This document summarizes a study of cargo handling operations at Kandla Port in India. It provides an overview of the port's infrastructure, including dry and liquid cargo berths. It analyzes import and export traffic data from 2006-2007 to 2015-2016, finding growth in some commodities but reductions in others. It also performs a SWOT analysis, identifying strengths like the port's location but also weaknesses such as outdated equipment and low draft levels. The document concludes with findings such as Kandla Port maintaining its position as India's top port but needing to improve facilities and reduce costs to address rising competition.

2. EXECUTIVE SUMMARY
 This Project deals with the cargo handling operations at kandla port. The study
includes EXIM details of cargo at the port. This project enables to know about the
capacities, capabilities & all the facilities provided by kandla port in handling traffic
at the port.
 This includes the collection of data about traffic handled during the years wise,
commodity wise, flag wise & also chart of Export-Import for cristal view.
 Our study on their present infrastructure facility was that of cargo berths, liquid
jetties, SBM at Vadinar & storage facilities KPT is facing a lot of competition from
all major port and specially from the minor port situated on the same cost. This
might affect Kandla port trust’s growth in the near future, keeping this in mind KPT
should invest on its infrastructure facilities.
 After over study at KPT we suggest them to improve a few drawbacks that could
really affect them in the near future specially because of the prevailing stiff
competition.

3. INTRODUCTION
 Kandla Port continues to be India’s no.1 Port with 100.05
MMT (92.5MMT in 2014-15) traffic handling. It has been at
top for many consecutive years. Kandla Port contributes
16.5% to India’s total Major Ports handlings. Port has 12 dry
cargo berths with total length of 2.57KM in straight line and
6 Oil jetties for handling of POL and Chemical. The single
buoy mooring in Vadinar can handle Very Large Crude oil
Vessels (VLCC) with a pumping capacity of 5000 tonnes per
hour.

4. HISTORY
 The history of Kandla Port owes is origin to the year 1930, when the
ruler of the then princely state of Kutch, Maharao Khengarji - III
wanted to deep draught History legacy- The Vision by Maharao
Khengarji, Kutch Port in his kingdom.
 The Evolution – As substantial for Karachi Port
 Due to the loss of Karachi port after independence the burden of
northern trade was shifted to the Port of Mumbai under the
inspirational and able guidance of the great visionary & Iron man of
India, Shri Sardar Patel, the government of India on 17th February
1948, constituted an expert committee known as “The West Coast
Major Port Development Committee” to explore the possibilities of
establishing sea Port to carter to the vast hinterland. he Evolution –
As substantial for Karachi Port

5. Contin….
 Due to the loss of Karachi port after independence the burden of
northern trade was shifted to the Port of Mumbai under the
inspirational and able guidance of the great visionary & Iron man of
India, Shri Sardar Patel, the government of India on 17th February
1948, constituted an expert committee known as “The West Coast
Major Port Development Committee” to explore the possibilities of
establishing sea Port to carter to the vast hinterland.
 On January 20, 1952, Pandit Jawaharlal Nehru, then Prime Minister
of India, laid the foundation stone for mew Port on the western coast
of India. It was declared a Major Port on April 8, 1955 by late Shri
Lal Bahadur Sashtri, then Ministry of Transportation and the Port
Trust was formed in 1964.

6. MAJOR PORTS IN INDIA
 The ports are gateways for India’s international trade. India is
endowed an extensive coastline of about 7600 kms dotted with 12
major ports and 184 minor and intermediate ports.
 Among this 12 major ports, 6 are located on the west coast
 Kandla, Mumbai, JNPT, Murmugoa, Cochin, Vishakhapatnam,
Calcutta and Ennore
 Four of the major ports i.e. Calcutta, Mumbai, Chennai, Mormugoa
are more than 100 years old. The 12th major port, the port of Ennore,
the first corporate port in India has commenced operations in the
year ended 2000.

7. PORT LOCATION
Kandla port is situated in the kandla creek and is 90 kms.
From the mouth of the Gulf of Kutch. It is protected natural harbour.
Latitude: 23 01' N
Longitude: 70 13' E

8. KEY OBJECTIVE
 To provide efficient and economic port services.
 To render value for money and value added services to customers.
 To create facilities of international standard and facilities quicker
turnaround of vessels.
 To maintain peaceful industrial relations by recognizing the work
force as an asset and develop them to the changing port scenario.
 To participate in social developed by contributing its mine to the
society at large.
 To be environment friendly.

9. STRATEGIC AND CLIMATE ADVANTAGES
OF KANDLA PORT
 All weather port – 365 days, 24*7
 The Indian major port that is nearest to the middle east and Europe
 Protected and safe harbour
 12 berths stretching 2.57 km in straight line
 2 Nos. of Mobile Harbour Cranes
 Port with highest liquid storage capacity in the country
 Lowest cost per ton amongst all Major Ports and non-major ports
 Excellent road and rail connectivity
 Law tariff than other Major Ports
 12.5 meter draft
 Security by CISF

10. FEATURES OF THE BERTHING POLICY OF
CARGO JETTY
 At cargo jetty, port gives priority to vessel as per its policy.
There are some policies at port given as below:
 Government policy
 Coastal policy
 24hrs. policy
 10000 ton
 4500-6000 ton

11. POLICY IMPLEMENTS ACCORDING TO THE
FOLLOWING CONDITIONS
 One berth available for 24hrs turns around priority
 One berth available for 600mt priorities
 One berth available for 4500mt priorities
 Three berth available for Export vessels
 Any other priority accorded as per government directives.

12. RESEARCH OBJECTIVE
 To collect the data about cargo handled by KPT for last 10 years and
the analysis the same.
 To conduct field survey for “EXIM” and to decide about future
“EXIM” of KPT to enhance efficiency of port.
 To find out computation imposed by minor/major port of
Gujarat/India to KPT.
 To frame guideline and o suggestion KPT for retaining No.1 for ever.

13. PORT INFRASTRUCTURE FACILITIES FOR
DRY CARGO
 Kandla port being a multipurpose cargo handling port
handles liquid as well as dry cargo over the years.
 We can divides different types of commodities in board
categories as:-
 Dry Bulk Cargo
 Liquid Cargo

14. BERTH DETAILS
BERTH PANNEL NO. LENGTH (in Mt.) DRAUGHT CAPACITY (MT) DWT
1 1 to 8 182.93 9.8 0.9 45000
2 9 to 16 182.93 9.8 0.9 45000
3 17 to 24 182.93 9.8 0.9 45000
4 25 to 32 182.93 9.8 0.9 45000
5 33 to 41 205.79 9.1 0.9 35000
6 42 to 50 205.79 12.5 0.9 35000
7 51 to 58 238.64 12 0.9 55000
8 59 to 68 213.64 12.5 0.9 55000
9 69 to 78 182.93 12 0.9 55000
10 79 to 85 209.41 12 0.9 55000
11 86 to 98 281.00 12.5 1.2 65000
12 99 to 110 264.00 12.5 1.2 75000
13 111 to 122 280.00 12.5 2.0 60000
14 123 to 135 280.00 12.5 2.0 60000

15. SALIENT FEATURES
 Covered storage capacity of over 2 lakh MT inside port area for dry
cargo.
 Open storage capacity of 760330 MT inside the port area of dry
cargo
 Private handling equipment like mobile crane, lifter, pay loader,
forklifts, heavy trailers etc available on hire at competitive rates.
 66KV power supply of the port.
 7 forklift truck out of which 1 forklift is of 5 ton capacity, 4 forklifts
are 3 ton capacity & forklifts are of 2.5 ton capacity.

16. DRY BULK CARGO HANDLING EQUIPMENT
PORT EQUIPMENTS
WHARF CRANES
Sr. No. CAPACITIES MT/hour
1 12 tons ---
2 12 tons ---
3 16 tons 400
4 16 tons 400
5 16 tons 400
6 16 tons 400
7 25 tons 600
8 25 tons 600
9 25 tons 600
10 25 tons 600
11 25 tons 600
12 25 tons 600

17. EQUIPMENT
 2 MHCs Owned by KPT
 2 MHCs owned by KPT & Private Stevedores (A.V Joshi)
 2 MHCs owned by KPT & Private Stevedores (A.M.C)
 2 MHCs owned by KPT & Private Stevedores (Balaji Heavy lifts)
 2+1 Floating Cranes owned by Private Stevedores (Rishi Shipping)
 2 Floating Cranes owned by Private Stevedores (Shreeji Shipping)
 1+1 Floating Cranes owned by Private Stevedores (U.L.A)
 1 Floating Cranes owned by Private Stevedores (Shiv Shipping)
*MHCs = Mobile Harbour Cranes

18. TRANSPORT FACILITIES
 ROAD TRANSPORT FACILITIES :-
Transport is the mean of carrying of materials from one place to other. It may be
from jetty to open storage location/godown/warehouse and even directly to any
location out of port area or it may be from any location to jetty. The port has two
lane and four lane approaches to NH-8A
 RAILWAY TRANSPORT FACILITIES :-
The goods trains and tankers are used to take the materials from port to any place in
the country and vice-versa. Kandla port has a 13 km railway inside port area. The
railway staffs are posted at kandla port for:
*Bringinig goods trains and taking out of same
*Maintain the signalling system
*Placing and removing the wagons as per requriment

19. PORT INFRASTRUCTURE FACILITIES FOR
LIQUID CARGO
 Liquid cargo can be classified as:
=>Petroleum oil
=>Vegetable oil
=>Chemical
=>PHOS acid
=>Ammonia
=>Other liquids
Liquid facilities are also a part of total cargo handled by port. It includes
liquid bulks like petroleum oil Lubricants oil, acid, ammonia and other
liquids. It also some fertilizers and its raw material in liquid form. The most
important is the crude from Vadinar is also under liquid category.

20. BERTH DETAILS
BERTH DRAFTS LENGTH MAX. DWT
1 10.4 90.0 40000
2 10.0 108.0 52000
3 10.7 85.0 40000
4 10.7 110.0 56000
5 9.5 110.0 45000
6 10.1 120.0 45000
7 33.0 300000

21. LIQUID BULK HANDLING AT KANDLA PORT
TRUST ARE AS UNDER
PORT NO. OF BERTH TYPES OF CARGO ACTUAL DEPTH VESSEL SIZE
Vadinar 3 SBM+ESSAR POL crude 30.00 3,00,000
Kandla 4 (OJ-1 to OJ-4) POL/other 10 to 10.70 40,000 to 56,000

22. FEATURES OF THE LIQUID
 Over 12 lakh KL storage facilities for POL product
 Over 8 lakh KL storage tanks near the jetties
 Sophisticated pipelines line network including stainless steel pipelines
 Three SBM (Single Buoy Mooring) at vadinar
 Suitable for all classes of liquid and chemials
 Suitable for A, B, C, LG, NH, EO classes of liquid & chemicals

23. OFF-SHORE OIL TERMINAL – VADINAR
 A draft of up to 33 meter at SBM and lighterage point operation (LPO) at
vadinar is available
 3 nos. of single buoy mooring available
 Providing crude oil intake facilities for the refineries of M/s IOCL at koyali
(Gujarat), Mathura (U.P), panipat (Haryana), and Essar refinery vadinar in
Jamnagar district
 Vast crude tankage facility having capacity of 1144000 KL and 1000000 KL
of M/s IOCL & M/s EOL respectively
 2 nos. of 35 ton BP tugs as well as 4 nos. of new 50 state of art BP tugs are
available at vadinar for the smooth and simultaneous shipping operation
 One oil and debris recovery vessel for oil pollution control is acquired and
stationed at vadinar.

26. IMPORT DATAANALYSIS
 Overall Annual Growth in Import (Kandla port- 2015-16’) : 13.05%
 Total Import Traffic 2006 - 07’: 39.98 MMT
 Growth: 97.27%
Total Import Traffic 2015 - 16’: 78.87 MMT
 Growth in Other Dry Cargo : 37.54%
 Growth in Liquid Bulk : 31.25%
 Growth in Fertilizer : 13.54%
 Reduction in Fer. Raw material : (-Ve) 74.19%
 Growth in Iron & Steel : 53.39%
 Growth in Food grain: 98.22%
 Reduction in Ores: (-Ve)20.33%
 It is observed that every year cargo traffic fluctuates, so Kandla Port should develop facilities
for cargo handling acquiring new cargo handling equipment, reducing documentation
procedures & by implementing optimized berthing policy regarding heavily Imported
commodities so that time can be utilized.

29. EXPORT DATAANALYSIS
 Overall Annual Growth in Export (Kandla port- 2015-16’) : (-ve) 4.68%
 Total export Traffic 2006 - 07’: 18.02 MMT
Growth: 15.98%
 Total export Traffic 2015 - 16’: 20.90 MMT
 Growth in Other Dry Cargo : 11.72%
 Growth in Liquid Bulk : 33.33%
 Growth in Iron & Steel : 60.33%
 Reduction in Food grain: (-Ve) 67.12%
 Reduction in Ores: (-Ve) 28.26%
 It is observed that every year cargo traffic fluctuates,so Kandla Port should develop facilities
for cargo handling acquiring new cargo handling equipment,reducing documentation
procedures & by implementing optimized berthing policy regarding heavily Imported
commodities so that time can be utilized.

39. The location of the port is main strength for it.
It is nearest to the Middle East and Europe
The road connectivity and rail connectivity are
good.
It covers most of the north India as hinterland –
Punjab, Haryana, Delhi, Rajasthan and Gujarat
these hinterland has very good export oriented
manufacturing base.
Lake of modern machineries
Low draught level
Lack of IT Technology
Storage area management
Procedural delays
Development of new jetties/berth
Growth potential
Revenue generation modern facilities
Increasing competition from Gujarat maritime
board ports (Non Major ports)
The upcoming private ports
SWOT
ANALYSIS
S W
O T

40. FINDINGS
 Since last 10 years Kandla port is No.1 port in cargo handling operations.
 The price charged (wharfage cost, cargo handling cost, storage cost,etc.) by Kandla
port is lowest compare to all other ports.
 Key customer is PANAMA.
 Due to demurrage charges shipping companies are not satisfied.
 Construction of new berth is at very low pace.
 The draught level is low.
 The time taken for clearance and other procedures is high.
 The shipping companies are shifting their cargo vessels to other port as the time
taken for loading and unloading is very more compare to other ports.
 The maintenance cost for berth is very high.
 The highest profit generation of Kandla port is through Vadinar port because
maintenance cost is very low at Vadinar port.

41. SUGGESTIONS
 To retain the no.1 spot in traffic handling and to improve their brand image following are the
suggestions :-
 Kandla port should upgrade the port with modern technologies to handle cargo at quicker pace.
 Focus should be delivered on the handling of the liquid cargo by developing more no. of liquid
cargo berth instead of multipurpose cargo berth since saturation is observed in multipurpose
cargo handling business.
 The jetties should be built with high draught level.
 The environment at port should be trader friendly.
 Kandla port should build a proper container terminal because now a day most of cargo export
import takes place in container. Kandla port should introduce unloading of cargo directly to
conveyor belts to godowns.
 Should invest more on Vadinar port because ROI from Vadinar port in high.
 Kandla port should be develop Tuna port as the draught level is high their and container
terminal should be built there.

42. CONCLUSION
 From this report we can conclude that Kandla port is
lacking behind in modern mechanization, skilled
employees, documentation and procedural work, but then
also low scale of rates and other services Kandla port is
able to retain their No.1 spot in handling cargo traffic
since 10 years. To retain this No.1 spot Kandla port is
focusing on new projects and investing in Vadinar and
Tuna port.

43. THANKS…..