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Visakhapatnam Port Trust
UNIVERSITY OF PETROLEUM & ENERGY STUDIES

School of Business, Dehradun
Project Report
Enhancing logistics and supply chain management
VISAKHAPATNAM PORT
(Summer Internship Program)

Master of Business Administration
(With specialization in Logistics and
supply chain management
Management)
2023-2024
Submitted to: Submitted to:
Pavan, Sir Mr. Ali Khan, sir

HR Department Manager-Operations
Visakhapatnam- AP
Submitted by:
Patil Pruthvi raj
Sap Id: 500100887
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Enrolment no: R600222065
ACKNOWLEDEGEMENT
“It is not possible to prepare a project report without the assistance & encouragement of other
people. This one is certainly no exception.”
On the very outset of this report, I would like to extend my sincere & heartfelt obligation towards
all the personages who have helped me in this endeavor. Without their active guidance, help,
cooperation & encouragement, I would not have made headway in the project.
I am eternally grateful to SHIRISH SIR for his conscientious direction and encouragement in
completing this assignment, and I am also thankful and grateful to him for his excellent guidance
and assistance in completing this project in its current state.
I am grateful to BOTHRA SHIPPING COMPANY PRIVATE LTD for providing me with this
opportunity.
I'd like to thank Mr. PAWAN SIR, AS Manager-HR, BOTHRA SHIPPING COMPANY, for
granting permission for the internship and for his invaluable assistance. Finally, I'd want to express
my appreciation to all my peers who assisted me in completing this project report, whether directly
or indirectly.
I'd like to thank Mr. RAJU SIR, Mr. RAVINDRA SIR, MR. JAGADISH SIR for their constant
supervision and active engagement in my internship by providing relevant knowledge during the
duration of my internship.
I'd like to thank the whole BOTHRA SHIPPING COMPANY for their assistance during my
internship endeavor.
Any absence in this brief acknowledgment does not imply a lack of appreciation.
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TABLE OF CONTENTS
S.NO CONTENTS PAGE NO.

1. Acknowledgment
2. List of figures & tables
3. Chapter 1: Introduction
▪ 1.1key trends in Operations
▪ 1.2 Global Scenario
▪ 1.3 Warehouse management
▪ 1.4 Customs house agent
4. Chapter 2: Literature Review
5. Chapter 3: About the Project
6. Chapter 4: Objectives of the Study
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INTRODUCTION
Ports can serve a range of vessels, including recreational watercraft, barges, ferries,
and ocean-going cargo and passenger ships.1 The United States has over 150 deep-
draft ports serving ocean-going ships.
The way ports operate and how they are governed varies and may include state and
local public entities, such as port authorities, port navigation districts, and
municipal port departments. The structure of a local port has implications for how
near-port communities relate to decision-makers and participate in decision-
making processes.
Port vs. Port Authority
Ports are generally places alongside navigable water (e.g., oceans, rivers, or lakes)
with facilities for the loading and unloading of passengers or cargo from ships,
ferries, and other commercial vessels. These facilities may be operated by different
entities including state or local public port authorities, private terminal operators,
and federal agencies. Activities associated with ports include operation of vessels,
cargo handling equipment, locomotives, trucks, vehicles, and storage and
warehousing facilities related to the transportation of cargo or passengers as well as
the development and maintenance of supporting infrastructure (also see Inland
Port).
A port authority is a government entity. A port authority may own facilities in one
or more ports, and a port authority’s domain may include both seaports and
airports.
For example, port authorities do not control private terminals, military operations
or industrial facilities located in or around port facilities. However, some private
tenants in ports may be subject to controls written into lease agreements.4
Opportunities are encouraged for port authorities to take a leadership role in

ensuring that the entire port complex makes environmental improvements and
engages constructively with local communities.
The Port Authority’s Role in Operations
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The role of the port authority in operations can vary from port to port; however,
ports often fall into one of the following two categories:
• Operational Port: The port authority builds the wharves, owns the cranes and
cargo-handling equipment, and hires the labour to move cargo in the sheds
and yards. A stevedore labour management company hires dockworkers to
lift cargo between the ship and the dock, where the port’s laborers pick it up
and bring it to the store to arrange the site.
• Landlord Port: The port authority owns the wharves, which it then rents or
leases to a terminal operator (usually a stevedoring company). The operator
invests in cargo-handling equipment (forklifts, cranes, etc.), hires
dockworkers to operate such lift machinery, and negotiates contracts with
ocean carriers to unload and load ship cargoes.
1.1 Key Market Trends
Logistics Trends for 2023: The top 5 trends in logistics
The logistics industry is constantly changing and adapting to the rapid growth of
technology and the need to conserve the environment. For any business to stay
ahead of the curve and remain competitive in these times, it must be flexible enough
to accommodate the latest technological advancements, new processes, and
strategies to succeed. Logistics technology will continue to expand and grow,
making the logistics industry more agile and reliable. Here are some top trends to
watch in 2023 that will shape the future of the logistics industry.
Supply Chain Agility

Supply chain agility is set to become one of the focuses of logistics trends in 2023
as businesses strive to satisfy the ever-increasing demand for products and services.
Agility will enable businesses to quickly and efficiently respond to fluctuations in
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supply and demand while also reducing costs and increasing efficiency and is
therefore an essential part of staying competitive in today’s ever-changing market.
Organizations must have the ability to quickly adapt to changes in customer needs,
global trends, and new technologies in order to remain successful. Organizations
with excellent supply chain agility are better prepared to adjust their products and
services to meet customer demands. An organization should be able to make fast
decisions based on new trends and customer preferences and respond to unseen
disruptions quickly. Also, supply chain agility allows organizations to manage their
stocks better, minimize costs, and increase their profits. Organizations should
acquire flexible and collaborative strategies for their operations to achieve supply
chain agility. Identifying and responding to changes in demand as quickly as
possible is one of the key elements of supply chain agility that requires an in-depth
knowledge of customer needs and market and technological trends.
Another important element of supply chain agility is the ability to lower the number
of disruptions to the supply chain. For this, an organization must adopt a proactive
approach to risk management, including using backup plans, changes of suppliers,
and other strategies to counter unexpected disruptions. Companies must also be well
prepared to find new solutions when disorders occur so that they can have minimal
effect on their operations and customers’ needs. Additionally, investing in new
technologies and innovations is important to supply chain agility.
Automation
Automation has become widespread in logistics, changing how the industry
operates in its day-to-day activities. It’s been a trend for years now and will still
continue to be a logistics trend in 2023.
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With advancements in technology and the growth of e-commerce, the industry is

undergoing a lot of transformation to level up with the world by offering the best
services and cutting costs. The benefits of automation have been realized compared
to the traditional logistical methods, and one of the key benefits is eliminating
manual processes. For instance, inbound logistics or manual picking in a warehouse
are time-consuming, a health risk, and prone to errors. With the help of these more
automated solutions, errors and fatigue have been streamlined, achieving high
accuracy and being completed quickly.
Manual lifting and moving of heavy loads can be a major hazard and headache for
many operations managers in logistics. To reduce this risk and improve efficiency,
companies are beginning to invest in semi-automated processes for lifting, allowing
operators to move objects of various sizes and weights with precision and speed
while massively reducing the risk of injuries. This technology can provide real-time
visibility and tracking, improve working conditions, increase safety in the
workplace, and ultimately help reduce costs. However, while automation can be
hugely beneficial, it is not always the best way to go, a full-automated road may be
too much of an investment for some companies. Therefore, semi-automated
processes for lifting are a great alternative for many companies to overcome manual
material handling challenges in their operations.
Green logistics
Green logistics is a business idea that encourages businesses to minimize their
pollution to the environment and, at the same time, improve their operational
efficiency. The objectives of green logistics are to reduce gas emissions, conserve
resources, and implement waste management policies to help save the environment
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while still offering customers satisfaction. To keep up with the latest trends of
logistics, businesses should consider green logistics to help reduce their
environmental footprint.
Green logistics aims to lower energy use, waste production, and the use of
hazardous materials to lower the environmental impacts. Transportation route
optimization is one of the essential elements of green logistics. Finding the most
effective routes necessitates using highly developed transportation management
systems that analyse traffic patterns, weather conditions, and the weight and amount
of goods. The carbon footprint of transportation and fuel usage can be decreased by
shortening the distance that commodities must travel.
Another meaningful way green logistics can conserve the environment is by using
electric and alternative fuel vehicles. Fossil fuels contribute to air and water
pollution, and the transportation industry contributes to greenhouse gas emissions.
The environmental effect of transportation can be considerably decreased by
switching to alternative fuels like biodiesel, electric, and hydrogen vehicles. The
environmental effect of storage and handling operations can be minimized using
energy-efficient facilities, recycling, trash reduction initiatives, and sustainable
packaging techniques.
Finally, green logistics also involves the education and engagement of all
stakeholders, from shareholders to suppliers, customers, and employees. This
ensures that companies understand and embrace green logistics and make
sustainability a crucial part of their corporate culture by educating employees about
the importance of environmental preservation.
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Supply chain visibility

Visibility of the supply chain is the capacity of businesses to trace the movement of
their goods from suppliers to customers from start to end. This is crucial for
companies to keep track of the performance of their suppliers, guarantee the quality
of their goods, and streamline operations. Companies can fully understand the
whereabouts of their products and materials thanks to supply chain visibility, which
also empowers them to decide how to optimize their supply chain procedures.
Visibility into the supply chain has many advantages, including a lower chance of
product recalls, lower production costs, and higher customer satisfaction. For
instance, businesses can find areas where they can streamline operations, cut
expenses, and boost their bottom line by tracking the movements of their items.
This is realized by identifying leakages in the supply chain, working on them to
reduce waste and inefficiencies, and optimizing the flow of products and materials.
Real-time supply chain visibility will also enable businesses to reduce their costs
by better identifying and utilizing the most efficient routes. Additionally, businesses
will be able to use this information to better manage their inventory and ensure that
their stock is at the right level at the right time. By having an accurate and up-to-
date view of the supply chain, businesses will be able to make informed decisions
and better anticipate customer demand.
In the years to come, supply chain visibility will become an essential part of
logistics. Businesses that are able to leverage this data to improve their operations
and better meet customer demands will be well-positioned to succeed in an
increasingly competitive market.
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As the logistics industry continues to grow, a looming challenge is the shortage of

labour resources. With the increasing demand for delivery and shipping services,
the demand for labour is becoming unsustainable. The world is facing a growing
shortage of essential resources such as skilled labour, equipment, and technology,
making it difficult for logistics companies to keep up with the demand. This
shortage has significantly affected the supply chain, causing delays, increased costs,
and low efficiency. The logistics industry’s main challenge today is the shortage of
skilled labour. There have been an increased number of logistic sectors through e-
commerce, pushing high the demand for logistics workers. Still, the supply of
qualified workers has mostly remained the same. The logistics workers’ job market
has become very competitive with the increased shortage, leading to higher salaries
and benefits packages. As a result, many organizations face the challenge of finding
and retaining skilled workers due to the high costs they must incur to keep
employees.
To help address this logistics trend and challenge, logistics organizations are
increasingly leveraging advanced technologies and solutions, such as vacuum
lifting solutions. Vacuum lifting solutions provide a cost-effective way to move
large and heavy items, eliminating the need for manual labor or multiple people to
lift and move objects. Not only does this increase efficiency by reducing the need
for two-person lifts will also help companies increase the speed of the process, and
save time and money while maintaining their productivity goals.
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PROJECT OVERVIEW
The Port of Visakhapatnam situated on the East Coast of India is one of the pre-
eminent Major
Ports of the country. The Port has two harbour basins viz., the Inner Harbour and the
Outer Harbour. Presently, the inner harbour can accommodate vessels having
maximum LOA of 210 mtrs, 32.5 meters beam and 13 mtrs draft on rising tide of
1.05m and also panamax vessels with a beam of 32.5 meters and draft 10.90 mtrs on
0.94 meters tide. The outer harbour on the other hand, can accommodate vessels up
to 200,000 DWT size with draft up to 18.10 meters on rising tide of 0.5 meters. At
present the Port has completed a number of developmental schemes which include,
deepening of outer harbour channel and turning circle to cater to 200,000 DWT
vessels and deepening of inner harbour entrance channel and turning circle to cater
to panamax vessels up to 14 mtrs draft.
The port, located on the eastern coast of India lies between Chennai and Kolkata
(latitude 17o 41’ N and longitude 830 17’ E), was opened to commercial shipping on
7th October 1933. The port serves a vast hinterland comprising primary and
secondary service area, which includes - Chhattisgarh, Jharkhand, Bihar, Uttar
Pradesh, Madhya Pradesh and parts of Orissa, West Bengal and Punjab.
Visakhapatnam port is the only Indian port having three International Accreditations
viz.
ISO 14001 – 2004 - EMS (Environmental Management System)
OHSAS - 18001–2007 - OHSAS (Occupational Health & Safety Management
System) ISO 9001 - 2008 - QMS (Quality Management System)
The Port of Visakhapatnam handled 58.05 million tonnes of cargo throughput during
the year 2014-15 and is consistently making relentless efforts in enhancing its
capacity and productivity in consonance with changing requirements of the trade.
The Port which started with traffic of 1.3 lakh tonnes during the year 1933 has made
rapid strides in cargo handling and attained a throughput of 68.04 MT in 2010-11.
Cargo throughput declined to 59.04 million tonnes during the year 2012-13 mainly
on account of decline in iron ore traffic owing to restrictions on mining and decline
in transhipment of crude oil to Paradip consequent on development of SPM.
The dry bulk trade at Port of Visakhapatnam is increasing year by year. Projections
of dry bulk cargo as per the Maritime Agenda - 2010-2020 by 2014-15 is 51.60
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million tonnes and 71.75 million tonnes by 2019-20. To cater to handling needs of
cargoes such as coking coal, thermal coal, steam coal, iron ore, fertilizers, CP coke
and LAM coke through bigger size vessels, and to provide a long lasting solution to
the environmental concerns, the Port is developing new berths and
mechanizing/strengthening existing berths. The present proposal is envisaged in
order to cater to handling needs of dry bulk cargoes and any other cargoes.
The existing Ore Handling Plant at outer harbour which was developed in 1976 has
completed more than 38 years of life and a need has arisen to replace certain vital
components of the system to sustain the efficiency levels. The Port has explored
many possibilities to modernize the existing system, viz., through funding from
JICA. However, Port could not make any progress in this direction due to reasons
beyond its control. Keeping in view the declared policy of the Government to induct
private sector participation in development of Cargo handling facilities, with a view
to transforming the Port Sector as Landlord Ports in line with Global practices, a
view was taken by the Port to modernize the outer harbour facility on DBFOT basis.
The task of preparing Techno-Economic Feasibility Report for the modernization of
outer harbour was entrusted to MECON and the consultant submitted their draft
report in October 2012.
Co-terminus with this, the Port has also taken up the project of development of
mechanized handling facilities at inner harbour (WQ1 berth) to handle iron ore
which can cater to vessels up to 12.5 m draft. The preparation of Techno-Economic
Feasibility Report was entrusted to RITES and the report was submitted in 2011.
It was decided by the Port to integrate these two facilities, i.e., outer harbour and
inner harbour as a single project and develop the same on DBFOT basis, instead of
having two facilities for the same cargo. This decision was taken keeping in view
the variegated vessel sizes deployed for iron ore handling ranging from 40,000 DWT
to 170,000 DWT at present. By developing a Mechanized loading facility at inner
harbour to cater to vessels up to 12.5 m draft, it would be possible for the operator
to have a judicious distribution of iron ore vessels at both the facilities depending
upon the size of the vessels. Thus, this facility at inner harbour is viewed as a
complementary facility to the one at outer harbour, thus achieving optimum
utilization of scarce water front.
However, keeping in view the fact that the traffic will increase in a phased manner
and keeping in view the present trend in iron ore trade, a view was taken by the Port
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to develop this integrated facility in two phases, i.e., Phase I – Upgradation of

existing mechanized facility at
Outer Harbour and Phase II – Creation of new facility at Inner Harbour at WQ1
berth. However, option is open for the PPP operator to take up phase-II along with
phase-I as per their own assessment and planning of the project.
In view of the above, Visakhapatnam Port has entrusted the Indian Ports Association
the task of preparation of Techno-Economic Feasibility study for the project “
Upgradation of existing facility and creation of new facility for iron ore handling at
the Port on BOT basis, duly taking the technical inputs from the reports prepared by
M/s MECON and M/s RITES.
The location of the Visakhapatnam Port is shown in Figure-1.1
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1.2 PROPOSED PROJECTS

The Visakhapatnam Port proposes to upgrade the existing facilities and creation of
new facility at VPT for iron to ore handling extension of existing container terminal
in the outer berth and development of West Quay North (WQ-7 & WQ-8) berth with
mechanized handling facilities for bulk cargoes.
The proposed project activities are briefly described in the following paragraphs.
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a. Up-gradation of Existing Facility and creation of new facility at VPT for

Iron ore handling on DBFOT basis (OHC & WQ-l). This project envisages
up-gradation of existing conveyor system constructed during 1970s' which
has outlived its economic life and causing dust emissions during cargo
handling and the Andhra Pradesh Pollution Control Board (APPCB) has
directed port to provide closed conveyor system and to replace the existing
ship loader. Therefore, VPT has taken up up-gradation of the Iron ore handling
system by providing closed conveyor with in-built dust suppression system
and to replace the ship loader so as to improve the handling efficiency
resulting in modernized equipment for dust control at all the transfer points.
Further, a portion of iron ore is presently handled at WQ1 berth with semi
mechanized method which is now proposed to be converted to a fully mechanized
system under this project. The layout of the existing and proposed berths in
Visakhapatnam Port is shown in Figure-1.2.
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b. Extension of Existing Container Terminal in the Outer Harbour of

Visakhapatnam Port on DBFOT basis
This project envisages extension of the existing container terminal along with streamlining the
transportation activities of the container handling hither to being carried through trucks up-to the
Container Freight Station (CFS) destination, situated at a far-off place. The present proposal envisages
transportation of containers by rail movement / shuttling operations with a contiguous rail line. The Rail
share of the evacuation which is currently Zero would be slowly improved with the active participation of
all the stake holders”.
In order to enhance capacity handling to the tune of 0.54 MTEUs, VPT propose for extension of existing
container terminal in the outer harbour of Visakhapatnam Port. The layout details is shown if Figure 1.3.
Figure 1.3: Layout details of extension of existing container terminal
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c. Development of West Quay North (WQ-7 & WQ-8) berth with mechanized handling facilities for handling
bulk cargoes on DBFOT basis.
Presently, the cargo such as blast furnace slag, gypsum and ores other than iron ore proposed under this
project (WQ-7 & WQ-8), which are already being handled in a semimechanized method elsewhere in port
and is now proposed to be changed to fully mechanized handling system. The layout details is shown if
Figure 1.4.
This project envisages as follows:
i) Under Phase-I, Development of West quay north WQ7&WQ8 - berth of 560m long would be taken up
through internal resources.
ii) While the development of this berth is under progress, during next phase, it is proposed to take up
mechanization of cargo handling facilities through PPP mode.
WQ7
Figure 1.4 Layout details of West Quay North (WQ-7 & WQ-8)
1.3 NEED FOR THE EIA STUDY

The purpose of the Environmental Impact Assessment study (EIA) is to assist in the decision making process
and to ensure that the project options under consideration are environmentally sound and sustainable. EIA
identifies ways of improving project environmentally by preventing, minimizing, mitigating or compensating
for various adverse impacts likely to accrue as a result of the proposed conveyor gallery. In addition an EIA
study also leads to the delineation of longterm environmental monitoring requirements.
The EIA study is a pre-requisite for getting the Environmental Clearance as well as the CRZ clearance from
Ministry of Environment & Forests, Government of India (MoEF) and No Objection Certificate (NOC) / Consent
to Establish (CTE) from the State Pollution Control Board. The key aspects of an EIA study includes:
- Assessment of the existing status of physico-chemical, ecological and socio-economic aspects of the
environment.
- Identification of potential impacts on various environmental components due to activities envisaged during
construction and operation phases of the proposed project.
- Prediction of significant impacts on major aspects of environment.
- Delineation of EMP outlining measures to minimize adverse impacts during construction and operation phases
of the proposed project.
- Formulation of environmental quality monitoring programme for implementation during construction and
operation phases.
1.4 STUDY AREA
The Study Area for the proposed EIA study is the area within 10 km radius of the proposed project site. The Study
Area is depicted Figure-1.5.
Figure-1.5: Study Area Map
GLOBAL SCENARIO
Sea way :
1. Panama Canal
High risk (flood of drought) [Haze and fog)
Location : Panama
In 2019 (Panama Canal) generated over $ (2.6 billion) in toll's
252 million tons of goods.
2. Suez Canal
High risk (Storms) medium risk (terrorist attack) In 2019 (over
canal) 1 billion tons of Cargo 1,30,000 Ships Each year 30
piracy incidents.
3. Strait of malacca
In 2019, High risk piracy Narrow choke point
4. Strait of Hormuz
persion Gulf (Iran) Gulf of oman UAE and oman.
5. The Mozambique Channel.
6. The Babel Mandeb
7. The Sunda Strait
8. The Lombok Strait
* Structural risk's
* Geopolitical risk's
Ships
1. Gas Carrier
2. oil tanker
3. Chemical tanker
4. Bulk Carrier dry cargo-> bulk quantities.
5. Container Ships
6. Roll-on / Roll off ships. (Carriage of cars, trucks, buses) ,
7. Reefer Ship (different types of Cargo).
8. Break bulk Cargo
(Cargo packed in bags, boxes drums, barrels & Crates).
Containers :
measurments (20 to 40 feet long 8 feet wise 8 feet hight)
1. 30 Centimeter = 1 foot/feet
2. 1 Nautical mile = 1.8 Km
3. Territorial Sea Extens (12 Nautical miles).
4. Dry Storage Container
5. Refrigerated Container
6. Tank Container
7. Flat rack - (Heavy)
8. Thermal Containers - (temp)
9. Double -door Container
10. Standard Container
11. pallet Container.
*Visakhapatnam Port Authority Traffic Department

web site : www. vizagport.com
=> vessels waiting and Expected will up date every (12:00hrs)
=> every day Berthing meeting is done in office at (11:00 AM)
BOTHRA SHIPPING SERVICE PVT.LTD

Acts as Agent to different vessel. It may be based on
1. IRON ORE
2. IRON & STEEL
3. Other multiple General cargoes.
4. FOOD Grains & other Edibles
5. Crude products.
6. Fertilizers
7. Coal and Coke
In this meeting they will be mentioned that: [date]

1. Name of the vessel
2. Nationality
3. Arrived Expect Time / Date
4. Agent
5. Tonnes (unit)
6. Commodity (6:00 hrs) update Fines / Pellets / Shipper.
=> vessels at working Berths

1. Berth - (OB-1,0B-2, CB.-1, EQ,WQ)

2. Name of the vessel
3. Seniority / VSPL ALC / VC + PLA
4. Agent (company)
5. Саrgo
6. to-day -upto – balance Hrs/Meters
Tide :
Date:
(Traffic manager)
Govt. Shipping Cooperation of India
*Traffic manager-Rathana sakher Rao
*seniour deputi manager-[parth Prathm Haldar)
*seniour Assistant manger - (B.K PATNAIK)
*DG Shipping - (rules & regulation)
*CHA (Customs house agent)
(will clear in 3 to 4 hours)
*marine traffic - (Japan P&I club) Insurance.
* lay time sheet

*SHINC
*CFR Cost fright rate.
=> we should send I GM to master (Captain) ship.
=>IGM 6 (Import General manifest) with in 24hrs) of arrival vessel (manifest may be delivered even
before arrival of the vessel)
=>vessel profile
=>water Density check (hudrometer)
Density range: 0.990 1.030 Kg/L @ 15°c
A Ship is a large watercraft that travels the world's oceans and other sufficiently deep waterways,
Carring cargo or Passengers, or in Support of specialized mission, such as defense. research, and
fishing.
Ships are generally distinguished from boats, based on size, shape load capacity and purpose.
Ships have Supported exploration, trade, warfare, migration, Colonization, and Science. Ship
transport is responsible for the largest Portion of world commerce.
General characteristics
1. Tonnage greater than 500 DWT DWT (Dead weight) is a measure of much weight a ship can
carry (It is sum of the weights of Cargo, fuel, fresh water, ballast water, Provisions Passengers,
and crew.)
2. Propulsion Steam turbine (fosse). fuel, nuclear), diesel, gas turbine, Sterling, Steam.
Eg : As of 2016, there were more than 49,000 merchant ships,
totaling almost 1.8 billion DWT of these 28% well oil
tankers, 43% were bulk Carries, and 13% were Container
ships.
=> main parts of Ship :

1. Funnel or chimney ·> (Stacks) on a ship used to expel
boiler 9 team and Smoke or Engine Exhaust.
2. Stern - The End of a ship is indicated with a white navigation light at night.
3. Propeller (screw) is a device with a rotating hub and radiating blades that are set at a
pitch upon a working fluid Such as water of air (thrust is a reaction force) by Newton's
third law.
4. Rudder- is a primary control surface used to steek a Ship, that moves through fluid
medium generally (air and water)
eg: It is attached with hinges to Steering wheels

5. Star board are nautical terms
for watercraft referring respectively to the left and right of the vessel, when aboard and
facing the bow (front).
6. Anchor is a device, normally made of metal, used to secure a vessel to the bed of a body
of water to prevent the craft from drifting due to wind. (Stockless)
7. bulbous bow- (draft). is a protruding bulb at the bow in front of a Ship just below the
water line
(The bulb modifies the way the water flows around the hull, reducing drag and thus
increasing speed, range, fuel efficiency, and I sability.)
=> The vertical distance blw the (water line and bottom
Null).
Bridge
(life haft) - 25 persons.
vessels with high kinetic energy, which is proportional to mass and
the Square of the velocity.
Eg: Passenger Ships & Cargo ships
Eddy In (fluid dynamics) is the Iwirling of a fluid and the reverse current created when the fluid
is in a turbulent flow regime. [The moving fluid creates a space devoid of down stream flowing fluid
on the downstream side of the object].
[ The bow is the forward part of the ship, the end of the ship is sterm ]
8. Deck is a fermanent - Covering over a compartment of a ship.

=> upper deck, roof.
Tronsport moisture limit

9. Super structure. is a upward extension of an existing structure above a base line.
Eg :Sub marines, naval artillery by, missile launchers or warfare weapons It is
earthquake protection modern civil Engineering mechanism or machinery.
=>The center of mass of a distribution of mass in space balance point This is the point to which a
force may be applied to cause a linear acceleration without any angular acceleration. (Newton's law
of motion).
Eg :Age of Jail In mid 16th to 19th centuries
=>Design Considerations (Hydro Statics). Hydrodynamics

Ship float in the water at a level where mass of the water equals the mass of the vessel, So that
down- ward force of gravity equals the upward force which opposes the weight.
As a vessel is lowered into. the water its weight of water displaces by its hull increases. If the
vessel's] Stability is considered in both this. hydrostatic. It the vessel's mass is evenly distributed
throughout! it floats evenly along its length and across its width, sense as well of a hydrodynamic,
when subjected to movement, rolling and pitching and the action of waves & wind. Stability
problems can lead to excessive pitching & rolling and eventually Capsizing & Sinking.
=) Hydrodynamics : fluid
A vessels move along the three axes.
Friction of the water on wave making resistance.

1. heave
2. sway
3. Surge,
4. Yaw
5. Pitch
6. Roll.
=> Life cycle :-

A Ship will pass through several. stages during its career. The first. is usually an initial contract to
build the ship, the details of which can vary widely based on relationships b/w the Ship owners,
operators, designers and the Ship Yard.
then the design phase Carried out by a naval architect. them the ship is constructed in a Shipyard.
After construction, the vessel is launched and goes into service. Ships and their careers. in a number
of ways, ranging from Ship wrecks to Service, od a museum ship to the Scrap yard
1.Design (specification)
2.Construction (ship building)
*Small how boat -$100 to $1000
*Cruising Sail boat - $2,000,0000
*Passanger felly - $150 million
*general cargo ship - $ 20 million.
*bulk cargo Ship - $35 million
*super tanker - $ 105 million
*LNG Carrier - $ 200 million
*Sea-class Submarine - $2 billion
*air craft carrier $3.5 billion.
3.Repair and Conversion
4.End of Service (Ship disposal)

=> Ship Pollution. (globalization) (pollution of air and water)
1. oil spills in (gallons)
2. Ballast water (water discharge).
3. Exhaust emissions.
4. ship breaking - (demolition)
1. Polycyclic aromatic hydrocarbons (marine Environment).

=> abnormal reproductive Cycles
2. harmfull to species
=> changes in growth, disruption of hormone cycles, birth
disorders suppression of the immune System, disorders
resulting in Cancer, tumors, and genetic abonormalities. or
even death
=> harmfull diseases & toxins Causing (marine plants, animals
& microorganisms)
3. air Pollution (Sulfur) => acid rain damages chops, & buildings. *respiratory problems and risk
of a heart attack.
4. scrap disposal ( Polychorinated biphenyls)
personal injury lawsuits health claims, (Dangerous vapour & .
fumes, burning materils dust as bestes
(Green Peace Campaigns)
Bothra Group (Built on trust)
1. Group Companies
*Jaldhi overseas Pvt. Ltd
*Sarat chatterjee & Co (VSP) Pvt. Ltd
* Bothra Shipping Service Pvt. Ltd
2. Global offices
*India offices :
Kolkata, visakhapatnam, New Delhi, Haldia, Paradip &
kakinada
* International offices. Singapore, Dubai and Shanghai
Director Head :
*vira chand Bothra

(cargo handling, Railway logistics, shipping & martime Last activities) ( Jaldhi, Singapore)
*Ajit Chand Bothra
(Integrated logistics Solutions, Dry bulk cargo, Infrastructure Investments in port Terminals)
Designation :
1. Business development.
2. Terminals & Projects
3. Group Shipping & Retail Logistics
4. Container, Freight of Inland service.
5. Finance & Banking
[ Bothra Group's operations across Ports]

=>Haldia Dock Complex
1. Haldia Floating terminal
2. Floating crane operations
3. Harbour mobile cranes
4. Barge operation
5. vessel agency.
=>Gopalpur port Ltd
1. Harbour Mobile Cranes
2. Vessel agency
=>Paradip port trust

*K ICT PPL (Kalinga International Coal terminal paradip private Limited)
*Harbour mobile cranes,
*Vessel agency.
=>Visakhapatnam port
1. Harbour mobile Cranes
2. steve toring, clearing and Forwarding
3. warehouses
4. vessel agency
5. Developing WQ 7&8 berths as a fully mechanized multi
cargo handling facility under licence from (V.P.A)
=>Kakinada port
*Terminal operations (BoT) mechanized coal terminal
mechanized Clearing & Forwarding.
*Container terminal
*Harbour mobile cranes
* Stevedoring, clearing of Forwarding.
*ware houses
*vessel Agency
Vessel Fleet :
1. MT Jal Siddhi
Flag: Singapore
Built: 2006, Kitanihon Shipyard, Japan
DWT: 19, 805 MT
LOA/ BEAM: 133m / 24.80m
2. MT Jal Vaibhav
Flag: India
Built: 2006,
oshima Shipyard, Japan
DWT: 85,926 MT
LOA (BEAM: 228.05 m/36.05m)
3. MV Jal Kamal (Geared Ultramax )

Flags marshall Islands
Built : 2020, Imabari Shipyard Japan
DWT : 63,000 T LOA (BEAM: 199.9 M/:32.24m
4. MT Jal Kumud (Geared Panamax)

Flag: Panama
Built: 2008, Imabari Shipyard Japan
DWT : 76,302 MT
LOA / BEAM : 224.94m / 32.26M
5. MV Jal Kalpavriksh (Geared ultramax)

Flag: Panama
Built: MES Tamano Ship yard Japan.
DWT : 66.337 MT
LOA/BFAM: 199.99MI/36.00M
6. MV Jal Kalpataru (Geared ultramax)

Flag : Panamá
Built : 2021, MES Tamono Shipyard Japan
DWT: 66,337 MT
LOA/BFAM: 199.99 MT / 36.00M
7. MV Jal Kalp (Kamsar max)

Flag: Panama
Built: 2021, Samoyas Shipyard, Japan.

DOUT: 81, 978 MT
LOA/BEAM: 229 m/32.24m
8. MV Jal murari (Kam Sarmax)

Flag & Panama
Built : 2019, New YZJ Ship Yard China
DWT : 81, 800mt
LOA /BEAM: 229 M / 32.26M
9. MV Jal Tara (kamsarmax)

Flag: Panama
Built: 2019, Imabari Shipyard Japan
DWT : 84,000 MT
LOA/BEAM: 228.9 M/35M
10.MV Jal Kamadhenel (Kamsarmax)

Flag : Panama
Built : 2020, Imabari Ship yard. Japan
DWT : 84,000 MT
LOA/BEAM: 228.9m/35m
[High tides most - high tides ]

Draft of the ship.
*If more than in them vessel Cam birth during high tides only
*Gearless vessel with more than 14 draft can be. Berth only at WQ7
*Import general manifest.
* Export general manifest
Empty vessel [Export vessel ]
*we need to file I am but the cargo declaration will be NIL

Import vessel
* we have to file EGM d them largo declaration will be NIL
This is done manually.
To fill IGM . B/L

To file EGM Shipping bill, sent by lays melent.
Export Rotation no filled before vessel reaches the port.
Details :
Export => transaction => EGM
EGM NO Export Rotation no.
Vessel Code
Voyage No.
message type [F]
vessel :52 (Bulk)
line Code : owner name

light dues Net tonnage X 7.5+18%
Total Item + 2[Shipping Bills]
Port visit :
Plainpala's vessel: Bulk Carrier
IMO : 9739032
Registered: 2015
Full load drought : 14.29
Dead weight :81756
North Star ship management Crew nationality ( Philipines )
Essar terminal : mechainical loading
Captains Contral room : Bridge Loading Exporting to China Bunkeering Singapore
Client : Indian Potash LTD
*Sailing of Container shit (range) Tug boats Pilotage Vishakha Container ship terminal
CUTTPLY.
Engine Control mannual stearing.
=> Reports (ICLIGM)

EGM (2 lines & Plainpalaisis) SJMUNTANEOUSLY
 we have to inform Customs to Enter Sailing
 After Submiting EGM we have to check shipping Bill Status on icegate gov. in
 Ship bill Status under EP. Copy print Status 'R' needs to reflect
 EGM no. has to deflect in SB Status.
 If there is an error if won't reflect.
 Sailing report Confect includes
=> vessel NO
=>Sailing data
=>Time
=>SB NO
CHA or Agent have to send Customs with details.
* Inquiry
* Quotation
*Appointment
*Informing port, CHA etc.
=> Before the vessel arrives, vessel arrived mails will be Sent to the Shipper found the terminal is
private
*upon the vessel arrived a Notice of Rediness (NOR) will be sent to the shipper and terminal..
*until the berthing of vessel, the principle will receive Sregular updates on berthing Prospects.
*once the vessel has berteed Agents accompanied by a Customs officer, will boars the vessel.
Final LEO :
LEO let Export order after loading of Cargo.
LEO Copy needed for loading of Cargo in the vessel.
Error will occur when LEO. copy date is greater than Sailing data.
*If loading is done / completed at 2200 LEO Copy will be filed but it will reflect (15 oct), cause
verification and approval. Can't be done after working hours at it. Will Show 15th act al loading late
This is when errors ocurs
the loading data on LEO Copy Es 15th and Sailing data 19 Luth Penalties need to be paid.
*Demmerage Rules- Free time and charges.
*Beyond 6hrs upto 12hrs = Base rate + 10%
*Beyond 12 hrs upto 24hrs = Base rate + 25%

*Beyond 24 hrs upto 48hrs = Base rate +50%
*Beyond 48hrs upto 72hrs = twice of ball rate
It is checked by the Customs upon arrival vessel.
=> immigration :
1. passport check of crew
2. Documents Check
Port health officer (PHO)

* will check all medical related = documents and Certificates.
eg: medical chest certificate
Letter of Credit
Vessel arrived (Anchored)
[statement of facts] sent to the Suppliers [Clients and terminal]
Date & time :-

1. Anchorage Aweigh
2. pilot on board
3. First line ashore
4. vessel bertned
5. gangway Lowered
6. customs formalities
7. Draft Survey
8. Hatch Comes open
9. Holds inspection
10.loading.
Arrival Draft
Draft: EWD BKWD
ROB (Remaining on Borked for Delays mentiones
due to late beatning or Equipment break down etc
Interion Draft Survey Reasons :

*multiple Grades.
*multiple Receiver
(IF extra on less loaded the 8% is distributed on Prorata basis)
*to assertain quantity loaded. and to know balance quantity to load (98% loaded) (2% balance)
Information sent to principal on a daily basis

*Position
*loading quantity (Up to data)
*Balance load as of date -> 24 hours Delays
=>Shift wise update giver to principal through what Sapp.

=>Reasons for Interion Draft
*multiple Grades
*multiple Receivers
Mate Receipt
* A receipt issued by Commanding officer of the vessel (master) when Cargo is loaded on board.
*only for Export vessel.
*After the apparival to Share the draft Bill, of loading from the owner. the mate Receipt is created.
=> Cargo manifest Details of the vessel. ·Arrival is departure Name voyage no. etc.
=>No damage Certificate.
=>to indicate that caligo has not been damaged swing the Loading process
=>LEO Copy (let Export Older Copy)
one original BIL : Bank
one original BIL: Discharged port Agent
one original BIL: Shipper
Non negotiable B/L: For documentation purpose
VIZ Port (visakhapatnam port).

If the vessel has a beam of 36 mtss and alone PPV (Portable pilot unit) need to be used buy the pilot.
portable pilot unit: Navigation
A Portable Pilot unit cam genrally be described of gr portable, computer, based. vessel to use of a
decision. Support tool for navigating vessel in confined waters.
=> cargo handling Division (CHD)

Gangs
1. Crane operator
2. Tindall
3. signal man.
4. senior operator
5. Tally clerk
So one day gang member per Shift for Each crane.
members Each day.
it takes 5 days with one crane then 15 gangs for 5 days 60 days.
If there are 4 Cranes.
4x3 = 12 gangs every day.

12x5 = 60 people everyday
if for 5 days 60x5 = 240 per people
The CHD is paid as per port. traffic CHD receipt is Submitted
to the agent by the Stevedores The agent has to Submit to the CHD receipt to the port
working plan: Pos

The working plan is updated. on the pos & port operating Systems
*Agent : Stevedore
*vessel work plans: Hatch details: unloading plan
*Area name: plot.
*Distance: Jetty to godown (waree house)
WAREHOUSE MANAGEMENT
ware house management :
1) Bothra Bellmoent
2) Sarat chatterjee & co
3) LMJ1, LMJ2, CWCL
=>Trips
=>Tons Party requirment
=>Bagged
=>Bulk.
• 60 to 80% trade is done in (c) Coromandel.

Gromor (28-28-0) bagged (P)
CIL Cargos :
• To Go Rock
• Morocoo Rock
• Sulphur
• Urea
• AG Rock
• Senegal rock
• Fosker rock
• Egypet rock
• Jorden rock
Eg: capacity
Gromer (28-28-0) - Bagged Bulk16 trucks = 290 MT (5 800 Bags)/ (290 ÷ 50x1000)
Entry :-
=> 6:00 AM everyday (Tally Sheet)
=) Book =) log book (w).
=) DPR =) Daily progress report (off)
=) ware house report
(weigh Bridge)
=) Entry flow (Excel sheet)
=) Penical Survey 1 C. Parity

2 warehouse
ware house and other value Added Services.
• Location: visakhapatnam •Avilable warehouse: 10 Total area : 50,000 m²
• Location: Kakimada Avilable warehouse: 1 Total alea : 12,500 m²
Bothra group has the largest. ware house facility in vishakaptnam port area. the warehouse are
suitable for storage of agriculture & fertilizer products.
In addition to storage other value added Services such as pest control, Clearing & forwarding
documentation, bagging.
handling loss :
dispatch service any other Customized services required. by clients are provided by our team
The warehouse has State of the art 24x7 security with Surveillance by cctv, restricted entry /exit of
trucks through RFID & Boom barriers
Permit :
• Coromandel International Ltd. (Tax Invoice)
TG3 GODOWN,
GODOWN NOS 1- V, A.P
• e-way Bill
(Govt of India)
1.E-way Bill Details
2.Address Details
3.Goods Details
4.Transportation Details
CUSTOMS HOUSE AGENT

(Customs duty) :
=) How to clear cargo through Customes.
1. Paper work verification.

2. customs officer check.
3. (what fee's may be applied to a Shipment).
4. payments, tax, Duties.
5. Release of Shipment.
Cycle => Customes duty
1. Arrival of Cargo
2. Bill of lintry Filling
3. Document verification
4. Cargo Inspection.
5. Duty Payment
6. Cargo Delivery
* (when entering or leaving country)

* (detailed Information about Shipment value, origin, destination & Contents)
Document List :
• pre-arrived
• Stow away certificate
• under taking
• Self declaration form.
Customs :
• Crew list
• Store list
• Nil list
• Narcotics list
• crew currency list
• Ship Currency list
• crew effect declaration
• list of port of calls
• Vaccination list
• Maritime declaration of health
• Expired medicine list
• Satellite phone decoratie
• Declaration of spare anchor and prepellar
• Declaration of e-cig
=>agent -> moisture test

PHO (quarantine list)
• Imo Crew list
• Ship Particulars
• Nil list
• Last 10 Port of Calls
• Norrotics list
• Ship Samitation certificate
• medicines list
• self reporting from members
• Naritive declaration.
=> Bunkering.
1.Diesel oil -> Need to be up to date
2. Fuel oil date
3. lube oil -> Engine log book.
* Cheif Engineer logs the details

=> customs Boarding along with Agent
1. Crew list
2. Crew currency
3. Ship's Currency
4. Stores list
Eg : Engine Storage, Deck Storage.
Provision Store, Bridge store, & Bonded Store.
5. E-cigarettes declaration
6. Spare Anchor propeller.
7. maritime declaration.
8. NIL List
9. passenger
10. Last last 10 ports
11. Hast Port clearance.
FO => should match with Engine

DO
LO => Log book (Chief Engineer)
1. Master
2. chief officer
3. 2nd officer
4. 3rd officer
5. chief Engineer
6. 2nd Engineer
7. 3rd Engineer
8. chief look
CHA :
1. CBIC: (Central Board of Indirect taxes & Customs)
2. Ice gate: (Indian Customs electronic Data Inter change)
3. DGFT: (Directorate general of foregin trade)
=> CBIC:-
is apart of the Department of Revenue under ministry of finance, Govt of India.
=>Ice gate :-
National Portal of Indian customs of Central Board of Indirect taxes and customs.
=>DGFT :
Formulating and implementing the Foreign trade Policy for promoting India's trade
CBIC => Formulation of policy

1. Customs
2. Central Excise duties
3. service tax
4. prevention of Smuggling
5. evasion of duties
6. Narcotics.
=) Document?
1. Photograph
2. Pan Card
3. Prof of Business registration
4. Address proof
5. Bank account Statements
Ice gate => Indirect taxes and Customs (CBIC)

1. E-Filing (Services) to the trade (Cargo Carriers and other trading partners
Electronically)
2. shipping Bills
3. Bill of entries & other Documents
*IRN (Image reference Number)
*DRN (Document reference Number)
*(5IRN numbelis Cam have I PRN)
=> Mandatory Documents that need to be Submitted online

The list of mandatory documents for Export/Import of goods. from (Into India have already. been
notified by DGFT Notification No...)
1. Bill of Lading / Airway Bill

2. Commercial Invoice
3. Packing list
4. Bill of Entry
5. Insurance
6. Contract Purchase order
7. Certificate of origin
8. certificate of analysis and quality Assurance
-> Product Specification

* other Documents depending on Commodity imported
*type, quantity & Destination
Contract terms :
1. CIF: (cost, Insurance & fright
* Contract of sale of goods by Shipment
* Seller pays for the cost of transport & Insurance of thegoods to the destination.
*(legal delivery goods Cross the Ship's rail in the part of Slippery).
2. FOB : (Free on Board)

* The Seller is responsible for the product only until it is loaded on board a shipping vessel
3. CFR: ( lost Including Fright)

*the seller must arrange and Pay all costs to ship the Product to a destination port at which point the
buyer becomes responsible
4.HSN Code: (Harmonised System of Nomenclature code)

Both B2B & BQC tax invoice I Suppliers of goods and Services)
*HSN Code has 6-digit uniform code or 8 digit
2 chapter, 2 Heading, 2 Subheading and 2 tariff item.
CBIC = Notification
Ice gate = Documents upload.
DGFT = registration.
=> Shipping bill : (main document)

Customs office gives the permission for export.
Process => At the dock, all the original documents such as F Invoice Packing list etc. Submitted by
the Exporter (CHA along with a check list).
LITERATURE REVIEW
PROJECT OVERVIEW
The Port of Visakhapatnam situated on the East Coast of India is one of the pre-eminent Major
Ports of the country. The Port has two harbour basins viz., the Inner Harbour and the Outer Harbour. Presently, the
inner harbour can accommodate vessels having maximum LOA of 210 mtrs, 32.5 meters beam and 11 mtrs draft on
rising tide of 1.05m and also panamax vessels with a beam of 32.5 meters and draft 10.90 mtrs on 0.94 meters tide.
The outer harbour on the other hand, can accommodate vessels up to 150,000 DWT size with draft up to 17 meters
on rising tide of 0.5 meters. At present the Port has taken up a number of developmental schemes which include,
deepening of outer harbour channel and turning circle to cater to 200,000 DWT vessels and deepening of inner
harbour entrance channel and turning circle to cater to panamax vessels up to 14 mtrs draft.
13.2 PROPOSED PROJECTS AND BENEFITS
The Visakhapatnam Port proposes to upgrade the existing facilities and creation of new facility at VPT for iron to
ore handling extension of existing container terminal in the outer berth and development of West Quay North (WQ-
7 & WQ-8) berth with mechanized handling facilities for bulk cargoes.
The proposed project activities and their benefits are briefly described in the following paragraphs.
a. Up-gradation of Existing Facility and creation of new facility at VPT for Iron ore handling on DBFOT basis
(OHC & WQ-l)
This project envisages up-gradation of existing conveyor system constructed during 1970s' which has outlived
its economic life and causing dust emissions during cargo handling and the Andhra Pradesh Pollution Control
Board (APPCB) has directed port to provide closed conveyor system and to replace the existing ship loader.
Therefore, VPT has taken up up-gradation of the Iron ore handling system by providing closed conveyor with
in-built dust suppression system and to replace the ship loader so as to improve the handling efficiency
resulting in modernized equipment for dust control at all the transfer points.
MoEF has accorded environment clearance for these projects including deepening of the outer harbour vide lr. No.10-
11/2006-IA-III, dt. 29-11-2006 and MoEF was requested for renewal of
the same. Further, a portion of iron ore is presently handled at WQ1 berth with semi mechanized method which is
now proposed to be converted to a fully mechanized system under this project.
The present system of iron ore handling through semi mechanized means has led to serious environmetnal concerns.
With the output rate achieved at the inner harbour, which is less than 12000 Tonnes, Port would not be able to retain
the customers in the long run, in the wake of developments that are taking place in the hinterland.
The Port has a commitment to Andhra Pradesh Pollution Control Board (APPCB) to mechanize the iron ore handling
system. Further, the bulk handling is to be done in a phased manner to address environmental concerns and
accordingly, a need has arisen to mechanize iron ore handling at inner harbour.
The vessel size deployed at iron ore handling ranged between 40,000 DWT to 1,70,000 DWT. There is a need to
lower the boom of the ship loader frequently to align with the hatch in order to handle Handymax vessels and Super
Handymax vessels at outer harbour berth, which is designed to cater to large size vessels,. Also there is a need to
place the spacers to adjust boom length of the loader in the respective hatches, resulting in dust pollution, thus causing
much inconvenience to the habitants staying close by. Owing to this technological and environmental limitations, it
is proposed to handle vessels of 65,000 DWT above at outer harbour, leaving the handling of Handymax and Super
Handymax vessels at inner harbour. Accordingly, Port has taken a view to create a new facility at inner harbour for
iron ore handling in addition to upgradation of the existing mechanized facility at Outer Harbour on DBFOT basis.
The creation of new facility would not only lead increased cargo handling but would also reduce the pollution due
to entrainment of dust.
b. Extension of Existing Container Terminal in the Outer Harbour of Visakhapatnam Port on DBFOT
basis
This project envisages extension of the existing container terminal along with streamlining the transportation
activities of the container handling hither to being carried through trucks up-to the Container Freight Station
(CFS) destination, situated at a far-off place. The present proposal envisages transportation of containers by
rail movement / shuttling operations with a contiguous rail line. The Rail share of the evacuation which is
currently Zero would be slowly improved with the active participation of all the stake holders The extension
of existing container terminal in the outer harbour of Visakhapatnam Port will enhance capacity handling to
0.54 MTEUs.”.
The use of rail transport would reduce the road traffic resulting in reduced traffic congestion and air pollution.
In order to enhance capacity handling to the tune of 0.54 MTEUs, VPT propose for extension of existing container
terminal in the outer harbour of Visakhapatnam Port.
c. Development of West Quay North (WQ-7 & WQ-8) berth with mechanized handling facilities for
handling bulk cargoes on DBFOT basis
Presently, the cargo such as blast furnace slag, gypsum and ores other than iron ore proposed under this project
(WQ-7 & WQ-8), which are already being handled in a semimechanized method elsewhere in port and is now
proposed to be changed to fully mechanized handling system..
This project envisages as follows:

i) Under Phase-I, Development of West quay north WQ7 - berth of 560m long would be taken up through internal
resources for which the proposal is submitted to the Ministry for approval.
ii) While the development of this berth is under progress, during next phase, it is proposed to take up
mechanization of cargo handling facilities through PPP mode.
The dry bulk trade at VPT is increasing year after year. To cater to the handling of such cargoes, the port is developing
new berths and mechanizing existing berths on DBFOT basis. To cater to the needs of other import dry bulk cargoes
such as gypsum, bauxite, other dry bulk (excluding all types of coal, coke and finished fertilizers), ores (other than
iron ore), etc, the present proposal is envisaged.
The fully mechanized operations would not only increase the cargo handled at the port, but would also reduce the
entrainment of fugitive emissions.
ABOUT THE PROJECT

Visakhapatnam Port Presently, there are 17 berths in the inner harbour and 6 berths and one oil mooring in the outer
harbour. Existing cargo handling capacity of the port is 88.1 million tonnes per annum. As a part of the proposed
developments in Visakhapatnam Port, the following facilities are proposed to be developed.
• Up-gradation of Existing Facility and creation of new facility at VPT for Iron ore handling on DBFOT basis
(OHC & WQ-l).
• Development of West Quay North (WQ-7 & WQ-8) berth with mechanized handling facilities for handling
bulk cargoes on DBFOT basis
• Extension of Existing Container Terminal in the Outer Harbour of Visakhapatnam Port on DBFOT basis
This project envisages extension of the existing container terminal along with streamlining the transportation
activities of the container handling hither to being carried through trucks up to the container freight station
destination, situated at a far-off place. The present proposal envisages transportation of containers by rail movement
/ shuttling operations with a contiguous rail line. The Rail share of the evacuation which is currently Zero would be
slowly improved with the active participation of all the stake holders. The cargo handling capacity of the port will
increase by 37.49 MMTPA after the implementation of the proposed development. Hence the total cargo handling
capacity of the port after the proposed expansion will be 12.59 MMTPA. The details of the existing and proposed
cargo handling capacity of different berths are summarised in Table-
3.1.
3.2 UPGRADATION OF EXISTING FACILITY & CREATION OF NEW FACILITY FOR IRON ORE
HANDLING (OHC & WQ1)
The inner harbour of the Visakhapatnam Port comprises three navigational arms i.e., Northern Arm, North-western
Arm and the Western Arm. The berths (Oil Berth Wharves) OB1 & OB2 are located on the Northern bank of the
Western Arm of the Inner Harbour of the Visakhapatnam Port. The details are given in Figure-3.1.
Table-3.1 Details of the existing and proposed cargo handling capacity

Sl. Description Capacity in Reference
No. MMTPA
Existing facilities as per existing EC
obtained
1 M/s.Visakhapatnam Port Trust 34.1 As per CFO, APPCB
(EQ 1to EQ 7, WQ 1 to WQ 5 berths, OR No.APPCB/VSP/VSP/45/CFO/HO/2014/883,
1 and Dt.26.12.2014.
OR2 berths and Fertilizer berths & Valid upto: 31.12.2016
OSTT, NOM,
M/s.Vizag Sea Port Limited (EQ-8 & 9) 9.5 As per CFO, APPCB
No.APPCB/VSP/VSP/13519/CFO/HO/ 2014/ /557,
Dt.09.05.2014. Valid upto: 31.12.2016
M/s. AVR Infra Private Limited (EQ-10) 1.84 As per CFO, APPCB
.APPCB/VSP/VSP/230/CFO/HO/2015/3549,
Dt.19.08.2015. Valid upto: 31.08.2016
M/s West Quay Multiport Pvt.Ltd 6.0 As per CFO, APPCB

No.APPCB/VSP/VSP/229/CFO/HO/2015/439,
Dt.19.04.2015. Valid upto: 31.01.2016
M/s.Adani Vizag Coal Terminal Private 6.41 As per CFO, APPCB
Limited (EQ-1) No.APPCB/VSP/VSP/264/CFO/HO/2014/97,
Dt.24.10.2014.
Valid upto: 30.11.2015 Application for renewal is
submitted
M/s.Vizag General Cargo Berth Private 10.18 As per CFO, APPCB
Limited (GCB) No.APPCB/VSP/VSP/45/CFO/HO/ 2014/686,
Dt.04.12.2014.
Valid upto: 31.07.2017
M/s.SEW Vizag Coal Terminal Private 7.36 As per EC granted vide Lr.No.F.No.11-33/2010-
Limited (EQ-1A) IA.III, Dt.08.07.2011
M/s.Visakha Container Private Limited 7.5 (0.50 As per CFO, APPCB
(existing) MTEUs) No.APPCB/VSP/VSP/242/CFO/HO/ 2015/2061,
dt.16.03.2015.
M/s.Vizag Agriport Private Limited 5.21 As per CFE, APPCB No.302/PCB/CFE/RO-
(EQ-7 upgraded) VSP/HO/2012/4118, Dt.15.12.2012
Total capacity of Existing Facilities 82.1
2 Proposed additional facilities
M/s.Essar Vizag Terminals Limited Phase – I Under Consideration by EAC
(OHC) 16.2(OBI &
OBII)
Phase-II
6.8(WQ-1)
M/s.Visakha Container Terminal Private 8.1 (0.54
Limited(extension) MTEUs)
Development of WQ-7 & 8 (WQ-North 6.39
berth)
Total capacity of proposed additional 37.49
facilities
3. Total capacity after expansion 125.59
WAPCOS Limited 3-2

3.2.1 Existing structures

The existing berths are 366m long contiguous structures built during the
1950s, comprising of concrete/masonry monoliths (wells) of 9.14 m by
7.92 m each with a gap of about 1.5 m in between the monoliths and the
gap filled with sheet piles to prevent the back fill from leaching into the
harbour side. The subsoil at the founding level comprises of sand with
granite stone chips. The dredged depth alongside these berths built in
the Inner Harbour was initially of the order of about -8.5m CD.
However, based on requirements to cater to larger ships and enhanced
cargo volumes, dredged depths have been increased to -10.7 m CD in
phases. About 2.0 m of embedment of the structure in the soil below
dredged level is available now as against more than 4.5 m of embedment
of structure in the soil. With the increase in depth due to dredging,
potholes have developed in many places. Before further dredging is
done, berths have to be strengthened. It is envisaged that PANAMAX
vessels of 230m LOA, 32.2m beam will be handled at the OR1 & OR2
berths with 12.5 m draft initially and 14 m draft ultimately.
OR1 & OR2
Figure-3.1: Layout of Berths and location of Project Site
76
3.2.2 Need for Mechanization of iron ore handling at Inner harbour

The present system of iron ore handling through semi mechanized
means has led to serious environmetnal concerns. With the output rate
achieved at the inner harbour, which is less than 12000 Tonnes, Port
would not be able to retain the customers in the long run, in the wake of
developments that are taking place in the hinterland.
The Port has a commitment to Andhra Pradesh Pollution Control Board
(APPCB) to mechanize the iron ore handling system. Further, the bulk
handling is to be done in a phased manner to address environmental
concerns and accordingly, a need has arisen to mechanize iron ore
handling at inner harbour.
The vessel size deployed at iron ore handling ranged between 40,000
DWT to 1,70,000 DWT. There is a need to lower the boom of the ship
loader frequently to align with the hatch in order to handle Handymax
vessels and Super Handymax vessels at outer harbour berth, which is
designed to cater to large size vessels,. Also there is a need to place the
spacers to adjust boom length of the loader in the respective hatches,
resulting in dust pollution, thus causing much inconvenience to the
habitants staying close by. Owing to this technological and
environmental limitations, it is felt prudent to handle vessels of 65,000
DWT above at outer harbour, leaving the handling of Handymax and
Super Handymax vessels at inner harbour. Accordingly, Port has taken
a view to create a new facility at inner harbour for iron ore handling in
addition to upgradation of the existing mechanized facility at Outer
Harbour on DBFOT basis.
3.2.3 Proposed Up gradation
Proposed up-gradation of Existing Facility and creation of new facility
at VPT envisages mechanize the current mode of handling through
tipplers, stackers, reclaimers, conveyors, ship loaders, which would
significantly reduce the pollution levels. The main components of the
proposed projects are summerised below:
➢ Mechanization of exisiting berth West Quay-1 in the Inner harbour for
handling iron ore.
77
➢ Modernization of exisiting/old iron ore handling facility at Outer

Harbour by refurbishment ie., full covering of the conveyor system,
replacement of outlived ship loader, stacker/ reclaimer etc.
Hence, the proposal is to mechanize the current mode of handling
through tipplers, stackers, reclaimers, conveyors, ship loaders, which
would significantly reduce the pollution levels The proposed system for
mechanized loading of iron ore at WQ-1 berth has been planned keeping
in view the area earmarked for stockyard development, as well as the
other ongoing developments in the port. The alignments of the proposed
conveyors in the system takes into account all the existing and proposed
structures under the ongoing development schemes in the port area in all
the three alternate proposals.
In all the three alternate proposals, for handling the receipt of iron ore
through rail at the proposed facility, it is essential to install a twin wagon
tippler system with a rated capacity of 20 tips /hour. A receiving
conveyor system with a rated capacity of 3000 TPH compatible with the
wagon unloading from tippler house to the stockyard is proposed. A
typical cross section of stockpile configuration is given as Figure-3.2.
Figure-3.2.: Typical cross section of stockpile configuration
78
The following three alternative proposals were studied for the proposed project:
Alternate-1: Wagon tippling at the West of OHC (proposed 7 & 8 plots)
and transferring cargo by conveyor for stacking, reclaiming and ship
loading at West Quay back up area
Alternate-2: Wagon tippling, stacking and ship loading at West Quay back up
area
Alternate-3: Wagon tippling at OHC Canteen area and after tippling, transferring
the cargo by conveyor for stacking, reclaiming and ship loading at West Quay
back up area
Ship Loading
In all the three proposals, stacking of iron ore and ship loading
operations are carried out in West Quay back up area behind the berth.
The area permits location of two stockpile area each of 591 X 40 m with
stacker cum reclaimer tracks laid parallel with sufficient boom length
centrally. Each equipment catered on both sides having connected to
wagon tipplers and ship loader respectively. Also, a twin wagon tippler
is proposed in all cases to improve the turn round time of railway rakes.
Alternative – I
In this alternative, the wagon tippler system is proposed to be installed
at the western side of OHC and ESSAR plots in the manual siding area.
This location is considered as most suitable with least disturbance to the
existing facilities.
The conveyor alignment from tippling station to stock yard is taken
along the boundaries of the port area thus facilitating adequate backup
area for the other West Quay berths. A length of 2,657 m, of conveyor
system is required for the whole arrangement in this alternative.
This alternative has the advantage of avoiding tippling and all railway
movements on the West Quay backup area thus providing additional
space for stack yard. However, this alternate proposal is expected to
interrupt the existing iron ore manual sidings and future expansion of
OHC operations on 7 & 8 plots. The shortage of outer haul length may
affect the oil loop line operations also. To avoid the interruption to other
79
operations in the location, connecting conveyor from tippler station to

stack yard is proposed to be taken on an elevated gallery.
Alternative – II
in the backup area near the boundary of the North Western Arm by
extending the railway line from the proposed lines in the area. This
alternative facilitates the rake movement behind the proposed stockpiles.
In this Alternative, backup spaces for western quay berths are
encroached upon by the installation of wagon tippler and the proposed
railway yard for post tippling operation. Further, frequent wagon
movement in tippling operation would disturb the road access to other
West Quay berths. The only advantage in this alternative is that the
conveyor length is the least compared to other options.
A 1.812 km length of conveyor is required for receiving and shipping in this
alternative, with all other equipments and machineries remaining common
for all alternatives. However, capital cost for extending the railway line to the
proposed backup area would be an additional expenditure compared to other
alternatives.
This alternative –II will have an advantage of shifting the tippling
operations away from berth side by installing the wagon tippler on the
west side of the proposed West Quay backup area. This is also expected
to facilitate another manual siding for stacking cargo like bauxite in the
available space on the west of the stacking yard. This alternate however
requires a curved inner haul with which locos cannot be used for pushing
the wagons in wagon tippling. However, pusher cars can be used for the
same in place of locos for the said purpose.
Alternative – III
in the vicinity of the existing wagon tippler station near the Water Tank
in the existing railway lines suitably connected to the tippler station.
This will have an advantage of avoiding all railway movements on West
Quay back up area and also provides additional stacking place in the
stack yard. All the tippler operations are planned to be carried out near
to the existing VPT tipplers. The disadvantage being the present manual
sidings 1A and 1B plots will be utilized for outer haul operations and
also a lengthy conveyor is necessary preferably on a gallery keeping in
80
view of other operations. Also, this will have a cumulative effect of dust
and sound levels with the existing tippler operations.
The conveyor alignment is proposed along the NMDC periphery wall
and follows the alignment considered for alternate-I. The alignment
along the railway line is not considered feasible due to adjoining built
up area and would interfere operations at WQ berths.
This alternate requires a higher conveyor lengths in comparison to
Alternate I and II. i.e., this system requires roughly 3.653 km length of
conveyor in comparison to 2.657km in alternate-I and 1.812km in
Alternate-II. The construction of wagon tippler station and connecting
tunnel / conveyor system from tippling station to Transfer Tower-I could
lead to disturbance to the existing facilities and hence is not considered
as a feasible option by the consultants.
3.2.4 Ore Handling Equipment
The norms for ore handling equipments mentioned by TAMP are
considered; however the requirement of handling equipments are
suitably revised based upon the proposed stockpile configuration and the
present requirement for the given annual throughput. A list of major
equipment required for handling of iron ore for all the three alternatives
is given in Table-3.2.
Table-3.2: List of major equipment required for handling of iron ore in

various alternatives
S. No. Description of Item No. of units required
Alternate- Alternate- Alternate-
I II III
1 Twin Wagon Tippler system 1 1 1
rated
capacity 23 tips / hour
2 Receiving and Shipping 1.635km 1.812km 3.653km
Conveyor System 1600 mm
width
3 Receiving Conveyor System 1.022km 0.177km 2.018km
1200 mm width
81
4 Stacker cum Reclaimer (3000 2 units 2 units 2 units

TPH)
5 Ship Loaders (3000 TPH) 1 unit 1 unit 1 unit
6 Transfer Towers & Drive House TT:9 TT:5 TT:10
DH:1 DH:1 DH:1
7 Railway yard system for wagon 1 1 1
unloading
8 Pay loaders 4nos. 4nos. 4nos.
9 Metal Detectors and weighers 4+2 4+2 4+2
After studying the above three alternatives, Alternative 1 have been selected
based on the following considerations:
• Availability of backup space without hindrance from wagon movements in
the
stockyard, thereby avoiding disturbance to other berth users.
• Advantage of avoiding tippling and all railway movements on the West
Quay backup area, thereby providing additional stockyard space.
3.2.5 Dredging
The total quantity of dredged material likely to be generated in the
proposed project has been estimated as 8,66,249 m3. Project wise
details of the quantity of dredged material are given as below:
• Up gradation of OHC :1,84,000 m3
• Extension of Container Terminal :5,96,024 m3
• Development of Water Quay 7&8 berths :1,86,225 m3
Total 9,66,249 m3
Maintenance dredging quantities during the period 2010 to 2015 varied
from 1.18 to 5.99 lakh M3 and annual maintenance dredging
requirement would be of the order of 2.56 Lakh M3. The entire dredged
material shall be disposed at designated disposal sites selected based on
the Radio-Active Tracer (RAT) study carried out by Bhabha Atomic
research Centre
(BARC) and modeling studies by CWPRS. The dumping site is located in the
deeper contours beyond -40m, with more offset distance of 1.45Km from the port
approach channel. The total area of the proposed dumping site is 2.6 Sq.km. As
per the dumping ground survey conducted by CWPRS in the year 2015 the
82
proposed dumping site is suitable for the disposal of dredged material likely to
be generated due to the implementation of the proposed project.
The proposed dumping site suggested by BARC and CWPRS is shown in Figure-
3.3.
Figure-3.3: Dredged material disposal site based on the RAT study
3.2.6 Functional Planning of the Proposed Facility at Inner Harbour

One twin wagon tippler of 23 trips per hour, one ship loader of 3000
TPH and two numbers of stacker cum reclaimers of 3000 TPH are
proposed to be installed at inner harbour berth for iron ore handling.
3.2.6.1 Wagon Receiving System
Considering the annual throughput level of 6.8 MTPA, an average time
of 2.22 hours per rake for wagon unloading operations with a system
occupancy level of 75% and an overall unloading efficiency of 75%, the
rated wagon unloading capacity required is about 2300 TPH. Hence, a
twin wagon tippler system with a rated capacity of 23 tips per hour for
meeting the wagon handling requirements shall be installed. For
receiving the material unloaded at the tippler a receiving conveyor
83
system of 3000 TPH is required to be provided between the wagon

tippler house and the stockyard. Correspondingly, the rated stacking
capacity shall be 3000TPH. Hence, It is proposed to have two stacker
cum reclaimer at the stock yard each with a rated capacity of 3000TPH
to facilitate stockpiling operations at either of the stockyard. The stock
pile configuration is given as below:
• Stock Pile length 2 x 591m
• Stock Pile width 40m
3.2.6.2 Ship Handling Requirement

Reclaiming Capacity
For handling an annual throughput of 6.80 MTPA through the system
with a ship loading capacity of 3000 TPH, it is proposed to install one
ship loader of 3000 TPH rated capacity with shipping conveyor system
from stockyard to WQ-1 berth.
Deepening and strengthening of the Berth
The WQ1 berth in the inner harbour was constructed in 1994 and was
originally designed to cater 35,000 DWT vessels. The length of the berth
is 212 m. keeping in view the requirements of the trade, berth was
subsequently deepened to cater to 11.0 m draft and strengthened to cater
to 12.5 m draft. Cost of dredging to cater to 12.5 m draft for 60 m from
face line of the berth, is included in the cost.
Based on the anticipated deployment pattern and keeping in view the
fact that the present proposal is an integrated facility for iron ore
handling at outer harbour and inner harbour, it is felt that the draft of
12.5 m at WQ1 berth is adequate to cater to 60,000 DWT vessels and
vessels beyond this size can be handled at outer harbour.
As such, the strengthening and deepening of the WQ1 berth to cater to
14 m draft is not envisaged in the present proposal. However, depending
on the trade requirement, the operator may take up the deepening and
strengthening the berth at appropriate time at his cost, with the consent
of Port Trust and approval of Ministry of Environment, Forests and
Climate Change, if required.
The VPT’s land required for the proposal as aforesaid for storage,
receipt, dispatch, transportation of cargo etc., will be allotted as per the
84
payment terms & other terms and conditions in force as per Govt.
guidelines and land policy for allotment of land.
3.2.7 Conceptual planning and development of back up areas

The backup area of the berth is adequate to store the cargo. The cargo
storage shall be in the area proposed to be allotted behind the berth
which is contiguous to the backup area of the berth. While roads, general
lighting, water supply, fire fighting system etc. will be common to all
berth users, these shall be deployed as required for each berth.
3.2.8 Development of
back up area (i)
Dismantling /
Realigning:
The existing railway lines in the backup area required to be dismantled /
realigned to facilitate the stockyard.
(ii) General filling in back up area
At present the existing ground levels at the proposed site are at the
elevations of about +3.5m CD and less. The backup area shown in the
drawing will have to be raised to +3.60m with selected granular fill.
(iii) Peripheral road
A new service road is being developed along the periphery of the stacking area.
(iv) Customs Boundary
The proposed area is to be provided with the customs boundary wall and
customs offices with gates.
v) Ground Improvement of Back up area
The ground is of low bearing capacity due to the presence of very soft-
to-soft clay layer extending up to thickness of the order of 20m. The
loading of the ground in the present state would not only cause bearing
capacity failure but also would be subjected to large uncontrolled
settlements. As per the results of the soil investigations carried out at in
this location, initial shear strength of the clay layers varies from 1.0t/m 2
to 2.0t/m2 only. Hence, ground improvement with the preloading and use
of vertical drains in the form of band drain shall be carried out, to
achieve a bearing capacity upto 15.0t/m2.
85
Lighting of berths
To illuminate the berth and the adjoining back up area 30m high masts
with 400W high-pressure sodium vapour floodlight fixtures are required
to be provided to achieve an average lux level of 25 which is considered
for such applications. Similarly adequate lighting has been considered
for the peripheral road as well.
86
OBJECTIVES OF THE STUDY
Portopia issued a report regarding European Port Authorities’ objectives, where

it detects three different answers on how port authorities would best describe
themselves and presents their economic and non-economic goals. These goals aim
in retaining a balance between the economic, social and environmental effects of
the port activities.
In particular, Portopia refers that :
▪ The vast majority of port authorities answer that they see themselves as
mission-driven entities, where cost recovery and profit are a must.
▪ Some port authorities classify themselves as non-economic public bodies,
run with general interest objectives.
▪ A third and last group of port authorities consider themselves as profit-
maximising companies.
Corporate-like objectives, such as profit maximisation for the port authority or

for its shareholders, aren’t pursued by many ports and only a few port authorities
seem to have strictly economic objectives.
On the other hand, port authorities pursue several objectives that contribute to the
general interest of society:
▪ Facilitating trade and business. Ensuring that companies using the port to
receive imports or ship exports remain highly competitive is one of the
most important objectives of freight ports.
▪ Ensuring that port activity is sustainable in the long run. Consequently, the
balance between the economic, social and environmental effects of the port
activities is important for port authorities.
▪ Social and economic growth of the region. Port authorities play a key role
in the stimulation of growth of the regional economy. Their contribution
can be measured in terms of added value, wages, local and national taxes
paid, jobs, etc.
▪ Developing maritime and hinterland connectivity. It’s important for ports
to link goods to consumers and companies in the hinterland to global
markets.
87
Moreover, Portopia cites the sixth edition of the ESPO Fact-Finding Report
‘Trends in EU Ports Governance 2016’, published in June 2016 and aiming to
monitor port governance and organisation in Europe and its evolution over time.
86 port authorities from 19 EU Member States, Norway and Iceland completed
the questionnaire. Together, they represent more than 200 ports and more than
57% of the overall volume of cargo handled in the European Union.
Finally, Portopia notes that PORTOPIA platform will bring an important value
added for ports in terms of governance models. In fact, some of the fields of the
ESPO Fact-Finding Report are going to be transferred to the platform, allowing
ports to compare geographical ranges, EU averages and evolutions over time in
terms of governance model across Europe.
88
CONCLUSIONS
The project is likely to entails impacts on various aspects of environment during
construction and operation phases. A comprehensive Environmental Management
outlining various measures for amelioration of adverse impacts has been
suggested. Likewise, a detailed Disaster Management Plan for implementation in
the event of various emergencies and hazards too is under implementation at
Vishakhapatnam Port. Thus, it can be concluded through the project may lead to
adverse impacts, detailed management measures have been recommended for
their amelioration.
89
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Visakhapatnam Port Trust

UNIVERSITY OF PETROLEUM & ENERGY STUDIES

(Summer Internship Program)

Submitted to: Submitted to:

Pavan, Sir Mr. Ali Khan, sir

Sap Id: 500100887

WAPCOS Limited 1-1

Enrolment no: R600222065

WAPCOS Limited 1-2

S.NO CONTENTS PAGE NO.

2. List of figures & tables

4. Chapter 2: Literature Review

5. Chapter 3: About the Project

6. Chapter 4: Objectives of the Study

WAPCOS Limited 1-3

Port vs. Port Authority

Opportunities are encouraged for port authorities to take a leadership role in

The Port Authority’s Role in Operations

WAPCOS Limited 1-4

1.1 Key Market Trends

Logistics Trends for 2023: The top 5 trends in logistics

Supply Chain Agility

WAPCOS Limited 1-5

With advancements in technology and the growth of e-commerce, the industry is

WAPCOS Limited 1-8

Supply chain visibility

WAPCOS Limited 1-9

As the logistics industry continues to grow, a looming challenge is the shortage of

WAPCOS Limited 1-10

WAPCOS Limited 1-12

to develop this integrated facility in two phases, i.e., Phase I – Upgradation of

WAPCOS Limited 1-13

1.2 PROPOSED PROJECTS

WAPCOS Limited 1-14

a. Up-gradation of Existing Facility and creation of new facility at VPT for

WAPCOS Limited 1-15

b. Extension of Existing Container Terminal in the Outer Harbour of

Figure 1.3: Layout details of extension of existing container terminal

WAPCOS Limited 1-6

1.3 NEED FOR THE EIA STUDY

Figure-1.5: Study Area Map

(Cargo packed in bags, boxes drums, barrels & Crates).

*Visakhapatnam Port Authority Traffic Department

BOTHRA SHIPPING SERVICE PVT.LTD

In this meeting they will be mentioned that: [date]

=> vessels at working Berths

1. Berth - (OB-1,0B-2, CB.-1, EQ,WQ)

* lay time sheet

=> main parts of Ship :

eg: It is attached with hinges to Steering wheels

8. Deck is a fermanent - Covering over a compartment of a ship.

Tronsport moisture limit

=>Design Considerations (Hydro Statics). Hydrodynamics

Friction of the water on wave making resistance.

=> Life cycle :-

4.End of Service (Ship disposal)

1. Polycyclic aromatic hydrocarbons (marine Environment).

*vira chand Bothra

[ Bothra Group's operations across Ports]

=>Paradip port trust

LOA/ BEAM: 133m / 24.80m

3. MV Jal Kamal (Geared Ultramax )

4. MT Jal Kumud (Geared Panamax)