their supervisor to .

maintain safety at workplace.


3. Machine safety: Employees should possess power knowledge and skill in operation and

maintenance of the machines. It should take proper safety measures while operating,

fixing, cleaning or lubricating the machines.

4.4.3 Safety measures

1. Safety policy : Every manufacturing organization should formulate a safety policy. In

developing safety policy, organizations have the following choices:

a) The organization must decide the level of protection, it will offer to its employees.

Various organizations can be categorized into two groups so far as the level of safety

measures is concerned.
b) The organization must decide whether it will adopt a proactive or reactive approach in

providing safety measures.


c) The organization must decide how the safety measures should be administered and the

extent to which the workers or their representation will be involved in the process.

2. Safety engineering : The adoption of proper engineering procedures to minimize and if

possible, eliminate work hazards is fundamental to any safety programs. It involves:

a) Ergonomics: job should be so designed as to facilitate proper integration of man and

machine.
b) Material handling equipments: hazards and risk free procedure and practices should be

developed for material flow.

35
c) Plant maintenance: adequate, periodic and planned maintenance of plant, machinery and

related services should be carried out prevent accidents.


d) Safety devices: safety devices of good construction should be provided as per the

requirements of work of the organization.

3. Safety training: Safety training should be organized by the organization to develop safety

awareness and habits in the employees. Two types of objectives associated with safety training:

a) Among employees and build up favorable attitudes in them towards safety to develop

safety to develop safety consciousness measures and precautions.


b) To ensure safe work performance on the part of each employees by developing skills in

the use and operation of safety equipments.

4. Safety administration: Safety administration involves those activities through which safety

programs are made more effective. These activities include followings:

a) Safety organization: safety is the responsibility of both management and workers.

Management is responsible for developing adequate safety measures and workers

responsible for making effective use of those measures. From the management side, safety

officer should involve. Labor unions can also participate in safety programs by motivating

workers to use safety measures with adequate precautions.


b) Measurement of accidents: measurement of accidents undertaken to find out whether

safety programs are adequate and safe.


c) Accident records: accident records should be properly maintained so that the nature of

accidents is known, their causes are analyzed and adequate precautions are taken in the

light of the analysis.


d) Safety campaigns: safety campaign involves informing and motivating employees to

observe safety in the organization. Such activities include putting posters, screening films,

safety weeks and safety awards. Safety posters with poignant and penetrating slogans may

be put on the walls near the workplace.

36
5. Government support: To extent support to safety related activities the government of India the

national safety council was established in 1966. The principle job of this council is to promote

safety consciousness at the plant level and conduct safety programs. The national safety day is

celebrated every year to signify the foundation day of the council.

4.4.4 Statutory provisions concerning safety

The factories act 1948 puts emphasis on the following safety measures:

1. Fencing of dagerous machinery (sec 21): in every factory the dangerous or hazardous

parts of any machines shall be safely fenced.


2. Work on or near machinery in motion (sec 22): for examining and lubricate the machines

while in motion, specially trained workers wearing tight clothes be sent. Such a worker

should not be allowed to handle belts of machines in motion without proper precautions

women and women and young children should be prohibited from handling such

dangerous machines.
3. Employment of young persons (sec23): Young person is not allowed to work on

dangerous machines unless he is hilly instructed about the possible dangers and

precautions that has to be followed.


4. Striking gear and device: In every factory, suitable striking gear or other efiicient

mechanical appliances shall be provided and maintained which is used to move driving

belt to and fro, fast and loose pulleys. They are not allowed to rest or ride upon the

shafting motion.
5. Self acting motion (sec 25): no traversing part of a self acting machine in any factory and

no material carried there on shall be allowed to turn on its outward or inwards from any

fixed structure which is not a part of machine.

37
6. Casing of new machinery (sec 26): All machinery, driven by power and install after 1-4-

1949, must be encased or effectively guarded to eliminate danger to those working in the

factory.
7. Employment of women, children near cotton work (see 27): No women and child shall b

employed in any part of a factory for pressing cotton in which it extend to a specified

height, women and children may be employed on the side of the divider where the feed

end is situated.
8. Hoists and lifts (sec 28): In every factory hoists and lifts shall be made up of a good

mechanical construction, strong material and adequate strength and shall be properly .

protected by enclosure fitted with gates.


9. Lifting machines, chains and ropes (sec 29): The running machines, chains and ropes

used in every factory should be of sound construction, good material and strong enough

to carry the necessary weight.


10. Revolving machinery (sec 30): In every room where moving jobs are performed, a notice

showing the maximum working speed of the machine shall be attached near it. Steps

should be taken to see that the safe working speed is not exceeded.
11. Pressure plant (sec 31): If factory Operations are carried out with a pressure above the

atmospheric pressure, proper measures shall be taken to see that the safe working

pressure is not exceeded.


12. Floors, stairs and means to access (sec 32): All floors, steps, stairs, passages and ways

shall be made up of good construction and properly maintained, handrails should be

provided if necessary.
13. Fits, sumps and openings in floors (sec 33): Every pit, tank, sump, fixed vessel, opening

in the ground or in the floor which is a source of danger, shall be either properly fenced
14. Excessive or over weights (sec 34): No workers shall be employed in any factory to lift,

carry or more any load which is so heavy that will cause a possible injury.
15. Protection for eyes (see 35): Effective screens or suitable goggles are given to workers

while scrutinize a manufacturing process involving risk of injury to eyes.


16. Precautions against dangerous fumes and gases (sec 36): No person shall be allowed to

the room or place which contains dangerous gases, fumes, vapor and dust etc.

38
17. Precautions regarding to portable electrical light (sec 36A): Portable electrical devices

should not be permitted for use inside any chamber, tank, pits and other provided space in

factory. If used it should be with adequate safety devices.


18. Precaution against explosive or inflammable dust, gas (sec 37): when in any factory, any

manufacturing process produces dust, gases, fumes or vapors which are likely to explode

in ignition.
19. Precaution in case of fire (sec 38): All practical measures shall be taken to prevent

outrage of fire and its spread, internally as well as externally and to provide and maintain

means of escape from danger and extinguishing facilities.


20. Power to provide specification of defective parts (sec 39): inspection of part of a building

machinery or plant in a factory which may be dangerous to human life or safety.


21. Safety of building and machinery (sec 40): inspecting of the building part or parts of

machinery whether it is dangerous to the workers and taking measures which are

required.
22. Maintenance of building and machinery (sec 40): till the particular spoilt machinery is not

repaired it is not allowed to be used.

4.4.5 Safety and health policy

The occupational safety and health are basically and essentially management functions. All

employees must be willing to accept individual and collective responsibilities in order to achieve

this objective.

Training

Comprehensive training inputs regarding safety and personal hygiene will be given at all

levels.

39
All employees are informed about the risks and limitations of the equipment and

machinery, preventive care to be taken and procedure to be followed in an emergency.

4.4.6 Safety management functions

Prevention of accident and safety in working conditions can be achieved by

1. The system of safety emphasis on the individual is stressed to examine his activities.
2. The individual workers have to interact with the machinery and the man machine interface

is to be given adequate importance.


3. Along with this technical aspect of understanding of machinery, the psychological and

physiological aspects of human factors are also to be taken care adequately.


4. Focusing on the individual by keeping the safe practices simple and sound.
5. Care in operation, with proper understanding and training, appropriate gear/ equipment.

Better supervision and coordination among all.


6. Portable fire extinguisher in every launch, boat, craft, mobile crane cable.

4.5 Educational qualification of workers

Particulares No. Of respondents Percentage


Illiterate 0 0
Primary 26 26
Secondary 60 60
PUC 10 10
Graduates 4 4
Total 100 100

40
Educational Qualification

60

50

40
Series 1
30

20

10

0
Illiterate Primary Secondary PUC Graduation

Interpretation:

In the following graph, 26% of workers completed primary education, 60% of workers completed

secondary education, 10% of them have completed PUC and 4% of the respondents are graduates.

Hence majority of workers are less qualified in the organization.

4.6 Year of experience of respondents

Particulars No. Of Respondents Percentage


15-20 0 0
21-30 36 36
31-40 80 80
40 and above 4 4
Total 100 100

41
Experience of the respondents

80
70
60
50
40
30
20
10
0
15-20 21-30 31-40 40 and above

Interpretation:

In the above graph the workers with experience of 21-30 years are 36%, workers with 31-40

Years of 6Xpen'ence are 8000 and more than 40 years are only 4%. So the experienced workers

are. more In the organization

4.7 TECHNICAL KNOW HOW

Location

NMPT is modern all weather port situated at panambur , Mangalore (Kamataka) on the

west coast of India, 170 nautical miles south of Marmugoa and 1991 nautical miles north of

cochin port.

42
On the map

The location of the port is

Latitude 1212"46.6"north
Longitude 7448"27.56"east
Annual rainfall about 3450mm

Port area

Water spread2320 acres( 129 hectares)


Land area: 2030 acres (822 hectares)
Total area: 2350 acres(951.04 hectares)

WELFARE MEASURE

Free education in English /Kannada up to 10th standard


50 bedded hospital
Free consultancy from specialist doctors
Referral hospital facilities
Free medical treatment in Allopathy/Ayurveda and Homeopathy y Multi-purpose

auditorium with a seating capacity of 1200


Residential quarters/ bachelors hostel
Nursery school by Mahila Samaj
Canteen facilities
Gymkhana for indoor games/ badminton court with wooden flooring
Stadium
Recreation club/ Officer Club/Mahila Samaj/ Dock recreation club
Children's park
Market complex
Cable TV facility is provided to the residents of the port at a nominal subscription fee of

Rs 175/per month
100 units free electricity per month to class III&IV employees residing in the port staff

quarters
Rest rooms for women employees.

N.M.P.T COLONY

43
NMPT has constructed 941 residential units in the colony viz. 705 units for NMPT staff, 100

units for RCHW, and 136 units for CISF personnel. Out of 705 quarters, 282 NMPT employees,

89 RCHW employees and 82 CISF personnel were residing in the NMPT quarters. The overall

level of satisfaction is 69.51% {561*100/807(No. of employees of port)}. Out 0 these quarters,

108 units have allotted to the staff of other department like police, resident audit office. NMPT

School, MESCOM, coast guard, MMD, southern, apprentice trainees etc., who have been

associated with the port.

Besides these family quarters, there is women hostel building with 10 rooms. Ground floor of

said hostel has been now allotted to plant quarantine station and rooms in iirst floor been allotted

to the Para-medical staff there is a separate building for Bachelor accommodation with 23 rooms.

In the colony amenities like auditorium, gymkhana, outdoor stadium, recreation club, hospital,

market complex, children's park, school, cable TV network etc., were been provided. The

reservation to ST /SC in the, manner of allotment of staff quarters is follows as per government

instruction and the required percentage of 10% in type 'A' and 'B' 5% in 'C' and 'D' is maintained.

EDUCATION

The port is running an English medium school up to 10th standard and a Kannada medium high

school. Children of the port employees and dockworkers are educated in these schools. The

schools are being run through New Mangalore port Education Society. The port had incurred

expenditure of Rs 1,45,00,000/on the schools during the year 2013-14. Besides, there is also a

Kannada medium higher primary school up to seventh standard run by the staff colony. The port

hired buses on contract basis for transportation of children to school and back at subsidized rates.

Besides, one 30 sated departmental mini bus is also used to transport the schoolchildren. T 0

encourage education, to port trust is sanctioning stationery allowances to all the children of port

44
employees ranging Rs300/to 1500/-and merit scholarship to the meritorious students ranging

from Rs 600/to 2000/. Apart from this scheme, children education allowance is being paid at

maximum limit of Rs 15,000/per child for academic year and maximum for two children as

provided in WRC settlement.

CANTEEN FACILITY

NMPT has provide canteen facilities to its employees and provided various concessions to the co-

op canteens including 100% subsidy for payment of salary of canteen staff. The following two

canteens run by the co-op canteen are cantering for the employees in this port trust.

1. Co-op. canteen at wharf


2. Co-op. Canteen, near AO building In addition, private tea tender vender has arranged to

provide tea/coffee and snacks to the employees.

MEDICAL FACILITY

The port trust hospital is extending medical facilities not only caters to the medical needs of the

port trust employees and their family members, cargo handling workers and their families, CISF

personnel's and their families but also to the other employees of the central government

establishment like central school, coastguard, radio wind observatory and customs etc on payment

basis. Medical facility is also extended to the contractor, labourers of various agencies operating

within the port area on nominal payment rates. The port also treats road accidents occurring on

national highways 17.

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The port trust hospital, a 50 bedded hospital Operation with 22 beds not only caters to the medical

needs of the port trust employees and their dept, dockworker and their family members. The

family medical record books containing photography of family members introduced in the port

trust hospital to facilities the extension of the medical facilities to entitled members. Two first aid

centres are provided for emergency treatment, i.e., one at wharf and another at additional berth.

All types of medical treatment are provided to the employees of the port trust for inpatient

treatment. For several kinds of illness and where facilities are not available in the port trust

hospital, the cases are referred to private / government hospital such as KMC manipal , Athena

hospital, unity hospital, Apollo hospital Chennai, Madras hospital, Mission hospital Chennai,

Wockhardt hospital Bangalore etc.

RECREATIONAL FACILITY
The New Mangalore Port Trust also provided recreational facilities to the employees and

dockworkers. Recreation facilities like Sports events are frequently organised by the NMPT for

the benefit of their staff. NMPT has constructed gymkhana for indoor games and stadium for

outdoor games for the employees and library facilities.

PORT FIRE SERVICE

NMPT maintains a fully-fledged fire fighting, units with two fire stations one at the main wharf

and second at the tanker terminal. The port has tree fire tenders fitted with the water, form, and

dry chemical powder system. In addition, there is one accident relief van and tire jeep. The port

service in

4.8 INDUSTRIAL RELATION AND LABOUR UNION

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The following registered trade union are operating at this port trust at present

1. Kanara Port Worker Union (INTUC)


2. NMP Staff Association (HMS)
3. NMP & Dock Workers Union (AITUC)
4. NMP & General Employees Association (BMS)
5. Karnataka Dock & general Workers Union (INTUC)
6. Kanara Stevedoring Working Union (INTUC)
7. NMPT Cargo Handling & Allied Worker Union (BMS)

Apart from the above trade union the following association are also functioning

1. NMPT Officers Association


2. NMPT Graduate Engineers Association
3. NMPT Marine Officers Association
4. NMPT SC/ ST Employees Welfare Association
5. DR B R Amebedkar SC/ST Association of NMPT
6. NMPT Ex-service men Welfare Association
7. NMPT Other Backward Class Employees Welfare Association.

COMPANY OFFERS

Abundant open stock yard near the berths


Easy entry to the port for export consignment
Weigh bridges
Water
Canteen facilities
Private labour deployed at the stockyard for unloading/ loading
Uninterrupted power supply
Round the clock operation on arrived berthing
10.5mts draft available at berth nos 2 and3
No shortage of labour gangs

Port is a service industry, which requires personalized customer services in each and every span

of its activity. The widely spread global environment is not only prone to economical and

technical influence but also

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STANDARDS MAINTAINED BY NMPT

Round the clock cargo operations


Round the clock delivery of FCL containers for factory de-stuffing
Refunds within 15 working days for vessel related claims and within 20 working days for

cargo related claims.


Facility for Direct Delivery of cargoes from the hook point
Round the Clock receipt of Export Cargoes
Facility for in-house stuffing of containers

COMMITMENT OF NMPT

The NMPTs Commitment and endeavor is to provide best services to the satisfaction of the

customers. Port users are our valued customers and our partners in the growth of the port.

NMPTS CUSTOMERS

Shipping Company/Steamer Agents


Importers/Exporters
Clearing & Forwarding Agents
Stevedores
Transporters
Container Agents
Logistic Service Provider

Internal Customer

All Employees

Customer Communication:

Through Website (www.newmangalore-port.com)


Through brochures / Corporate CDs

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Interactive Committees (Interaction with Port Users through B.D.C., i.e. Business

Development Cell)
Monthly Ports Operations Meeting
Daily Berthing Meeting etc

Chapter 5

SWOT ANALYSIS

5.1 SWOT ANALYSIS

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NMPT has a number of strong and weak points in terms of its position in the Indian and

international port facility and service markets. Furthermore, NMPT faces a number of

opportunities and threats.

Strength of NMPT

In the Arabian Sea basin the port of New Mangalore is ideally positioned to the logistics

service industry and its customer base for a number of reasons.


The port is best suited to cater for South Indian cargo flows that originate or destined for

the States of Karnataka and partly for Kerala. The hinterland consists of substantial

population and a variety of industries such as the garment producing industry, mineral ore

production, thermal power plants, electronic equipment and consumer goods like coffee

and refrigerated cargoes.


With a hinterland area of over about 50 min inhabitants NMPT has a sound base to handle

a substantial volume of containers for both imports and exports. Distances by road or by

rail to major neighbouring ports are at least 250 km, which supports shippers of goods to

choose New Mangalore based on origin-destination cost of transport.


The port is equipped with well-maintained deep-water berths up to 15.1 mcd depth and is

operational except on three national holidays. However shipping activities (berthing /

deberthing) are being carried out even on these three national holidays; it operates 24

hours per day and can provide facilities for almost all cargo types.
Back up area is in general sufficiently available. This area allows provisional storage and

handling operations to be executed or to be established.


The NMPT enjoys a healthy financial position in both balance sheets and profitability

Weaknesses of NMPT

Its marine infrastructure is designed to allow ships of maximum Length Over All (LOA)

245 m. This implies in general that ships over Dead Weight Tonnage (DWT) 100,000

cannot be handled in port due to navigational constraints and the channel depth and width.

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Cargo handling for certain dry bulk cargoes (iron ore, coal) are still done manually which

results in high Turn Around Time (TRT) for ships. This creates subsequently high cost of

transport to shippers of goods. The manual handling also results in unsafe and

environment unfriendly effects such as cargo spills and dust.


For existing terminals the NMPT is required, by agreements to deploy the Ports dock

labour only to cargo handling operations (ship-shore). This restricts the NMPT to enter

into contracts with private operators that manage a NMPT terminal with their own labour

force fully and this may lead to higher labour cost compared to that in minor/private

Indian ports that are at liberty to employ and manage labour.


Other weak points include the environmental hazards from dust and spills and rather

administrative authority structure (valid for all Major Indian ports) that restrict the

management and the Board of Trustees in setting up its own (market oriented) port tariffs

and service packages for staff.


The port connectivity seems sufficient at present but the connectivity to National

Highways is in a poor state, heavily congested and sometimes not suitable for heavy truck

traffic. The port enjoys a railway connection to a marshalling yard, but there are no direct

railway lines to any berth.

Opportunities of NMPT

NMPT has ample opportunities to increase its throughput and improve its functions. Some

private (captive) customers show firm interest in developing berths and jetties time is ripe

for Public Private Partnership (PPP) deals. The partnerships will appear in all cargo types

that are presently handled.


The high volume of captive cargo creates a sound base of income to NMPT and has

resulted and will result in sound operating profits. This automatically implies that funds

become available for infrastructure development preferably in cooperation with private

investors and operators of cargo handling.

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The participation in the Special Purpose Vehicle (SPV) established to develop the

Mangalores Special Economic Zone (SEZ) creates further opportunity to execute

activities that benefit from tax incentives. Apart from NMPTs involvement, the SEZ will

generate additional cargo flows from nearby industrial and trading activities.

Threats of NMPT

NMPT faces through its institutional structure (a Port Trust under the MOSRTH) the ever

disturbing handicap of being a public controlled enterprise. Many regulations limit the

management to act as an independent and professional company, such as the labour laws

(no retrenchment), the HR routines (promotion), and the labour conditions (exceeding

market levels).
Furthermore the international vessel size developments will create additional financial

burden of capital dredging and strengthening of quay infrastructure.


The ports capacity can be improved by shifting cargo handling technique to faster and

safer mechanisation. This improvement may however still be insufficient to cater for

certain growth of cargo flows beyond projected cargo flow volumes. This may result

(again) in handling capacity shortage for certain cargo types which may result in either

over-utilisation of berth(s) or additional waiting time for ships.


The ports competence at present is short of certain skills (marketing, IT, HR

management) to cope with future rationalisation of activities and promote and stimulate

the port to the market.


The competition may not be very strong at present but other major and minor ports also

develop and will try to take a share of the competitive cargo especially when logistics are

favourable.
Ever continuing competition from nearby ports Cochin, Mormugao, Chennai and non-

major ports of Karnataka which may result in a possible deterioration of tariffs.

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The railway capacity of the main connecting lines (to Bangalore) may prove insufficient

in the medium and long run to handle all cargo to and from the port, not in the least

caused by the expected modal shift from truck to rail.

Chapter 6

CONCLUSION

Ports are a key component of infrastructure whose performance metrics have improved

considerably over years. Indian coastline has 12 major ports handling about 75 percent of Indias

port traffic and 184 other(intermediate and minor) ports serving the remaining traffic. Among the

major ports, again 75 percent are situated on the west coastline itself, of which New Mangalore

Port is one. There has been a steady increase in the total cargo being handled by major ports and

there is an impressive growth of container traffic. The main form of traffic consist of dry and

liquid bulk, general cargo, containerized cargo and iron ore.

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New Mangalore Port is is a deep-sea, all-weather port and is midway between two major ports;

Mormugao and Cochin. The port has been conceived, designed, executed and maintained entirely

by the Indian engineering talent and skills. It was initiated as a harbour project in 1962 and has

given Mangalore the status Gateway of Karnataka. The port has a vast hinterland covering

almost the whole of Karnataka and part of Kerala and Andhra Pradesh. It is served by railway

lines with adequate storage space & facilities and is well connected on the national network

through Konkan Railway. Also, NH-17 passes adjacent to the port making it directly accessible

by road as well. Spread over a land of more than 2000 acres, the port facilities provided are to

face the growing challenges and emerging needs of the present day. The port is well equipped to

handle bulk, liquid chemicals, hazardous cargoes, crude, ore and containers etc.

The total length of road network with NMPT is about 30 km which facilitates the movement of

land cargo carriers like trucks and stalkers. In addition to the roads, the stock yards in NMPT also

have pavements which need remedial solutions.

BIBLIOGRAPHY

BOOKS:

P.SubbaRao; Personnel and Human Resource Management

published by Himalaya Publishing House Private Limited

WEBLIOGRAPHY

www.newmangaluruport.com

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