Report Port

ACADEMY OF MARITIME EDUCATION AND
TRAINING (AMET)
(Declared as Deemed to be University u/s 3 of UGC Act 1956)
135, EAST COAST ROAD, KANATHUR, CHENNAI

- 603 112.
TAMILNADU, INDIA
Internship Project –
“TUTICORIN PORT”
A Report On Internship In
Department of Nautical Science

By
SL NO. CADET NAME ROLL REG.NO.

NO.
1. ABINAV.K 2675A ANS19001
April & 2020

BONAFIDE CERTIFICATE
This is to certify that the project entitled “TUTICORINVPORT
”submitted by cadet . ABINAV.AReg.NoANS19001…Batch 18……in
the Department of Nautical Science, AMET, Deemed to be University

Chennai is a bonafide record of Technical work carried out by him / her
under my supervision.
Signature Signature
(Guide )
Capt. C.Krishna Capt. K.Karthik
Associate Professor DEAN/ HOD
Department of Nautical Science Department of Nautical Science
INTERNSHIP ALLOCATION REPORT 2019-20
Name of the Department: NAUTICAL SCIENCE
(In view of advisory from the AICTE, internships for the year 2019-20 are offered by the
Department itself to facilitate the students to take up required work from their home itself
during the lock down period due to COVID-19 outbreak)
Name of the Programme : B.Sc
Year of study and Batch/Group : Batch-17/ Group -6
Name of the Mentor : Capt. C.Krishna
Title of the assigned internship :“TUTICORIN PORT”
Nature of Internship : Individual/Group
Reg No of Student : ANS 19001
Total No. of Hours Required to complete the Internship: 30 DAYS
Signature of the Mentor Signature of the Internal Signature of HoD/Programme

Examiner Head
INTERNSHIP EVALUATION REPORT 2019-20
Name of the Student ABINANAV.K
Register No and Roll No ANS 19001& 2675A
Programme of study B.Sc
Year and Batch/Group III YEAR 18TH BATCH/ GROUP-6
Semester VI
Title of Internship “TUTICORIN PORT”
Duration of Internship 1 MONTH
Mentor of the Student Capt. C.Krishna
Evaluation by the Department
Sl Criterion Max. Marks Marks
No. Allotted
1 Regularity in maintenance of the diary. 10 6
2 Adequacy & quality of information recorded 10 6
3 Drawings, sketches and data recorded 10 7
4 Thought process and recording techniques used 5 3
5 Organization of the information 5 3
6 Originality of the Internship Report 20 14
7 Adequacy and purposeful write-up of the Internship 10 8
Report
8 Organization, format, drawings, sketches, style, language 10 8
etc. of the Internship Report
9 Practical applications, relationships with basic theory and 10 8
concepts
10 Presentation Skills 10 8
Total 100 81

Examiner Head
ACADEMY OF MARITIME EDUCATION AND TRAINING(AMET)
135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112.
TAMILNADU, INDIA
TUTI CORIN PORT
A Report on Internship
In
Department of BSc. Nautical Science
By
Student Name: Adersh S

Register Number: ANS19005
Month & Year
JUNE -2020
CONTENTS
LIST OF SIMBOLS AND NOTATIONS
1. INTRODUCTION
2. MISSION AND VISSION OF THE
PORT
3. BERTHING FACILITY
4. NAVIGATION FACILITY
5. STORAGE FACILITY
6. PORT SAFETY AND SECURITY
7. TRAFFIC HANDLES BY PORT
8. OTHER FACILITY
1.INTRODUCTION
V. O. Chidambaranar Port Trust (formerly Tuticorin Port

Trust) is one of the 13 major ports in India. It was declared to
be a major port on 11 July 1974. It is second-largest port
in Tamil Nadu and fourth-largest container terminal in India.
After Sethusamudram Shipping Canal Project V. O.
Chidambaranar Port Trust will be India's premier port and one
of the major ports of Asia equal to Port of Singapore. V. O.
Chidambaranar Port Trust is an artificial port. This is the third
international port in Tamil Nadu and its second all-weather port.
2.VISION AND MISSION OF THE PORT

Vision
 To become a pioneer in providing quality and efficient cargo
handling facility in South India and its Hinterland
Mission
 To be the preferred distribution hub of India.
 To provide efficient seaport logistic for providing best value
to our customers.
 To augment capacity by developing international standard
Port infrastructure and installing State-of-the-Art handling
equipments.
 To ensure quick turn-around of vessels by providing facilities,
up gradation of equipments for efficient handling of cargo.
3. BERTHING FACILITIES
4. NAVIGATION FACILITY
5.STORAGE FACILITY
Open space for stacking bulk cargo and containers is available inside
the security wall to the extent of 5, 53,000 sq. m. The open areas can
accommodate around 30,000 tones of bulk cargo either for import or
export and 2500 containers. In addition to containers, the open area
inside the wharf is used for temporary stacking of bulk cargo such as
coal and sulphur. V.O. Chidambaranar Port is having a vast open land
of about 2,158 acres outside the main gate. Cargo go downs with a
capacity of stacking 36,000 tones have been put up in this area by
Tamil Nadu Warehousing Corporation. The Port has also permitted a
number of other agencies to put up go downs and warehouses in
order to augment the import and export trade through the Port. Open
lands are also used for stacking of timber imported through the port
as well as granite for export.
6.PORT SAFETY AND SECURITY
Port security
The central industrial security force of the govt. of India with
adequate security personal headed by a commandant is
deployed to man the vulnerable points in the port area. In
addition, watch man of private agencies are deployed for
watch keeping duties.
Port safety
The office of the dock safety inspectorate, which is the
regulatory authority to enforce safety, health and welfare of
the dock workers, is functioning at this port.
7. TRAFFIC HANDLED BY THE PORT
March 4, 2020: V O Chidambaranar Port, Tuticorin in

southern Tamil Nadu achieved record container traffic of 7.41
lakh TEUs as on March 2, 2020, with a growth of 9.51 percent
over traffic during the corresponding period of previous year
(6.76 lakh TEUs) and has already surpassed previous financial
year’s container traffic of 7.39 lakh TEUs.
Cargo imports and exports hit an all-time high at the V.O.

Chidambaranar Port, Tuticorin during this financial year up to
March 2, 2020, with 33.11 million tones of cargo moving
through the port. This represents 5.30 percent increase over
last financial year’s corresponding performance of 31.44
million tones.
8.OTHER FACILITIES
 Bunkering
 Supply of fresh water to the ships
 Vessel survey
 Cargo survey
 Salvage/diving
 Fire service
 Crew transport
THANK YOU
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“MUMBAI PORT”

By

NO.
1. ALBIN ALEX 2719A ANS19045
April & 2020

This is to certify that the project entitled “ MUMBAI PORT
”submitted by cadet . ALBIN ALEXReg.NoANS19045…Batch
18……in the Department of Nautical Science, AMET, Deemed to be

University Chennai is a bonafide record of Technical work carried out
by him / her under my supervision.
Signature Signature
(Guide ) DEAN/HOD
Title of the assigned internship :“MUMBAI PORT”

Examiner Head
Name of the Student ABINANAV.K
Semester VI
Title of Internship “MUMBAI PORT”
Mentor of the Student Capt. C.Krishna
No. Allotted
Report
concepts
Total 100 78

Examiner Head
INTRODUCTION
❖ The Mumbai Port lies in the midway west coast of India .
❖ The first of the present day docks was built in the 1870’s.Its was established as Bombay Port
Trust(BPT) on 26 June 1873.
❖ The Mumbai Port is in south Bombay, whereas one more port is built and established as
Jawaharlal Nehru Port(JNPT) in Navi Mumbai.
MUMBAI PORT TRUST
GRNRAL INFORMATION
Location- Mumbai , Maharashtra
Owned by- Government of India
Operated by- Mumbai Port Trust
Wharfs-5
Available berths - 63
The Port of Mumbai is the largest port in India by size and traffic.
The harbor is spread across over 400 sq. kilometers (150 sq. miles).
The harbor open to the south of the Arabian Sea.
MISSION STATEMENT
❖ We the Mumbai Port Trust, are committed to provide customer friendly, reliable and cost
efficient services,
❖ i ) By continually improving the processes and systems;
❖ ii) By maintaining transparency in the operation;
❖ iii) By meeting environmental norms;through teamwork, total employee involvement,

training and effective review system
FACILITIES AVAILABLE
❖ Berthing facilities.
❖ Dry Dock facilities.
❖ Bunkering .
❖ Storage.
❖ Transport facilities.
❖ Stevedoring.
❖ Equipments
❖ Reefer points
❖ Reception facilities for ships generated waste.
❖ Cruise terminal.
❖ Operation system
❖ Navigational aids.
MUMBAI PORT TRUST LOGO
DOCKS
❖ THE PRINCE’S DOCK; commissioned in 1880,has 8 berths of an available draft of 6.4 meters
(21 feet).
❖ THE VICTORIA DOCK; commissioned in 1891, has 14 berths of an available draft of 6.7
meters (22 feet).
THE INDIRA DOCK; commissioned in 1914, has 21 berths with an available draft of 7 meters
(23 feet
❖ The Prince’s Dock and The Victoria Dock are semi-tidal docks where vessels dock and depart
at high tide.
The Indira Dock has a lock which enables vessels to enter a depart at any time
JETTIES
❖ The Mumbai Port has 4 jetties on JAWAHAR DWEEP , an island in the harbour for handling
Crude Oil and Petroleum products.
❖ These Jetties have an available draft of 12.2 meters (40 feet).

❖ Liquid Chemicals are handled on a jetty on PIRPAU.
JETTIES
BUOYS & BEACON
❖ There are three light buoys moored South-East of Prongs Lighthouse, one flashing a green
light every five seconds, the other group (2) flashing red light every 10 seconds and the third
flashing red every 5 seconds. Prongs reef buoy is fitted with a radar reflector.
❖ There are other important subsidiary light including the Dolphin Rock Light and
❖ Tucker Beacon Light. In addition the Elephanta patch beacon has been upgraded to improve
its range.
BEACONS
BUOYS
PASSENGER TERMINAL
❖ Ballard Pier Extension has a Passenger Terminal which includes immigration clearance
facilities for crew and passengers of the cruise liners.
CRUISE TERMINAL
PILOTAGE
❖ A Pilot is mandatory for all vessels of over 100 tonnes net weightage.
❖ The port has a total of 63 Anchorage Points.

JAWAHARLAL NEHRU PORT
INTRODUCTION
❖ The port of Nhava Sheva which is widely known as the Jawaharlal Nehru Port, is located to
the East of the Mumbai Port, about 6 nautical miles away across the Thane creek. It is the
largest container port in India.
GENERAL INFORMATION
 Location : Navi Mumbai, Maharashtra, India
 Operated by : Jawaharlal Nehru Port Trust
 Owned by : Government of India
 Commissioned on : May 26th 1989
 Land area : 2584 Hectares
 Annual cargo tonnage : Bulk 7.88 million tons
 Container: 56.43 million tons
Jawaharlal Nehru Port trust logo
MISSION STATEMENT
❖ To be the port operator of choice in the world’s gateway hubs, renowned for best-in-class
services and successful partnerships.
VALUES:
❖ Committed to excellence.
❖ Dedicated to customers.
❖ Focus on people and Integrated globally
Major exports
 Textiles, sporting goods, carpets, textile machinery, boneless meat, chemicals and
pharmaceuticals.
Major imports
 Chemicals, machinery, plastics, electrical machinery, vegetable oils and aluminium and other
non-ferrous metals.
TERMINALS
 The Port of Nhava Sheva operates three container terminals: the Jawaharlal Nehru Port
Container Terminal (JNPCT), the Nhava Sheva International Container Terminal(NSICT), and
the Gateway Terminal India Pvt. Ltd. (GTIPL).
FACILITIES
 The Port of Nhava Sheva operates a fleet of boats to facilitate the movement of cargo ships.
These include four pilot launches, eight tugs.
 It has two mooring launches and one high-speed harbor patrol launch.
 The port has shallow water berth and port craft berth that can handle the feeder vessels.
 Transport facilities ( roads and rails).
 Storage facilities
 Equipments for loading and discharging are available.
 Reefer points
 Berthing facilities
Thank you
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“JAWAHARLAL NEHRU PORT”


By

NO.
1. ARJUN.K 2801AA ANS19127
April & 2020

This is to certify that the project entitled “JAWAHARLAL NEHRUPORT” submitted
.
by Cadet ARJUN.KReg.NoANS19127…Batch 18……in the Department of Nautical
Science, AMET, Deemed to be University Chennai is a bonafide record of Technical
work carried out by him / her under my supervision.
Signature Signature
(Guide ) DEAN/HOD
Capt.P.Rajendran Capt. K.Karthik
Name of the Mentor : Capt.P.Rajendran
Title of the assigned internship :“Jawaharlal Nehru Port”

Examiner Head
Name of the Student ARJUN.K
Semester VI
Title of Internship Jawaharlal Nehru Port
Mentor of the Student Capt.P.Rajendran
No. Allotted
Report
concepts
Total 100 79

Examiner Head
NHAVA SHEVA / JAWAHARLAL NEHRU PORT
INTRODUCTION
Mumbai Port has long been the principal gateway to India and has played a pivotal role in the
development of the national economy, trade & commerce and prosperity of Mumbai city in
particular. The port has achieved this position through continuous endeavor to serve the
changing needs of maritime trade. Though traditionally designed to handle general cargo,
over the years, the port has adapted to changing shipping trends and cargo packaging from
break bulk to unitization/palletisation and containerization. Besides, it has also developed
specialized berths for handling POL and chemicals. For decades, Mumbai Port was India’s
premier port. Even today, with the development of other ports, it caters to 10% of the
country’s sea-borne trade handled by Major Ports of the country in terms of volume. It caters
about 19% of POL Traffic handled by Major Ports.
Having weathered and survived many a changes in maritime trade in its long history,
Mumbai Port is today facing challenges posed by competition from adjoining ports and
private ports, changing traffic patterns, inherent physical constraints and continuing labour
intensive operations, etc. However, Mumbai Port is taking various measures to render
cost effective and quality services to the trade.
2
CONTENTS
• VISION AND MISSION

• BERTHING FACILITIES
• STORAGE FACILITIES
• PORT SAFETY AND SECURITY
• TRAFFIC HANDLED BY PORT
• NAVIGATIONAL
FACILITIES
• OTHER FACILITIES
3
VISION $ MISSION
VISION
To ensure zero corruption organizational atmosphere with postive impact on

performance of individual employees . To become the premier container port in south
Asia
MISSION
To be equipped with state of the art and technology, efficiency and manpower
which are at par with the international is conform to international standards and offer
cost effective integrated logistics standards
• Ensure security with safety of life ,equipment and cargo

• Pressure the principles of eco –friendly
• Sustainable development
Coastally upgrade the competence, awareness, skills and motivational of port personal for
continual improvements in all efficiency parameters. We, at the Mumbai Port Trust, provide
integrated sea-port facilities for handling, storage and delivery of cargo/container to our
customers’ requirements. We are committed to:
• Strive excellence in port operations by improving infrastructure facilities;
• Improve our service processes and Quality systems continually;
• Establish quality objectives for improvement in our operations;
• Observe safety norms;
Through teamwork, total employee involvement, training and effective review system for
continued sustainability.
Our aim is total customer satisfaction and continued happiness of all stakeholders
4
5
BERTHING FACILITIES
The JNP TRUST Container Terminal is operated by JNPT .It has a quay length of 680
meters (2,230sq) with 3 berths.
The Nhava sheva international containers terminal (NSICT) is linseed to

a consortium led by p&o, now or port of DP world .commissioned in July 2000; it has
a 600m (2000sq) quay length with two berths.
STORAGE FACILITIES
Annual cargo tonnage of bulk is 7.88 million tons and containers are 56.43 million
tons. Annual containers volume is 5.05 million. The Nhava sheva international containers
Terminal (NSICT) is leased to a contortion led by p & o now
a port of DP world. Commissioned is July 2000, it has a 600 meters (2000sq) quay length
with two berths. Which can handle up to 62.15 million tons of cargo, i.e. totally
4.8 million TEUS (60 MTPA). There are three container terminals;
A) JAWAHARLAL NEHRU PORT Containers terminal (JNPCT) , THE NHAVA

SEVA
B) INTERNATINAL CONTAINERS Terminal (NSICT) and the gateway Terminals

India pvt ltd. Shortly, NSICT can handle up to 62.15 million tons of cargo.
Gateway Terminals India (GTI) can handle 1.3 million tons
PORT SAFETY AND SECURITY
Mainly Focuses On 3 Important Principles: Safety Of Workplace, Working

Conditions And The Minimal Impact On The Environment. Mainly Port
Safety and Security System Includes
- Port Security Assessment And Awareness

- Security Towards Internals And Externals
- Identification And Classifying Infectious Substances For Transport
- Procedures For Legal And Safe Shipping
- Measures , Procedures And Requirements Of Health and Safety At Port
- Essentials Of Reporting And Investigations
- Contingency Planning , Maritime Law , Safety And Environment
Protections
- Principles Of Quality Management and Quality Management Software
6
S
- Threat Instigation Strategies
Vigilance corner CVC plays a pivotal role in uprooting and eradicating corruption
among the government machineries vigilance department in JNPT is serving as a
central agency & striving for the integrity and efficiency in the organization. Vigilance
work can be successful and productive with the help of all officers and employees
TRAFFIC
Inp Accounts for More Than Half of Total Containers Volumes Handled at
India’s 12 Public Ports And Around 40% Of the Nation’s overall Containerized ocean
trade. Major exports from Jawaharlal Nehru port are textiles , sporting goods ,carpets ,
textile maichery ,boneless meat , chemical , machinery ,plastics , electrical maichery,
vegetable oils and aluminum and other non – ferrous metals the port handles cargo traffic
mostly originating from destined for Maharashtra , Madhya Pradesh ,Gujarat ,Karnataka,
as well as most of North India
This department is responsible for the smooth and safe movement of containers in-out of
the port in a manner the ensures optimum benefit of time and cost for EXIM community
and provides ease of doing business
KEY FUNCTIONS OF THE DEPARTMENT:
• To mange the container terminal operations (main containers berth)

in its entirety ensuring speedy loading and unloading of containers,
receipt , stacking and disposal of containers at the yard , maintaining
• Management of receipt and dispatch of exports and import containers

respectively by road and its associated activities
• Operating contracts for hiring the services of TTs , reach stackers

,conservancy ,allotment of paved area inside CT,claims ,arbitration ,
auctions etc
• Compliance of dock safety regulation and all related correspondence

• Preparations of budget for the year
• Ensuring proper co-ordination with other terminal for effective
implementation of ITRHO to improve turnaround time of mixed
rakes
• Co-ordination with external agencies such as concur other rail

operation , other terminal for smooth operations
7
NAVIGATIONAL FACILITIES
Anchorage
There are 63 anchorage points Anchorage Points (Points K3 and V1)
Buoys and Beacon
1. There are three light buoys moored South-East of Prongs Lighthouse, one flashing a
green light every five seconds, the other group (2) flashing red light every 10 seconds and the
third flashing red every 5 seconds. Prongs reef buoy is fitted with a radar reflector.
2. There are other important subsidiary light including the Dolphin Rock Light and
Tucker Beacon Light.
3. 4 nos. Lighted floating buoys to mark the approach channel, 2 jetty end beacons at
mooring dolphins 1 and 4 and 2 leading lights have been provided for night navigation. In
addition the Elephanta patch beacon has been upgraded to improve its range.
Lighthouse
1. Kennery Lighthouse, which marks the Southern Boundary of the Port limits, is a light
of the first order dioptric, group-flashing white, and shows groups of two flashes with a
visibility upto 25 kms in clear weather. The name of this lighthouse has now been changed as
KANHOJI ANGRE LIGHT HOUSE.
2. Prongs Lighthouse marks a reef Southwards from Colaba Point and dangerous ground
which extends for a distance of 1.6 km. from it. The light is of the first order dioptric and
exhibits at night, every 10 seconds, a white flash light with a visibility up to 27 kms.
3. About 3.2 kms ENE off Prongs Lighthouse is the Sunk Rock Lighthouse. It is
unattended and shows red light with white rays flashing every 6 seconds
8
Vessel Traffic System (VTS)

A state-of-the-art VTS for control of ports operations, Surveillance and harbour
navigation (Tracking and guidance of ships), having interface with Port MIS was earlier
commissioned in September 1997 and the same has been replaced with new advanced stateof-
art technology VTS and commissioned in September 2011. The fully computerised VTS
employs three dual radars, 5 microwave links, two control stations (Mumbai Port Trust- BPX
and JNPT control) one Radio Direction Finder, Differential Global positioning system, VHF
& UHF communication system, CCTV system and Automatic Identification System (AIS).
Major beneficiaries of VTS are Mumbai Port Trust, JNPT and Indian Navy.
OTHER FACILITIES
Integrated Port Operating System Port Community System
Port Community System (PCS) is a single window web application, which allows the port
community and stakeholders to access the centralized repository to view transactions. The
users of this system also can track and trace the cargo or container details. Through this
application, they can also avail the real time vessel, finance, transport, cargo, and container
status. In also covers online payment of bills and interface with Integrated Port Operating
System(IPOS).
Sales d Cargo Sales System
The Sales branch mainly deals with the auction of the import or export cargo lying
uncleared/unclaimed in the Major Port Trust Act 1963. This forms an important part of the
9
The details of uncleared/unclaimed cargo is merged as un cleared cargo (u/c) list into sale
cargo line a unique lot no. is given, notices are generated and sent to respectiv for Bill of
Entry formalities. The lots with Bill of .Entry formalities over are put into final auction list.
The d generated as per Docks Scale Of Rates. Lots which are not sold are again put into
auction sale as per cycle
Tender Management System

Tender Management System was developed to cater to the purchases/works of Civil,
Mechanical and Planning and Research department. The Tender Management System
Integrated Port Operating System (IPOS) covers all operational activities of the port.
The system caters to Vessel, Port, Cargo, Container, Rail and Operation Resource activities in
five modules. The activities comprises of all transactions at the Port including Vessel, Sheds,
Gate activities, Import and Export processing, Container Stuffing and Stripping (de-stuffing),
Cargo Receipt and delivery, Labour/Equipment Booking, Documentation, Resource
Allocation, Rail documentation and operations and the terminal management. incorporates
the complete tender cycle. It includes Estimate Preparation, Proposal, Sale, Receipt and
opening of tender till award of contract. It also includes Bank Guarantee, Billing, Income
Tax, VAT remittance, e-TDS. The system also generates various reports, certificates and e-
TDS submission files.
Integrated Material Management System
This system caters to the purchase requirements of stock and non stock items. The system
allows online indenting of material, Annual Contract Management, Tender Management,
Purchase Order Management, Goods Receipt Management, Material Inspection Management,
Material Issue Management, online stock maintenance. The tender value, purchase order
value etc. are calculated automatically in the system. All the items are codified in the system
irrespective of its type i.e. stock or non stock item. System generates various reports like
indent, recoupment memo, purchase order, acceptance letter, tender etc.
Stevedoring
Mumbai Port Trust is providing Stevedoring / Gear services for loading and unloading of
various categories of cargo on board the vessel and Container loading, unloading, stuffing
destuffing in the port. The operations are carried out efficiently by the skilled On Board
Labour under the instruction of experienced On Board Supervisory staff in coordination with
vessel agents and under the supervision of the master of the Vessel. Mb. P. T. is committed
to offer time bound and prompt quality service to the Vessel Agents in accordance with the
ISO quality policy
.
ADVANCE PAYMENT
10
On the basis of manifested quantity and commodity of cargo mentioned in IGM, advance
payment is received on self assessment basis (Format of PDR – Annexure A). the Demand
Draft and Pay Order is to be drawn in favour of “The Chairman, Mb. P. T.” and must be
deposited in account number 10996681184 in the State Bank of India – Extention Counter,
Operation Service Center, Indira Docks.
GEAR CHARGES
The agents who use their own gears need not pay Gear Charges. In case, the Vessel Agent
desires to use Port Gears for Stevedoring operation, they are required to pay Gear Charges as
prescribed – Annexure B , in addition to stevedoring charges.
Dry Docks (Ship Repairing)
the existing facilities provide all major services for repairs to the
ship. The impounding water to an extra height of 1.20m so that the depth of water.
During fair weather seasons the depth of water level can be increased
even up a capacity and 8 Oxy-Acetylene outlets have been provided.
DETAILS OF FACILITIES AVAILABLE AT DRY DOCKS
Hughes Dock
11
Additional Facilities:
The following additional facilities have been provided under “Modernisation of ship repair”
1. Workshop building
2. One sub-station on each side(i.e, two per dry dock). 3. Lightning mast
to improve the visibility
4. Automatic fire fighting system.
5. Supply of salt water on one side of the dry docks.
6. Supply of fresh water on the side of the dry docks.
7. Supply of dry compressed air on one side of the dry docks.
8. Capstans at suitable location
9. 6Nos. water jet pumps
10. 6 Nos. grid blasting machines.
11. 10 Nos. spray painting machines.
12. 12 Nos. scaffolding sets.
13. Office building at MDD east only.
14. Sub-station with frequency convertor and various supply voltage.
15. Yard lighting.
Bunkering
Oil for bunkering can be obtained practically at all berths.
12
Cruise Terminal
The terminal is situated at Ballard Pier (BPX) within 5-10 minutes driving distance from the
Taj Mahal Hotel, Museum, Art galleries, CBD of Fort, Colaba Causeway, Nariman Point and
Marine Drive.
The Cruise Terminal has check- in baggage handling facilities, a lounge, duty free shop,
curios and handicraft stalls and toilets etc.
Features :
• Dedicated Cruise Terminal at BPX

• Domestic Cruise at Ferry Wharf Shed no. 3
Details of the cruise passengers handled at Mumbai Port – both international and
domestic – during the last six years is given in the following table:
13
CONCLUSION:
Thus these are all the major specification of the busiest container port in
India . Having set for itself a long term goal of achieving 10 million Tons by the year
2020=22 through addition of two terminals and the increasing the amount of facilities
so it can reach a level one of best and biggest port of India and south
14
15
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“KANDLA PORT”
By

NO.
1. HARSHITH.R 2801AA ANS19175
April & 2020

This is to certify that the project entitled “KANDLAPORT”
submitted by Cadet.HARSHITH.RReg.NoANS19175…Batch
University Chennai is a bonafide record of Technical work carried
out by him / her under my supervision.
Signature Signature
(Guide ) DEAN/HOD
Capt.P.Rajendran Capt. K.Karthik
Name of the Mentor : Capt.P.Rajendran
Title of the assigned internship :“KANDLA PORT”

Examiner Head
Name of the Student HARSHITH.R
Semester VI
Title of Internship KANDLA PORT
Mentor of the Student Capt.P.Rajendran
No. Allotted
Report
concepts
Total 100 83

Examiner Head
HOME BASED INTERNSHIP
DEENDAYAL PORT (KANDLA PORT)
VISION
To be the one of the most economical modern port rendering
cost of service to customers.
MISSION
Deendayal port will emerge as a vibrant, world class, multi
cargo port offering services at different location and having
dominant share of regional cargo by virtue of its ability to
effectively leverage its location and land resources for
facilitation of growth of economic activities and investments
with objective of developing mutually beneficial and substantial
linkage with port based industries and users thereby making
kandla the driver of economic growth in the region.
BERTHING FACILITIES
Kandla port handles dry cargo at its 14 general berths, 6 oil
jetties for handling POL products and other liquid cargo traffic
and 3 single buoy mooring at Vadinar for handling crude oil.
NAVIGATION FACILITIES
The port channel is marked with 22 lighted navigational buoys
and a light house also assists.
The port offers 12 dry cargo berths with total quay length of
2532 meters. It also operates six oil jetties, one deep draught
mooring and four cargo mooring in the inner harbor.
TRAFFIC HANDLED BY PORT

In year 2019-2020 the cargo handling has marginally increased
The port handled 453.98 lakh MT dry cargo in current financial
year by February which was 427.61 lakh MT in the
corresponding last year. Vadinar facility, where the port
handles crude oil and petroleum, oil and lubricants the port
handles 529.24 lakh MT in FY till February as against 511.18
lakh MT in FY. The transshipment traffic at the port increased
current fiscal.
STORAGE FACILITIES
It offers and excellent and vast dry cargo storage facilities
inside the custom bonded area on a competitive rate
Storage area for dry cargo
Inside custom area
Godown: 2.01 - 6.33 lakh (sq.mtr)Open area: 20.58 – 48.28 lakh
(sq.mtr)
Outside custom bonded area
Godown: 1.33 lakh (sq.mtr)
Storage for liquid
Private sector storage: 12.53 lakh (in kl)
Public sector and co-operative: 11.22 lakh (in kl)

Kandla has international security for protection.
They have 500”SAINIK” unit.
Air defense regiment, line defense regiment and court guard.
They also do satellite monitoring.
They have been awarded “MANAGEMENT EFFICINECY”
ISO-9001-2001
award.
OTHER FACILITIES BY PORT

Ship repair.
Dry dock
Railway service
Garbage disposal
Dirty ballast cleaning
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“INFORMATION ABOUT JNPT PORT”

By

NO.
1. VICHU.BL 2959A ANS19285
April & 2020

This is to certify that the project entitled “INFORMATION ABOUT JNPT
PORT”submitted by Cadet.VICHU.BLReg.NoANS1285…Batch

University Chennai is a bonafide record of Technical work carried
out by him / her under my supervision.
Signature Signature
(Guide ) DEAN/HOD
Capt.K.Ravindranath Capt. K.Karthik
Name of the Mentor : Capt.K.Ravindranath
Title of the assigned internship :INFORMATION ABOUT JNPTPORT

Examiner Head
Name of the Student VICHU.BL
Semester VI
Title of Internship INFORMATION ABOUT JNPTPORT”
Mentor of the Student Capt.K.Ravindranath
No. Allotted
Report
concepts
Total 100 82

Examiner Head
INTRODUCTION
Mumbai Port has long been the principal gateway to India and has played a pivotal role in the
development of the national economy, trade & commerce and prosperity of Mumbai city in
particular. The port has achieved this position through continuous endeavor to serve the
changing needs of maritime trade. Though traditionally designed to handle general cargo,
over the years, the port has adapted to changing shipping trends and cargo packaging from
break bulk to unitization/palletisation and containerization. Besides, it has also developed
specialized berths for handling POL and chemicals. For decades, Mumbai Port was India’s
premier port. Even today, with the development of other ports, it caters to 10% of the
country’s sea-borne trade handled by Major Ports of the country in terms of volume. It caters
about 19% of POL Traffic handled by Major Ports.
Having weathered and survived many a changes in maritime trade in its long history,
Mumbai Port is today facing challenges posed by competition from adjoining ports and
private ports, changing traffic patterns, inherent physical constraints and continuing labour
intensive operations, etc. However, Mumbai Port is taking various measures to render
cost effective and quality services to the trade.
2
CONTENTS
• VISION AND MISSION

• BERTHING FACILITIES
• STORAGE FACILITIES
• PORT SAFETY AND SECURITY
• TRAFFIC HANDLED BY PORT
• NAVIGATIONAL
FACILITIES
• OTHER FACILITIES
3
VISION $ MISSION
VISION
To ensure zero corruption organizational atmosphere with postive impact on

performance of individual employees . To become the premier container port in south
Asia
MISSION
To be equipped with state of the art and technology, efficiency and manpower
which are at par with the international is conform to international standards and offer
cost effective integrated logistics standards
• Ensure security with safety of life ,equipment and cargo

• Pressure the principles of eco –friendly
• Sustainable development
Coastally upgrade the competence, awareness, skills and motivational of port personal for
continual improvements in all efficiency parameters. We, at the Mumbai Port Trust, provide
integrated sea-port facilities for handling, storage and delivery of cargo/container to our
customers’ requirements. We are committed to:
• Strive excellence in port operations by improving infrastructure facilities;
• Improve our service processes and Quality systems continually;
• Establish quality objectives for improvement in our operations;
• Observe safety norms;
Through teamwork, total employee involvement, training and effective review system for
continued sustainability.
Our aim is total customer satisfaction and continued happiness of all stakeholders
4
5
BERTHING FACILITIES
The JNP TRUST Container Terminal is operated by JNPT .It has a quay length of 680
meters (2,230sq) with 3 berths.
The Nhava sheva international containers terminal (NSICT) is linseed to

a consortium led by p&o, now or port of DP world .commissioned in July 2000; it has
a 600m (2000sq) quay length with two berths.
STORAGE FACILITIES
Annual cargo tonnage of bulk is 7.88 million tons and containers are 56.43 million
tons. Annual containers volume is 5.05 million. The Nhava sheva international containers
Terminal (NSICT) is leased to a contortion led by p & o now
a port of DP world. Commissioned is July 2000, it has a 600 meters (2000sq) quay length
with two berths. Which can handle up to 62.15 million tons of cargo, i.e. totally
4.8 million TEUS (60 MTPA). There are three container terminals;
A) JAWAHARLAL NEHRU PORT Containers terminal (JNPCT) , THE NHAVA

SEVA
B) INTERNATINAL CONTAINERS Terminal (NSICT) and the gateway Terminals

India pvt ltd. Shortly, NSICT can handle up to 62.15 million tons of cargo.
Gateway Terminals India (GTI) can handle 1.3 million tons
Mainly Focuses On 3 Important Principles: Safety Of Workplace, Working

Conditions And The Minimal Impact On The Environment. Mainly Port
Safety and Security System Includes
- Port Security Assessment And Awareness

- Security Towards Internals And Externals
- Identification And Classifying Infectious Substances For Transport
- Procedures For Legal And Safe Shipping
- Measures , Procedures And Requirements Of Health and Safety At Port
- Essentials Of Reporting And Investigations
- Contingency Planning , Maritime Law , Safety And Environment
Protections
- Principles Of Quality Management and Quality Management Software
6
S
- Threat Instigation Strategies
Vigilance corner CVC plays a pivotal role in uprooting and eradicating corruption
among the government machineries vigilance department in JNPT is serving as a
central agency & striving for the integrity and efficiency in the organization. Vigilance
work can be successful and productive with the help of all officers and employees
TRAFFIC
Inp Accounts for More Than Half of Total Containers Volumes Handled at
India’s 12 Public Ports And Around 40% Of the Nation’s overall Containerized ocean
trade. Major exports from Jawaharlal Nehru port are textiles , sporting goods ,carpets ,
textile maichery ,boneless meat , chemical , machinery ,plastics , electrical maichery,
vegetable oils and aluminum and other non – ferrous metals the port handles cargo traffic
mostly originating from destined for Maharashtra , Madhya Pradesh ,Gujarat ,Karnataka,
as well as most of North India
This department is responsible for the smooth and safe movement of containers in-out of
the port in a manner the ensures optimum benefit of time and cost for EXIM community
and provides ease of doing business
KEY FUNCTIONS OF THE DEPARTMENT:
• To mange the container terminal operations (main containers berth)

in its entirety ensuring speedy loading and unloading of containers,
receipt , stacking and disposal of containers at the yard , maintaining
• Management of receipt and dispatch of exports and import containers

respectively by road and its associated activities
• Operating contracts for hiring the services of TTs , reach stackers

,conservancy ,allotment of paved area inside CT,claims ,arbitration ,
auctions etc
• Compliance of dock safety regulation and all related correspondence

• Preparations of budget for the year
• Ensuring proper co-ordination with other terminal for effective
implementation of ITRHO to improve turnaround time of mixed
rakes
• Co-ordination with external agencies such as concur other rail

operation , other terminal for smooth operations
7
NAVIGATIONAL FACILITIES
Anchorage
There are 63 anchorage points Anchorage Points (Points K3 and V1)
Buoys and Beacon
1. There are three light buoys moored South-East of Prongs Lighthouse, one flashing a
green light every five seconds, the other group (2) flashing red light every 10 seconds and the
third flashing red every 5 seconds. Prongs reef buoy is fitted with a radar reflector.
2. There are other important subsidiary light including the Dolphin Rock Light and
Tucker Beacon Light.
3. 4 nos. Lighted floating buoys to mark the approach channel, 2 jetty end beacons at
mooring dolphins 1 and 4 and 2 leading lights have been provided for night navigation. In
addition the Elephanta patch beacon has been upgraded to improve its range.
Lighthouse
1. Kennery Lighthouse, which marks the Southern Boundary of the Port limits, is a light
of the first order dioptric, group-flashing white, and shows groups of two flashes with a
visibility upto 25 kms in clear weather. The name of this lighthouse has now been changed as
KANHOJI ANGRE LIGHT HOUSE.
2. Prongs Lighthouse marks a reef Southwards from Colaba Point and dangerous ground
which extends for a distance of 1.6 km. from it. The light is of the first order dioptric and
exhibits at night, every 10 seconds, a white flash light with a visibility up to 27 kms.
3. About 3.2 kms ENE off Prongs Lighthouse is the Sunk Rock Lighthouse. It is
unattended and shows red light with white rays flashing every 6 seconds
8
Vessel Traffic System (VTS)

A state-of-the-art VTS for control of ports operations, Surveillance and harbour
navigation (Tracking and guidance of ships), having interface with Port MIS was earlier
commissioned in September 1997 and the same has been replaced with new advanced stateof-
art technology VTS and commissioned in September 2011. The fully computerised VTS
employs three dual radars, 5 microwave links, two control stations (Mumbai Port Trust- BPX
and JNPT control) one Radio Direction Finder, Differential Global positioning system, VHF
& UHF communication system, CCTV system and Automatic Identification System (AIS).
Major beneficiaries of VTS are Mumbai Port Trust, JNPT and Indian Navy.
OTHER FACILITIES
Integrated Port Operating System Port Community System
Port Community System (PCS) is a single window web application, which allows the port
community and stakeholders to access the centralized repository to view transactions. The
users of this system also can track and trace the cargo or container details. Through this
application, they can also avail the real time vessel, finance, transport, cargo, and container
status. In also covers online payment of bills and interface with Integrated Port Operating
System(IPOS).
Sales d Cargo Sales System
The Sales branch mainly deals with the auction of the import or export cargo lying
uncleared/unclaimed in the Major Port Trust Act 1963. This forms an important part of the
9
The details of uncleared/unclaimed cargo is merged as un cleared cargo (u/c) list into sale
cargo line a unique lot no. is given, notices are generated and sent to respectiv for Bill of
Entry formalities. The lots with Bill of .Entry formalities over are put into final auction list.
The d generated as per Docks Scale Of Rates. Lots which are not sold are again put into
auction sale as per cycle
Tender Management System

Tender Management System was developed to cater to the purchases/works of Civil,
Mechanical and Planning and Research department. The Tender Management System
Integrated Port Operating System (IPOS) covers all operational activities of the port.
The system caters to Vessel, Port, Cargo, Container, Rail and Operation Resource activities in
five modules. The activities comprises of all transactions at the Port including Vessel, Sheds,
Gate activities, Import and Export processing, Container Stuffing and Stripping (de-stuffing),
Cargo Receipt and delivery, Labour/Equipment Booking, Documentation, Resource
Allocation, Rail documentation and operations and the terminal management. incorporates
the complete tender cycle. It includes Estimate Preparation, Proposal, Sale, Receipt and
opening of tender till award of contract. It also includes Bank Guarantee, Billing, Income
Tax, VAT remittance, e-TDS. The system also generates various reports, certificates and e-
TDS submission files.
Integrated Material Management System
This system caters to the purchase requirements of stock and non stock items. The system
allows online indenting of material, Annual Contract Management, Tender Management,
Purchase Order Management, Goods Receipt Management, Material Inspection Management,
Material Issue Management, online stock maintenance. The tender value, purchase order
value etc. are calculated automatically in the system. All the items are codified in the system
irrespective of its type i.e. stock or non stock item. System generates various reports like
indent, recoupment memo, purchase order, acceptance letter, tender etc.
Stevedoring
Mumbai Port Trust is providing Stevedoring / Gear services for loading and unloading of
various categories of cargo on board the vessel and Container loading, unloading, stuffing
destuffing in the port. The operations are carried out efficiently by the skilled On Board
Labour under the instruction of experienced On Board Supervisory staff in coordination with
vessel agents and under the supervision of the master of the Vessel. Mb. P. T. is committed
to offer time bound and prompt quality service to the Vessel Agents in accordance with the
ISO quality policy
.
ADVANCE PAYMENT
10
On the basis of manifested quantity and commodity of cargo mentioned in IGM, advance
payment is received on self assessment basis (Format of PDR – Annexure A). the Demand
Draft and Pay Order is to be drawn in favour of “The Chairman, Mb. P. T.” and must be
deposited in account number 10996681184 in the State Bank of India – Extention Counter,
Operation Service Center, Indira Docks.
GEAR CHARGES
The agents who use their own gears need not pay Gear Charges. In case, the Vessel Agent
desires to use Port Gears for Stevedoring operation, they are required to pay Gear Charges as
prescribed – Annexure B , in addition to stevedoring charges.
Dry Docks (Ship Repairing)
the existing facilities provide all major services for repairs to the
ship. The impounding water to an extra height of 1.20m so that the depth of water.
During fair weather seasons the depth of water level can be increased
even up a capacity and 8 Oxy-Acetylene outlets have been provided.
DETAILS OF FACILITIES AVAILABLE AT DRY DOCKS
Hughes Dock
11
Additional Facilities:
The following additional facilities have been provided under “Modernisation of ship repair”
1. Workshop building
2. One sub-station on each side(i.e, two per dry dock). 3. Lightning mast
to improve the visibility
4. Automatic fire fighting system.
5. Supply of salt water on one side of the dry docks.
6. Supply of fresh water on the side of the dry docks.
7. Supply of dry compressed air on one side of the dry docks.
8. Capstans at suitable location
9. 6Nos. water jet pumps
10. 6 Nos. grid blasting machines.
11. 10 Nos. spray painting machines.
12. 12 Nos. scaffolding sets.
13. Office building at MDD east only.
14. Sub-station with frequency convertor and various supply voltage.
15. Yard lighting.
Bunkering
Oil for bunkering can be obtained practically at all berths.
12
Cruise Terminal
The terminal is situated at Ballard Pier (BPX) within 5-10 minutes driving distance from the
Taj Mahal Hotel, Museum, Art galleries, CBD of Fort, Colaba Causeway, Nariman Point and
Marine Drive.
The Cruise Terminal has check- in baggage handling facilities, a lounge, duty free shop,
curios and handicraft stalls and toilets etc.
Features :
• Dedicated Cruise Terminal at BPX

• Domestic Cruise at Ferry Wharf Shed no. 3
Details of the cruise passengers handled at Mumbai Port – both international and
domestic – during the last six years is given in the following table:
13
CONCLUSION:
Thus these are all the major specification of the busiest container port in
India . Having set for itself a long term goal of achieving 10 million Tons by the year
2020=22 through addition of two terminals and the increasing the amount of facilities
so it can reach a level one of best and biggest port of India and south
14
15
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“SIMPLE HYDRALIC STEARING

GEAR SYSTEM”
A Report on Internship In

By

NO.
1. NAMAN RASTOGI 2689A ANS19026
April & 2020

This is to certify that the project entitled “SIMPLE HYDRALIC

STEARING GEAR SYSTEM” ”submitted by cadet. NAMAN RASTOGI
Reg.NoANS19026…Batch 18……in the Department of Nautical
Science, AMET, Deemed to be University Chennai is a bonafide
record of Technical work carried out by him / her under my
supervision.
Signature Signature
(Guide )
Year of study and Batch/Group : Batch-18/ Group 6
Name of the Mentor : Capt. Rajandran.

Title of the assigned internship : “SIMPLE HYDRALIC STEARING GEAR
SYSTEM”

Examiner Head
Name of the Student NAMAN RASTOGI
Year and Batch/Group III YEAR 18TH BATCH/ GROUP -6
Semester VI
Title of Internship “SIMPLE STEARING GEAR SYSTEM”
Mentor of the Student Capt. Rajendran
No. Allotted
Report
concepts
Total 100 81

Examiner Head
Page |5
CONTENTS
LIST OF SYMBOLS AND NOTATIONS PAGE NO
1. ABSTRACT 6
2. INTRODUCTION 7
3. METHODOLOGY 10
4. CONCLUSION 11
5. LIST OF FIGURES 12
Page |6
ABSTRACT –
This report describes my internship experience at the AMET University in Chennai, and it is
divided into four parts.
PART ONE summarizes the projects that I have completed. It also includes the introduction of a
steering gear system, what are its parts, what are the different types and what are its function.
PART TWO provides the background and purpose of the steering gear system. It describes the
methodology on which it works. It is organized by the notes that I received in the classroom from
our Captains.
PART THREE takes you to the conclusion of this report.
PART FOUR comprises of the various figures, flowcharts and diagrams that helps one to
understand how a simple hydraulic steering gear system works.
I got help from my partner and I have used my class notes given by my faculty and the
knowledge I gained in the classroom. I have also used the internet to clarify my doubts and insert
images related to my internship.
Page |7
INTRODUCTION –
A hydraulic steering gear consists of a bridge control which applies helm, an engine control
which is operated jointly by the helm and hunting gear (when fitted) and a power pump and
rudder actuator which constitutes the steering engine.
The steering gear provides a movement of the rudder in response to a signal from the bridge.
It is in constant use when the ship is underway, and any failure or malfunction may result in
disaster.
The main control of the steering operations is given from the helm of any ship, similar to an
automobile where the entire control of the vehicle’s “steer-ability” rests on the steering wheel of
the driver. The ‘control force’ for turning is triggered off from the wheel at the helm, which
reaches the steering gear system.
The steering gear system generates a torsional force at a certain scale which is then, in turn, is
transmitted to the rudder stock that turns the rudder. The intermediate steering systems of a
modern-day ship can be multifarious with each small component having its own unique function.
Telemotor control is a hydraulic control system employing a transmitter on the bridge, and a
receiving unit consisting of a variable delivery pump, pipes, valves and an oil recharging unit)
situated in the steering flat.
On turning the wheel, liquid displaced in the transmitter causes a corresponding displacement in
the receiver through the movement of the pump control lever of the variable direction pump.
Hydraulic oil is pumped down one pipe line to the telemotor cylinder and sucked through the
opposite pipe line forcing the telemotor cylinder to move and turn the rudder in the required
direction. A Hunting Gear is incorporated as a feedback mechanism of steering gear which
repositions the pump control lever of hydraulic pump to neutral as the tiller moves its required
position.
The steering gear system consists of these parts –

Page |8
• Control unit – Helm, transmitter to steering gear compartment and the receiver/feedback
in the form of rudder angle indicator.
• Power unit – Receiver to receive signal from helm and move the lever to control pumps.
• Actuating unit – RAMS connected to tiller & Tiller connected to rudder stock.
• Rudder.
There are other types of telemotor system too. These include electric telemotor system, in which
the transmitter is a small unit on the bridge and is simple and reliable in operation. Electrical
control is commonly used in modern vessels.
Movement of the bridge transmitter results in electrical imbalance and current flow to a control
motor. This control motor drives the hydraulic pump lever/control rod to actuate the rudder
movement.
Moreover, there are RAM type steering system also called as ELECTRO-HYDRAULIC
STEERING SYSTEM. They are –
• Two RAM steering system.
• Four RAM steering system.
This consists of a set of hydraulic rams, one on the port side and the other on the starboard.
These rams are linked to the tiller arm of the rudder by a crosshead and swivel block. Pipes with
hydraulic oil connect the ram cylinders to a hydraulic pump with a by-pass relief valve
incorporated in the circuit. The hydraulic pump is of rotary displacement type driven by an
electric motor. It runs continuously in the same direction and a movable plate inside the pump
controls the suction and discharge flow directions of the oil. When the plate is in mid position,
no oil is drawn from one cylinder to the other. When moved, the suction and discharge process
Page |9
begin and turns the rudder stock/rudder to the required position. A relief valve is incorporated in
the circuit to accommodate any sudden increase in oil pressure in a hydraulic cylinder due to
heavy seas striking the rudder. The valve allows the tiller to give way slightly by by-passing oil
into the other cylinder. Through the hunting leaver, the rudder is then automatically brought back
to the proper position.
These RAM-type steering systems are widely used nowadays. Four RAM system are used on
large ships to generate higher steering power. It is similar in working as Two-RAM system. It
just has two sets of RAMs and motors.
These systems are connected to rudder, which allows the ship to turn.
(The diagrams for the above telemotor system are shown below from page 13-17)
P a g e | 10
METHODOLOGY –
When command is given from control unit or helm, it is transmitted to power unit through
transmitter. Power unit consist of hydraulically driven RAMs and Tillers. These multiply force
applied to the steering wheel. The hydraulic pressure typically comes from a generator or rotary
vane pump driven by engine. The steering wheel operates valves to control flow to the cylinder.
The more torque applied, the more fluid the valve allows through the cylinder.
As per standard requirement, the steering gear should be capable of steering 35 degrees each
side. With one of the power unit in operative mode, the rudder shall be capable of turning 15
degrees each side within 1 min with the vessel moving at half its rated maximum speed.
The rudder system consists of the following:
• Rudder actuators
• Power units
• Other auxiliary equipment needed to apply turn the rudder by applying torque
• Hydraulic pumps and valves
In hydraulic and electro-hydraulic system, hydraulic pressure is developed by pumps which are
mainly driven by electric motors or sometimes through purely mechanical means.
However, mainly advanced electro-hydraulic system are predominant in ship nowadays.
Actuators mediate the coordination between the generated hydraulic pressure from pumps and
the rudder stock by converting it into a mechanical force creating a turning moment of the
rudder. The types of actuator system depict the types of steering gears present of steering gear
present on ship, which are also segregated as RAM type.
P a g e | 11
CONCLUSION –
The steering gear system is most vital for a ship’s operation. Without this, the movement of ship
is not possible so it needs to be maintained at all the times. There are certain checks and tests that
are done prior departure to test the steering gear system.
Testing of Steering Gear is done as per the regulations of SOLAS Chapter V Regulation 26 and
the United States of America 33 CFR Chapter 1 164.25
“Tests before entering or getting underway” have to be complied with. During stays in port
between voyages or passages a test is to be carried out within 12 hours of the estimated time of
"stand by departure".
Pre-departure testing include – 1. The main steering gear 2. The auxiliary steering gear 3. The
remote steering gear control systems 4. The steering positions located on the navigation bridge 5.
The emergency power supply 6. The rudder angle indicators in relation to the actual position of
the rudder 7. The remote steering gear control system power failure alarms 8. The steering gear
power unit failure alarms 9. The automatic isolating arrangements and other automatic
equipment.
Steering gear system has been an indispensable part of the ship machinery since the advent of the
very early ship, which were operated by hand.
With the passage of time, the technological developments have led to the discovery of various
new types of steering system (from hand driven to hydraulic and electro-hydraulic) and with the
advancements in technology, there is a great chance that the future maritime industry will come
up with a new and efficient way of steering ships.
P a g e | 12
LIST OF FIGURES –
1) FLOWCHART OF COMPONENTS OF A STEERING GEAR SYSTEM.
2) SKETCH OF A HYDRAULIC STEERING GEAR SYSTEM.
3) SKETCH OF AN ELECTRICAL MOTOR STEERING GEAR SYSTEM.
4) DIAGRAMS OF ELECTRO-HYDRAULIC STEERING GEAR SYSTEM (RAM type) –
• Two RAM.
• Four RAM.
5) IMAGE OF A STEERING CONTROL AT HELM.

P a g e | 13
1) STEERING GEAR SYSTEM -
CONTROL UNIT –
* Helm – Steering Wheel
* Transmitter to Steering Gear Compartment

– Hydraulic or Electrical/Electronic
* Receiver/Feedback – Rudder Angle

Indicator Actuating Unit
POWER UNIT -
Rams – Connected to the tiller
Tiller – Connected to rudder stock Power Unit
RECEIVER -
* Receives signal from the helm
* Moves the lever to control the power pumps

P a g e | 14
2) HYDRAULIC TELEMOTOR STEERING GEAR SYSTEM –

P a g e | 15
3) Electrical Motor Steering Gear System -

P a g e | 16
4) Electro-hydraulic steering gear system (RAM TYPE) –
• TWO RAM
P a g e | 17
• FOUR RAM
5) Steering control at helm
- - - - *THE END * - - - -
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“NEW MANGALORE PORT”


By

NO.
1. BIBIN BIJJU 2725A ANS19051
April & 2020

This is to certify that the project entitled “NEW MANGALORE PORT

”submitted by cadet. BIBIN BIJJU Reg.NoANS19051…Batch 18……in
the Department of Nautical Science, AMET, Deemed to be University
Chennai is a bonafide record of Technical work carried out by him / her
under my supervision.
Signature Signature
(Guide )


Title of the assigned internship : “NEW MANGALORE PORT”
Reg No of Student : ANS19051

Examiner Head

Name of the Student BIBIN BIJJU
Semester VI
Title of Internship “NEW MANGALORE PORT”
No. Allotted
Report
concepts
Total 100 81

Examiner Head
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waysidingt
oMangalor
e.
Besi
desitspreadst
okeral
a,Tamil
naduand
bangal
ore
Thehassan-
mangalorer
ail
hasbeenconv
ert
ed
toabroadguagecapabl
eofcar
ryi
ngmore
t
onnageofcar
gobyr
ail
Andnowt
hepor
tisf
ull
yaccessi
blet
oit
s
Hi
nter
land.
ROADNETWORK
Thepor
tisconnect
edwith3Nati
onal
highway
s.
NH66stret
chingfr
om kochi
toMumbai
NH77connect
smangal
oret
obangal
ore
NH50mangal
oret
oshol
apur
Commer
cial
adv
ant
ages
Cust
omersati
sfact
ioni
sthecor
ner
stone
ar
oundser
vicesaredev
ised.
Thecongest
ionf
reeal
lweat
herpor
thel
ps
Vessel
stober
thal
lthr
ought
hey
ear
.
PORTSAFETY
Asecuredcont
ainery
ardpr
event
sthef
tand
pr
il
fer
age
Asingl
ewindowclear
anceandsi
mpli
fied
documentsyst
em car
goesmovesinandoutat
speedsunmat
chedbyanyot
herpor
ts
Thepor
tfol
l
owssaf
etycommi
tt
ee
managementsy
stem
Thesafet
yatthedockar
eaispertheguide
l
inesl
aidbythedocksaf
etyr
egulat
ions.
Thesafet
ymanagementsystem i
smoni
tor
ed,
rev
iewed,benchmar
kedandaudit
edont
he
per
iodi
cbasi
s.
Allmarineoper
ati
onsarecomplywit
hport
safetycodeandthei
nter
nati
onalsaf
ety
standards.
Asaf eworkingenvi
ronmentisprovi
dedi
nthe
portsofarisresponsi
blypr
acti
caland
adequate
asr
egardsf
aci
l
iti
esandar
rangement
sofst
aff
wel
far
e
STORAGEFACI
LITI
ES
a)Tr
ansi
tsheds:
2ar
eas(
3192sq.M)
b)Ov
erf
lowsheds:
2ar
eas(
3600squar
e.M)
c)Openst
acky
ard:
8ar
eas(
18164sq.
m)o
D)cov
eredwar
ehouse;
wor
kshopgodown=1
ot
hergodown=4
NAVI
GATI
ONALFACI
LITI
ES
1,
l
ight
ingf
orni
ghtber
thi
ngi
sav
ail
abl
e
2,
weat
hermoni
tor
ing,
VTS,
3,
weat
hermoni
tor
ing,
thr
eet
hugspr
esent
ly
Av
ail
abl
eformaneuv
eri
ng
4,
adequat
ewor
ksheethourf
orsi
tuat
ional
Awar
eness
5,
MPS,
VTS
TRAFFI
CHANDLEDBYPORT
Duringt
hef i
scal2017- 18,NewMangalorePort
hashandledar ecordtraffi
cof42.
05mi ll
ion
tonesofcargosur passingtheear
li
errecordof
39.94mil
liontoneshandl ed i
n2016-17
RECORDSANDACHI
EVEMENTS-
2017-
18
-Recordtr
affi
cthr
oughputof42.05mi
ll
ion
tonesasagainst39.
94mi l
l
iontonesi
n2016-
17(5.28%growth)
-Recordcont
ainertraf
fi
cof1.15lakh
TEUs(17.43l
akht ones)asagai
nst94,929TEUs
(14.10lakht
ones)inprevi
ousyear(21.
67%
growth)
-
Highestcoff
eeexpor
tof2.41l
akh
t
ones(12,
249TEUs)handl
edasagainst2.
36
l
akhtones(12,
200TEUs)i
n2016-17
-Recordquant
it
yof22.09l
akht
onesofLPG
handledasagainst20.
74l
akht
oneshandl
edi
n
2011-12
-Recordqtyof7.
92lakhtonesofedi
bleoi
l
handled asagai
nst7.30l
akh t
oneshandl
edi
n
2015-16
-Recordhandl
ingof10.17Mi l
l
iontonnesof
coastalcar
goasagai nst8.
33Mi l
l
iontonnes
handledin2016-17(
22.08%growth)
BERTHI
NGFACI
LITI
ES
N Name Typeof Draught Lengt

h DWT
o of Bert
h ( i
n (i
n
Ber
th MTS.) MTS. )
1 Ber
th General7 125 4000
No:
1 Cargo
2 Ber
th General10.
5 198 30000
No:
2 Cargo
3 Ber
th General10.
3 198 30000
No:
3 Cargo
4 Ber
th General9.
5 198 30000
No:
4 Cargo/
Liqui
d
Amoni a
/Phosp
horic
acid
5 Ber
th Gener
al9.
5 198 30000
No:
5 Cargo/
Bul
k
Cement
/Edibl
e
oi
l
6 Ber
th General9.
5 198 30000
No:
6 Cargo
7 Ber
th General9.
5 198 30000
No:
7 Cargo
8 Ber
No:
8 Cargo/
I
ronore
9 Ber
th POL/ 10.
5 330 45000
No:
9 LPG
10Ber
th POL/ 14 320 12000
No:
10 Crude 0
oi
l
11Ber
th POL/ 14 320 12000
No:
11 Crude 0
oi
l
12Ber
th POL 12.
5 320 50000
No:
12 and
Chemi
c
al
s
13Ber
th Under 12 275 35000
No:
13 const
ru
cti
on
14Ber
No:
14 Cargo/
I
ronore
/Coal
15Ber
th Coal 14 350 60000
No:
15
CONCLUSI
ON
Inthewhole,theinternshi
preportwasagreat
experi
ence.Wehav egainedmanyKnowl adge
aboutportsinIndia,especi
all
yNewMangal ore
PortinKarnatakastate.Weachievedsev
eralof
ourl
ear
ninggoal
s.
Thisinternshiphasgivenoppor
tuni
ti
estolear
n
aboutour self.Wegett oknowourt
eam
strength.Itmoti
vateust odomanyofthe
researcheslater.Andwewoul dbehappytodo
ananot herinter
nshipalso.
Weareveryt
hankful
toourDeanCaptai
nK
Kar
thi
kforgi
vingustheoppor
tuni
tyt
oprov
e
our
sel
ves.
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“VESSEL PROPPELLED BY
RENEWWABLE ENERGY”

By

NO.
1. AMAL.C.V 2760A ANS19086
April & 2020

This is to certify that the project entitled “VESSEL PROPELLED BY

RENEWABLE ENARGY””submitted by cadet. AMAL.C.V
supervision.
Signature Signature
(Guide )
Capt. P.Rajendran Capt. K.Karthik

Title of the assigned internship : VESSAL PROPPELLED BY
RENEWABLE ENARGY

Examiner Head
Name of the Student AMAL.C.V
Register No and Roll No ANS19086 & 2760A
Semester VI
Title of Internship VESSEL PROPPELLED BY RENEWABLE ENARGY
No. Allotted
Report
concepts
Total 100 79
Signature of the Internal Signature of HoD/Programme

Examiner Head
Signature of the Mentor

VESSEL PROPPELLED BY RENEWABLE ENERGY
SUBMITTED BY: AMAL C V
Roll No: 2760A
Reg No: ANS 19086
GROUP-3 BSc 18
TEAM MEMBERS
• AMAL C.V
• ALAN P BINIRAPHAEL
• PRATHAPJITH
• ABHIRAM M
• NAMSHAD T
• MOHAMMAD RINFAS ROSHAN
• MOHAMMAD KADABI
Topic: Biogas is used as fuel for the propulsion of vessel
BIO GAS
Biogas is the mixture of gases produced by the breakdown of organic matter in the absence of oxygen
(anaerobically), primarily consisting of methane and carbon dioxide. Biogas can be produced from raw
materials such as agricultural waste, manure, municipal waste, plant material, sewage, green waste or
food waste.
BIO GAS PRODUCTION
Biogas is a type of biofuel that is naturally produced from the decomposition of organic waste. When
organic matter, such as food scraps and animal waste, break down in an anaerobic environment (an
environment absent of oxygen) they release a blend of gases, primarily methane and carbon dioxide
ENGINE PROPELLED BY BIO GAS FUEL
Because of its properties, biogas is mostly used as fuel for spark-ignition engines. This way of
using biogas is most often applied in sewage treatment plants and rubbish dumps, where biogas
forms spontaneously as a result of chemical processes occurring there. These engines mostly
power electricity generators or cogeneration units [6, 9].
The relatively high self-ignition temperature of methane (the main combustible component of
biogas) of ca. 640 °C, limits the use of this fuel as a power feed source for diesel engines.
Nevertheless, because of diesel engines’ higher efficiency and lower sensitivity to fuel quality,
research is carried out on the use of biogas or methane as a fuel for these engines [7, 9-11].
To ensure the proper operation of diesel engines using gas fuel, it is necessary to modify the
engine or its supply system. Three methods of adapting a diesel engine to gas fuel supply are
currently being used [5, 7, 9, 11]:
reducing the diesel engine’s compression ratio and replacing the fuel injection system with an
ignition system, which requires modification of the diesel engine into a spark-ignition engine,
application of a dual-fuel supply system, thanks to which gas fuel is supplied to a suction
manifold, in which a air-gas mixture is formed and is then sucked into the engine combustion
chamber. During the compression stroke, a small dose of liquid fuel initiating gas fuel self ignition is
injected into the combustion chamber.
In such a system, gas is supplied under small overpressure to the suction manifold. Such an engine
supply method is a solution which is relatively simple in design, does not require significant
interference in a standard installation and allows simultaneous engine operation in both single- and
dual-fuel systems, application of special two-way injectors enabling independent injection into the
combustion chamber of both gas and the liquid fuel dose initiating self-ignition. In such a case, it is
necessary to apply more complex gas installations because of the need to inject gas fuel under a
pressure in the order.
This paper examines the possibility of using biogas as fuel for spontaneous ignition engines.
Despite work on third- and fourth-generation fuels, the important role, which second-generation
fuels will play, must not be ignored. These fuels, as earlier mentioned, form as a result of waste
product processing and it is difficult to imagine any agricultural or food production not resulting in
the formation of waste, which can be used for biogas production.
Work on the use of methane for supplying large marine engines is the most advanced. This is
connected with the fact that currently large ships have been built (so-called “LG carriers”) for the
transport of liquid methane (LNG). During the transport of this fuel, up to 0.3% of the carried fuel
volume evaporates in the course of one day. Therefore, substantial quantities of methane are
released naturally on these ships and it should naturally be managed. Because of the size of these
engines, special two-way injectors are typically used in them, injecting both methane and liquid
fuel into the combustion chamber.
Currently, intensive research is being carried out in many research facilities in Poland and
abroad on the use of gas fuels, particularly methane, as fuel for diesel engines applied to power
vehicles and machines as well as to power cogeneration units.
The results of this research indicate that the operation of these engines with a dual-fuel supply
is possible, yet because of the different methane properties, the course of the combustion process
in this engine changes. The course of gas fuel combustion in a self-ignition engine depends, above
all, on the following parameters [7, 9-11]: the proportion between gas and liquid fuel in the overall
supply dose,
the pilot dose injection parameters, particularly injection pressure, pilot dose injection start
angle.
It presents example pressure courses obtained for an HATZ 1B40 engine at 40% of a nominal load and
different diesel oil and methane percentages.
Figure 2 presents the effect of the injection lead angle for the dose initiating self-ignition for
a diesel oil dose equivalent to 22% of the dose for diesel oil supply alone. The next Fig. 3 shows
the effect of the injection lead angle for the initiating dose for different proportions between
individual fuels on changes of maximum pressure in the combustion chamber.
The effect of the methane share in the dose supplying the engine on its efficiency is presented
in Fig. 4. It is clear from the data presented in this graph that an increase in the methane share in
the dose supplying the engine causes much higher consumption of this fuel than its calorific value
would indicate. This shows a decrease in the overall engine efficiency with the growing methane
share in the supply dose. It should be noted that the presented results refer to a constant diesel oil
injection lead angle.
THE BENEFIT OF USING BIO GAS IN SHIPPING
The main environmental advantage of biogas in shipping industry as a fuel is that it can substantially
reduce greenhouse gas (GHG) emissions in the transport sector (typically between 60% and 80%
compared to gasoline). There is a great potential for biogas production from organic wastes as well as
from energy crops. Moreover, we are setting a biogas plant in each port, obviously a port is located in
a city. So the bio wastes needed for the production of biogas will be collected from the nearby
apartments and from dead fishes with the help of local government. So this project helps the shipping
industry by providing a low cost, more efficient, pollution less fuel and also finds a solution for the
trouble of proper waste disposal in a city.
_ Thank you _
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“MAJOR SEA PORT IN INDIA”


By

NO.
1. ANAND KRISHNA.P 2684A ANS190101
April & 2020

This is to certify that the project entitled MAJOR SEA PORT

IN INDIA ”submitted by cadet. BIBIN BIJJU
supervision.
Signature Signature
(Guide )

Title of the assigned internship : “MAJOR SEA PORT IN INDIA”

Examiner Head
Name of the Student ANANDA KRISHNA.P
Semester VI
Title of Internship “MAJOR SEA PORT IN INDIA”
Mentor of the Student Capt.C.Krishna
No. Allotted
Report
concepts
Total 100 81

Examiner Head
ACADEMY OF MARITIME EDUCATION AND TRAINING(AMET)
TAMILNADU, INDIA
MAJOR SEA PORT IN INDIA
A Report on Internship
In
By
Ananda Krishna. R- ANS19010 (2684)

Sarod Siva-ANS19030 (2704)
Sreeyukth-ANS19036 (2710)
July/2020
CONTENTS
Topic Page No
Introduction 3
Vision and Mission of the port 4
Berthing facilities 5
Navigation and other Facilities 6
Traffic handling 8
Port Safety and Security 9

Conclusion 10
Visakhapatnam Port- An Introduction
Visakhapatnam Port is one of 12 major ports in India and the only major port
of Andhra Pradesh. It is India's second largest port by volume of cargo handled. It is
located on the east coast of India and is located midway between the Chennai
and Kolkata Ports
Although the need for building a port on the east coast to access Central Provinces was
felt by the British in the 19th century, the proposal of Col. H.Cartwright Reid of British
Admiralty for constructing a harbour at Visakhapatnam was approved by the
Government only after the First World War. The Inner Harbour was built by
the Bengal Nagpur Railway between 1927 and 1933 to facilitate the export
of manganese ore from the Central Provinces. The port, built at a cost of ₹378 lakhs was
inaugurated by Lord Willingdon on 19 December 1933.
During the Second World War, the military significance of the port increased. After
India's independence, the port witnessed growth under the various Five Year Plans.
Over time, the port has grown from one with 3 berths handling 1.3 lakh tonnes per
annum to one with 24 berths and annual traffic of 65 million tonnes. The port was
notified as a major port in 1964 under the Major Port Trusts Act, 1963. Under the Act,
the Visakhapatnam Port Trust is in charge of running the port
Vision and Mission of Vishakhapatnam Port
Our Vision
To be the most preferred port in South Asia offering services of global standards.
Our Mission
To be a major partner in meeting the logistics requirements of

the importers and exporters of the region
As it turned 86 Sunday, the Visakhapatnam Port Trust (VPT), which is acclaimed as

the Eastern Gateway of India has drawn up a vision to become the most-preferred port
in south Asia offering services of global standards and world-class logistics solutions.
Massive capacity expansion and modernisation plans are being implemented in a

mission-mode in line with Visakhapatnam Port’s growing strategic importance to trade
with China, Australia, Indonesia, Singapore, Malaysia, South Africa, Nigeria and
countries in the Persian Gulf.
Berthing
Visakhapatnam Port has three harbours - the outer harbour, inner harbour and
the fishing harbour. The outer harbour has 6 berths capable of handling vessels with a
draft up to 17 meters while the smaller inner harbour has 18 berths that are Panamax
compatible. Vizag Seaport owns two berths in the inner harbour; berth EQ-8 is fully
mechanised and berth EQ-9 berth is not.
The Dolphin's Nose Hill to the north of the entrance channel protects the harbour from
cyclones that strike the east coast. The port is located on the area of a creek through
which the coastal river Narava gedda joins the sea.
Facilities
Iron Ore & Pellets
Coking Coal & Steam Coal facilities

Alumina
POL
Containers
Cargo handling equipments

VIZAG PORT’ HARBOUR FACILITIES AND BERTHING
FACILITIES
Toggle navigation
HARBOUR & BERTHING FACILITIES

Home / Facilities / Harbour & Berthing Facilities
last update on : 30-MAR-2019
Harbour Facilities
Feature Inner Harbour Outer Harbour
Water Spread (Hectares) 100 200
Berths 18 6 +1 (SPM)
Max.Draft(Mtrs.) 14.5 18.10
Max. length (Mtrs.) PANAMAX Cape Size
Berthing FacilityAll dimensions are in meters
INNER HARBOR NORTHERN ARM – EAST SIDE INNER HARBOR NORTH

DAY TIME ( BERTHING / SAILING ) NIGHT TIME ( BER
DRAFT (with dock water density) DRAFT (with dock water
BERHTS Length Panamax Others Panamax

*East Quay-1 280.00 14.50 14.50 14.50
(ADANI)
East Quay-5 167.64 11.00 11.00 11.00
East Quay-6 182.90 11.00 11.00 11.00
East Quay-7 255.00 14.50 14.50 14.50
** East Quay-8 255.00 14.50 14.50 14.50

(VSPL)
** East Quay-9 255.00 14.50 14.50 14.50

(VSPL)
*** East Quay-10 181.00 — 11.00 —

(IMC)
* Awarded to M/s Adani Vizag Coal Terminal Pvt., Ltd.,

** Awarded to B.O.T. Operator M/s. Vizag Seaport Pvt. Ltd.
*** Awarded to IMC
INNER HARBOR NORTHERN ARM – INNER HARBOR TIDE

WEST SIDE NORTHERN ARM
DAY TIME ( BERTHING / SAILING ) – WEST SIDE
DRAFT (with dock water density) NIGHT TIME (
BERTHING /
SAILING )
DRAFT (with
dock water
density)
BERHTS Length Panamax Others Panamax Others
West 212.00 13.50 13.50 13.50 13.50 0.5

Quay-1
West 226.70 13.50 13.50 13.50 13.50 0.5

Quay-2
West 201.12 13.50 13.50 13.50 13.50 0.5

Quay-3
West 243.00 11.00 11.00 11.00 11.00

Quay-4
West 241.70 11.00 11.00 11.00 11.00

Quay-5
West 255.00 14.00 14.00 14.00 14.00 1.0

Quay-
6(WQ-
MPL)
RE West 170.00 — — — 11.00

Quay1
West 280.00 14.50 14.50 14.50 14.50 1.0
Quay-7
West 280.00 14.50 14.50 14.50 14.50 1.0

Quay-8
INNER HARBOR WESTERN ARM
Quay Berths Berth length Permissible

(Mtrs) draft # (Mtrs)
Fertiliser 173.13 10.06

berth
Oil Refinery 183.00 10.06

Berth-1@
Oil Refinery 183.00 9.75

Berth-2@
INNER HARBOR NORTH WESTERN ARM
Green Channel Berth 150.00 8.20
* Vessels with more than 160.0m LOA can be allowed at EQ-10, subject
to availability of sufficient space at the adjacent berth i.e. EQ-9.
# Permissible draft of vessels is subject to availability of tide – details given under

harbour facilities
** For berthing 230.0m LOA vessel at WQ-6, 45.0m room to be left vacant
on North side of West Quay-5.
Night Restrictions: 1) For vessels > 200m LOA, maximum permissible
draught in dark hours is 13.5m
2) Vessels above 195.0m or Beam more than 32.0m are handled by two pilots
in dark hours
@ Subject to a max. 225 Mts. at one of the two berths
OUTER HARBOUR
Berth LOA (Mtrs) Permissible draft # (M
Ore Berth-1 300.00 16.50

(ESSAR)
Ore Berth-2 300.00 16.50

(ESSAR)
Vizag General Cargo Berth (VGCBL) FOR 300.00 18.10

2,00,000DWT
Offshore Tanker Terminal 280.00 17.00
L.P.G. 230.92 14.00

CONTAINER TERMINAL (VCTPL) 320.00 14.50
Chennel Berth FOR 10,000DWT 150.00 8.50
Fishing Harbour 70.00 5.50
HANDLING FACILITIES OF VIZAG PORT

Home / Facilities / Handling Facilities
Iron Ore & Pellets
Functioning of the Mechanical ore handling plant known as ore handling complex
comprises of the receiving system and the shipping system operated by M/s EVTL.
The ore received through wagons is tippled and conveyed to the stacker for stacking in
the receiving system. The receiving system consists of three wagons tipplers (one twin
wagon tippler of 2700 TPH cap. and another tippler of 3000 TPH capacity) to tipple the
wagons
The shipping system reclaims the cargo from the stacks and conveys through the
conveyors to the shiploader for loading into the ships’ hatches. The system consists of 3
bucket wheel reclaimers 4000 tonnes per hour capacity, a long overhead conveyor
system (4.8 kms – one way), a surgebin of 2000 tonnes capacity and a ship loader with a
assigned capacity to load iron ore at 8000 tonnes per hour. This shiploader which moves
on rails can negotiate a 2100 turn and can dip deep into the hatch of a ship.
The loading conveyors (7 nos.) are all overhead conveyors running at about 10 to 12
metres above ground level. The conveyors are supported by means of a pre-cast RCC
frames founded on piles. The pre-cast frames are spaced at about 20.0 m c/c, a walkway
of 1.0 m wide is also provided alongside of the conveyor for attending to maintenance.
The conveyor is designed to run at a speed of 210 mtrs/minimum
Coking Coal & Steam Coal facilities
A deep draft berth at outer harbour (Vizag General Cargo Berth(VGCB) with a Quay
Length of 356 meters to handle vessels of draft upto 18.10 meters is available for
handling import Coking coal and Steam coal. The berth is capable of handling 2,00,000
DWT vessels and equipped with 3 ship loaders 2500 TPH (70,000 TPD), Conveyor
systems, Stacker cum reclaimers rapid wagon loading systems.
Another Mechanised Terminal (EQ1) for handling of Steam coal vessels operated by
M/s Adani Vizag Coal Terminal to handle vessels upto draft 14.50 mts with 2 Harbour
mobile cranes to unload 27,000 TPD.
In addition, 7 Multipurpose berths in inner harbour which can accommodate vessels

upto 14.50 mts draft and 2 Multipurpose B.O.T berths operated by Vizag Seaport Pvt.
Ltd., equipped with Mechanized handling facilities are available. The other 2 B.O.T
berths Viz., EQ10 operated by M/s AVR Infra Pvt. Ltd. for Liquid Cargo and WQ6
operated by M/s West Quay Multi Port Pvt. Ltd. for Multi Cargos. Other facilities
include 3 nos. Harbour Mobile cranes at WQ berths and 1 Harbour Mobile Crane at
EQ Berths are equipped in Inner Harbour.
Alumina
A fully mechanized facility for loading Alumina is available at the dedicated berth
(WQ-5) with 242 meters length and permissible draft upto 11 meters. The facilities
available at the berth include: 3 silos of 25,000 tonnes capacity each Mechanical wagon
unloading system (1100 TPH) Conveyor system for loading(2200 TPH)
POL
A deep draft Oil Tanker Terminal (OSTT) for berthing tankers of size up to 150,000
DWT and draft upto 17 meters is available. the facility is equipped with three unloading
arms at the terminal direct discharge from berth to the refinery tanks @ 5500 tonnes
per hour through pipe lines.
Facility available for STS transhipment of crude from VLCC to smaller tankers.
An exclusive jetty with draft upto 14 meters is available to discharge LPG. A Cavern
facility for LPG first of its kind in South Asia – a mined rock Cavern at a depth of 200
mtrs. below sea level (capacity: 60,000 T) is available. Two berths (OR1 & OR2) in the
inner harbour are available for handling petroleum products
Containers
Container Terminal (VCTPL) is being operated by Visakha Container Terminal Pvt.

Ltd. The terminal is the deepest terminal of the country with a facility to accommodate
main line vessels up to 14.50 Mts draft. The terminal has a dedicated rail facility to
handle full rake of 45 wagons. The terminal has a potential to handle 6 lakh TEU’s in
future years. The terminal is equipped with 4 Post Panamax RMQC’s, 6 RTGC’s and 6
Reach Stackers, and is ideally situated to serve as “Container Hub Port” on the East
Coast of India.
Cargo handling equipment
Description Capacity Availability in

Nos.
Electric Wharf Cranes 20 T 04

Harbour Mobile Cranes 100 T 04
Locos ( General Traffic) 1350 HP 04
Locos (General Traffic) 3100 HP 03
Traffic
The Port of Visakhapatnam handled 56.39 million tones of traffic of which maximum
proportion 49.53 % are imports followed by exports (42.25 %) and transhipment
cargo(58.21%).Similarly,quantum of cargo about 38.53 million tonnes handled to
overseas and remaining quantum handled to coastal (17.86 million tonnes). In respect of
nature of the cargo, maximum quantum of cargo about 34.89 million tonnes (61.87 %)
is dry bulk followed by liquid bulk (33.76%) and break bulk containers (4.37 %).
Regarding commodity wise traffic ,out of 558.01 lakh tonnes, maximum quantum of
cargo about 168.42 million tonnes handled by Port is POL products (30.36 %) followed
by iron-ore and pellets (26.65%) cocking coal and Lam coke (13.4 %) and others
(13.94%) thermal coal (4.83 %) and fertilizers (4.11 %)137.
Port Safety and Security
The discussions in the earlier chapter envisages that Ports play' a key role in the
economic development particularly in the liberalization and globalization scenarios in
short and long term perspectives. Besides this, the review of evolution of port studies
and case
studies of ports are indicating origin, growth and development of port plays vital role
particularly in the impact of port developments on cities, infrastructure developments
in catchment areas of port. The main aim of the study is to determine the origin and
growth of Visakhapatnam port as well as to assess its impact on city development in
existing and future scenario.
Conclusion
As one of the leading ports in India, Visakhapatnam still continues to build its
infrastructure for the future making sure that India’s gates are open to all types of
trade. With increasing safety standards and a efficiently working crew the port is set for
accepting any ship into her berths
TRAINING (AMET)

- 603 112.
TAMILNADU, INDIA
“COCHIN PORT”

By

NO.
1. ASHWIN NAIR 2686A ANS19012
April & 2020

This is to certify that the project entitled “COCHIN

PORT””submitted by cadet. ASHWIN NAIR
supervision.
Signature Signature
(Guide )
Capt. P.Rajendran Capt. K.Karthik
Name of the Mentor : Capt. Rajendran.

Title of the assigned internship : COCHIN PORT

Examiner Head
Name of the Student ASHWIN NAIR
Register No and Roll No ANS19012 & 2686A
Semester VI
Title of Internship COCHIN PORT
No. Allotted
Report
concepts
Total 100 82
Signature of the Internal Signature of HoD/Programme

Examiner Head
Signature of the Mentor

Cochin port
INTERNSHIP
About
Cochin port
Submitted by,
SHINS DAVIS(2706A,ANS19032)
ASWIN NAIR (2686A,ANS19012)
PRANAV.K.G (2702A,ANS19028)
Cochin port

TRAINING(AMET)
TAMILNADU, INDIA
COCHIN PORT
SIGNATURE OF HOD DATE: / /

Cochin port
S.NO CONTENT PG NO
1 ABSTRACT 4
2 INTRODUCTION 5
3 VISION AND MISSION 6
4 BERTHING FACILITIES 7
5 STORAGE FACILITIES 11
6 TRAFFIC HANDLED BY PORT 12
7 OTHER FACILITY 13
8 NAVIGATION FACILITY 14
9 PORT SAFETY AND SECURITY 14
10 METHDOLOGY 18
11 CONCLUSION 21
Cochin port
ABSTRACT
Cochin Port is a major port on the Arabian Sea - Laccadive Sea – Indian Ocean
sea-route anis one of the largest ports in India. the port lies on two islands in the
Lake of Kochi. Willington and Vallarpadam, towards the Fort Kochi river
mouth opening onto the Laccadive Sea. The International Container
Transhipment Terminal (ICTT), part of the Cochin Port, is the largest container
transhipment facility in India’s he port is governed by the Cochin Port Trust
(CPT), a government of India establishment. The modern port was established
in 1926 and has completed 86 years of active service. the Kochi Port is one of a
line of maritime related facilities based in the port-city of Kochi.
We have included the following topics in our project and we have given a brief
description of vision and mission of cochin port which includes dependable,
cost-effective Port services through modern and efficient infrastructure coupled
with high quality, customer friendly services. Total information of the
berthing facilities of cochin port have been discussed in this project which
includes the maximum draft cot of spm and container berthing terminal etc.
navigation facilities includes pilotage ,depth etc pilotage we know for all the
merchant ships it is advisable to have a pilot on the time of berthing so the
pilotage position .storage facilities, includes the number of container boxes or
how much cargo it can save . Traffic separation scheme is also briefed in this
project .
Cochin port
INTRODUCTION
Cochin Port is a major port on the Arabian Sea - Laccadive Sea – Indian Ocean sea-route and
is one of the largest ports in India. the port lies on two islands in the Lake of Kochi.
Willington and Vallarpadam, towards the Fort Kochi River mouth opening onto the
Laccadive Sea. The International Container Transhipment Terminal (ICTT), part of the Cochin
Port, is the largest container transhipment facility in India’s he port is governed by the
Cochin Port Trust (CPT), a government of India establishment. The modern port was
established in 1926 and has completed 86 years of active service. the Kochi Port is one of a
line of maritime related facilities based in the port-city of Kochi. The others are the Cochin
Shipyard, the largest shipbuilding as well as maintenance facility in India. the SPM (single
point mooring) facility of the Kochi Refineries, an offshore crude carrier mooring facility; and
the Kochi Marina .The littoral drift phenomenon, which is associated with the movement of
substantial quantity of sand, predominantly from the north, has been widely held to be
responsible for the coastal erosion off the coast of Cochin. This phenomenon is also thought
to be principally responsible for the fact that 95% of the siltation to the south of Cochin Port
is from the outer sea. At 21 million cubic meters per year Cochin Port has the highest
siltation among Indian ports, necessitating year-round maintenance dredging.
It has been operated by Cochin Port

Trust and Dubai ports world. And it is owned by Ministry of Shipping (Government of India),
they are two Wharfs in the Cochin Port Trust one is Ernakulum Wharf and other one is
Mattancherry Wharf. There are totally Nine Berths available in Ernakulum Wharfs and four
Berths in MattancherryWarf’s. The total Statistical Measures value of cargo is 17.43 million
tonnes.
t
Cochin port
VISON AND MISSION OF COCHIN PORT
MISSION:
• The Mission of the Cochin Port Trust is to provide dependable, cost-
effective Port services through modern and efficient infrastructure
coupled with high quality, customer friendly services.
• The Port shall manage its assets and resources for optimal economic use
to the Nation and the community.
• The Port shall strive to be the main catalyst for the economic
development of the region, with a strong commitment to environmentally
sound policies and safe practices.
• The Board of Trustees, the employees and all stakeholders of the Port
shall work as a team in an open, positive, collaborative and cooperative
manner.
• In pursuit of this Mission, the Port Trust shall be guided by the principles
of integrity, ethical behavior, professional excellence, service to the
community and respect for every individual.
VISION:
• A public service provider
• An economic development facilitator
• A business enterprise
• Education and training of all the employees
• Implementation of ISO 9001:2015 Quality Management System
• Attending to customer complaints and take corrective actions to avoid
recurrences.
• Carrying out internal audits and take corrective actions
• Continual Improvement in all the areas of services.
• Complying
Cochin port
BERTHING FACILITIES AT COCHIN PORT
The berthing facilities of the Cochin Port are provided along Ernakulam
Channel and the mattanchery and Mattancherry Channel on either side of the
Willingdon Island. The various facilities are briefly described in the following
sections.
Cochin Oil Terminal (COT)
The COT is located in the Ernakulum Channel, opposite to Q8 berth. Tankers

up to a draft of 12.5 m with parcel size of about 82,000 t are loaded at this
terminal. The COT comprises of 4 breasting dolphins, one central platform and
four mooring dolphins, two on either side of the platform. The structure has
been located on vertical as well as raker piles. The mooring dolphins and central
portion consisting of platform and breasting dolphins have been interconnected
through walkways, 4 nos. marine unloading arms, each of 300 mm diameters
with a rated discharge of 1500 tph has been provided at the central platform.
The COT is being used for handling of crude oil and products. One 762 mm
diameter (for crude oil) and two 406 mm diameter (for products) including the
submarine portion have been provided for connecting the COT to the refinery
pipelines at shore. The crude pipeline has a capacity limiting to maximum
discharge of 2500 tph and an average discharge of 2000 tph.
South Tanker Berth (STB)
This jetty situated adjacent to NTB is mainly used to service product tankers of size up to
18,000 DWT with an LOA of 170 m and 9.14m draft. This jetty is connected to the
Cochin port
Ernakulum shore through a 270 m long approach trestle and oil transfer takes place through
marine loading arms and flexible hoses. The jetty is provided with oil pipelines for handling
products like Naphtha, MS, FO and SKO/HSD. The average discharge rate is 800 tph in case
of Naphtha/MS/SKO/Kerosene and 500 tph in case of FO. One 320 mm diameter bunker
pipeline is also provided.
North Tanker Berth (NTB)
This jetty was constructed in the Ernakulam Channel and commissioned in 1955.The jetty
was upgraded in 1966 to receive crude tankers of size 30,000 DWT with LOA of 213 m with
a loaded draft of 9.14 m. The Jetty is connected to Ernakulam shore by a 270 m long
approach trestle. To handle crude and products, pipeline system comprising of various sizes
has been provided. Marine loading arms and hoses are provided for transferring oil between
the berth and the tanker using tanker's own derrick.
Fertilizer Berth (Q10)
It is an open piled jetty 278 m long, located at the south east of Q9 wharf. Two mooring
dolphins, one on either side of the berth and an approach trestle of 36.3m length and 7.5 m
width, at the south eastern end, have been provided. This berth is allotted for handling the
FACT traffic exclusively, which consists of fertilizer raw material i.e. rock phosphate and
sulphur. In addition to this a 300mm diameter pipeline has been provided to handle
phosphoric acid. A barge jetty is provided adjacent to the Q10 berth, for transportation of the
fertilizer raw material for FACT, by barges.
Multi Purpose Berth (Boat Train Pier & North Coal Berth
Combined)
This Boat Train Pier (BTP) berth has been constructed as multi-purpose jetty. The berth
structure consists of a central platform connected to land through three no. of gangways. The
total length of the platform is 200 m. The North Coal Berth (NCB) is located on the
Mattancherry Channel. This was constructed for handling coal vessels. North Coal Berth was
Cochin port
commissioned in1959 and its length is 182.88 m. The permissible draft at these berths is 9.14
m.The berth is constructed using pre-cast concrete piles and the main berth consists of a 105
m long RCC platform supported over 500 mm square pre-cast piles. This platform is
connected to the shore by three gangways, one at the centre and two on either sides. The
North Coal Berth is used for handling POL products for Indian oil. This berth is also being
used for general cargo vessels with a maximum capacity of 35,000 DWT, passenger vessels
and for maintenance of dredgers.
Mattancherry Wharf (Q1 to Q4)
The Mattancherry Wharf consisting of four berths namely Q1, Q2, Q3 and Q4 isthe first
Wharf constructed during 1930s, using the steel sheet piles. The length of the original steel
pile quay was 457.60 m. During 1940s the wharf was extended on both sides, using
monoliths, increasing the quay length to 670 m .Subsequently, a structure using reinforced
cement concrete supported over concrete screw piles was constructed in 1951 for berthing of
vessel. The length of this structure is 577 m. It was subsequently extended on both sides by
33.15m to provide a total wharf frontage of 643.30 m for berthing of the vessels. The quay
structure has been designed for a dredged depth of -9.75 m in front. The 19 berths Q1 to Q3
are being used for handling of general cargo whereas the Q4has been converted to handle
liquid cargo in bulk.
South Coal Berth
The South Coal Berth located on the Mattancherry Wharf. It was constructed for handling
coal vessels. South Coal Berth was commissioned in 1953. The length of the South Coal
Berth is 192.02 m. The permissible draft at the berth is 9.14m. The berth is constructed using
pre-cast concrete piles. The main berth consists of a 105 m long RCC platform supported
over 500 mm square pre-cast piles. This platform is connected to the shore by three gangways
one at the Centre and two on either sides. The South Coal Berth is being used for handling
liquid ammonia, for which a 200 mm diameter marine unloading arm and a 300 mmdiameter
pipeline is provided connecting the storage tank.
Liquid Ammonia Jetty
This is a barge loading jetty located south of the South Coal Berth. This jetty is an open piled
construction using 500 mm square RCC piles. This jetty is 59 m long by 4.5 m wide. It is
Cochin port
connected to the shore by a 39 m long and 4 m wide approach on pre-cast piles. This jetty
was being used for transportation of liquid ammonia for FACT by barges.
BERTH/MOORING MAXIMUM MAXIMUM PRODUCTS HANDLED

DRAFT
LENGTH
OVERALL
SPM 370 22.50 CRUDE
COT 250 12.50 CRUDE/POL
NTB 213 9.14 POL
STB 170 3.14 POL
ERNAKULAM 250 10.00 DRY CARGO/CBS
WHARF(Q5-Q6)
ERNAKULAM 250 10.50 DRY CARGO
WHARF(Q7)
ERNAKULAM 250 11.00 DRY CARGO
WHARF(Q8-Q9)
FERTILIZERBERTH(Q10) 207 10.70 FERTILISERS/PHOS.ACID
SCB 170 9.14 LIQUID BULK
NCB 170 9.14 DRY/LIQUID

BTP 190 10.0 DRY/LIQUID
MATTANCHERY 180 9.14 DRY BULK
WHARF
STORAGE FACILITIES OF COCHIN PORT
For the storage of the cargo, extensive facilities have been provided at
the Cochin Port.
Cochin port
1. Mattancherry Wharf is served by a covered area of 30,925 sqm

consisting of four warehouses.
2. Ernakulam Wharf excluding Q10 berth, has a covered area of
23,321 sqM including a Container Freight Station of 10732 sq. m.
3. In Willingdon Island, 14 tank farms in an area of 206360 sqm with
a total capacity of 362212 KL are located
MATTANCHERY WHARF
S.NO Location Quantity Total Storage Area
(No. / KL) (Sq.M)
1 Warehouses 4 11,755
OVER FLOW SHED 3 6060

TRANSIT SHED 3 13,110
35,463
Traffic handled at the port

The cargo traffic handled at Cochin Port increased from 13.02 million tonnes in 2002-03 to
21.60 million tonnes in 2014-15, registering an average annual growth rate of 5.43%. The
year-wise growth in the cargo traffic handled at Cochin Port vis-à-vis that handled at all the
major ports of the country together with the percentage share of traffic handled at Cochin
Port from 2002-03 to 2014-15 is given in Table
YEAR TRAFFIC HANDLED BY % OF SHARE OF TRAFFIC HANDLED BY

COCHIN PORT COCHIN PORT
2002-03 13.02 4.15
2003-04 13.57 3.94
2004-05 14.10 3.67
2005-06 13.89 3.28
2006-07 15.26 3.29
2007-08 15.75 3.03
2008-09 15.49 2.92
2009-10 17.43 3.11
2010-11 17.87 3.14
Cochin port
2011-12 20.09 3.59

2012-13 19.85 3.64
2013-14 20.89 3.76
2014-15 21.60 3.72
OTHER FACILITIES
MAINTENANCE FACILITIES
For repairs and maintenance of the port structure and equipment, Port 24 Maintenance
Workshop (PMW) have been provided in addition to electrical repair shops .

Proposed Facilities at Willingdon Island
• International Ship Repair Facility at port workshop
• International Cruise Terminal at extended BTP
• Desalination plant
• Waste to energy treatment plant
• Mechanized Coal Terminal
• Bridge between W/Island and EdaKochi.
NAVIGATION FACILITIES
Cochin port
The entrance to the Port of Cochin is through the Cochin Gut between the peninsular
headland Vypeen and Fort Kochi. The port limits extend up to the entire backwaters
and the connecting creeks and channels. The approach channel to the Cochin Gut is
about 1000-metre long with a designed width of 200 meters and maintained dredged
depth of 13.8 meters (now dredging for 16 meters for ICTT).
From the gut, the channel divides into Mattancherry and Ernakulam channels,
leading west and east of Willingdon Island respectively. Berthing facilities for ships
have been provided in the form of wharves, berths, jetties and stream moorings
alongside these channels.
SAFETY AND SECURITY IN PORTS
There are three levels of port security

• security number 1
cochin port is in security number 1
The maritime safety and security , as was already mentioned, is the safety of people and
property at sea from all kinds of hazards existing at sea, and safety of the marine
environment from pollution. The maritime security is the security of ships and port facilities
from terrorist activities, as well as prevention of ships and trans- ported goods from being
used by terrorists for spreading the terrorist assets (means and tools for terrorist activities).
Cochin port
The main objective of the maritime safety and security management is maintaining the
acceptable level of risk at sea.
The term 'risk' means the value of the level of hazard at sea. The value of the Risk is given by
the following expression
Risk = (probability of accident) x (losses per an accident)
The process of the maritime safety and security management comprises the following steps:
➢ monitoring and evaluating the level of risk;

➢ determining the options of risk control measures;
➢ implementing the proper risk control measures:
➢ coordinating the process of implementation of risk control measures;
➢ controlling the efficiency of implemented risk control measures
However, it should be remembered that maritime safety and security has the international
character. It means that the maritime safety and security must be ensured and maintained
in the following way:
➢ in the world-ocean scale;

➢ at all levels of the management of the maritime safety and security.
➢ Navigation and Port Management purposes
➢ Seaport Security
Automatic scanning and observation of all land and maritime zones for unauthorized
activities. Surveillance of docks and storage areas. If intruders are observed, the systems
continue with identification and tracking of the intruders and direction of security forces.
This solution provides
o A "virtual fence" over the water - detection of intruders (small ships, boats
and swimmers) from the sea before they reach the port or harbor area
boundary.
o A "virtual fence" on the land near the port/ harbor detecting land intruders
before they reach the fence.
Seaport Safety & Naval Vessel Control
o
Cochin port
➢ Observe and track naval vessels at sea and at the port or harbor 24/7 with
continuous zoom-in capabilities.
➢ Scan naval vessels at sea and at the harbor or port for technical issues - with large
magnification.
➢ Support Vessel Traffic Control activities.
➢ Provide situational awareness support for Port Traffic Control responsibilities.
The need for surveillance against sabotage is far greater than pilferage in case of Cochin
since; it has tanker terminals handling LNG/Chemicals/ POL products. Within the limits of
Cochin Port exists the Head Quarters of Southern Naval Command, a defence installation of
great strategic importance. It is therefore extremely important to have continuous
surveillance in the area for both the maritime purposes as well as the anti-sabotage point of
view.
Surveillance for Cochin could be considered under the following sections:
• Closed circuit television (CCTV) cameras

• Patrolling
• Watch towers and Search lights
Cochin port
METHDOLOGY
The Cochin port was formed naturally due to the flooding of the Periyar
River in 1341 AD, and, over time, has become a major flashpoint for
trade. The port in its initial history attracted European merchants-
predominantly Dutch and Portuguese- and was later expanded by the
British with the establishment of Willingdon Island. The traditional port
was near Mattancherry (which still continues as Mattancherry Wharf).
Cochin Port Trust in 1948

The idea of establishing a modern port in Cochin was first posited by
Lord Willingdon during his governorship of the Madras Province. The
opening of the Suez Canal allowed several ships to pass near the west
coast and he felt it was necessary to build a modern port in the southern
part as well. He selected the newly joined Sir Robert Bristow,[5] a
leading British harbor engineer, to head the project, and Bristow became
chief engineer of Kochi Kingdom's Port Department in 1920. From that
point forward until the port's completion in 1939, he and his team were
actively involved in making a Greenfield port. With extensive research
spanning over a decade toward securing a permanent manmade port
that could withstand monsoon erosion, he was convinced that it would
be both feasible and largely beneficial to develop Kochi through its port.
He believed that Kochi could become the safest harbour in India if the
ships could enter the inner channel.
The challenge before engineers was a rock-like sandbar that stood

across the opening of Kochi backwaters into the sea. Its density
prevented the entry of all large ships (requiring more than eight or nine
feet of water). It was thought that the removal of the sandbar was a
technical impossibility, and the potential consequence on the
environment was beyond estimation. Efforts that had been previously
Cochin port
undertaken on this scale had led to ecological atrocities such as

destruction of the Vypeen foreshore.
However, Bristow, after a detailed study of wind and sea current

conditions, concluded that such issues could easily be avoided. He
addressed the immediate problem of Vypeen foreshore's erosion by
building granite groynes that were nearly parallel with the shore and
overlapped each other. The groynes enabled a system of automatic
reclamation which naturally protected the shore from monsoon seas.
Spurred on by this success, Bristow planned out a detailed proposal of
reclaiming part of the backwaters at a cost of ₹25 million (US$350,000).
An ad-hoc committee appointed by the Madras government examined
and approved the plans submitted by Bristow.
During World War II, the port was taken over by the Royal Navy to
accommodate military cruisers and warships. The strategic importance
of Cochin during the World Wars was one immediate reason for the
construction of the harbour. It aided the British in resisting the Japanese
threat, but it also proved crucial domestically in the shaping of Cochin as
a modern urban space, reorganizing local caste and labour relations.
According to a recent study, "[t]the 20-year long project appropriated,
modified, or undermined existing social institutions of labour
recruitment, work processes, skills and local technologies. The large-
scale appropriation and modification of local skills and labour
recruitment and work process in this colonial project produced a space
of disparity by reinforcing the pre-capitalist caste-based corecive labour
relations. The project also involved a massive destruction and
appropriation of the social spaces of the urban poor."[7]
In 1932, the Maritime Board of British India declared the Port of Cochin
as a major port and was opened to all vessels up to 30 feet draught. It
was returned to civil authorities on 19 May 1945. After the
Independence, the port was taken over by the government of India, and
in 1964, the administration of the port was vested to a Board of Trustees
Cochin port
under the Major Port Trusts Act. The port is currently listed as one of the
12 major ports of India.
CONCLUSION
Strategic location in the International shipping Highway and also near to the
main waterways to Singapore and West Asia puts Kochi Port in a very
commanding Position to serve the massive East West Ocean trade. Total
exports at Kochi Port have experienced a gradual rise and the future
projections are also showing a positive growth. Imports from the major share
of goods handled at the port. POL product imports are registered the highest
comprising 80% imports. Exports from the port are increasing but total exports
comprise of only 17.22% traffic handled. The port has to insist on the faster
completion of modernization plans to increase its capacity, so as to efficiency
handle the growing traffic. The port has to concentrate more on container
handing, as container traffic is being growing rapidly across the world.
BIBLOGRAPHY
• HTTP://EN.WIKIPEDIA.ORG/WIKI/PORT_IN_KERALA
• https://cochinport.gov.in/sites/default/files/inline-
files/Oil_Spill_Disaster_Contingency_Plan_2019.pdf
• https://www.nautic-way.com/en_EN/inho-chart-indian-
national-hydrographic-office/indian-national-hydrographic-
office-in2045-port-of-kochi//
• REFERED CHART IN2045
• WWW.//ICTT.COM//
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ACADEMY OF MARITIME EDUCATION AND

135, EAST COAST ROAD, KANATHUR, CHENNAI

Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO.

April & 2020

This is to certify that the project entitled “TUTICORINVPORT

”submitted by cadet . ABINAV.AReg.NoANS19001…Batch 18……in

the Department of Nautical Science, AMET, Deemed to be University

Name of the Programme : B.Sc

Year of study and Batch/Group : Batch-17/ Group -6

Name of the Mentor : Capt. C.Krishna

Title of the assigned internship :“TUTICORIN PORT”

Nature of Internship : Individual/Group

Reg No of Student : ANS 19001

Total No. of Hours Required to complete the Internship: 30 DAYS

Signature of the Mentor Signature of the Internal Signature of HoD/Programme

Signature of the Mentor Signature of the Internal Signature of HoD/Programme

TUTI CORIN PORT

Student Name: Adersh S

Month & Year

LIST OF SIMBOLS AND NOTATIONS

V. O. Chidambaranar Port Trust (formerly Tuticorin Port

2.VISION AND MISSION OF THE PORT

March 4, 2020: V O Chidambaranar Port, Tuticorin in

Cargo imports and exports hit an all-time high at the V.O.

135, EAST COAST ROAD, KANATHUR, CHENNAI

Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO.

April & 2020

This is to certify that the project entitled “ MUMBAI PORT

”submitted by cadet . ALBIN ALEXReg.NoANS19045…Batch

18……in the Department of Nautical Science, AMET, Deemed to be

Name of the Programme : B.Sc

Year of study and Batch/Group : Batch-18/ Group -6

Name of the Mentor : Capt. C.Krishna

Title of the assigned internship :“MUMBAI PORT”

Nature of Internship : Individual/Group

Reg No of Student : ANS 19045

Total No. of Hours Required to complete the Internship: 30 DAYS

Signature of the Mentor Signature of the Internal Signature of HoD/Programme

Signature of the Mentor Signature of the Internal Signature of HoD/Programme

❖ The Mumbai Port lies in the midway west coast of India .

MUMBAI PORT TRUST

Location- Mumbai , Maharashtra

Owned by- Government of India

Operated by- Mumbai Port Trust

❖ i ) By continually improving the processes and systems;

❖ ii) By maintaining transparency in the operation;

❖ iii) By meeting environmental norms;through teamwork, total employee involvement,

❖ Dry Dock facilities.

❖ Reception facilities for ships generated waste.

❖ These Jetties have an available draft of 12.2 meters (40 feet).

BUOYS & BEACON

❖ The port has a total of 63 Anchorage Points.

 Location : Navi Mumbai, Maharashtra, India

 Operated by : Jawaharlal Nehru Port Trust

 Owned by : Government of India

 Commissioned on : May 26th 1989