1. 1
An Internship Report on
Krishnapatnam Port Container Terminal
Submitted By:
K.V.S.Kiran
Roll No:-5135012
Year-2013-2015
Submitted in Partial Fulfilment of the Requirements for the
PGDM (Tourism & Cargo)
Submitted To:
Indian Institute of Tourism and Travel Management
(An organization of Ministry of Tourism, Govt. Of India)
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Acknowledgement
In order to experience the real facts of Tourism and Cargo industry, Indian
Institute of Tourism and Travel Management Nellore and its management had
organized a proposal for internship program to PGDM in Tourism and Cargo
students in various related TOURISM &CARGO services. Regarding this basis,
this report is all about internship experience, which is essential as per my course of
study. I got an opportunity to work in Container Cargo industry. So, I greatly and
heart fully thanks all the genuine people who made me gain and well known about
the real fact of Cargo industry.
First and foremost I would like to express my warm appreciation to Indian
Institute of Tourism and Travel Management Nellore for providing such kind
of opportunity to develop our knowledge and experience. I am equally thankful to
our Nodal Officer Mr. A.Vinodan, our internal internship and Exams & Students
Cell Coordinator Mrs.S.Meera Madhavan and especially my PGDM Tourism
and Cargo Chairperson -Placement officer Dr.Saravanan.P and Our professor
Shri. Sanjeev Reddy CK.
I would like to express my Deepest thanks & Capt. Pradeep Ramachandran
Asst. General Manager (KPCT) &Mr.UMANG MAKWANA & Mr.Nagendra
Asst. Manager (KPCT), along with staff especially, Mr. Deba Ranjan Das &
Mr. Praveen (Terminal Supervisor), and other officials for giving the
opportunity to work with them and making familiar with the working environment
of organization.
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Table of contents
S.no. Contents Page no.
1 Executive Summary 4-5
2 Organization overview 6-20
3 Objective of Internship 21
4 Scope and need of Internship 22
5 Learning from Internship 23-53
6 Observations and Suggestions 54
7 Limitations 55
8 Bibliography 56
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Executive summary
About IITTM:
The Genesis
Indian Institute of Tourism and Travel Management (IITTM), an autonomous
organization of the Ministry of Tourism, Government of India, is one of the
premier institutes in the country offering education, training, research and
consultancy in sustainable management of tourism, travel and other allied sectors.
The stakeholders‟ realization that the country is in need of such professionals who
can provide an excellent standard of products and services, resulted in the creation
of IITTM in 1983 at New Delhi. It is devoted to the pursuit of higher knowledge in
tourism and its dissemination to a diverse audience. Over the years, Institute has
established a distinguished identity of its own and reached at a commanding
position among sectoral B-Schools in the country. With its focus in meeting the
changing needs of the tourism industry, it has played a pioneering role in the
propagation and professionalization of tourism education. The management of the
Institute is entrusted in the hands of the Board of Governors having the Union
Minister for Tourism as its Chairperson. The efforts of the Institute have been
instrumental in evolving the fundamental framework for tourism education and
training in the country as it exists today. The Ministry of Tourism, Government of
India has also entrusted the institute to conduct regional level guide training
programs for all the regions of the country.
Having set the benchmark in Tourism sector, we have begun the journey to define
excellence in field of ever expanding Service sector. IITTM, with its vast resource
pool and enormous experience will set trends and create new paths which will set
the pattern to be followed in future.
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The Mission
IITTM is committed to developing quality human resources for tourism and allied
services. The target groups of its educational/ training programs extend much
beyond the organized sectors of the economy. IITTM endeavors to nurture
professional and managerial excellence, social and cultural sensitivity, moral and
ethical responsibility with concern for the environment and strive for latest
techniques to develop decision making abilities with a resolute approach towards
productivity, excellence, innovation and value for others to enable its participants
to keep pace with the changing scenario of the economy and its environs.
The Culture
The faculty, staff, students and the administration of the Institute contribute to the
building up an organizational culture marked by team spirit, confidence, mutual
respect and concern for others. The students of the regular courses and the
participants of various training programs enrich the culture of the Institute with
their diverse background and experience. IITTM welcomes people working at
different levels to attend MDPs and various tailor-made training programs in
IITTM centers at Gwalior, Bhubaneswar, New Delhi, Goa and Nellore as well as
in other parts of the country.
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Organization overview
Background of Container shipping industry:
Container shipping is different from conventional shipping because it uses
'containers' of various standard sizes - 20 foot (6.09 m), 40 foot (12.18 m) , 45 foot
(13.7 m), 48 foot (14.6 m), and 53 foot (16.15 m) - to load, transport, and unload
goods. As a result, containers can be moved seamlessly between ships, trucks and
trains. The two most important, and most commonly used sizes today, are the 20-
foot and 40-foot lengths. The 20-foot container, referred to as a Twenty-foot
Equivalent Unit (TEU) became the industry standard reference so now cargo
volume and vessel capacity are commonly measured in TEU. The 40-foot length
container - literally 2 TEU - became known as the Forty-foot Equivalent Unit
(FEU) and is the most frequently used container today.
The container sizes need to be standardized so that the containers can be most
efficiently stacked - literally, one on top of the other - and so that ships, trains,
trucks and cranes at the ports can be specially fitted or built to a single size
specification. This standardization now applies across the global industry, thanks
to the work of the International Organization for Standardization (ISO) that in
1961, set standard sizes for all containers.
Proper loading or "stuffing" of containers is very important to the safety and
stability of the containers and the ships, trucks and trains that transport the
containers. In 2008, the World Shipping Council (WSC), together with the
International Chamber of Shipping (ICS), published Transport of Containers by
Sea - Industry Guidance for Shippers and Container Stuffers to aid those loading
containers.
In 2010, WSC and ICS issued a joint statement calling on the International
Maritime Organization (IMO) to establish an international legal requirement that
all loaded containers be weighed at the marine port facility before they are stowed
aboard a vessel for export.
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Containers are generally constructed of aluminum or steel with each container size
and type built according to the same ISO specifications, regardless of where the
container is manufactured.
Shipping containers are available in a variety of types in addition to the standard
dry cargo container often referred to as "special" equipment. These special
containers include open end, open side, open top, half-height, flat rack, refrigerated
(known as "reefer"), liquid bulk (tank), and modular all built to same exterior
lengths and widths as the standard dry cargo containers. There are more than 17
million container units equating to more than 27 million TEU in the global
container fleet.
Open tops are used for easy loading of cargo such as logs, machinery and odd
sized goods. Flat racks can be used for boats, vehicles, machinery or industrial
equipment. Open sides may be used for vegetables such as onions and potatoes.
Tank containers transport many types of liquids such as chemicals, wine and
vegetable oil.
Every container has its own unique unit number, often called a box number that
can be used by ship captains, crews, coastguards, dock supervisors, customs
officers and warehouse managers to identify who owns the container, who is using
the container to ship goods and even track the container's whereabouts anywhere in
the world.
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Background of company
About Krishnapatnam Port:
Historical Importance:
Krishnapatnam is a port town in Muthukur Mandal of Nellore District, the
southernmost coastal district in the state of Andhra Pradesh, India. The history says
that Vijayanagar Emperor, Sri Krishnadevaraya operated this port, hence the port
was named as Krishnapatnam Port. The port operated small boats through
Buckingham Canal, which runs behind the port and was used as a waterway for
transportation between Chennai in the south and Krishna river delta in the north.
Later in 1960‟s iron ore was exported by wooden boats from this port and in early
1980‟s Government of India declared this port as a minor port.
Krishnapatnam Port:
As India's economy continues to grow, its maritime trade and its percentage share
in the world market is growing at a rapid pace. This unprecedented growth
triggered a demand for strategic port capacity to sustain trade at lower costs in the
most effective and efficient manner, thus increasing India‟s share in international
markets.
Thus Krishnapatnam Port Company Ltd. (KPCL) was formed by winning the
mandate from the Govt. of Andhra Pradesh to develop the existing minor port into
modern, deep water & high Productivity port, on BOST (Build–Operate-Share-
Transfer) concession basis for 50 years. The port is being built in three phases.
Post the completion of the first phase in a record time of 18 months,
Krishnapatnam Port was dedicated to the nation on July 17, 2008. Currently the
second phase of development is underway. Port has numerous strengths like its
area, location, weather and the credentials of CVR Group that is promoting this
port; it will soon be poised to become one of the biggest ports in the world.
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Krishnapatnam Port Container Terminal:
Considering India‟s growing maritime trade in the world market with
unprecedented growth in containerized trade and bulk commodities,
Krishnapatnam Port is building a world-class container terminal with outstanding
services, facilities and state-of-art infrastructure. It will connect demand with
supply, industry with port, rail and road with port and capital with business making
Indian exporters and importers globally competitive.
Highlights:
24x7 all weather terminal with no tidal
restrictions
Terminal is built in two phases:
Phase 1: Capacity of 1.2 Mn TEUs,
commissioned on September 30, 2011
Phase 2: Capacity of 4.8 Mn TEUs
Port Code: INKRI
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Facilities & Equipment:
2 berths, total berth length is 650 mtrs in a
straight line
Draft alongside: 13.5 mtrs
5 Super Post-Panamax Quay Cranes of
Doosan make are equipped to handle safe
working load of 41 MTs (single) / 65 MTs
(twin) / 85 MTs (underhook) and has an
outreach of 23 rows across the vessel. These
cranes can handle the largest container vessel
floating in the world today
Four Rubber Tyre Gantry Cranes of Keppel
Fels make
Capacity: SWL of 42 tons and lifting height
of 1 over 4
Fully automated bromma spreaders: 2
Stinis mechanical spreaders: 8
Kalmar reach stackers for yard side
operations: 4
Capacity: SWL of 41 tons
Reach stackers for rail side operations: 2
Terminal area: 36 hectares
Ground slots: 4,600 TEUs
Yard capacity: 18,400 TEUs
Reefer plugs: 400
Rail siding adjacent to the CY
Strategic tie-up with:
Main Line Operators (MLOs) & Feeders
Freight Forwarders, CHAs, Logistic
Service Providers & Transporters
Container Train Operators (CTOs)
Inland Container Depots (ICDs)
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CFS to be developed within port
Total area: 48 acres. Provision to expand
up to 300 acres
Capacity: 6,000 TEUs
Reefer points: 20
Covered warehouse space: 100,000 sq. ft
Repair and maintenance facility for
containers
Rail siding within CFS
Customs facility
Functional custom EDI 1.5 connectivity
Dedicated customs staff within the terminal
Latest TOS (NAVIS N4)
Container Terminal – Phase II :
Container berths: 7
Total berth length: 2,000 mtrs
Terminal capacity: 4.8 Mn TEUs
Draft alongside: 18.0 mtrs
Total area: 600 acres
Yard ground slots: > 10,000 TEUs
Yard capacity: > 40,000 TEUs
Quay Cranes: 20 (Super post-panamax)
Rubber Tyred Gantry: 40 x 42 MT
Integrated logistics park within port
On completion of Phase II, the total capacity of
the terminal will be 6 Mn TEUs
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Location:
Location Details:
14° 15‟ N latitude, 80° 08‟ E longitude
180 km north of Chennai
Located in Nellore (District HQ of Andhra Pradesh), on National Highway 5
(Chennai-Kolkata)
26 km from Venkatachalam, the nearest rail head on the Chennai–Kolkata main
line
Vast hinterland covering Southern Andhra Pradesh, Districts of Rayalseema,
North Tamil Nadu and Eastern Karnataka
Being on Eastern Coast, supports LOOK EAST Exim Trade Policy
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Corporate Profile:
Krishnapatnam Port is promoted by the Hyderabad-based C.V.R. Group.
Navayuga Engineering Company Ltd. (NECL) is the flagship entity of CVR Group
and is the EPC contractor for Krishnapatnam Port.
CVR group is a highly diversified group having a turnover of US$ 1-Billion and an
order book of US$ 10-Billion comprising of power, steel, port establishment,
spatial technology & applications, information technology and exports.
Chairman's Message:
We are at the threshold of India‟s new economy and our world-class
Krishnapatnam Port spearheads a new era in port operations. Our expertise in
infrastructure development projects, engineering capabilities and managerial skills
gives us the extra edge to provide the port with outstanding facilities.
As the port evolves as a hub for export-import cargo, we are focused and
committed to building relationships that thrive on clean business practices and high
ethical standards. Providing excellent service to port users is our mission and we
take pride in customers‟ delight.
Krishnapatnam Port will catalyze the growth of India‟s economy through its
unrivalled service that is consistent with international demands. The deepwater,
all-weather port will fully sustain the growing demands of international trade. With
this vision, we have set sail on our voyage and want you to be a part of it.
Together, we shall attain our goals and growth.
C Visweswara Rao Chairman
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Management Team:
C Sasidhar Managing Director Innovative, his creative excellence
refined with productivity-oriented management skills makes the
port unique in all respects. He is the driving force behind the
project.
Col S B Puri Director Skilful, his vast technical knowledge
coupled with commitment makes him the pillar of the project. He
is keen to make the port an efficient and advanced entity.
C Sridhar Director Industrious, his expertise and perseverance
inspire the team to reach milestones and set new standards for this
modern-age construction.
Anil Yendluri Chief Executive Officer Competent, his integrity
and resolve help the growth of the port and steer it to rise as
India's largest gateway in the near future.
M A R AnsariPresident - Engineering Perceptive, his practical
experience in marine infrastructure projects equips the team with
knowledge and competitive work methods.
Vision:
To evolve as India‟s largest gateway in the East Coast and the port of choice with
World-class infrastructure
Productivity
Hinterland connectivity &
Unrivalled customer service
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Milestones:
First vessel MV. Frauke handled - 18th April 2008
Official Inauguration of Port - 17th July 2008
First Rake handled from inside port siding - 11th July 2009
The port achieved a new milestone by handling 120,492 MT of cargo in
24 hrs on 17th February 2010
Highest loading (Iron Ore) - MV. Tian Li Hai - 60,021 MT in 24 hrs on
13th April 2010
Highest discharge (Urea) - MV. Trident - 35,278 MT in 24 hrs on 7th January
2011
Highest Unloading (Containers) - 90 containers from CONCOR train no. -
TNPK1126 - in just 9 mins on 20th November 2011. The total time taken from
the arrival of the rake to its departure was only 27 mins
Fastest rake loading time - 30 mins - loaded 3,960.38 MTs of steam coal in 59
wagons on 9th January 2012
Highest discharge (Crude Sunflower Seed Oil) - MT. ADFINES SUN - 559
MT/hr for a total of 6,983.069 MT in just 12 hrs 30 mins on 24th February
2012
Highest loading (Granite) - MV. Trade Star - 8,518.19 MT in 24 hrs on
25th April 2012
Highest discharge (Coal) - MV. Cohiba - 122,247 MT in 24 hrs on 7th August
2012
Fastest Fertilizer rake loading time - 2 hrs 5 mins - loaded 2,566 MTs of MAP
in 42 wagons on 9th August 2012
Port Railway record for handling 323 total no. of rakes in August 2012. Total
coal rakes handled in August 2012 was 248 (Highest) and total cargo handled
was 1.12 million tons (Highest) in a month
10,000 rakes in 1,751 days (from 27th April 2008 to 20th January 2013)
Official inauguration of Krishnapatnam Port Container Terminal -
2nd April 2013
Highest loading (Wheat) - MV. Iron Vassilis - 22,076 MT in 24 hrs on
27th April 2013
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Awards and Recognition:
Krishnapatnam Port is a globally recognized sea port and as a result has been a
recipient of several prestigious awards and industry recognition. Being recognized
by some of the most authoritative voices in the maritime industry demonstrates our
commitment to providing exceptional services and infrastructural facilities.
EXIM Service Award - Private Port TCC Exim
Achievement Awards on April 26, 2013, organized by the
Tamil Chamber of Commerce and Chozha Naachiar
Foundation in Chennai recognized Krishnapatnam Port for
the achievement in cargo volumes handled in the FY year
2011-12.
Private Port of the Year in recognition of creating capacities
on the East Coast of India, maintaining operational
efficiency and building a sustainable eco-system during the
year 2011-12, Krishnapatnam Port was awarded at The
2013 Gateway Awards held on April 18, 2013 in Mumbai.
The award also recognized the active role of the port in
attracting cargo during the year thereby demonstrating more
productivity.
Best Emerging Port Krishnapatnam Port won the Best
Emerging Port award at the 12th Sailor Today Sea Shore
Awards, 2013 held in Mumbai on March 16, 2013. Sailor
Today Sea Shore Awards for excellence are endorsed by the
three most important Maritime Associations - INSA,
MASSA and FOSMA. Krishnapatnam Port was felicitated
with this award for its outstanding achievements, and
contributions to the maritime sector.
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Limca Book of Records 2013Krishnapatnam Port‟s
previous world record set on July 23, 2011 for discharging
106,171 MTs of steam coal from vessel MV. Grand Clipper
using the conventional unloading system in form of
advanced Mobile Harbor cranes has been recently
mentioned in the Business chapter of the Limca Book of
Records 2013, which will be out in January 2013.
Non Major Port of the Year Krishnapatnam Port added
another win in this award category at the 4th South East
CEO Conclave & Awards 2012 organized by EXIM India –
Shipping Times in Chennai on July 13, 2012. The Port‟s
Operational Performance, Year-on-Year Growth,
Infrastructure Development, Connectivity, IT Efficiency,
Hi-tech Facilities, and Customer Satisfaction feedbacks
were considered before choosing it as the winner.
Coal Port Of The Year Krishnapatnam Port has won this
award at the 2nd Indian Coal Industry Awards organized
by IHS McCloskey at The Oberoi Hotel, New Delhi on
September 27, 2011. The port was awarded in recognition
of its initiative in supplying India with outstanding services
to aid economic growth and for making landmark
achievements that stood-out from the other Indian ports.
Port Operator Award Krishnapatnam Port has been
adjudged the winner in this category by Lloyd’s List
Awards, Global 2011. The maritime industry‟s prestigious
award took place on September 20, 2011 at the London
Hilton Park Lane. Krishnapatnam Port‟s winning entry was
by no means the largest operator in the shortlist, but as one
of India‟s fastest growing seaports it‟s emerging as a
welcome addition to an economy increasingly reliant on
efficient infrastructure projects.
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Indian Coast Guard Search & Rescue Award for Merchant
Vessels Krishnapatnam Port has been awarded with
National Maritime Search & Rescue Award 2010 at 10th
National Maritime Search & Rescue Board Meeting held at
Mumbai on July 26, 2011. The award was in recognition to
the port‟s Tug Boat - Ocean Marvel‟s efforts for saving 12
precious lives during an emergency situation.
Non-Major Port Award Krishnapatnam Port took the top
honors in this award category for the second time in a row
at the prestigious 2nd South East CEO Conclave &
Awards 2010; organized by The Exim Shipping Times at
Chennai on July 31, 2010. The port won based on the
parameters of Operational Performance, Infrastructure
Development & Customer Satisfaction.
Non-Major Port Award Krishnapatnam Port has won this
prestigious award at the South East CEO Conclave &
Awards 2009 organized by The Exim Shipping Times for
the first time on August 28, 2009 at the sprawling Taj
Coromandel in Chennai. The award recognized port‟s best
practices and stellar performance that made an impact on
the South East India‟s logistics & maritime industry.
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Objectives
The prime concern of this internship is to build up confidence and to expose
ourselves in the challenging field of Cargo management.
To learn about the daily operation that is conducted in the organization.
To be familiar with the operation and management systems of the Container
Supply Chain Management and Terminal operation organizations in real world
situation to enhance the competence of the Cargo operations.
To gain knowledge about how the Container Cargo operations are going on in
global trade.
To improve confidence levels to maximum level for real time cargo activities for
choosing career path.
To get exposer on global documentation of export/import business
To develop skills on interpersonal, leadership , effective group communication,
intellectual ability and team work
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Scope and need for internship
Post Graduate programs under Indian Institute of Tourism and Travel
Management (IITTM), Offer management internship to students pursuing PGDM-
TOURISM &CARGO Management Students before 3rd
semester and is designed
in such a way which provides tourism and Cargo management students an
opportunity to learn travel and tourism related knowledge and skills practically and
theoretically. This is 45 days programme designed to provide students an
opportunity for meaningful career-related experience in real organizational settings
before they are opting for specialization. Usually Students will practice and expand
upon their knowledge and skills learned in the classroom in a substantive work
situation. Internship is great jobs to learn, so that, students earn credit and
increased marketability for the permanent job search while learning more about
specific field and applying classroom knowledge in a corporate environment.
Duration of the Internship:
05th
May, 2014 to 18rd
June, 2014.
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Learning from the internship
Internship activities:
When I join in Krishnapatnam Port Container Terminal (KPCT), Nellore I have
performed many activities. The roles and Jobs that I had learnt to fulfil as
internship are as follows:
1. Gate operations
2. Warehouse operations
3. Container Yard operations
4. Vessel operations
5. Customs and CHA’s
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1. Gate operations
Objectives of gate operations:
To obtain entry or exit to the container terminal system to happen the
container trade activities import/export in terms of loading and off-loading
the containers on to trailers.
Link the trade activities with port management and parties involved
including Shipping lines, exporters, importers, customs and transporters
within and outside the port.
To do survey on container condition those are moving on import and export
terms inside/outside the container terminal system.
Starting point to check the documents required for import/export and it
does permit in to the port terminal.
To integrate all the activities of cargo movement by road those are
associated with Operations CFS, Yard, Warehouse, etc.
To monitor the flow of traffic approaches to terminal system and to control
without any hiccups.
To measure the level of traffic and capacity of gate operations to meet the
container terminal standards and to take further preventive steps to enhance
the gate activities.
Access to all the parties/departments to reduce transaction time in the entire
supply chain.
To issue Equipment Interchange Receipt (EIR)/ gate pass which are
necessary for movement of containers.
To increase the customer satisfaction with improved/secure IT applications.
To capture customer communication and to reduce response time.
Point of contact for the database relates to traffic status at any point of time
and number of vehicles getting in and out of terminal system.
Right pint to calculate vehicle turnaround time and vehicle clearance time.
To determine the gate capacity and to take steps for expansion.
Initial point of contact of terminal to know the traffic status and its peak
hours.
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To measure number of vehicles, TEU‟S and containers moving in and out
of terminal at required point of time.
To collect feedback on experience of total terminal activities.
Points to be noted while survey:
Check the form 6E/6I include vehicle No., Liner ID, Seal and signature.
Note down container size (20‟/40‟) and ISO code, liner and custom seal.
Make sure the Delivery Order (D.O) should be in validity date.
Raise request for carting order for Bulk cargo.
Communicate with concern departments for doubts needs clarification.
Check the condition of container and maintain the damage report for
damages.
Update in NAVIS and issue EIR/Gate pass.
Make sure to note down vehicle in and out time.
Reports at Gate:
Survey Report(Import/Export)
Container Damage Report
Received Empty(Daily Report)
Received load(Daily Report)
Delivery Import(Daily)-load/empty
Monthly Export and Import status Report
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Forms at Gate:
Form 6E for export containers
Form 6I for import containers
Request orders at Gate:
Delivery Order for empty container
Carting Order for Bulk Cargo
IT applications:
NAVIS for Bulk Cargo
EPMS for container Cargo
27. 27
Export flow chart at Gate:
Pre Gate
• Receive exports
• Collect form 6E and related documents
• Conduct survey
• Enter in NAVIS
• Issue EIR
• Send to Yard Gate
• Note down Vehicle in Time
Yard Gate
• Report to yard Security and enter in to yard
• Contact Yard Checker and RST operator
• Offload to planned location
• Update in RDT
• Send to Out Gate
Out Gate
• Return to Out Gate
• Take Out stamp
• Note down Vehicle Out Time
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Import flowchart at Gate:
Pre Gate
• Receive import trailer
• Collect Delivary Order (D.O) & Form 6I
• Communicate with CFS and issue EIR with container
location
• Send to Yard Gate
• Note down Vehicle in Time
Yard Gate
• Empty trailer reaches yard
• Report to Yard Checker and RST Operator
• Load container from alloted yard location
• Update in RDT
• Send to Out Gate
Out Gate
• Reach Out Gate
• Take Out stamp
• Note down Vehicle Out Time
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How to improve Gate Performance:
Enter the required Import/Export data and save it and maintain data base
for future reference.
Allow the vehicles in safe parking place till the documents get cleared.
Issue the Gate pass and release the vehicles in First-In First-Out (FIFO)
method.
Try to minimize the Vehicle Turnaround Time to ease the access to other
vehicles.
Think the value of customer and its output.
Communicate with concern departments for required data and to reduce
waiting period.
Make drivers to understand about cause for delay to get in to terminal
system to avoid conflicts.
Resolve the issues rising at gate by keeping the operations department in
loop.
Educate the drivers on terminal culture and traffic precautions.
Collect feedback from drivers about terminal experience to improve the
quality of service.
Post the Export and Import data on daily basis to operations.
Liaise with HOD‟s/Supervisors about issues and take the support for
spontaneous resolution.
Update the system status and requests to IT Department for better
communication.
Conduct monthly meeting on gate performance, issues rising, and to do
better.
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2. Warehouse operations
About Warehousing:
Warehouse is a covered space/shed and plain buildings where export cargo
is received and import cargo is stored.
Warehouses are commercial buildings at ports for storage of goods. And
are used by importers and exporters with involvement of Customs for
documents clearance.
They usually have dock spaces for loading and unloading cargo from and
into the trucks.
Normally warehouses are designed for loading and unloading of goods
directly from road, rail and seaports.
They can store any raw materials, packing materials, spare parts,
components and finished goods associated with agricultural, fertilizer,
manufacture and production.
Export and import consignments are generally handled either at separate
areas in warehouse or in different nominated warehouses/sheds.
The operations inside the warehouse is complex and need to be managed
efficiently in order to get productivity gains over labour, physical space,
time, inventory and costs.
The principle goal of any warehouse is to fulfil customer orders by
ensuring the right product at the right quantity is reaching the right
customer at the right time in right condition at the least possible cost.
It is a hub in logistic network where goods are temporarily stored and
rerouted to different channels in network.
It helps in stabilizing the prices of the product/goods because it always tries
to balance demand and supply in international business.
Depending on the function, various types of warehouses have been
developed to perform the specific tasks in Cities and Ports.
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Functions of warehouse:
Basic function of warehouse is to provide storage facility for import/export
cargo.
It provides the protection for cargo against fire, insects, pilferage and theft.
It helps keeping goods away from sun, rain and dust.
Also performs the tasks like stuffing and stripping of containers to reroute
rail/road/ship.
Achieving Export Less than Container Loads (LCL) are consolidated and
import LCL‟s is unpacked.
Ensures physically examination of import/export cargo by customs.
It also provides incident services like labelling, packing and fumigation to
cargo.
Warehouses are largely expected to deal with break-bull cargo and highly
mechanized equipments.
Warehouse design:
The three basic principles are considered in warehouse design:
1. Design criteria
2. Handling technology
3. Storage plan
Design criteria:
The ware house design should be single storey so that the cargo doesn‟t
have to move up and down.
If it consist more than one store it takes time and special equipments to
move from one floor to other and it may leads to cargo damage.
Design should maximize the usage of available space.
Entry and Exit should not create traffic jam for on-going activities.
Ventilation and lighting should be on international standards.
Security should be pre-planned.
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Periodic monitoring is must against damages due to insects, weather, and
lighting, pollution, ventilation and surface condition.
Typical Warehouse Diagram:
Finished Product Flow/Exit
Handling technology:
It focuses mainly on the efficient and effective material movement.
Warehouse would select most modern cargo handling equipments for
loading, unloading of containers from rail flats, chassis and to stack, move,
stuff and destuffing activities.
Palletisation ensures the fast material movement and protects from cargo
damage.
Dedicated equipments must such as forklifts having lifting capacity of 2-5
tons to handle jumbo bags and Reach stacker‟s capacity of 40-50 tons to
handle 20&40 foot containers.
Fire extinguishers are must at required positrons.
Receiving Area/Entry
Bulk Storage
Area
Rack Storage
Area
Order Packing Area
Stacking Area
33. 33
Storage plan:
Storage plan considers the product characteristics such as volume, weight,
type of cargo and storage period.
Fast moving products should be stored in a location to minimize the travel
distance for easy and fast movement.
Slow moving products should be stored in a location that is distant from
centre of rack.
34. 34
3. Container Yard Operations
Containerization:
Before 1950 cargo was loaded and unloaded to and from the hold of the
ship using cranes and slings. This required costly manpower, was time
consuming, and sometimes resulted in damaged or lost cargo.
In 1956, Malcom, McLean, president of US based McLean Trucking
Company, experimented by placing loaded 35-foot highway trailers onto a
ship rather than unloading the contents. Trailer was loaded using traditional
cargo sling methods.
Later it‟s worked out and removed box from chassis. The concept of the
container born and trucks, rail road cars and cranes had been introduced
and it started revolution in container transportation and 2008 is called „year
of maturity‟ in container traffic.
About Container:
What is so called container is a large case for containing goods with
specified intensity, stiffness and specifications. When using container for
transportation, we can load in the ware house of the consigner, unload in
the warehouse of the consignee and need not bring out the goods from the
container in the case of switching vehicles or vessels.
A container reefer to a storage and carriage device, that is, a rectangular in
shape metal equipment used to store and carry goods. It is also known as a
„box‟ or a „van‟ or a „Sea can‟.
They are weather-proof, that is, the contents are not affected by weather
conditions and the containers themselves are strong and resistant to damage
in all weather conditions.
Containers are made from three different materials:
1. Stainless steel(most used)
2. GRP(Glass Fiber Reinforced Plastic)
3. Aluminium
35. 35
Container Advantages:
Easier and faster to load or unload containers into/from ships and move
them to CFS where they are stuffed or destuffed.
Suitable for multimode transportation.
Reduction in cases of damage, theft and pilferage.
Reduced transportation cost.
Fragile and contaminative cargo is well protected inside the container.
Ensure faster delivery with original quality of goods.
Container Disadvantage:
Container operation is capital –intensive:
Cost of containers, specially built ships, special handling equipments to
handle containers, monitoring and tracking movement of containers,
maintenance of containers and handling equipments and cost of
infrastructure like ports, yards, etc. all these make the whole operation
capital intensive and a lot of investment is needed.
LCL and FCL Consignments:
LCL cargo is smaller than one container load and several LCL
Consignments are needed to fill one full container.
A FCL shipment is enough to fill one full container.
Types of containers:
The exterior dimensions of all containers conforming to ISO standards are:
20 feet long*8feet wide*8 feet 6 inches height (or) 9 feet 6 inches height (for
high cube containers).
36. 36
S.NO Container Type Usage
1 Ventilated container
20‟
Ideal for cargo requiring a
ventilation
2 Bulk container
20‟
For bulk cargoes
3 Tank container
20‟
For transportation of liquid
chemicals and food stuffs
4 Dry Freight container
20‟ and 40‟
General purpose container
5 High cube container
40‟ and 45‟
9‟6” High-For over height and
voluminous cargo
6 Open Top container
20‟ and 40‟
Removable tarpaulin for top
loading of over height cargo
7 Flat Rack container
20‟ and 40‟
For over width and heavy cargo
8 Platform container
20‟ and 40‟
For extra length and heavy cargo
9 Insulated container
20‟ and 40‟
For additional insulation of
sensitive cargo
10 Reefer container
20‟ and 40‟
For cooling, freezing or heating of
foods or chemicals
11 High cube Reefer
container
40‟ and 45‟
9‟6” High-For over height and
voluminous cargo requiring
cooling or freezing
37. 37
Container ISO Markings:
Twenty-Foot Equivalent Unit (TEU):
It is also called twenty-foot conversion unit, which is a conversion unit for
counting the numbers of containers.
At present most of the container transportation uses container of lengths 20
feet and 40 feet .in order to uniformly calculate the transport volume of
containers ,we refer to a 20 feet container as an equivalent unit, and a 40
feet container as 2 equivalent units.
Container Yard (CY) versus Container Freight Station (CFS):
The container yard is located in front of the container dock/wharf for
temporarily piling containers in order to speed up the loading and
unloading of vessels. Before the container vessel arrives, the exported
38. 38
containers are piled orderly at the yard in preparation for loading; while the
imported containers can be piled temporarily piled at the yard to speed the
unloading.
The CY and CFS both belongs to the location of the cargo delivery and
receipt in a container service.
The CY is the delivery or receipt of a whole container from or at the
shipper‟s or the forwarders or the consignee‟s cargo yard or premises.
The CFS is the delivery or receipt of loose cargo from or at the carrier‟s
container freight station.
If the shipper has got an entire container-load, the container is usually taken
to the CY place for loading. But if the goods to be send do not fill the entire
container, the shipment is taken to a Container Freight Station (CFS) .There
the goods are stored into a container together with other shipments going to
the same destination.
Yard Operations:
Yard operations covers the activities of yard planning for stacking of
containers, receiving and delivery of containers, transferring of containers
from normal stack to customs area.
Monitoring of temperature of live reefer containers, empty handling, yard
storage, ICD movement, housekeeping/yard segregation and other activities
directly occurring within the container yard.
39. 39
Import and Export container Yard stacking:
Shipping line/agent will be required to provide import and export volume
forecast for every vessel intending to call KPCT at least 48 hours before
the arrival of the vessel.
For export containers purposes, the volume forecast must include expected
number of export containers include full and empty, container size and
type, approximate container weight and first port of discharge/destination.
This information is vital in ensuring that stacking areas are properly
planned before receiving an export container in the terminal yard.
For import yard planning purposes, the volume forecast must include the
total number of import containers to be discharged from vessel according to
container size and type.
Reefer container:
The terminal will provide appropriate reefer outlets with 440 volts supply.
All reefer containers must have standard plugs to ensure safe connections.
Monitoring of temperature will be performed by KPCT technician at
regular intervals and all readings shall be recorded in an appropriate Reefer
Temperature Monitoring Report.
Customs examination/inspection:
1.Receiving Export
Containers from Gate
and ICD to Yard
2.Delivering export
container from Yard
to Vessel and ICD
EXPORT
CONTAINERS
1.Delivering Import
Containers through
Gate and ICD from
Yard
2.Receiving Import
Containers from
Vessel and ICD to
Yard
IMPORT
CONTAINERS
40. 40
Customs examination of a container requires movement from the stack to
the dedicated examination yard area.
Customs inspection will be done on import and export containers.
Container Handling Equipments and their Lifting Capacity:
Quay Crane(QC)-45 Tons
Rubber Type Gantry(RTG)- 40.6 Tons
Rail Mounted Gantry(RMG)- 41 Tons
Reach Stacker(RS)- 45 Tons
Internal Transfer Vehicle(ITV)-2 TEU‟s
Fork Lift(FL)-2-5Tons
Communication Devices:
Radio Data Transmitter(RDT)
Very High Frequency(VHF)
Terminal Security:
Container terminal is a restricted area with controlled entry and exit gated.
Only those persons authorized by KPCT will be allowed inside the area.
Persons allowed to enter the terminal will be issued ID,PPE‟s and while
inside the container terminal all persons must adhere to the established
safety and security rules and regulations at all times.
41. 41
4. Vessel operations
Container Vessel:
The growth in the container traffic leads to growth in the capacity of the
container ships. The ship owners prefer to use larger container ships in
order to lower the costs for carriage of tone cargo.
The limitations for the sizes of the containerships are mainly geographical
and then technical. But also the optimal size of the containerships have to
be compromise between the scale factor(leading to water transport) and to
what extend is cost-effective processing of such vessels in ports.
Past and forecasts global container volumes are shown the containerships
generations in historic plan and their dimensions.
Length Draft TEU
First
(1956-1970)
Converted cargo
vessel
Converted Tanker
135m
200m
<9m
<30ft
500
800
Second
(1970-1980)
Cellular
Containership
215m 10m
33ft
1000-2500
Third
(1980-1988)
Panamax Class 250-290m 11-12m
36-40ft
3000-4000
Fourth
(1988-2000)
Post Panamax 275-305m 11-13m
36-43ft
4000-5000
Fifth
(2000-2005)
Post panamax Plus 335m 13-14m
43-46ft
5000-8000
Sixth
(2008)
New Panamax 397m 15.5m
50ft
11000-
14500
42. 42
Vessel Transportation modes:
Hub-and-Spoke network:
One of the ports is operated with mega container ship (mother vessel) and
rest with short sea services (feeder container ship).It a modern
transportation model.
Pont-to-Point network:
Each ship covers total journey on each port, it is a traditional model point-
to-point transportation .It is more complex than Hub-and –spoke network.
Panama and Suez canals (Busiest Maritime routes):
The Panama Canal joins the Atlantic and Pacific Oceans across the
Isthmus of Panama.
Panama Canal prevents a long detour around South America, thus
supporting the maritime flows of world trade.
43. 43
The largest ships that can pass through the Panama Canal are called
“Panamax”. Post-Panamax or over-Panamax denotes ships larger than
Panamax that do not fit in the Canal.
The Suez Canal is an artificial Sea-level water way running north to south
across the Isthmus of Suez in Egypt to connect the Mediterranean Sea
and the Red Sea.
Suez Canal provides the shortest maritime route between Europe and the
lands lying around the India and western Pacific oceans.”Suezmax” is the
largest ship that can pass through Suez Canal.
Vessel operations:
Vessel operation Consist of the following activities:
Receiving of vessel and cargo information
Berthing plan/actual berthing of vessel
Discharge and loading of containers
Lashing/unlashing of containers
Undocking/un-berthing of vessel
Receiving of Vessel and Cargo Information:
The shipping line or agent must provide KPCT all the necessary
information such as vessel name and voyage number, length overall, arrival
draft, gangway position, number of hatches to work with, and other vessel
peculiarities that may affect operations.
In addition, information regarding container/cargo loads such as the total
volume of containers for discharge and load, transhipment containers.(if
any), shifting onboard or via quay, hazardous and other containers carrying
cargo that require special handling operation must also be provided to
KPCT before the arrival of the vessel.
The containers should be on board or outside the Terminal until all
necessary permission and Customs clearance to deliver/load cargo has been
provided.
44. 44
Vessel formalities:
Shipping line or agent is responsible for arranging Pilots, tugs and line
handlers with KPCT and for any other formalities concerning Customs,
Immigration, Coastguard and other government agencies.
The sipping line/agent should inform KPCT operations office and/or Duty
Operations Manager/ Supervisor as soon as the vessel is cleared and ready
for work.
Unlashing/lashing containers onboard the Ship:
Unlashing of containers for discharge in KPCT and lashing of export
containers loaded onboard the ship will be undertaken by KPCT.
In order to ensure that the KPCT adhere to the lashing requirement of the
vessel, lashing plan must be provided to KPCT Operations
Foreman/supervisor prior to commencing the operation.
After completion of loading operations, the Vessel‟s Captain or Cargo
Officer will be required to endorse a lashing certificate to confirm that
lashings on all containers loaded on vessel in KPCT are in accordance with
the lashing plan.
Discharging/Loading of containers from/to Ship:
Discharging and loading of containers from/to the vessel will be use
terminal equipments; Ships gear will be undertaken and supervised by
KPCT personnel.
Ship planning of export containers will be undertaken by KPCT planning
team.
To ensure smooth discharging and loading operations, the import and
export Bay Plans should be provided in advance by the shipping line or
agent to KPCT Operations Office.
KPCT Tally executives will receive and tally every container discharged or
loaded from/to the vessel and records the information on Container Tally
Sheets. Simultaneously, KPCT Tally Officer will perform physical checks
45. 45
on the container to record its actual physical condition at the time of
handling at the quayside.
Containers found with damage will be recorded on a Damaged Container
Report which will be acknowledged by the ship‟s cargo officer. Shipping
line or agent will also be provided with a copy of the report.
Vessel discharging cycle through EDI and Reports maintained at
multiple points:
Vessel loading cycle through EDI and Reports maintained at
multiple points:
• From liner to Port:
• Discharging List
• Stowage Position
EDI
• Ship Planning
• Yard Planning
1.Pre-lashing Report
2.Import Tally sheet
3.Vessel inspection check
list
• Discharging Vessel
1.Damage Report
2.Seal missing Report
3.Deck Check Log sheet
• Stacking in Container
Yard
1.Final lashing Certificate
• From Port to Liner:
• Discharge Container
Report
• Bayplan Report
EDI
•From Liner to Port:
•Loading List
•Stowage Plan
EDI
•Ship Planning
•Yard PLanning
1.Pre-lashing Report
2.Export Tally sheet
3.Vessel inspection
check list
•Delivering from
Container Yard
1.Damage Report
2.Seal missing Report
3.Deck Check Log sheet
•Loading Vessel
1.Final lashing
Certificate
•From Port to Liner:
•Load Container
Report
•Bayplan Report
EDI
46. 46
Vessel completion Report:
On completion of the vessel operation, KPCT will provide the shipping line/agent
or ship‟s master the following reports:
Crane Log - It shows the start and completion date and time of operations,
standbys or delays incurred and a summary of the total containers
discharged and loaded from/to vessel.
Export Bay Plan or Loading and pre-stow plan-Shows export full and
empty containers loaded on vessel.
Confirmation Report –Shows all discharged import containers.
Vessel Departure Report-Shows the vessel sailed information with time
and date.
47. 47
5. Customs and CHA’s
About Custom Housing Agent (CHA):
Central Board of Excise and Customs (CBEC) issued certain regulations
based on the provisions of Customs Act 1962; section 146.This regulations
are known as Custom House Agents Licensing Regulations (CHALR),
2004 governs all legal and procedural aspects of CHA license as well as
the obligations and responsibilities of a CHA.
Section 146 of the customs act 1962 state that no person shall carry the
transactions relates to entry or departure of convenience or import or export
of goods in to and out of country on behalf of importer and exporter to clear
the respective custom documents unless such persons license granted by
CBEC.
If any person desire to do business on imports and exports in to and out of
country needs to take license from CBEC. This license is known as
Custom House Agent License and those who got this license are known as
licensed Custom House Agent for the specified custom bounded region.
Qualification to become Custom House Agent:
The applicant individual working for a firm or a company should be:
A graduate from a Recognized University
Should hold a pass in Form G as employee of the firm/company
Custom clearance experience at least 3 years
Should posses assets of Rs.1lakh or Rs.50,000/-as certified by a schedule
bank
If too many applicants the commissioner will select based on seniority of
license holding G pass and aged one.
48. 48
Features of CHA licensing regulations, 2004:
No restrictions on number of CHA‟s to appoint in customs House, it‟s
purely depend on volume of business generated at particular customs house
region.
Regular license is granted for 5 years after completion of temporary
license validity of one year and qualifying exam conducted by CBEC.
Experience in custom clearance activities at least 2 years and financial
soundness are also considerable factors to issue CHA license after
qualifying the exam to run business.
Commissioners of customs are empowered to restrict and prevent from
excess billing charges generated by the CHA‟s.
No promise of advantage or benefits or gifts should be made to custom
officers during their job responsibility.
Importance of CHA’s in Global Trade:
Clearance of goods on import and export in global trade poses complex
legal procedural formalities as per Customs Act 1962.Hence to facilitate
faster clearance on behalf of importers and exporters CHA‟s came into
picture.
In most cases customs stations far away and it may not possible to importer
and exporter to attend to such work promptly.
Lack of subject knowledge to importers and exporters on global
documentation and their clearance procedures.
To maximize trade relations and to minimize delay.
To fasten the work progress and to improve quality of work with IT
enforcement.
Records to be maintained by CHA’s:
Should maintain detailed and up to date books of accounts with respective
financial transactions.
49. 49
A copy of all documents such as Shipping Bill, Bill Of Entry, transhipment
applications filed must maintain at least 5 years.
The records should be made available at any point of time for inspection by
the officer‟s from customs department.
Customs house agents and Information Technology:
To minimize data entry operations and to reduce human errors and to
increase the efficiency of customized MIS report generation, IT
applications acting like added value advantages
NIC (National Informatics Centre) developed software for creating and
filing shipping bill (Customs Document) on Indian customs Website-
ICEGATE.
There are some private sector companies also provide software packages
for online preparing of SB(Shipping Bill) and BE(Bill of Entry) and filing
it to Indian Customs gateway, ICEGATE(Indian Customs Electronic
Data Interchange Gate).
Focus is the most used private sector product and it also low cost for online
filing.
Parties/intermediates involved in Export/Import process:
Farwarder
Customs
Consignor
Ocean
carrier
Inland
carrier
Stevedore
Port
authorities
Consignee
Port
services
Shipping
agent
50. 50
About EDI:
Electronic Data Interchange (EDI) is the electronic exchange of business
documents between companies.
This eliminates the data entry at different points and human errors.
It also improves the customer satisfaction with improved process correctly
and quickly in standard formats.
Documentation:
Documents are important for the following reasons:
As an evidence of shipment and title of goods
For obtaining payments
For specific and complete description of goods
For assessment of correct Duty for clearance purpose
To get export licenses
For obtaining export finance
For completing pre-shipment inspection
To claim export benefits like Duty Drawback, etc
Some important documents:
Invoice cum packing list:
It is provided by exporter by prescribing all the items in the container
including grass weight and type of container. It is used to determine the
total shipping weight and volume by Customs officials to check cargo.
Shipping Bill (SB):
Shipping Bill is a document required to seek permission from Customs to
export goods by Sea/Air. It is prepared by Exporter/CHA and submits to
Customs.
51. 51
Bill Of Entry (BOE):
It is a statement of nature and value of goods imported. It is prepared by
shipper and submits to Customs to get clearance.
Bill Of Lading (BOL):
It is a transport document associated with sea freight .it is issued by
shipping agent or master of ship to the forwarder that specifies goods have
been received on board for the named destination. It is very important
document for the exporter to get payment from importer with the title of
goods is with exporter till payment released by the importer.
Certificate of Origin (COO):
It is a certificate indicating the facts that the goods have been exported are
manufactured in a particular country. It is required to Importer to clear
goods from customs.
Mate Receipt:
Mate receipt is a similar to BOL which is issued by the Master or Mate of
Vessel stating that certain goods have been received on board of his vessel.
It contains:
Name of shipping line and vessel
Port of loading ,port of discharge and place of delivery
Kind of package and gross weight
Description of goods
Container details
Shipping bill number and date
Condition of cargo at the time of on board the vessel
52. 52
Procedural steps for Export of goods Custom Clearance:
Filing annexure(Application for Shipping Bill) with EDI by Exporter/CHA
Invoice/packing list to be attached with the Annexure
Checklist to be confirmed by the Exporter/CHA
Shipping bill no. Generated by EDI
Assessment of shipping Bill
Cargo to be forwarded to Docks(CFS/Port)
Physical examination/inspection of cargo by Examining Officer(EO)
Examination report to be forwarded by EO to the Appraisal Officer-
Examination
AO issues “Let Export “order for export
Original Shipping Bill generated for customs
Duplicate and triplicate copies of SB generated for Exporter
Cargo(with SB) to be delivered to the Carrier‟s forwarder under the
supervision of preventive department(Customs)
Forwarder issues Bill Of Lading with duplicated copy of SB to the
Exporter/CHA
Quadruplicate (copy of SB export promotion) copy is generated by
preventive officer based on Mate Receipt after confirming physical export
of goods.
Appraiser will mark the SB to Asst. Commissioner for final verification if
required.
Procedural steps of Import goods Custom Clearance:
Filing of Appendix(Application for Bill of Entry) with EDI by
importer/CHA
Invoice/packing list/Bill Of Lading to be attached with Appendix
Generation of checklist by EDI for importer‟s/CHA confirmation
Generation of Bill of Entry No. By EDI
Assessment of BOE by Appraisal officer(AO)-Audit
Finalizing the assessment of BOE by Asst .Commissioner –Group
53. 53
Generation of TR6 Challan for payment of Duties(if applicable)
Generation of open Order for Open Examination of cargo at
Docks/CFS/Ports
Payment of duties(if applicable) at custom designated Bank
Registering BOE at Docks for physical examination/inspection of Cargo
Exam /inspection of cargo by Examining Officer(EO)-Docks/CFS/Ports
Cargo Examination report to be forwarded to AO-Docks/CFS/Port
Appraisal of cargo examination report by AO-Docks/CFS/Ports
Appraisal by AO(Docks) on first check
Out Of Charge (OOC) issued by AO-Dock
Generation of BOE(Duplicate/triplicate for importer)
Cargo discharge from Docks(CFS/Port) on payment of dues
Cargo discharge carried out under the supervision of preventive
dept(Customs)
54. 54
Observations and Suggestions
The container shipping industry, the backbone of the global economy
supply chain, continues to grow, adapt, and change. It responds to an
international marketplace that relentlessly exerts influences by demanding
better, more efficient, and less expensive services.
International sea-freight container transportation has grown dramatically
over the last years and
Technology in the form of more sophisticated terminal operating systems
(TOS) is starting to have major impacts on the operations of modern
terminals.
Those of us providing planning and design services to this industry must
understand the direction of these changes and accurately predict the long-
range impacts on vessel, berth, and terminal design.
In order to succeed at our tasks, we must develop a full understanding of
the industry‟s goals and needs and then respond effectively.
Container terminals represent nowadays a key actor in the global shipping
network.
Terminal managers have to face with an increasing competitiveness among
terminals, which require more and more efficiency in container operations
both along the quayside and within the yard:
The objective is usually to minimize ship‟s turnaround time, one of the
main indicators of the terminal performance for the shipping companies.
Moreover the minimization of operational costs directly entails the
achievement of competitive terminal fares, thus increasing the
attractiveness for new customers.
Container handling equipment automation can also be used to eliminate
some of the problems conventional terminals experience in addressing
peaks in activity.
Operations research methods and techniques are therefore worth being used
in optimizing terminal operations.
55. 55
Limitations
Discussion and Evaluation:
The main objectives of this internship project emphasize me to blend the practical
world with the theories I learn. It provides me an opportunity for learning as well
as developing my managerial skills in a practical and real environment. I got a
chance to apply my theoretical concepts and skills in practical workplace. Though
the employees were busy with their tasks and responsibilities I got a chance to
learn about the real business world.
I came to internship for meeting my objectives‟ then I got to know that I couldn‟t
gain all the knowledge which I was expecting due to the time constraints. This
kind of practices helps to built our confidence level and develop network to further
career in particular area. Different tasks and activities are assigned in internship. I
have done survey on entry and exit the containers .Sometimes that I felt tired for
such tasks. Hence, it improves our hardworking ability i.e. Dedication towards the
work. It also develops my learning skills by the commands in the Container
terminals. Different types of skills developed during the internship period like
interpersonal skills, leadership skills, effective group communication, and
intellectual ability, Team spirit (how to work together).
