CHAPTER I

1.1 - INTRODUCTION
Container ports and terminals form an essential component of the modern economy.
Containerisation since the middle of the 21st century has dramatically reduced the transport
cost of international trade: before the container, the transport of goods was so expensive that
few items were shipped halfway across the country, much less halfway around the world, but
in the present day, an American brand car might be designed in Germany, the components are
produced in Japan, Taiwan and Singapore, it is assembled in Korea, and the advertising
campaign is delivered by a British company.
With about 7500 kilometres long stretch of coastline, in the state of Maharashtra, Goa,
Gujarat, Karnataka and Kerala in the western part and Tamil Nadu, Andhra Pradesh, Orissa
and West Bengal in the eastern side, riches in India have been contributed much by the ports.
Most of the ports are located in these states.
DP World Nhava Sheva is located in Navi Mumbai on the West Coast of India.
International standard, state of the-art infrastructure and cutting edge IT systems place it
among the elite list of world class container terminals. A 600 meter quay line supported by
land side and other ancillary services, road and rail connectivity to the countrys major cargo
generating hinterlands makes it the Terminal of Choice.
Road connectivity between DP World Nhava Sheva and the rest of the country is
through the National Highway NH-4B and State Highway SH-54 through last mile road
connectivity to the terminal. DP World Nhava-Sheva is linked with a railway track line from
the junction at Panvel with Indias national railway network. This line leads to a marshalling
yard located on the Panvel- Uran branch line section, Central Railway about 9 km from the
Terminal. DP World Nhava Sheva has its own rail siding of 2 full length lines.
It was set up in 1997 and is India's first private-public partnership in the ports sector.
One can proudly say that the colossal change that NSICT brought about to Indian shipping
has been a strong propeller for the Container trade growth, India has experienced ever since.
While NSICT commenced operations long ago, it has never lost its importance to the
shipping fraternity, and today still retains its position as India's preferred container gateway
long after competition has set in.

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1.2 - SHIPPING INDUSTRY:

AN OVERVIEW, CURRENT SITUATION AND FUTURE OUTLOOK
The shipping industry is inter-linked with the state of the global economy. It is
complex and notoriously volatile in nature. Shipping being highly dependent on trade flows
across the globe has seen cyclic booms and busts following the fluctuations in the worlds
economy. The recent economic turmoil has resulted in shrinking container trade as global
demand for raw materials and finished goods dived.
Currently, there are more than one million seafarers managing around 50,000 internationally
trading ships of various types around the globe. The basic type of ships includes container
ships, bulk carriers, tankers, ferries, cruise ships and specialized ships. General cargo ships
made up about 37% of the worlds fleet in terms of deadweight tonnage (dwt), 25 % tankers,
14% bulk carriers, 12% passenger ships and 8 % container ships. The remaining 4% includes
ships of specialized nature and which cannot be included in the above mentioned categories.
The total world shipping tonnage is registered in more than 150 nations with Panama leading
at 173 million tons followed by Liberia (79 million tons), Bahamas (47 million tons), Marshal
Island (38 million tons) and Singapore (37 million tons). Other big registry countries include
Hong Kong, Greece, Malta, China and USA.
About 17.4% of the total world fleet tonnage is owned by Greece and closely followed by
Japan with 15.1% while Germany, China, Norway and USA collectively own 25.8% of the
world dead tonnage.

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1.3 COMPANY PROFILE

DP World Nhava Sheva familiarly

known to all

as NSICT, Indias first private

container

terminal

was set up in 1997

and

was

inherited by DP World as part of the P&O Ports

acquisition in 2006.

Built at Jawaharlal Nehru

Port (JN Port), Indias largest gateway to container trade, the terminal has long been a
significant contributor to Indias development, and an exemplary example for all subsequent
container terminal operators to follow.
Number of ground slots : 6222, of which 620 are at ICD.
600 Meters linear quay length
Rail mounted quay cranes - (RMQC) Post Panamax- 6; Super Post Panamax - 2
Rubber tyred gantry cranes - (RTGC): 29
Rail mounted gantry cranes - (RMGC): 3
Reefer points: 780
Backup Area - 26 Hectares (Container Yard)
Railway Sliding for ICD - Two Tracks
Tractor Trailers - 34 (owned) and about 100 hired
Reach stackers - 3
Empty Handlers - 2
Throughput handled 2013-2014 970000 TEU (JNPT throughput 4.16 million TEU)
The terminal is managed under a 30 year Build-Operate-Transfer agreement set up with the
Jawaharlal Nehru Port Trust (JNPT) of the Government of India. In December 2008, DP
World Nhava Sheva became the first ISO 28000 security certified marine terminal in India,
setting the standard for all other terminals in India to follow.
Vision:
Sustainable value through global growth, services and excellence.
Mission:
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A global approach to a local business environment where excellence, innovation and

profitability drive our core business philosophy of exceptional customer service.
Values:

Commitment to our people & our customers

Profitable global growth
Responsible corporate & personal behaviour
Excellence & innovation

TERMINAL LAYOUT OF NSICT

CHAPTER II 2.1 - DESCRIPTION OF INTERNSHIP:

Title of Internship: Shipping intern
Location: Mumbai City and State : Maharashtra
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Full or Part Time: Full time

Objective of Internship:
Objective of Internship :

To understand the operations in a practical prospect.

Practical exposure will yield in better understanding of my theoretical knowledge.
Study the movement of containers in-out of the port.
To gain a broad knowledge of the various port operations & exclusively focus on the

operations.
Various documentations and procedures followed upon.

PERIOD OF STUDY:
Internship period started from 7th July 2014 and ended on 22nd August 2014.
DEPARTMENT / SECTION OF STUDY:
Department that I was being assigned was related to the operation management at the
container terminal at NSICT Mumbai. It includes the study of:

Gate operation
Control tower
Ship planning
Yard planning
ICD ( Inland container depot)

REPORTED TO:
The Operation head Mr. Barrington Fernandes

2.2 - NATURE OF WORK / TRAINING INCLUDES :

2.2.1 - SHIP PLANNING
Ships planner
The Ships Planner is a very important role within the Shipping Industry as this role is
critical to the discharging and loading of containers.

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Ship planning basically refers to the proper stowing or arrangement of cargo onto the
board/vessel keeping into consideration:
1. Stowage plan provided by the central planner i.e. Light on the top, Medium on the middle
and Heavy on the bottom.
2. Port of Discharge
3. Size and weight of the container
Ship planning process :
1. Baplie is received and thus downloaded onto VIA system. Errors are cleared off.
2. Plan is posted on Navis Sparcs in order to understand any over-stow or any bad stowage
3.
4.
5.
6.

or handling slots if any.

Match import figures with the DOC after finalizing import advance list.
Pre-plan export projection and allocate crane accordingly
Updating the same to the senior and line regarding heavy quay crane.
Exporting floppy by DOC in express and start matching the pre-plan with the actual plan

load list.
7. After planning a copy is been sent to central planner for his approval and any changes if
required
8. After berthing of vessel, hardcopy is send for outbound EDI for vessel.
9. Preparing for discharge/ loading with scan profile Bay plan for wharf yard checker and
supervisor including the crane work list.
10. Monitoring of the crane work list and after completion of vessel, master plan is provided
and final EDI to the vessel co.
11. Documents included with the plan are:
- Hazardous list
- Reefer list
- Special stow list
- Re-stow list
- ODC list
- Final POD wise load summary
- Final receiving copy
Bond Baplie of a ship refers to the profile of the ship
BFL - Bombay floating light
Details about the future calls should be provided so that cargo can be stocked accordingly.
What is Stowage planning simply put it is the act of allocating space to containers on
board of a container ship in the order of the discharge ports..
Tools required :
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1. The scheduled list of ports that the ship will be calling at, in the order of rotation
2. A summary of the number of containers size/type/weight of containers per port that are
planned to be loaded on the ship
3. A summary of the number of hazardous, reefer and OOG containers per port that are
planned to be loaded on the ship
4. List and summary of containers that are on board after discharge of the containers at your
port. For the purposes of this article, we will consider this port to be Durban.

Definitions:

Profile is the cross sectional view of the entire ship covering both the deck and underdeck of the ship.

Bay plan is the complete cross sectional view of the entire ship covering both the deck
and under-deck of the ship, but displayed or printed per bay

Bay each container vessel is split into compartments which are termed as Bay and
depending on the size of the ship it will proceed from 01 to 40 (for example) where Bay
01 is the bay towards the Bow (the front) of the ship and Bay 40 is the Stern (the back) of
the ship.. Odd numbered bays (1, 3,5etc) means that it is a 20 stow and Even numbered
bay (2,4,6 etc) means that it is a 40 stow.

Row is the position where the container is placed across the width of the ship.. If you
refer to the above diagram, the Row numbers are circled in Red. It starts with 01 in the
centre and progresses outwards with odd numbers on the right and even numbers on the
left.

Tier denotes at which level the container is placed basically how high the container is
stacked on board.. In the above diagram, the Tier numbers are circled in Blue.

Hatch Covers (the dark intermittent lines in the above picture) are the covers that
separate the deck from the under-deck.. The area above the line is called the deck (which
is generally visible to us when we look at the ship) and the area below the line is called
under-deck (which is not visible to us from outside the ship).

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The planning is mainly done on a document called a profile which can be viewed here..
The profile provides the full cross section of a ship at one glance. The enlarged version of this
will be the actual bay itself. Currently, the stowage planning is mostly done via computers..
Although the computers do most of the work, the basis on which they work is the tried and
tested methods that have been followed for many years around.

The list of containers that are to be loaded on board are segregated by destination..

space is allocated to each of the containers

Firstly in the order of destination the farthest destination at the bottom and the next port of
call right on top
Secondly in the order of weight the heaviest boxes at the bottom and lightest at the top
Q. Why it is important to check the stacking weights of a Containership stowage plan?
Prior loading cargo, stacking weights of containers must be checked against the allowable
stack weights on board the vessel both on deck and under deck. Neglecting above may cause
serious damage to ships structure, hull and eventually overall stability of ship may get
affected.
Maximum allowable stack weights of Tank tops, Hatch covers and Decks shall not be
exceeded at any time.
If any stacks are found to be exceeding the allowable stack weights, Terminal planner /
Central planner is to be informed and cargo stow plan appropriately modified.
Structural Safety: Apart from stability, another factor to be kept in mind for safety reasons is
to remain within the prescribed working loads for the ship structure parts such as the decks
and so forth. Care should be taken not to exceed the load density of the decks.
Safety Codes: There are safety codes available for all types of dangerous cargoes such as
chemicals and gases and these rules have been laid down by classification societies and/or
regulatory bodies such as the International Maritime Organization. These codes must be
adhered to under all conditions so as to ensure ship staf who handles such cargoes.
Identifying a stow position
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090482 is an example of a stow position.. This is basically divided into 3 parts

09 / 04 / 82 where 09 are the bay, 04 is the row and 82 is the tier translated in English it
means:Bay = each container vessel is split into compartments which are termed as Bay and
depending on the size of the ship it will proceed from 01 to 40 (for example) where Bay 01 is
the bay towards the Bow (the front) of the ship and Bay 40 is the Stern (the back) of the ship..
Odd numbered bays (1, 3,5etc) means that it is a 20 stow and Even numbered bay (2,4,6 etc)
means that it is a 40 stow.

Row is the position where the container is placed across the width of the ship.. If you
refer to the above diagram, the Row numbers are circled in Red. It starts with 01 in the centre
and progresses outwards with odd numbers on the right and even numbers on the left.
Tier denotes at which level the container is placed basically how high the container is
stacked on board. In the above diagram, the Tier numbers are circled in Blue.

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So when you see a stow position as above you will know

09 = bay number and container is a 20 (because its an odd number). If it shows for example
10 then the container is a 40.
04 = row number
82 = tier number which denotes that this is a 20 container which is stowed ON DECK..
Usually ON DECK tier number starts from 80 and increases by 2 per tier, so it will be 80, 82,
84, 86 etc. If the tier number shows 02, 04,06 etc then its stowed UNDER DECK.
For reasons of lashing and securing containers, a 40 container can sit on top of two 20s, but
two 20s cannot sit on top of 40 (unless under deck and surrounded by other containers or
within cell guides)
So this is how a stow position is coined and how you identify whether a container is a 20 or
40 and whether it is stowed under deck or on deck just by reading the stow position
provided.
Deck checker log is a document in which all the activities are recorded by the person on deck.
It gives you how many containers are being loaded and discharged.
It includes two columns avoidable delays and unavoidable delays. An avoidable delay
consists of:
Hatch cover, ITV, RTG, Yard shift, Lashing, Congest, wharf, yard and others
Unavoidable delays: Q.C proximity, gearbox, Q.C Boom up/Boom down, Plan approved,
Port convenience, crane, lock, unlock etc.

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2.2.2- YARD PLANNING

Overview
WHAT IS IT?

Yard planning refers to allocation of space to all the import and export containers in the
yard in a proper suitable manner. It should be arranged in such a manner so that there is
proper mobility of vehicle and containers in the port. Proper planning is required prior in
order to save time and congestion problem. This functionality allows appointments to be
made for transports to distribution centres and warehouses. Based on the orders registered in
the system, these transports can be scheduled by the interested parties. The solution creates
visibility in the process and optimises the incoming consignments in a warehouse for all
parties.
Yard planning is planned according to the gate operation i.e. the number of containers coming
for export as well as the discharge containers from the ship being berthed.

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 Process of yard planning

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At NSICT

According to the service space is being allocated to stack the container in the yard.
Red refers to the number of discharge containers which has to be discharged from the port

i.e. from port yard to road or rail.

Green area refers to import which is being discharged from the ship currently.
Pink relates to the rail offering which means containers to be sent through rail from ICD (

Inland container depot)

Adhoc area is being available in yard for rare services containers coming to port.
Yard supervisor is being present
One supervisor in import yard and one in export yard.
V refers to vessel is at hold.
High cube container normal stacking but should not be mixed with other 40 foot

containers and 20 foot containers

5 tier high maximum stacking in the yard.
Hazardous class containers on the NHAVA side. Proper place is being allocated to
specific class of containers.

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Class of Hazardous containers according to IMO

Class 1: Explosives

Division 1.1: substances and articles which have a mass explosion hazard

Division 1.2: substances and articles which have a projection hazard but not a mass
explosion hazard

Division 1.3: substances and articles which have a fire hazard and either a minor blast
hazard or a minor projection hazard or both, but not a mass explosion hazard

Division 1.4: substances and articles which present no significant hazard

Division 1.5: very insensitive substances which have a mass explosion hazard

Division 1.6: extremely insensitive articles which do not have a mass explosion hazard

Class 2: Gases

Class 2.1: flammable gases

Class 2.2: non-flammable, non-toxic gases

Class 2.3: toxic gases

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Class 3: Flammable liquids

Class 4: Flammable solids; substances liable to spontaneous combustion; substances

which, in contact with water, emit flammable gases

Class 4.1: flammable solids, self-reactive substances and desensitized explosives

Class 4.2: substances liable to spontaneous combustion

Class 4.3: substances which, in contact with water, emit flammable gases

Class 5: Oxidizing substances and organic peroxides

Class 5.1: oxidizing substances

Class 5.2: organic peroxides

Class 6: Toxic and infectious substances

Class 6.1: toxic substances

Class 6.2: infectious substances

Class 7: Radioactive material

Class 8: Corrosive substances

Class 9: Miscellaneous dangerous substances and articles

Plan for hazardous containers
Class 9, 8, 6, 3 can be placed in some yard to NHAVA side.
Class 3 in 5N, 5 in 5P and 2 in 5N 01-05
Blue off loading
Red delivery

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Following colours reflected in the system represents the status of the containers :
Green discharge
Orange load
Yellow- ICD loading
Black Shuffling
Pink ICD offloading
Brown Shifting
Always keep count before planning. Keep a watch on the gate activity. Number of trucks
entering in and going out.
+2+ refers to RTG operator has updated activity twice in the same stack.
Getting summary of the missing containers
-

Missing containers can be located by Express

Yard description is being provided. Details of that yard are filled up.

Container service

No. of containers present of that service

Details of the containers are being provided.

All the activities related to that container are being displayed off on the screen.

Last known shifting of that missing container is being mentioned, so according to that we
can easily trace the missing container in the yard. According to the RTG summary we can
trace the activity of any container at any moment of time.

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 SPACE PLANNING SYSTEM

Conclusion:
Yard planning thus plays and important role in controlling the inflow and outflow of
containers in a proper and effective manner without disturbing the normal flow of export
import operations in the port. Yard planner has to study all the risk involve in dis appropriate
stacking of containers as it may lead to haphazard stacking and also dislocation of containers
which may lead to port congestion.

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2.2.3 - DOCUMENTATION
Overview
Documentation department works in coordination with the control tower consist of ship
planner and yard planner. Documentation works prior to the functioning of the ship planner
before the ship is berthed and also after the container is being discharged.
Ship planner plans the ship according to the advice and plan forwarded by the documentation
department. It consists of mainly Export Advance List and Import Advance List. Finance
department also coordinates with the functioning of documentation department as collection
of any kinds of amount is being recorded and transferred to finance department through
documentation department only.

Process

Export Advance List

Export advance list in received and also the baplie that is the plan of the ship. First it is
arranged according to the format of sparcs. Navis sparcs is the software used. Any unusual
format which is not supported in sparcs is not valid.
Proper format is being assigned only then the fill is uploaded on sparcs.
Container no. Size

POD

POL Temperature

Check in excel any overlapping of container no. if any overlapping is found correct such
errors or else sparcs data and EAI data will not tally.
Save a word file according to the format of sparcs which can be uploaded onto sparcs.
As the file is uploaded onto sparcs it automatically starts distributing container according to
the POD and services. Its fully automatically done through the software.
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We should also check for any discrepancies

List of discrepancies are:

Not in yard containers
E.g. List is provided for 100 containers but only 95 container is present.
Rolled containers extra containers are present but list is provided for less containers.
POD changes
Other discrepancies All other changes related to that vessel loading.
Taking out printout and cross checking the containers, reefer ones that is present in the EAL
and sparcs. It should be tallied.
If there is a problem in the tally report then there would be a error in uploading file onto
sparcs. File will not be uploaded onto sparcs.
In sparcs containers are arranged according to the alphabetical order and thus is helpful in
tallying with the POD.
If there is any change in the POD extra charges are being applicable which is collected by
finance department.
Containers are being listed on sparcs according to their HAZ class listed by IMO.

For Import:

IAL import advance list is received from ICD, CFS list of containers to be moved are beinf
mentioned in the list.
List is being present in the form of Excel doc. It is then matched with the Baplie which is
provided by the previous port ship planner giving details of the imports according to the port
of discharge.
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It is arranged in a suitable format which can be uploaded onto sparcs. Take print out of the
same and match with the list provided.
Any kind of discrepancies are being recorded automatically in different .TXT file. E.g. 1.txt,
2.txt, 3.txt.
Save the .txt file in the c: drive.
Any small space error should be removed from the list when open in .TXT (notepad). Space
should be removed as it cannot be read onto sparc software. It will show a error message.
Sparc has a predefined format in which all the file should be uploaded or else it will fail to
upload.
List of import discrepancies are:
Not in advance list
Not in Baplie
General in Baplie, Haz in the list.
ISO mismatch records
Group invalid records
Agent invalid records
After successful updating onto sparcs mail is being sent to the line operator in order for
sending them information to send job order to take their delivery of containers.
Back to Town containers Some services containers comes to yard for exporting but due to
some problem faced by services they withdraw their containers from the port premises.
This are termed as back to town containers. They are chargeable service as it requires lifting
of containers in the yard for gate out of those specific containers. It should be informed
before the vessel is berthed for loading that container.

Gate operation :

Gate operation is linked with the functioning of the documentation department. Preadvisor
checks the container and fills up a form known as form 13.
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It is then passed to gate surveyor. Gate surveyor gives a bat number to the truck and also
checks the container physically. Later on the C.I.S.F member on gate checks the container
again and then passed on towards the yard.

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Conclusion:

Documentation department works in coordination thus helping other departments to function

smoothly and effectively. Proper functioning of these department in turn help in smooth
functioning of the other departments such as finance and tower consisting of ship planner and
yard planner.

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2.2.4 - CONTROL TOWER

India has more than 7517 kilometres of coastline with 187 minor ports and 13 major ports.
The management and development of the major ports are controlled by the central
government through the respective port trusts. Minor ports are controlled by the state
governments. About 80 present of the Indias seaborne trade is conducted through major
ports, which are administered by the Board of Trustees constituted under The Major Port
Trust Act, 1963.
Guidelines for PPP in Major ports
The objective of these guidelines was not only to attract private investment, but also to
improve efficiency, productivity, and quality of service as well as to bring competitiveness in
port services in India. The guidelines listed the areas to be thrown open to private sector
participation and outlined the procedure to be adopted for PPP initiatives. Salient aspects of
the guidelines are:
1) Open tenders to be invited for private participation on Build, Operate and Transfer basis
(BOT),
2) Period of license not to exceed 30 years,
3) At the end of concession period, all the assets revert back to Port Trust, free of cost,
4) Two bid system (Financial and Technical bids) to be followed. Financial bids of only the
technically qualified bidders to be opened,
5) Bidders to be asked to indicate in their financial bids
I.
An upfront fees for the license,
II.
Royalty per ton of cargo handled, and
III.
The minimum cargo handled
6) Comparative financial evaluation of offers to be based on the concept of maximum
realization to the Port on Net Present Value (NPV) basis calculated by using a discount
rate as periodically fixed by the government. Royalty for the purpose of analysis would
be based on the minimum traffic which the entrepreneur guarantees.

Tower:

The word tower in simple words can be defined as a structure taller than its diameter; can
stand alone or be attached to a larger building. For any industry tower is Centre of the
operation, where plans are prepare, arrangement of data, and filtration of information done
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which are receives from various sources, receives and gives command and execution of plan
takes place.
Tower control in a port industry acts as a nerve system, from where all types of information is
consolidated and disseminated to various departments.

About Control Tower of NSICT:

1. In NSICT tower is located at fifth floor of the building
2. Employee: Eight employees are working in the control tower as per shift, for four
days in a week
3. Shift: Employees are working in two shifts and each shift consists of 12 hours. First
shift starts from 7:00 a.m. in the morning and ends at 7:00 p.m.
4. Software: Navis Express and Navis Sparcs are two main software, used by the control
tower of NSICT
5. Operating System: Presently, NSICT is using Windows XP operating system for all
the departments, including control tower.
6. Channels: In NSICT, employees are using VHF (Very High Frequency). Channels are
divided in following ways:

Channels Frequency
1-8

9
10
11
12
13
14
15
16

Connects To...
In NSICT each QC connects with tower on a
special designated frequency. For Example:
QC one works on channel 1 and so on.
Channel 9 connects to RTG operator
Lashing supervisor
Port controller
Refer Yard supervisor
Control Tower
ICD supervisor
Yard supervisor/Wharf supervisor
Engineering department

Function of Tower:
Control tower as it names itself suggests managing or exerting control over something.

Port is a place where machine and human interference maximum, cargoes and passengers
handling, providing services for ships such as bunkering and repair, bases for industrial
development, terminals forming part of a transport chain, shelters for ships. But the

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monitoring and execution takes place in tower, therefore control tower possess important
functions which are as below:
1. The basic function of tower is to monitor activities of Internal Transport Vehicle(ITV),
Rail Mounted Gantry Crane(RMG), Rubber Tyre Gantry Crane(RTG), Quay Cranes(QC),
Reach Stacker, Front Loader, Fork Lift and other equipments carries out the works in
designated areas,
2. Tower manages the berthing and un-berthing of vessel and for this purpose berthing
reports are prepared and kept in separate file for future purpose,
3. Tower maintains a separate book in which export-import of containers are recorded as per
plan,
4. Control tower maintain allocation of work sheet on daily basis of employee working in
wharf, deck, yard, RTG, RMG, Reach Stackers, QCs and other equipment
5. Any breakdowns in equipment are reported to control tower and tower operator acquaints
to engineering department. Control tower also maintain a book in which breakdowns are
recorded regularly,
6. Emergency, any haphazard act or accident can be immediately report to control tower on
radio. Control tower has right to stop or presume work which halt due to any cause. For
example: In NSICT employee can report accident or suspicious activity to control tower
at channel no:13,
7. Shift hours is maintain by the tower, in NSICT shift report prepare 5:45 a.m. in morning
every day,
8. Employee absenteeism records kept with control tower
9. Indian Metrological Department issues weather report which is used by the control tower
in providing weather information for berthing/unberthing vessel. Weather report is
prepare regularly
For example: Tide report (high or low level),
10. Control tower maintains safety document for vessel. NSICT has separate vessel
inspection checklist and follows OS5A rule. Copy of inspection checklist and findings
to be given to the Master of the vessel or their representative.
11. For example:
Vessels name
Date of inspection
IMO no. of vessel
Time/Shift
Inspection conducted by
Vessel representative

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12. Port is not a small area; it is extensively large area where movement of equipments and
human interference happen maximum. So all the safety precaution and measurement
control taken by the tower, to ensure safety of employees,
13. Tower continuously made proper communication with ICD supervisor and gives
necessary instruction, if any necessary changes are require to be made,
14. The existence of control tower facilitates efficiency and provides information to
respective departments,
15. Control tower makes sure for each movement of export and import cargoes,
16. It also acts as an intermediary between management and employees.

Some Important Findings:

1) To begin with, the statement of confrontation between tower operator and ITVs driver.
Tower operator program the work for ITVs to load and unload container in specific areas
such as; wharf, yard, ICD etc. and send it on VMT (Vehicle Mounted Transport) installed
in each ITVs. So, ITVs driver should follow the direction as per given by the tower
operator in normal case. But it generally not happens in practice and as a result of that it
impacts on productivity of port.

Q. But why it happens and how management can control over these problems?
A port is extensively wide area spread in many of hectares. Total terminal area of
NSICT is 28 hectares and about 85-90 ITVs working round the clock in different shift.
Control tower coordinates with transport supervisor for the ITVs movement. However
but the execution of plan does not take place as per schedule prepare by control tower for
ITVs.
One way to overcome from such problem to install GPS (Global Positioning System)
in every ITV. It provides real time monitoring of ITVs movement. Tower operator by
looking at the screen in tower itself can easily track position of ITV in port.
2) Secondly, as NSICT do not have owned ITVs and engage for service under terms of
contract by the private transporters. So while signing contact with ITVs owner/provider
all terms and conditions should be made very clear. During operation driver should
comply with instruction as per agreement and for violation of any agreement deed,
stringent action and penalty should be levied on both ITV driver and its owner.
3) Formal training is one aspect of this and port industry should devote considerable effort to
developing and conducting port training courses and seminars for senior management and
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to prepare training materials to enable employees. It was felt that additional would be the
availability of clearly written technical papers devoted to common problems in the
management and operation of the ports.
The degree of satisfaction that is obtained on the basis of pre-set standards will indicate
the level of port performance and this can be achieved by reducing vessels turnaround
time and thus increasing port efficiency.

2.2.5 - INLAND CONTAINER DEPOTS (ICDS)

ICDs are dry ports. Dry ports at a distance far away from the shoreline handle all the
import export formalities. ICDs act like deep-water, ports installed inland or interior where
the natural benefit of shoreline is non-existing. This a large warehouse where containerized
cargo is accepted for export. The exporter books his cargo at an ICD and completes all export
formalities. Thereon ICD moves the containers by movement consolidation to natural port.

Benefits of ICD:

1.

ICD connects major ports to hinterland.

2.

ICD facilities customs clearance, export import formalities. ICDs ensure that business

person does not have to go to the deep water

3.

ICD serves as consolidation facility and has handling equipment ports. Facility to group

small consignment and create container loads needs handling equipment.

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4.

Inter model transfer is a major operation in an ICD.

5.

ICD increases the export potential of industries.

6.

ICD decongests major ports.

7.

Benefits of containerization can be fully availed only when we have a good network of

ICDs.
An inland container depot is an organization offering a total package of activities to handle
container and general cargo flows between road, rail, and waterways, resulting in maximum
service for inland transportation at minimum costs.

a)

ICDs provide the following services:

Handling of containers from road, rail, and barges (light freight-boa, a seagoing vessel)

to a temporary storage area or container yards.

b)

Intermediate storage between various transportation modes. Special containers and/or

cargo may require additional provisions such as refrigeration, special areas for dangerous
cargo, etc.
c)

Receipt and delivery of containers and general cargo. This may include activities such

as weighing, inspection of scales, inspection of possible damages, inspection of safety

stickers, verifying container information, verifying codes, etc.
d)

Sometimes the cargo cannot be directly delivered to the customers door. In this case

there can be cargo consolidation, i.e. redistribution of cargo in the containers depending upon
the direction of the dispatch of the cargo.
e)

Facilities may include container cleaning service, pre-trip trials of new containers,

checking the proper functioning of refrigeration equipment, regular maintenance and repair
service of containers, material handling equipment for containers, etc. In other words, ICDs
should be self-sufficient units.
f)

Customer clearance activities at inland terminal can help to decrease the dwell-time of

the containers in the deep-sea ports. These activities include whether the containers are filled
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to their maximum capacity or not (LCL), checking of the container seals, proper assessment
and the valuation of the cargo and so on. Such a function has proved to be time and cost
saving.
g)

A company may decide to provide certain physical distribution services which are

situated close to the ICDs. For example, garments can be ironed and packed, price tags/labels
can be affixed to consumer goods, liquids which are to be packed in bulk can be bottled and
sealed properly, etc. This means a variety of activities related to finished goods can be carried
out close to ICDs wherever such services are capable of being provided. On their port, ICDs
may help companies by providing sophisticated refrigeration plants and warehousing
facilities for export of vegetables, and fish.
The Inland Container Depot (ICD) performs a number of services for the transport operator
and for the shipper or consignee. In general, there are three sequences of activities.
The three main operational systems in the ICD are:

container arrival,

container storage and

container departure

The activities that are included in each sequence depend on the direction of the container
movement (inbound or outbound) and the container status Full Container Load (FCL), (no
stuffing/de-stuffing) required or Less than Container Load (LCL) (stuffing/de-stuffing
require).
Claiming a consignment can be a relatively time consuming process that involves crossborder formalities, de-stuffing, etc. In clearing the containers quickly through the port
terminal, the port terminal activities are roughly restricted to ship to shore transfer,
positioning in the yard for pickup, Customs detention if warranted, and so on. In essence,
time consuming activities like de-stuffing, duty payments, cargo storage, container storage
are deferred to another location outside the port.
At the completion of processing at the container depots, the cargoes will be claimed by the
owners

and

generally

distributed

as

break-bulk

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their

respective

sites.

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In the case of break-bulk cargo where both the ICD and the cargo owner are located far away
from the port, the line haul portion of the voyage can be undertaken using containers instead
of break-bulk vehicles whereby break-bulk transport is much less efficient than containerized
transport. (Generally 3 break-bulk shipments by truck is equivalent to one container shipment
by truck) Transport costs can be reduced by keeping the goods in containers vis--vis breakbulk transport for as much of the line haul component as possible.
Furthermore cargo owners are not required to send agents to the port in order to clear the
goods, rather document and cargo clearance can be undertaken at the ICD saving the cargo
owners time and money.
The activities that are undertaken in an ICD ultimately depend on the type of cargo (breakbulk versus containerized), mode of transport (road, rail, inland waterway), and type of
shipment (foreign or domestic). Certainly the movement of containers around the ICD will
require the use of handling equipment, and storage whether in a container yard or Container
Freight Station (CFS). In addition, shipments that require stuffing or de-stuffing services
(break-bulk movements) will be processed via the CFS. Likewise, foreign shipments that
require customs clearance will also be routed via the CFS.
How ICD make import and export easier, and increase foreign trade

Better customs checking/clearance/easier collection of taxes/revenue

Better transport links/easier transport to Gateway Ports and Airports /cheaper transport to

Gateway Ports and Airports

Cheaper Container storage and handling facilities
Better cargo management
Cargo Storage in sheds and open areas
Refrigeration available in most locations
Quicker processing / less time lost / avoid delays at Gateway Ports and Airports
Less congestion at Gateway Ports and Airports /eases pressure at Gateway Ports and
Airports

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2.2.6 - GATE OPERATION

The basic meaning of word gate means, Passageway where goods or passengers can embark
or disembark. Gate is a place where total admission and discharge activity takes place. Gate
defines boundary within which different operation conducts and executes. In simple words
gate is entry and exit point, and where;

Congestion happens,
Queue made,
Movement of goods and people,
Enquiry is made,
Receipts of goods,
Discharge of goods,
Security deploys, and
Exchange of documents.

Gate operation at DP World Nhava Sheva

DP World Nhava Sheva is located in Navi Mumbai on the West Coast of India.

International standard, state of the-art infrastructure and cutting edge IT systems place it
among the elite list of world class container terminals. A 600 meter quay line supported by
land side and other ancillary services, road and rail connectivity to the countrys major cargo
generating hinterlands makes it the Terminal of Choice.
In DP World Nhava Sheva gate operation takes place in following ways:
It handles and deals with the export and import of goods in containers,
Issue of copy of EIR(Equipment Interchange Receipt),
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 Pre-Advice process is just updating the details of the specified container and a Pre
gate process is at Ambevadey,
A survey is done by surveyors who inspects the container and notes down the details
of container such as: - container number, damage if any, seal no, temperature of refer
container etc.
Total of 8 gates are in DP world Nhava Sheva in gate no: 1-5 deals with mostly with
In-gate process and gate no: 6-8 delays with Out-gate process.
ODC (Over Dimensional Container) is handled by gate no: 8 only.
As per the yard requirement they will use export and import containers to get in.

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EIR (Equipment Interchange Receipt) includes the following details:

Date
Transaction number
Status
Size
Required temperature if its reefer
Weight
Operator
Set temperature
Truck number
BAT number
ISO code
Destination
POL
Container
Vessel
VIA
Seal 1 & Seal 2
POD
EIR Sample Copy

In DP World Nhava Sheva there are four important phases in gate operation which are as
below:
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1
2
3
4

Survey,
Pre advice cabin process,
In gate operation, and
Out gate operation.

Survey: Conducting survey is the first and foremost important phase in gate operation. A
survey is conduct in DP World Nhava Sheva for the containers and the person who

conducts the survey called surveyors.

Pre-advice cabin process: The next phase in gate is Pre-Advice process and Pre advice
process is all about the information of container to be exported or imported. Navis

Express is the software which is used in entering the details and its processing.
In gate operation: This is third phase in gate operation. Receive EIR form from the

vehicle driver.
Out gate operation: This is the last and important step in gate operation, which are as
follow:
a
b
c

The vehicle is parked in yard parking

Handover one copy of EIR to CFS.
Custom copy stamp should be made on EIR.

CHAPTER III 3.1 - FINDINGS & OBSERVATION

DP World and Jawaharlal Nehru Port Trust (JNPT) have signed an agreement for the
development of a new container terminal. The new 330 metre berth with 27 hectares of yard
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will add 800,000 TEUs (twenty foot equivalent container units) of container capacity and
help ease congestion at Jawaharlal Nehru Port.
DP World will invest around $200 million to build the terminal, which is expected to
commence operations in 2015. The new terminal is adjacent to the Nhava Sheva International
Container Terminal (NSICT), which DP World currently operates.
It would benefit the port by reducing the congestion level and also will help to handle more
and more vessels over the period. This will in turn help to increase the throughput of the port.
There is a huge demand for container transportation at NSICT, thus there was a huge
congestion at the port premises due to inbound and outbound transaction. Thus it would
expand the area of operations which will be beneficial in all points of view. Revenue to the
port will also increase as the handling of vessel increases by the time.
JN Port trust is one of the major port trust which handles around 60 % of the whole nations
container transportation. NSICT operated under JN Port Trust on a concessional agreement.
So adding up new terminal will bring more and more business to the port thus increasing
profit for the port.
Delays in functioning are caused due to:
Adverse environmental condition and poor connectivity of road.
Use of old technology affects the proper functioning.
Fixed window are given for each vessel as a result, previous vessel misses window then
the next one too. In such cases the vessel has to wait outside the port.
If the previous vessel takes more time for loading and unloading or has broken down or
performing poorly then naturally the vessel gets delayed.
Sometimes the container position in the yard is not updated so the agent needs to send
surveyor to physically visit the container yard for updating the position.
Quality of service offered by GTI is much better than NSICT.

3.2 - RECOMMENDATION / SUGGESTIONS

As per the analysis of the report following suggestions are for the port:
To retain its position in comparison with other ports, NSICT should use updated
technology, improve infrastructure and optimize the export import procedure in various
ways.
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 The documents required should be kept ready for any transaction from port as well as

from shipping agents side to avoid delay because of documentation.

Should adopt newer technology in order for smooth functioning.
The cargo to be transported by road should be compulsorily insured.
Systems should be updated regularly and also integrated software should be developed.
Cranes should be well maintained for better performance as it is the key to success for

any port.
Charge penalties to make employees more efficiently and effectively, also provide
incentives to the employees to encourage employees.

3.3 - CONCLUSION:
For India to retain its prominence as a maritime country more seaports with state of
the art infrastructure / facilities are needed on its long coastline. NSICT part of JN port trust
is one of the major ports in India. It is Asias number three container handling port. It has
major competition with the port of Vishakhapatnam and Kandla.
Gate Operation is the main area where all the primary work takes place which further leads to
yard planning and vessel planning. There should be proper watch on the operation at gate as
any error would lead to future misunderstanding.
The present scenario states that the terminal has some strong and weak points due to which it
cannot be declared that it is a non-productivity terminal. Presently there is a stable demand
for containers at NSICT which gives encouragement in order to improve their services and
technology so that it can expand more in the competitive market.
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3.4 - BIBLOGRAPHY
http://www.dpworldmumbai.com
http://web.dpworld.com
http://shippingandfreightresource.com
www.marineinsight.com
http://commerce.nic.in/infr_guidedet.html

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