A SUMMER INTERNSHIP PROJECT ON

ANALYSIS OF TRAFFIC MANAGEMENT

AT KANDLA PORT, GUJARAT NO.1

PORT OF THE COUNTRY

SUBMITTED TO:

Mr R.MURUGADOSS (CHIEF ENGINEER)

PROJECT MONITORING CELL

KANDLA PORT TRUST

SUBMITTED BY:

SHYAM GOR KULDEEP BHATI GANGADHAR BIJJA

ROLL NO. 31510 ROLL NO. 31503 ROLL NO. 31504

MBA (MARITIME MANAGEMENT)

BATCH : 2015-17

B.K SCHOOL OF BUSINESS MANAGEMENT

GUJARAT UNIVERSITY

INDEX

SR.

NO. CONTENTS

1 ACKNOWLEDGMENT

2 EXECUTIVE SUMMARY

3 INTRODUCTION

3.1 Overview

3.2 History

3.3 Major Ports in India

3.4 Port location

3.5 Key Objective

3.6 Strategic & climate advantages

3.7 Features of berthing policy

4 RESEARCH OBJECTIVE

5 PORT INFRASTRUCTURE FACILITIES FOR

DRY CARGO

5.1 Berth details

5.2 Salient features

5.3 Dry cargo handling equipment’s

5.4 Transport facilities

6 PORT INFRASTRUCTURE FACILITIES FOR

LIQUID CARGO

6.1 Berth details

6.2 Features of liquid cargo

6.3 OOT-Vadinar

7 DATA COLLECTION

7.1 Traffic handled by KPT for last 10 years

7.2 Field Survey at Port

7.3 Competition Imposed by Minor/Major Port to

KPT

7.4 SWOT Analysis

8 FINDING & SUGGESTION

8.1 Finding

8.2 Suggestion

9 CONCLUSION

10 BIBLIOGRAPHY

1 ACKNOWLEDGEMENT

It is our pleasant duty to gratefully acknowledge our deep debt

of gratitude and to offer my sincerest thanks to Dr. Prateek

Kanchan, Director, & Mrs Kinjal Desai, Placement Officer,

B.K.School of Business Management, Gujarat University, to

aims at widening the student's perspective by providing an

exposure to real life organisational and environmental

situations in Maritime Industries.

We express our heartful thanks to Shri R. Murugadoss ,Chief

Engineer (CE), Project Monitoring Cell at Kandla Port Trust ,

who in spite of busy schedule has co-operated with us

continuously and indeed, his valuable contribution and

guidance have been certainly indispensable for our project

work.

We also express our sincere thanks to, Mrs Arti for providing

their valuable guidance at all stages of the study, their advice,

constructive suggestions, positive and supportive attitude and

continuous encouragement, without which it would have not

been possible to complete the project.

We would also like to thank Mr. Balani (TM) & entire staff of

Traffic Management for their cooperation and assistance

during the course of our project. We owe our wholehearted thanks and appreciation to the entire

staff of Administrative Building, Gandhidham and Kandla Port

Officials for their cooperation and assistance during the course

of our project. We hope that we can build upon the experience

and knowledge that we have gained and make a valuable

contribution towards maritime industry in coming future.

2 EXECUTIVE SUMMARY

The first half of the our training involves Port visits the study

of Berthing, Traffic Management, Vessel Priority, Vessel

Turnaround Cycle , Warehouse Planning , Documentation,

other discussions with the port officials regarding success and

failure part of Kandla Port Trust.

This Project deals with the cargo handling operations at kandla

port. The study includes EXIM details of cargo at the port. This

project enables to know about the capacities, capabilities & all

the facilities provided by kandla port in handling traffic at the

port.

This includes the collection of data about traffic handled during

the years wise, commodity wise, flag wise & also chart of

Export-Import for cristal view.

Our study on their present infrastructure facility was that of

cargo berths, liquid jetties, SBM at Vadinar & storage facilities

KPT is facing a lot of competition from all major port and

specially from the minor port situated on the same cost. This

might affect Kandla port trust’s growth in the near future,

keeping this in mind KPT should invest on its infrastructure

facilities.

After over study at KPT we suggest them to improve a few

drawbacks that could really affect them in the near future

specially because of the prevailing stiff competition.

INTRODUCTION

3.1 OVERVIEW

Kandla Port plays a major role in the country's international

trade. Having notched up a string of success, it has emerged as

a forerunner, and has carved a niche for itself, by its steady

growth and economy of operations. "Kandla port will emerge

as a vibrant, world class, multi-cargo port offering services at

multiple locations and having a dominant share of regional

cargo by virtue of its ability to effectively leverage its locations

and land resources for facilitating growth of economic

activities and investments, with the objective of developing

mutually beneficial and sustainable linkages with port based

industries and users, thereby making Kandla the driver of

economic growth in the region"

Kandla Port continues to be India’s no.1 Port with 100.05

MMT (92.5MMT in 2014-15) traffic handling. It has been at

top for many consecutive years. Kandla Port contributes 16.5%

to India’s total Major Ports handlings. Port has 12 dry cargo

berths with total length of 2.57KM in straight line and 6 Oil

jetties for handling of POL and Chemical. The single buoy

mooring in Vadinar can handle Very Large Crude oil Vessels

(VLCC) with a pumping capacity of 5000 tonnes per hour.

Maximum output, excellent infrastructure, well connectivity,

all-round services and cost effectiveness are the major strength

of Kandla Port. It is the gateway to the northwest India and due

to its unique locational advantage it accesses a vast hinterland

of 1 million Sq. Kms, stretching up to jammu and Kashmir by

broad gauge railway system, national highway no.8A and air

connectivity.

3.2 HISTORY

The history of Kandla Port owes is origin to the year 1930,

when the ruler of the then princely state of Kutch, Maharao

Khengarji - III wanted to deep draught History legacy- The

Vision by Maharao Khengarji, Kutch Port in his kingdom.

The Evolution – As substantial for Karachi Port

Due to the loss of Karachi port after independence the burden

of northern trade was shifted to the Port of Mumbai under the

inspirational and able guidance of the great visionary & Iron

man of India, Shri Sardar Patel, the government of India on 17th

February 1948, constituted an expert committee known as “The

West Coast Major Port Development Committee” to explore

the possibilities of establishing sea Port to carter to the vast

hinterland.

On January 20, 1952, Pandit Jawaharlal Nehru, then Prime

Minister of India, laid the foundation stone for mew Port on the

western coast of India. It was declared a Major Port on April 8,

1955 by late Shri Lal Bahadur Sashtri, then Ministry of

Transportation and the Port Trust was formed in 1964.

Since, then the Major Port of Kandla has come a long way in

becoming the Port of new millemmium. The development of

Port took place in two distinct complex wise

(1) Oil jetty Area

(2) Cargo Berth Area

3.3 MAJOR PORTS IN INDIA

The ports are gateways for India’s international trade. India is

endowed an extensive coastline of about 7600 kms dotted with

12 major ports and 184 minor and intermediate ports.

Among this 12 major ports, 6 are located on the west coast

Kandla, Mumbai, JNPT, Murmugoa, Cochin, Vishakhapatnam,

Calcutta and Ennore

Four of the major ports i.e. Calcutta, Mumbai, Chennai,

Mormugoa are more than 100 years old. The 12th major port,

the port of Ennore, the first corporate port in India has

commenced operations in the year ended 2000.

Major port means any port for which the central government

may by notification in central gazette declare under Indian

Ports Act 1908, or may under any law for the time being in

force have declared to be Major Port. Minor port means any

port, which the state government may by notification in the

state gazette, declares as a port.

Major ports are autonomous bodies, administrated by board of

trusties constituted for each port under the major port trust act

1963. The overall responsibility for efficient management and

operation of major ports vests in the central government. Other

ports are under the control of the respective state government.

3.4 PORT LOCATION

Kandla port is situated in the kandla creek and is 90 kms. From

the mouth of the Gilf of Kutch. It is protected natural harbour.

Latitude: 23o 01' N Longitude: 70o 13' E

3.5 KEY OBJECTIVE

To provide efficient and economic port services.

To render value for money and value added services to

customers.

To create facilities of international standard and facilities

quicker turnaround of vessels.

To maintain peaceful industrial relations by recognizing

the work force as an asset and develop them to the

changing port scenario.

To participate in social developed by contributing its mine

to the society at large.

To be environment friendly.

3.6 STRATEGIC AND CLIMATE ADVANTAGES

OF KANDLA PORT

All weather port – 365 days, 24*7

The Indian major port that is nearest to the middle east

and Europe

Protected and safe harbour

12 berths stretching 2.57 km in straight line

2 Nos. of Mobile Harbour Cranes

Port with highest liquid storage capacity in the country

Lowest cost per ton amongst all Major Ports and non-

major ports

Excellent road and rail connectivity

Law tariff than other Major Ports

12.5 meter draft

Security by CISF

3.7 FEATURES OF THE BERTHING POLICY OF

CARGO JETTY

At cargo jetty, port gives priority to vessel as per its policy.

There are some policies at port given as below:

Government policy

Coastal policy

24hrs. policy

10000 ton

4500-6000 ton

Import

Export

POLICY IMPLEMENTS ACCORDING TO

THE FOLLOWING CONDITIONS

One berth available for 24hrs turns around priority

One berth available for 600mt priorities

One berth available for 4500mt priorities

Three berth available for Export vessels

With the above group the following priorities are

followed:-

1. Ousting priority for container vessels

2. Priority berthing for coastal vessels

Any other priority accorded as per government

directives.

4 RESEARCH OBJECTIVE

To collect the data about cargo handled by KPT for last

10 years and the analysis the same.

To conduct field survey for “EXIM” and to decide

about future “EXIM” of KPT to enhance efficiency of

port.

To find out computation imposed by minor/major port

of Gujarat/India to KPT.

To frame guideline and o suggestion KPT for retaining

No.1 for ever.

5. PORT INFRASTRUCTURE FACILITIES FOR

DRY CARGO

The port infrastructure basically enables port management to

deliver wide range of services and acts as effective between

sea surface modes of transport. However, most often a direct

function of the economies of scales achieved in terms of

various port infrastructure facilities and how they are

operated, which together determine the operation capabilities

of the port.

The level of infrastructure build-up and the type of services

that different port provides vary widely depending on the

volumes and types of cargo traffic handled. Furthur from a

port investment point of view, the distinction between port

infrastructure and port equipment are important in terms of

expected rate of returns.

Kandla port being a multipurpose cargo handling port handles

liquid as well as dry cargo over the years.

We can divides different types of commodities in board

categories as:-

Dry Bulk Cargo

Liquid Cargo

Container Cargo

5.1 BERTH DETAILS

BERTH PANNEL NO. LENGTH

(in Mt.) DRAUGHT

CAPACITY

(MT) DWT

1 1 to 8 182.93 9.8 0.9 45000

2 9 to 16 182.93 9.8 0.9 45000

3 17 to 24 182.93 9.8 0.9 45000

4 25 to 32 182.93 9.8 0.9 45000

5 33 to 41 205.79 9.1 0.9 35000

6 42 to 50 205.79 12.5 0.9 35000

7 51 to 58 238.64 12 0.9 55000

8 59 to 68 213.64 12.5 0.9 55000

9 69 to 78 182.93 12 0.9 55000

10 79 to 85 209.41 12 0.9 55000

11 86 to 98 281.00 12.5 1.2 65000

12 99 to 110 264.00 12.5 1.2 75000

13 111 to 122 280.00 12.5 2.0 60000

14 123 to 135 280.00 12.5 2.0 60000

5.2 SALIENT FEATURES

Covered storage capacity of over 2 lakh MT inside port area for der cargo. Open storage capacity of 760330 MT inside the port area of dry cargo Private handling equipment like mobile crane, lifter, pay loader, forklifts, heavy

trailers etc available on hire at competitive rates. 66KV power supply of the port. 7 forklift truck out of which 1 forklift is of 5 ton capacity, 4 forklifts are 3 ton

capacity & forklifts are of 2.5 ton capacity.

5.3 DRY BULK CARGO HANDLING

EQUIPMENT

Wharf cranes are the interfacing unit between Jetty & Ship. The wharf cranes

are used for loading of various types of material from jetty to ship & unloading

of material from ship to jetty. There are following wharf crane with capacities:

PORT EQUIPMENTS

WHARF CRANES

Sr. No. CAPACITIES MT/hour

1 12 Tons ---

2 12 Tons ---

3 16 Tons 400

4 16 Tons 400

5 16 Tons 400

6 16 Tons 400

7 25 Tons 600

8 25 Tons 600

9 25 Tons 600

10 25 Tons 600

11 25 Tons 600

12 25 Tons 600

2 MHCs Owned by KPT

2 MHCs owned by KPT & Private Stevedores (A.V Joshi)

2 MHCs owned by KPT & Private Stevedores (A.M.C)

2 MHCs owned by KPT & Private Stevedores (Balaji Heavy lifts)

2+1 Floating Cranes owned by Private Stevedores (Rishi Shipping)

2 Floating Cranes owned by Private Stevedores (Shreeji Shipping)

1+1 Floating Cranes owned by Private Stevedores (U.L.A)

1 Floating Cranes owned by Private Stevedores (Shiv Shipping)

*MHCs = Mobile Harbour Cranes

5.4 TRANSPORT FACILITIES

5.4.1 ROAD TRANSPORT FACILITIES

Transport is the mean of carrying of materials from one place to

other. It may be from jetty to open storage

location/godown/warehouse and even directly to any location out

of port area or it may be from any location to jetty. The port has

two lane and four lane approaches to NH-8A

Inside cargo jetty area -30 km

Ouside cargo jetty area -31 km

5.4.2 RAILWAY TRANSPORT FACILITIES

The goods trains and tankers are used to take the materials from

port to any place in the country and vice-versa. Kandla port has a 13

km railway inside port area. The railway staffs are posted at kandla port

for:

Bringinig goods trains and taking out of same

Maintain the signalling system

Placing and removing the wagons as per requriment

6 PORT INFRASTRUCTURE FACILITIES

FOR LIQUID CARGO

Liquid cargo can be classified as:

Petroleum oil

Vegetable oil

Chemical

PHOS acid

Ammonia

Other liquids

Liquid facilities are also a part of total cargo handled by port.

It includes liquid bulks like petroleum oil Lubricants oil,

acid, ammonia and other liquids. It also some fertilizers and

its raw material in liquid form. The most important is the

crude from Vadinar is also under liquid category.

6.1 BERTH DETAILS

BERTH DRAFTS LENGTH MAX DWT

1 10.4 90.0 40000

2 10.0 108.0 52000

3 10.7 85.0 40000

4 10.7 110.0 56000

5 9.5 110.0 45000

6 10.1 120.0 45000

7 33.0 300000

LIQUID BULK HANDLING AT KANDLA

PORT TRUST ARE AS UNDER

PORT NO. OF

BERTH

TYPES OF

CARGO

ACTUAL

DEPTH

VESSEL

SIZE

Vadinar 3 SBM+ESSAR POL crude 30.00 3,00,000

Kandla 4 (OJ-1 to OJ-4) POL/other 10 to 10.70 40,000 to

56,000

6.2 FEATURES OF THE LIQUID

Over 12 lakh KL storage facilities for POL

product

Over 8 lakh KL storage tanks near the jetties

Sophisticated pipelines line network including

stainless steel pipelines

Three SBM (Single Buoy Mooring) at vadinar

Suitable for all classes of liquid and chemials

Suitable for A, B, C, LG, NH, EO classes of

liquid & chemicals.

6.3 OFF-SHORE OIL TERMINAL – VADINAR

The kandla port trust commissioned the off-shore oil

terminal facilities at vadinar in the year 1978 for which m/s.

Indian Oil corporation limited (IOCL) provided single buoy

mooring (SBM) system, having a capacity of 54 MMPTA,

which was first of its kind of india. Further, significant

quantum of infrastructure up gradation has been affected and

excellent maritime infrastructure has been created at vadinar

for the 32 MMPTA Essar Oil Refinery in Jamnagar district.

A draft of up to 33 metre at SBM and lighterage point

operation (LPO) at vadinar is available

3 nos. of single buoy mooring available

Providing crude oil intake facilities for the refineries of

M/s IOCL at koyali (Gujarat), Mathura (U.P), panipat

(Haryana), and Essar refinery vadinar in Jamnagar

district

Vast crude tankage facility having capacity of 1144000

KL and 1000000 KL of M/s IOCL & M/s EOL

respectively

2 nos. of 35 ton BP tugs as well as 4 nos. of new 50 state

of art BP tugs are available at vadinar for the smooth

and simultaneous shipping operation

One oil and debris recovery vessel for oil pollution

control is acquired and stationed at vadinar.

7. DATA COLLECTION

7.1 TRAFFIC HANDLED BY KANDLA PORT

FOR LAST 10 YEARS

7.1 TRAFFIC HANDLED BY KPT FOR LAST 10

YEARS 7.1 IMPORT DATA

MAJOR COMMODITY WISE TRAFFIC AT A GLANCE

(

I

n

i

c

T

o

n

n

e

s

)

Sr.

No. Commodity

YEARS

2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

I LIQUID BULK 7215128 7538395 5777423 8092345 7997598 7958093 8313635 6877866 7876713 10334668

1 POL 2872563 2544743 884537 1366735 1884770 1640572 1203101 702140 867000 1045544

2 EDIBLE/VEG.OIL 524470 617883 669726 666718 628992 351519 576946 2489880 3458000 4906602

3 PHOS ACID 1400857 1185049 901731 1502180 1286098 1381763 1349284 990587 1289000 1547310

4 AMMONIA 371528 288579 230227 311380 293120 296236 246270 239758 203713 308709

5 OTHER LIQUIDS 2045710 2902141 3091202 4245332 3904618 4288003 4938034 2455501 2059000 2526503

II FERTILIZER 2049000 3916127 5195085 4911994 5806780 5297166 3677966 2643503 3846922 4361990

6 DAP/UREA 1510705 2930347 3870694 3528726 4311467 4126160 2987481 1683544 2709023 3534157

7 MOP 538295 985780 1324391 1383268 1495313 1171006 690485 959959 1137899 827833

III FERTILIZER RAW MAT. 171865 159526 297744 787951 582767 761040 945810 991391 655378 169869

8 ROCK PHOSPHATE 24720 0 209643 656000 483967 658433 945810 991391 655378 169869

9 SULPHUR 147145 159526 88101 131951 98800 102607 0 0 0 0

IV IRON & STEEL 1114420 1138342 1038094 1848807 1558230 870232 1225935 842261 1182308 1817460

10 SCRAP 140952 120 149871 504754 125704 4171 79984 19570 85799 425868

11 STEEL BILLETS 0 0 0 0 0 21917 0 0 0 14780

12 STEEL COILS 684489 927706 724746 969471 830692 525316 746534 533805 730254 1023022

13 PIPES/ANGLES/PLATES 288979 210516 163477 374582 601834 318828 346417 288886 366255 353790

14 PIG/SPONGE IRON 0 0 0 0 0 0 53000 0 0 0

V FOODGRAIN 1090921 393208 0 0 5021 102 500 250 7392 79424

15 WHEAT 1090813 393208 0 0 0 0 500 0 2200 0

16 RICE 108 0 0 0 0 102 0 250 0 0

17 MAIZE 0 0 0 0 5021 0 0 0 5192 79424

VI METAL & PRODUCT 0 0 0 0 0 0 0 0 0 0

18 METAL IGNOTS 0 0 0 0 0 0 0 0 0 0

VII ORES 320791 478133 168390 665661 635918 1030327 1056404 597667 1195505 952322

19 PARALITE ORE 27500 0 0 0 0 0 0 0 0 0

20 IRON ORE 233798 418976 129498 660406 625718 991898 1005936 586318 1160310 952322

21 LEAD/ZINC CONC. 59493 59157 38892 5255 10200 38429 50468 11349 35195 0

VIII OTHER DRY CARGO 3883028 4484566 5206106 8967614 8244818 8732352 8700360 9944501 14597189 20061695

22 CEMENT 2023 0 0 0 0 0 0 0 0

Thermal coal 9724853 14783585

23 HDPE/PVC/LDPE 292849 934922 1406754 2295596 3082371 4064413 4064218 6080196

24 CONTAINER CARGO 1046668 1072037 902771 996103 990584 971763 453605 53310 2789

25 MACHINERY 74245 62409 163521 80647 116255 70573 8911 11499 34043 36095

26 SUGAR 0 0 141779 1570860 300104 98500 722207 610931 1267231 1266670

27 WOODEN LOGS 1806357 1940666 1886026 2907962 3114595 2971338 2798898 2651655 2851266 3273414

28 MET/COKING COAL 410850 244079 466612 928651 409739 160825 373653 269951 241641 217235

29 MISCELLANEOUS 250036 230453 238643 187795 231170 394940 278868 266959 478155 481907

IMPORTS AT KANDLA 15845153 18108297 17682842 25274372 24831132 24649312 23920610 21897439 29361407 37777428

TEUs IN NUMBERS 95715 92805 79050 79049 87003 91341 61910 13782 0 0

IMPORTS AT VADINAR 24139571 28598148 35477031 36376600 36164776 35453536 39272742 37594652 40399000 41095878

TOTAL IMPORTS 39984724 46706445 53159873 61650972 60995908 60194189 63193352 59492091 69760407 78873306

COMMODITY WISE IMPORTS DATA FOR LAST 10 YEARS AT

KANDLA PORT

(IN METRICS TONNES)

YEARS LIQUID BULK FERTILIZER FERT.RAW

MAT.

IRON &

STEEL

FOOD

GRAIN ORES

OTHER DRY

CARGO

2006-07 7215128 2049000 171865 1114420 1090921 320791 3883028

2007-08 7538395 3916127 159526 1138342 393208 478133 4484566

2008-09 5777423 5195085 297744 1038094 0 168390 5206106

2009-10 8092345 4911994 787951 1848807 0 665661 8967614

2010-11 7997598 5806780 582767 1558230 5021 635918 8244818

2011-12 7958093 5297166 761040 870232 102 1030327 8732352

2012-13 8313635 3677966 945810 1225935 500 1056404 8700360

2013-14 6877866 2643503 991391 842261 250 597667 9944501

2014-15 7876713 3846922 655378 1182308 7392 1195505 14597189

2015-16 10334668 4361990 169869 1817460 79424 952322 20061695

IMPORT DATA ANALYSIS

The present study aims at measuring the benefits enjoyed and problems

faced by port during Import. For this purpose, a novel analysis was

made by selecting 10 years Import data from Kandla port. The data

thus collected were organized in a simple tabular form an appropriate

and novel statistical tools were employed to analyze the data. The

results and discussions were made, based on these analyses.

Above Chart data shows the Import of different Cargo categories over

the last 10 Years at Kandla Port (In Mt).

Liquid Bulk Category Includes Pol, Edible/Veg. Oil, Phos. Acid,

Ammonia, Others Liquid

Fertilizer Category Includes Dap/Urea, Mop

Fert. Raw Mat. Category Includes Rock Phosphate, Sulphur

Iron & Steel Category Includes Scrap, Steel Billets, Steel Coils,

Pipes/Angles/Plates, Pig/Sponge Iron

Food Grain Category Includes Wheat, Rice & Maize

2006-

07

2007-

08

2008-

09

2009-

10

2010-

11

2011-

12

2012-

13

2013-

14

2014-

15

2015-

16

LIQUID BULK 721512875383955777423809234579975987958093831363568778667876713 1E+07

FERTILIZER 2049000391612751950854911994580678052971663677966264350338469224361990

FERT.RAW MAT. 171865 159526 297744 787951 582767 761040 945810 991391 655378 169869

IRON & STEEL 11144201138342103809418488071558230870232122593584226111823081817460

FOOD GRAIN 1090921393208 0 0 5021 102 500 250 7392 79424

ORES 320791 478133 168390 665661 635918103032710564045976671195505952322

OTHER DRY CARGO 388302844845665206106896761482448188732352870036099445011.5E+07 2E+07

05000000

10000000150000002000000025000000

IMPORT

LIQUID BULK FERTILIZER FERT.RAW MAT. IRON & STEEL

FOOD GRAIN ORES OTHER DRY CARGO

Ores Category Includes Paralites Ore, Iron Ore & Lead/Zinc Conc.

Other Dry Cargoes Includes Cement, Hdpe/Pvc/Ldpe, Container

Cargo, Machinery, Sugar, Wooden Logs, Coking Coal, Miscellaneous

Overall Annual Growth in Import (Kandla port- 2015-16’) :

13.05%

Total Import Traffic 2006 - 07’: 39.98 MMT

Growth: 97.27%

Total Import Traffic 2015 - 16’: 78.87 MMT

Growth in Other Dry Cargo : 37.54%

Growth in Liquid Bulk : 31.25%

Growth in Fertilizer : 13.54%

Reduction in Fer. Raw material : (-Ve) 74.19%

Growth in Iron & Steel : 53.39%

Growth in Food grain: 98.22%

Reduction in Ores: (-Ve)20.33%

It is observed that every year cargo traffic fluctuates, so Kandla Port

should develop facilities for cargo handling acquiring new cargo

handling equipment, reducing documentation procedures & by

implementing optimized berthing policy regarding heavily

Imported commodities so that time can be utilized.

EXPORT DATA

MAJOR COMMODITY WISE TRAFFIC AT A GLANCE

(

I

n

M

e

t

r

i

c

T

o

n

n

e

s

)

Sr. No. Commodity YEARS

2006-07 2007-08 2008-

09

2009-

10

2010-

11

2011-

12

2012-

13

2013-14 2014-

15

2015-

16 I LIQUID BULK 1583071 2137324 2256505 2678466 2207957 1702662 1481621 1638817 1260000 1681124

1 POL 955767 1463817 1670770 1699300 1404835 1247350 1097727 1318015 1001000 1431164

2 EDIBLE/CASTOR.OIL 193279 205513 189080 157124 144309 169872 166143 165859 210000 145727

3 MOLASSES 0 0 0 0 5000 0 0 0 0 0

4 OTHER LIQUIDS 434025 467994 396655 822042 653813 285440 217751 154943 49000 104233

II FOODGRAIN 932715 979956 1029273 631603 669656 1290927 3782098 2731335 2216096 733542

5 WHEAT 894558 856338 695340 604951 564419 919267 1556727 670002 323938 600872

6 RICE 19285 0 0 0 0 297978 2149623 1682346 1510503 82264

7 MAIZE 18872 123618 333933 26652 105237 73682 75748 378987 381655 50406

III ORES 507973 580362 331413 410199 264543 503504 892895 444011 463281 337932

8 BENTONITE 166591 194800 159863 140102 141122 231750 226450 268400 124161 125400

9 BAUXITE 37750 45200 0 0 0 259069 583420 85710 339120 200202

10 COPPER CONENTRATE 0 0 0 0 0 0 0 42844 0 12330

11 COPPER REVERTTS 0 0 0 0 0 0 0 0 0 0

12 ZINC CONC/WALLASTONITE 303632 340362 171550 270097 123421 12685 83025 47057 0 0

IV IRON & STEEL 269538 320871 61044 41023 44962 165155 90117 11509 48439 122399

13 COATED/STEEL PIPES 252517 320871 53468 41023 44962 161442 76621 11509 39321 90786

14 COIL/T.MATERIAL 17021 0 7576 0 0 3713 13496 0 9118 31613

V OTHER DRY CARGO 7381671 7818847 7299606 6319644 8725082 10130841 11397593 9164898 5630870 6289648

15 SALT 1241242 1217164 1323236 2079301 2846918 3130906 4494979 3683417 2710612 4153619

16 CONTAINER CARGO 1731495 1544868 1232512 1439043 1595405 1794899 1480608 398997 0 53195

17 EXTRACTIONS 2767569 3512906 3218255 1805067 2328124 2779479 3082008 3299224 1767162 717153

18 COTTON BALES 0 0 0 0 0 0 0 0 0 0

19 SUGAR 155519 237263 258617 0 387659 352243 761393 403048 203971 290849

20 DIESEL ENGIENE 1082 145 0 0 0 0 0 0 0 0

21 SILICA SAND/CHINA

CLAY 0 0 0 0 0 0 0 10149 20698 149058

22 SESAME SEEDS 0 108 0 0 0 0 0 0 0 0

23 BUSES/CARS 0 0 0 0 0 0 0 0 0 0

24 MISCELLANEOUS(INC TUNA) 1484764 1306393 1266986 996233 1566976 2073314 1578605 1370063 928427 925774

* TOTAL EXPORTS 10674968 11837360 10977841 10080935 11912200 13793089 17644324 13990570 9618686 9164645

* TEUs IN NUMBERS 81876 72287 58450 67723 73240 75147 56382 15684

* TOTAL AT KANDLA 26520121 29945657 28660683 35355307 36743332 38442401 41564934 35888009 38980093 46942073

* TOTAL TEUs 177591 165092 137500 146772 160243 166488 118292 29466 0

* TOTAL CONTAINER CARGO 2778163 2616905 2135283 2435146 2585989 2766662 1934213 452307 0 2789

COMMODITY WISE EXPORTS DATA FOR LAST 10 YEARS AT

KANDLA PORT

(IN METRICS TONNES)

YEARS LIQUID

BULK

FOOD

GRAIN ORES

IRON &

STEEL

OTHER DRY

CARGO

2006-07 1583071 932715 507973 269538 7381671

2007-08 2137324 979956 580362 320871 7818847

2008-09 2256505 1029273 331413 61044 7299606

2009-10 2678466 631603 410199 41023 6319644

2010-11 2207957 669656 264543 44962 8725082

2011-12 1702662 1290927 503504 165155 10130841

2012-13 1481621 3782098 892895 90117 11397593

2013-14 1638817 2731335 444011 11509 9164898

2014-15 1260000 2216096 463281 48439 5630870

2015-16 1681124 733542 337932 122399 6289648

EXPORT DATA ANALYSIS

The present study aims at measuring the benefits enjoyed and problems

faced by port during Export. For this purpose, a novel analysis was

made by selecting 10 years Export data from Kandla port. The data

thus collected were organized in a simple tabular form an appropriate

and novel statistical tools were employed to analyze the data. The

results and discussions were made, based on these analyses.

Above Chart data shows the Export of different Cargo categories over

the last 10 Years at Kandla Port (In Mt).

Liquid Bulk Category Includes Pol, Edible/Veg. Oil, Phos. Acid,

Ammonia, Others Liquid

Iron & Steel Category Includes Scrap, Steel Billets, Steel Coils,

Pipes/Angles/Plates, Pig/Sponge Iron

Food Grain Category Includes Wheat, Rice & Maize

Ores Category Includes Paralites Ore, Iron Ore & Lead/Zinc Conc.

2006-

07

2007-

08

2008-

09

2009-

10

2010-

11

2011-

12

2012-

13

2013-

14

2014-

15

2015-

16

LIQUID BULK 1583071213732422565052678466220795717026621481621163881712600001681124

FOOD GRAIN 932715 9799561029273631603 6696561290927378209827313352216096733542

ORES 507973 580362 331413 410199 264543 503504 892895 444011 463281 337932

IRON & STEEL 269538 320871 61044 41023 44962 165155 90117 11509 48439 122399

OTHER DRY CARGO 73816717818847729960663196448725082 1E+07 1.1E+07916489856308706289648

0

2000000

4000000

6000000

8000000

10000000

12000000

EXPORT

LIQUID BULK FOOD GRAIN ORES IRON & STEEL OTHER DRY CARGO

Other Dry Cargoes Includes Cement, Hdpe/Pvc/Ldpe, Container

Cargo, Machinery, Sugar, Wooden Logs, Coking Coal, Miscellaneous

Overall Annual Growth in Export (Kandla port- 2015-16’) :

(-ve) 4.68%

Total export Traffic 2006 - 07’: 18.02 MMT

Growth: 15.98%

Total export Traffic 2015 - 16’: 20.90 MMT

Growth in Other Dry Cargo : 11.72%

Growth in Liquid Bulk : 33.33%

Growth in Iron & Steel : 60.33%

Reduction in Food grain: (-Ve) 67.12%

Reduction in Ores: (-Ve) 28.26%

It is observed that every year cargo traffic fluctuates,so Kandla Port

should develop facilities for cargo handling acquiring new cargo

handling equipment,reducing documentation procedures & by

implementing optimized berthing policy regarding heavily Imported

commodities so that time can be utilized.

7.2 FIELD SURVEY AT KANDLA PORT

26/06/2016 to 02/07/2016

BERTH

NO.

NAME OF

VESSEL

DATE OF

ARRIVAL

DATE OF

SAILING

IMP/

EXP. COMM. COUNTRY QUANTITY(mmt)

1 ------- ------ ------ ----- ------- ------- -------

2 ------- ------- ------ ----- ------- ------- -------

3 BAVAND 27/07/2016 02/07/2016 IMP. UREA IRAN 47310

4 SAI

SUNRISE 29/06/2016 03/07/2016 IMP. RICE IRAN 13000

5 YONG XING

29/06/2016 05/07/2016 IMP. WOOD & STONES

TURKEY 19500

6 CHITRAL 19/06/2016 03/07/2016 EXP. TIMMBER

LOGS SAUDI

ARABIA 43371

7 GIOVANNI

TOPIC 27/06/2016 30/06/2016 EXP.

AGRI. PROD.

NEW ZEALAND

41965

8 SPAR

CORONA 28/06/2016 30/06/2016 EXP. MILL SCALE CHINA 40000

47310

13000

19500

4337141965

40000

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

SURVEY CHART

IRAN IRAN TURKEY SAUDI ARABIA NEW ZEALAND CHINA

7.3 TRAFFIC HANDLED BY ALL MAJOR PORT

COMPAREION BETWEEN KANDLA FOR LAST 8

YEARS

COMPARESION BETWEEN ALL MAJOR PORT WITH KANDLA PORT (Million Tonnes)

Years 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

Major Port 530.81 561.10 570.08 560.19 545.84 555.49 581.34 606.37

Kandla Port 72.23 79.50 81.88 82.5 93.6 87 92.5 100.5

Contribution Of Kandla

Port

13.60% 14.17% 14.36% 14.72% 17.15% 15.66% 15.92% 16.57%

2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

MAJOR PORT GROWTH

Major Port Kandla Port Contribution Of Kandla Port

As we can see through the graph itself that Gujarat is no.1 in traffic handling & in EXIM of cargo since many

years.

As per above chart showing the cargo handling rising since last 8 years.

In year 2008-09 total cargo handled by major ports of India is 530.81 MT and share of Kandla Port is 13.60%.

Amongst the Major Ports, Kandla Port handled the maximum cargo of 100.05 MT with the share of 16.5% in

total cargo handled at Major Ports.

COMPARESION COMMODITY WISE TRAFFIC HANDLED BETWEEN ALL MAJOR PORT WITH KANDLA

PORT FOR LAST 4 YEARS

Commodities

2012-13 2013-14 2014-15 2015-16

All Major

Ports

Kandla

Port

All Major

Ports

Kandla

Port

All Major

Ports

Kandla

Port

All Major

Ports

Kandla

Port

POL 180725 54544 181055 52906 181020 55589 195872 55585

Iron Ore 27289 925 24616 586 18002 1160 15354 952

Fertiliser 14797 4624 13784 3633 16291 4502 15898 4532

Coal 86804 4438 104271 6350 119474 9967 126075 15001

Food Grain 6597 3783 4796 2732 3089 2223 2403 813

Others 109753 23370 112295 20345 124027 19056 127652 23112

13.60%

14.17%

14.36%

14.72%17.15%

15.66%

15.92%

16.57%

IMPORT GROWTH

2008-09

2009-10

2010-11

2011-12

2012-13

2013-14

2014-15

2015-16

TRAFFIC HANDLED BY ALL MAJOR/MINOR PORT COMPAREION BETWEEN

KANDLA FOR LAST 8 YEARS

GUJARAT: TRENDS IN CARGO HANDLED AT MAJOR & NON-MAJOR PORTS(MILLION TONNES)

Major/Non-Major Ports 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

Kandla Port 72.22 79.50 81.88 82.50 93.62 87.01 92.50 100.05

Non-Major Ports 152.8 205.85 230.31 259.05 287.82 309.94 336.10 339.78

Total 225.03 285.08 312.79 341.55 381.44 396.95 428.59 439.83

Share of Kandla Port 32.10% 27.87% 28.10% 24.15% 24.55% 21.92% 21.58% 22.75%

All Major Ports Kandla Port All Major Ports Kandla Port All Major Ports Kandla Port All Major Ports Kandla Port

2012-13 2013-14 2014-15 2015-16

180725 54544 181055 52906 181020 55589 195872 55585

27289 925 24616 586 18002 1160 15354 952

14797 4624 13784 3633 16291 4502 15898 4532

86804 4438 104271 6350 119474 9967 126075 15001

Food Grain 6597 3783 4796 2732 3089 2223 2403 813

109753 23370 112295 20345 124027 19056 127652 23112

0

50000

100000

150000

200000

250000

MAJOR PORT

POL Iron Ore Fertiliser Coal Food Grain Others

COMPARISION COMMODITY WISE TRAFFIC HANDLED BY GUJARAT NON-MAJOR PORT WITH

KANDLA PORT FOR LAST 4 YEARS

Commodities

2012-13 2013-14 2014-15 2015-16

Gujarat Non-

Major Ports

Kandla

Port

Gujarat Non-

Major Ports

Kandla

Port

Gujarat Non-

Major Ports

Kandla

Port

Gujarat Non-

Major Ports

Kandla

Port

POL 165137 54544 165578 52906 163631 55589 178203 55585

Iron Ore 7636 925 5169 586 5632 1160 6449 952

Fertiliser 6418 4624 5950 3633 7529 4502 8285 4532

Coal 54337 4438 65759 6350 79987 9967 67062 15001

Others 21263 23370 20444 20345 26714 19056 22480 23112

0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

0

50

100

150

200

250

300

350

400

2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

SHARE OF KANDLA PORT FOR LAST 8 YEARS

Kandla Port Non-Major Ports Share of Kandla Port

2012-13 2013-14 2014-15 2015-16

COMMODITIES WISE TRAFFIC HADNLED BY GUJARAT NON-MAJOR PORT v/s KANDLA PORT

Commodities POL Iron Ore Fertiliser Coal Others

7.4 SWOT ANALYSIS

STRENGTH

The location of the port is

main strength for it. It is

nearest to the Middle East

and Europe.

The road connectivity and rail

connectivity are good.

It covers most of the north

India as hinterland – Punjab,

Haryana, Delhi, Rajasthan

and Gujarat these hinterland

has very good export oriented

manufacturing base.

WEAKNESS

Lake of modern machineries

Low draught level

Lack of IT Technology

Storage area management

Procedural delays

OPPORTUNITY

Development of new

jetties/berth.

Growth potential

Revenue generation modern

facilities

THREAT

Increasing competition from

Gujarat maritime board ports

(Non Major ports)

The upcoming private ports

8 FINDING & SUGGESTION

8.1 FINDINGS

Since last 10 years Kandla port is No.1 port in cargo handling

operations.

The price charged (wharfage cost, cargo handling cost, storage

cost,etc.) by Kandla port is lowest compare to all other ports.

Key customer is PANAMA.

Due to demurrage charges shipping companies are not satisfied.

Construction of new berth is at very low pace.

The building of new berth is done by other private companies on

tender basis.

The documentation process at OTB should stopped.

The draught level is low.

The time taken for clearance and other procedures is high.

The shipping companies are shifting their cargo vessels to other

port as the time taken for loading and unloading is very more

compare to other ports.

The maintenance cost for berth is very high.

The highest profit generation of Kandla port is through Vadinar

port because maintenance cost is very low at Vadinar port.

8.2 SUGGESTIONS

To retain the no.1 spot in traffic handling and to improve their

brand image following are the suggestions :-

Kandla port should upgrade the port with modern technologies to

handle cargo at quicker pace.

Kandla port should appoint a capable new chairman who can have

control over all the wrong activities so that proper management

takes place.

Focus should be delivered on the handling of the liquid cargo by

developing more no. of liquid cargo berth instead of multipurpose

cargo berth since saturation is observed in multipurpose cargo

handling business.

The jetties should be built with high draught level.

The cargo handling operations should be fast so that the

demurrage charges would decrease.

Corruption and ill legal activities should be fast so that the

demurrages charges would decrease.

SOR (scale of rates) should be kept low.

The environment at port should be trader friendly.

Kandla port should build a proper container terminal because now

a day most of cargo export import takes place in container. Kandla

port should introduce unloading of cargo directly to conveyor

belts to godowns.

Should invest more on Vadinar port because ROI from Vadinar

port in high.

The HRD of kandla port should handle the strikes and other

problems efficiently.

Proper efforts should be made to improve the night navigation

system

The documentation process at OTB should be stopped instead

should take place near to port only.

Kandla port should be develop Tuna port as the draught level is

high their and container terminal should be built there.

9 CONCLUSION

From this report we can conclude that Kandla port is lacking

behind in modern mechanization, skilled employees,

documentation and procedural work, but then also low scale of

rates and other services Kandla port is able to retain their No.1

spot in handling cargo traffic since 10 years. To retain this No.1

spot Kandla port is focusing on new projects and investing in

Vadinar and Tuna port.

10 BIBLIOGRAPHY

www.kandlaport.gov.in

http://www.gmbports.org/

http://shipping.nic.in/

http://www.ipa.nic.in/

http://commerce.nic.in/

www.shipping.nic.in

Wikipedia

Administration book, kandla Port Trust Gandhidham