Internship Project –PORT of CHENNAI a Report on Internship in Department of Nautical Science

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

Internship Project –PORT OF CHENNAI A Report On Internship In Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. PRABHAKARAN P 2543A ANS 18227

April & 2020

INTERNSHIP

NAME : PRABHAKARAN P ROLL NO. : 2543 A REG NO. : ANS 18227 GROUP : 6 COURSE : B.SC NAUTICAL SCIENCE BATCH : 17

GROUP MEMBERS 2543 A 2577 A 2547 A PORT OF CHENNAI

Vision and mission Mission . Achieve excellence in Port operations with State-of-the-Art technologies. . Enhance competence and enthuse workforce to maximize customer satisfaction. . Anticipate and adapt to the changing global scenario. . Act as a catalyst for sustained development of the Region.

Vision . To be recognized as a futuristic Port with foresight. Berthing facilities

BERTH DETAILS

Permissible Draft at Berths as on 21.11.2019

Sl. Permissible Draft No. Name of Berth InMeters Remarks Dr. AMBEDKAR DOCK 1 19A - North Quay 8.50

18A -West Quay - 2 1 11.00

17A-West Quay - 3 2 12.00

4 16A -Centre Berth 12.00

15A-West Quay - 5 III 12.00

14A-West Quay - 11M up to 795 Mtrs.9.5M 6 IV 11.00 upto 810 meters. 13A-South Quay - 7 1 9.50

6A-South Quay - 8 II 9.50

Port Side Alongside from 9 5A-CITPL-SCB 1 15.0 12.5 mtrs. onwards Port Side Alongside from 10 4A -CITPL-SCB 2 15.0 12.5 mtrs. onwards Port Side Alongside from 11 3A-CITPL-SCB 3 15.0 12.5 mtrs. onwards JAWAHAR DOCK 12 12J-J.D-1 11.50 13 11J-J.D-3 12.00

14 10J-J.D-5 12.00

15 07J-J.D-2 13.50 14.0 M during HW

16 08J-J.D-4 13.50 14.0 M during HW

17 09J-J.D-6 11.00

BHARATHI DOCK

26B-Bharathi 18 Dock 1 14.60

24B-Bharathi 19 Dock II 16.50

27B-Bharathi 20 Dock III 16.50 17.0 M during HW 20B-CCTPL - 21 CTB 1 13.40

21B-CCTPL - 22 CTB 2 13.40

22B-CCTPL - 23 CTB 3 13.40

23B-CCTPL - 24 CTB 4 15.00

Navigation facilities Navigation Channel

Entrance Channel Soil - Predominantly sandy and silt Length of Channel - About 7 kilometres Depth of Inner Channel - 18.6m at chart datum Depth of Outer Channel - 19.2m at chart datum Depth of Outer Channel - 19.2m at chart datum Swell Allowance - 3.00 Metres. The width of channel gradually increases from Width of 244m to 410m at the bent portion, then Channel - maintains a constant width of 305m

Total Length of Breakwater

Inner Harbour Eastern Breakwater - 1325 m Northern Breakwater - 575 m

Outer Harbour Eastern Breakwater - 590 m Northern Breakwater - 460 m Outer Arm - 1000 m Upper Pitch Revetment - 950 m

Port Entrances Entrance in Bharathi Dock - 350 m Entrance in Dr. Ambedkar Dock - 125 m

Storage facilities

Transit Shed/over flow shed - 7 Nos. - 30,693 sq.mts Warehouse - 5 Nos. - 30,138 sq.mts Container Freight Station - 3 Nos. - 40,644 sq.mts Open space - 3,84,611 sq.mts Container parking Yard - 2,50,600 sq.mts

Port safety and security The Fire and Safety Organization at Chennai Port is under the overall control of the Deputy Conservator who is also designated the Port Safety Officer. A Professional Fire Officer assists the Deputy Conservator in so far as the day to day working of the Port Fire Service is concerned. He is also the Asst. Safety Officer for the Port and looks after the enforcement of Safety Regulations on behalf of the Deputy Conservator through Safety Inspectors.

On Firefighting side Fire Officer is assisted by 2 Asst. Fire Officers, Safety Inspectors and Sub Officers. There are Five Fire Stations with a Total Strength of 190 Fire Service Personnel located in Port Premises and rendering Rescue Service, Fire Fighting and Fire Prevention Work round the clock.

All the Port Premises including Offices have been provided with First Aid Fire Fighting Equipment’s (Fire Buckets, fire Aid Hose Reel and Fire Extinguishers) and being maintained by Port Fire Service Personnel.

The Following Fire Appliances are being maintained by Port Fire Service distributed at all the Five Fire Stations.

Foam Tender - I Foam Tender - II Water Tender – I Water Tender - III DCP Tender Mobile Dry Powder Trailer Unit Mobile Dry Powder Trailer Unit Fire Tender -I Fire Tender - II Fire Tender -IV Jeep ISPS(SUMO) Trailer Pump - I Trailer Pump - II Trailer Pump - III Trailer Pump - IV (GODIVA) Hi.Ex. Foam Generator - 1 Hi.Ex. Foam Generator – 2 Hi.Ex. Foam Generator - 3 Hi.Ex.Foam Generator – 4 Hi.Ex.Foam Generator - 5 High Volume Long Range Monitor at B.D.1 High Volume Long Range Monitor at B.D.3 Oil Terminal Bharathi Dock - I and Bharathi Dock - III have been provided with the following fixed Fire Fighting system. Remote Control Tower Monitor system capable of giving both water or Foam for a duration of one hour. Hydrant system with number of Hydrant heads. Water Spray Protection System for both Loading Arms and Tower Monitors. Centenary Building Wet Riser fixed firefighting system. Hydrant System Afloat Fires All the shipping Tugs have been provided with Remote Control Monitor system, Hydrant System, Water Spray Protection System to tackle any type of Afloat Fires. Training Port Fire Service Personnel are being sent for Professional Training at Tamilnadu Fire & Rescue Services Training Centre and also National Fire Service College Nagpur and National Maritime Academy. All the Port Workers, Port Users, CISF Unit are given Periodical Training in Basic Fire Fighting, ISPS code, Handling of Hazardous Cargo and Emergency Preparedness. Drills And Mock Drills Physical Training, Squad Drills and other Fire Service Technical Drill are being carried out as per All India Fire Service Drill Manual daily from 06.30 to 08.30 to inculcate Good Discipline and Good Co-ordination. Periodical Mock Drills are being conducted under the Supervision of Dock Master at different Port Premises.

Traffic handled by the port CARGO WISE TRAFFIC HANDLED

Archives Traffic Handled During the month of May 2020 (IN '000' Tonnes)

For the month of May 2020 Upto the month of May 2020 Import Export Total Target Import Export Total Target Commodity POL 346 72 418 - 994 114 1108 - IRON ORE 0 0 0 0 0 0 0 0 FERTILIZER 0 0 0 0 25 0 25 0 FERT ( RAW ) 12 0 12 - 24 0 24 - NON-COKING COAL 0 0 0 0 0 0 0 0 COKING COAL 0 0 0 0 0 0 0 0 CONTAINER CARGO 685 554 1239 - 1748 853 2601 - OTHER CARGO 271 180 451 - 573 230 803 - TOTAL 1314 806 2120 - 3364 1197 4561 -

Other facilities

Oil Terminals (BD1 & BD3)  First Oil berth at Bharathi Dock-I commissioned in 1972 can handle tankers up to 160,000 DWT  Second Oil Berth at Bharathi Dock-III commissioned in 1986 can handle tankers up to 140,000 DWT  Maximum LOA of Tankers Berthed at BD - I & BD - III - 280.4m (920 ft).  Minimum LOA of the ship so far Berthed at BD - I - 108.15m.  Minimum LOA of the ships berthed at BD - III - 149M. or 488 ft.  Rated Capacity - 32.4 Million Tonnes Per Annum

 Installed with 5 Marine Loading Arms at BD - I and 6 Marine Loading Arms at BD - III. Berths laid with 762 mm (30") dia pipelines for conveying Crude, 500 mm (20") dia pipeline for conveying White Oil Product and 350 mm (14") dia pipelines for conveying Furnace Oil.  Separate Pipelines for Crude, Furnace Oil, White Oil Products, Deballasting, Tower Monitor, Fire Hydrant and Fresh Water  Service Lines for LDO Bunker, Furnace Oil Bunker and Lubricant Oil Bunker  The facilities include pumping at the rate of 3000 Tonnes per hour for Crude oil and 1000 Tonnes per hour for Petroleum Products.  Provision of Oil reception facilities in accordance with MARPOL convention for receiving oily ballast, sludge and slop.  Both the jetties are equipped with fire monitors  There is a separate fire fighting pump house with diesel and electrically driven pumps to supply fire hydrant and tower monitors.

Container Terminal (CTB 1, CTB 2, CTB 3, CTB 4 ) CCTPL (Terminal - I) -- -- Quay Length - 885m, Depth - 13.5-15m, Ground Slots - 3960, Yard Capacity - 0.85 Million TEUs/Year, Reefer Plugs - 355, Quay Cranes - 7, RTG's - 22, ICD Trains - Daily. Container Terminal - 2 (M/s Chennai International Terminal Pvt.Ltd) Berths - SCB1, SCB2, SCB3 CITPL (Terminal - II) ---- Quay Length - 832m, Depth - 15m, Ground Slots - 3917, Yard Capacity - 1.2 M TEUs/year, Reefer Plugs - 304, Quay Cranes - 7, RTG's - 18, ICD Trains - Daily. General Cargo Terminal

BERTH NO. OF CRANES CAPACITY WEST QUAY1 1 15 T WEST QUAY2 1 15 T WEST QUAY 3 1 15 T WEST QUAY 4 1 15 T JAWAHAR DOCK 1 1 15 T JAWAHAR DOCK 3 1 15 T

SL.NO. EQUIPMENT NUMBERS CAPACITY 1 FLOATING CRANE 1 150 TONS 700HP - 7 Nos. 1400HP 2 DIESEL ELECTRIC LOCOMOTIVE 8 - 1 No.

Chennai port

Chennai Port, formerly known as Madras Port, is the second largest container port of India, behind Mumbai's Nhava Sheva. The port is the largest one in the Bay of Bengal. It is the third-oldest port among the 13 major ports of India with official port operations beginning in 1881, although maritime trade started much earlier in 1639 on the undeveloped shore. It is an artificial and all-weather port with wet docks. Once a major travel port, it became a major container port in the post-Independence era. The port remains a primary reason for the economic growth of Tamil Nadu, especially for the manufacturing boom in South India, and has contributed greatly to the development of the city. It is due of the existence of the port that the city of Chennai eventually became known as the Gateway of South India. The port has become a hub port for containers, cars and project cargo in the east coast of India. From handling a meagre volume of cargo in the early years of its existence, consisting chiefly of imports of oil and motors and the export of groundnuts, granite and ores, the port has started handling more than 60 million tonnes of cargo in recent years. In 2008, the port's container traffic crossed 1 million twenty-foot equivalent units (TEUs). It is currently ranked the 86th largest container port in the world and there are plans to expand the capacity to about 140 million tonnes per annum. It is an ISO 14001:2004 and ISPS-certified port and has become a main line port having direct connectivity to more than 50 ports around the world.

Opened 1881; 139 years ago

Operated by Chennai Port Trust

Owned by Chennai Port Trust, Ministry of Shipping, Government of India

Type of harbor Coastal breakwater, artificial, large seaport

Size of harbor 169.97 ha (420.0 acres)

Land area 237.54 ha (587.0 acres)

Size 407.51 ha (1,007.0 acres)

Available berths 26

Employees 8,000 (2004)

Chairman P. Raveendran, IRTS (since 2016)

Main trades Automobiles, motorcycles and general industrial cargo including iron ore, granite, coal, fertilizers, petroleum products, and containers Major exports: Iron ore, leather, cotton textiles,Automobiles Major imports:Wheat, raw cotton, machinery, iron & steel

World Port Index 49450 Number

UN/LOCODE INMAA

Statistics

Annual cargo tonnage 51.88 million tonnes (2017–18)

Annual containervolume 1.55 million TEUs (2014–2015)

Annual revenue ₹890.4 crore (2007–08)

Vessels handled 2,181 (2010–2011)

Capacity Cargoes: 55.75 million tonnes (2008–09) Containers: 2 million TEUs

Navigation Channel Entrance Channel Soil - Predominantly sandy and silt Length of Channel - About 7 kilometres Depth of Inner Channel - 18.6m at chart datum Depth of Outer Channel - 19.2m at chart datum Depth of Outer Channel - 19.2m at chart datum Swell Allowance - 3.00 Metres. The width of channel gradually increases from 244m Width of to 410m at the bent portion, then maintains a Channel - constant width of 305m

Water Area - 420.00 acres (169.97 hectares) Land Area - 586.96 acres (237.54 hectares) Total Length of Breakwater Inner Harbour Eastern Breakwater - 1325 m Northern Breakwater - 575 m Outer Harbour Eastern Breakwater - 590 m Northern Breakwater - 460 m Outer Arm - 1000 m Upper Pitch Revetment - 950 m Port Entrances Entrance in Bharathi Dock - 350 m Entrance in Dr. Ambedkar Dock - 125 m Storage Facilities Transit Shed/over flow shed - 7 Nos. - 30,693 sq.mts Warehouse - 5 Nos. - 30,138 sq.mts Container Freight Station - 3 Nos. - 40,644 sq.mts Open space - 3,84,611 sq.mts Container parking Yard - 2,50,600 sq.mts Oil Terminals (BD1 & BD3)  First Oil berth at Bharathi Dock-I commissioned in 1972 can handle tankers up to 160,000 DWT  Second Oil Berth at Bharathi Dock-III commissioned in 1986 can handle tankers up to 140,000 DWT  Maximum LOA of Tankers Berthed at BD - I & BD - III - 280.4m (920 ft).  Minimum LOA of the ship so far Berthed at BD - I - 108.15m.  Minimum LOA of the ships berthed at BD - III - 149M. or 488 ft.  Rated Capacity - 32.4 Million Tonnes Per Annum  Installed with 5 Marine Loading Arms at BD - I and 6 Marine Loading Arms at BD - III. Berths laid with 762 mm (30") dia pipelines for conveying Crude, 500 mm (20") dia pipeline for conveying White Oil Product and 350 mm (14") dia pipelines for conveying Furnace Oil.  Separate Pipelines for Crude, Furnace Oil, White Oil Products, Deballasting, Tower Monitor, Fire Hydrant and Fresh Water  Service Lines for LDO Bunker, Furnace Oil Bunker and Lubricant Oil Bunker  The facilities include pumping at the rate of 3000 Tonnes per hour for Crude oil and 1000 Tonnes per hour for Petroleum Products.  Provision of Oil reception facilities in accordance with MARPOL convention for receiving oily ballast, sludge and slop.  Both the jetties are equipped with fire monitors  There is a separate fire fighting pump house with diesel and electrically driven pumps to supply fire hydrant and tower monitors. Container Terminal (CTB 1, CTB 2, CTB 3, CTB 4 ) CCTPL (Terminal - I) ---- Quay Length - 885m, Depth - 13.5-15m, Ground Slots - 3960, Yard Capacity - 0.85 Million TEUs/Year, Reefer Plugs - 355, Quay Cranes - 7, RTG's - 22, ICD Trains - Daily. Container Terminal - 2 (M/s Chennai International Terminal Pvt.Ltd) Berths - SCB1, SCB2, SCB3 CITPL (Terminal - II) ---- Quay Length - 832m, Depth - 15m, Ground Slots - 3917, Yard Capacity - 1.2 M TEUs/year, Reefer Plugs - 304, Quay Cranes - 7, RTG's - 18, ICD Trains - Daily. General Cargo Terminal BERTH NO. OF CRANES CAPACITY WEST QUAY1 1 15 T WEST QUAY2 1 15 T WEST QUAY 3 1 15 T WEST QUAY 4 1 15 T JAWAHAR DOCK 1 1 15 T JAWAHAR DOCK 3 1 15 T Other Facilities SL.NO. EQUIPMENT NUMBERS CAPACITY 1 FLOATING CRANE 1 150 TONS

700HP - 7 Nos. 1400HP 2 DIESEL ELECTRIC LOCOMOTIVE 8 - 1 No.

Cargo Cars Year (million exported[39] tonnes)[44] 2000–01 41.22 5,260 2001–02 36.12 4,635 2002–03 33.69 8,482 2003–04 36.71 39,874 2004–05 43.80 83,121 2005–06 47.25 102,692 2006–07 53.41 114,756 2007–08 57.15 137,971 2008–09 57.49 248,697 2009–10 61.06 273,917 2010–11 61.46 234,762 2011–12 55.71 252,640 2012–13 53.40 272,345 2015–16 50.06

51.88 2017–18

Sister ports

The port has sister port agreements with the following ports to co-operate in maritime transportation and port development. This also covers technical expertise, cruise knowledge, container terminal and tourism between the sister ports.

Country Port State / Region Since

Belgium Port of Zeebrugge[141] West Flanders November 2008

Canada Port of Halifax[142] Nova Scotia January 2009 RECORD;

On the night of 30 August 2018, vessel MT New Diamond, with 160,079 gross registered tonnage arrived at the port from the Basra oil terminal in Iraq, carrying 133,719 tonnes of light crude oil and was docked in the oil docks. This is the first time for an Indian port in an enclosed harbour to see berthing of a very large crude carrier (VLCC).

Lights and lighthouse

The present lighthouse in Chennai Main article: Chennai Lighthouse There are both historic and modern lighthouses in and around the port, some of which have been decommissioned. The port is the location of one of Chennai's earliest lighthouses—the entrance channel tower. The 24 m (79 ft) tall tower with a focal plane of 26 m (85 ft), flashing white, red and green lights, is located north of the port. It is visible only from around the entrance channel. This tower is still active. However, the first lighthouse of the city is located just outside the port, in Fort St. George campus. It was active from 1796 till 1844. The second and third lighthouses are located in the Madras High Court campus near the port. The present lighthouse is located about 6 km south of the port on the Marina Beach. It is a 46 m (151 ft) tall, 11-storied triangular cylindrical concrete tower with lantern and double gallery, attached to a 3-story circular harbour-control building, emitting light from a height of 57 m (187 ft) from the mean sea level. This lighthouse, which is active since 1977, is powered by a 440V, 50 Hz main supply. Natural disasters The Indian Ocean Tsunami of 26 December 2004, one of the deadliest in the recorded history, had a devastating effect all over the region and, of course, damaged the port's infrastructure, including cranes, wharfs, moorings and some part of the ship channel and hindered the operations of the port for a brief period. Some of the ships hit the wharves close to where they were berthed. Other damages at the port include collision of three ships while being towed to deep sea resulting in the loss of about 1,500 tonnes of sugar and damages to some of the cars that awaited export. The port suspended operations for two days. The total damage to property, infrastructure and equipment at the port due to the tsunami stood at ₹ 129.6 million. Rebuilding the entry channels and affected areas incurred another ₹ 100 million. The port suffered a loss of ₹ 30 million due to operational halt on 26 and 27 December 2004, during which around 250,000 tonnes of container could not be serviced, with trade of 15 vessels on sail and 10 vessels at berth affected. This was in addition to the loss due to waiving of marine charges owing to the disaster. As a consequence of the tsunami, the port trust is planning to create an artificial beach from left of the Cooum river (next to the Napier bridge) right up to fishing harbour in North Chennai covering about 10 km to protect the port from seaside from similar natural calamities. The beach is planned within the port's territory before the east breakwater on the seaside and would not be accessible to the public. In addition, the port is also planning to reclaim the land adjacent to the Cooum during the Tenth Plan. On the flip side, the disaster has made the port the deepest on the east coast. A bathymetry survey conducted by the National Institute of Ocean Technology (NIOT) to measure the depth of the sea has revealed the entry channel to the port has deepened enabling the berthing of vessels of deeper drafts. The high current generated by the tsunami waves dredged about 0.4 to 0.5 million cubic metres of sediments, which has deepened the 17.4 m-deep harbour by 1 to 2 m more, especially along the Dr. Ambedkar Dock and the Barathi Dock. Similarly, the depth of the entry channel, which was 18.6 m, has deepened by a metre. Auxiliary functions Meteorological functions

Centenary Building, the Port's administrative building

The cyclone detection radar station of the Southern Regional Meteorological Centre is located at the Centenary Building, the administrative building of the port. It is located atop the building at a height of about 53 m above sea level in a dome weighing 18 tonnes. The radar scans the atmosphere within a radius of 500 km. The Port Meteorological Office also functions from the same building. The India Meteorological Department (IMD) maintains Voluntary Observing Fleet (VOF) through the Port Meteorological Office comprising ships of Merchant Navy, Indian Navy and foreign agencies through which meteorological observations from the ocean area are collected on real-time basis for operational forecasting and climatological purpose. Disease control The Port Health Organisation, Chennai, functioning under the Director General of Health Services, Ministry of Health and Family Welfare, Government of India, was established in 1946 with an objective of preventing entry of yellow fever and other quarantinable and communicable diseases from abroad. Mosquito control in the port area is being undertaken by two agencies, namely, the Chennai Port Trust and the Port Health Organisation. Anti-mosquito measures are undertaken by the Port Trust while the issuance of yellow fever certificates, ship deratting and overall supervision of mosquito control is undertaken by the Port Health Organisation. Operations USS Bunker Hill is moored pier side at Chennai Port Cargo-Handling Equipments Total Units The port handles around 8 Locos (diesel) Chittaranjan 8 million tonnes of coal for BHEL loco 10 clients such as the Andhra Pradesh State Electricity Diesel/electric loco 2 Board, Karnataka Power Mobile cranes 12 Corporation, cement Fork lift trucks 55 plants of Tamil Nadu and independent power Floating crane 1 producers in northern Electrical forklift trucks 24 Tamil Nadu and southern Pay loaders 7 Andhra Pradesh. The coal handling for the Tamil Shore electric cranes 25 Nadu Electricity Board was Transfer cranes 10 transferred to the Ennore Tractor head 34 Port. In 2005, as part of pollution-control measure, Container quay cranes (35.5T/40T capacity) 4 the port has installed wind Toplift trucks (25T and 35T capacity) 5 curtains made of Trailers 32 ultraviolet resistant fabric along the harbour's Crawler-mounted cranes 3 beachfront for over 1.5 km Empty container handler 1 to the east of the coal Reach stackers 3 terminal to prevent wind carrying coal dust into the 10T/3T FLT 7 city at a cost of ₹ 3.7 million. In 2008, the port has also installed a semi-mechanised closed coal conveyor system comprising two streams with a capacity of 15 million metric tons/annum and a handling rated capacity of 1,500 metric tons/hour/stream and running for a length of 5 km at two berths, namely, Jawahar Dock IV and VI, at a cost of ₹ 430 million to transfer the coal to the individual coal plots at the southern end of the port, from where the cargo will be transported by rail to respective destinations, thus preventing pollution from coal dust and eliminating movement of coal-carrying trucks within the port. The conveyor runs at an elevation of 10–13 m and has provision for longitudinal movement along the road to the plots and transverse movement for stacking coal at individual plots. Coal discharged into the hoppers located at the two docks is conveyed to coal plots through conveyors or tripper cars and is equipped with belt weigher. The conveyor system is expected to remain functional for about 5 years, till Ennore Port is ready to handle coal for all the clients. On 11 May 2011, the Madras High Court directed the Shipping Secretary that only clean cargo such as containers and cars be allotted to the port for handling from 1 October 2011. All dusty cargo such as coal and iron ore will be allotted to the Ennore Port. The port is one of the six ports in India through which drugs are permitted to be imported, which is handled by the Central Drugs Standard Control Organisation (CDSCO), the other ports being Kolkata, Mumbai, Nhava Sheva, Kochi and Kandla ports. As of 2011, cargo movement to the port is increasing by 21 per cent. Over 5,000 container trucks move through the port every day. However, the number of containers coming into the port has dropped by 30 per cent in the same year. In July 2012, a vessel traffic management system was installed at the port to track vessel movements for nearly 2 km, which can be extended to 48 nautical miles. As of 2012, the port consumed 38 MW of power every year, spending about ₹ 290 million per annum on electricity charges. In November 2019, a ₹540-million paved storage area for handling export cargoes was opened covering 11.32 hectares.A coastal berth covering 260 meters was also opened at a cost of ₹800 million. Terminals Container terminals The port has two container terminals, run separately by DP World Pvt. Ltd and Singapore's PSA International Pte Ltd, with a combined capacity to handle 2.8 million standard containers a year. The two terminals loaded 1.11 million standard containers between April and December 2010, up from 886,000 containers a year earlier. Both the terminals have daily trains to Inland Container Depots (ICDs). There are plans to build a mega container terminal, the third one at the port, with private funds worth ₹ 36,860 million. The port is served by various container liner services, namely, APL, K Line, Maersk Line, MOL, NYK, PIL and several regional container lines. Chennai Container Terminal

Chennai Container Terminal (CCT) is the first container terminal in Chennai port built in 1983. The container terminal was privatised in 2001 and is operated by DP World since 30 November 2001 with a capacity of 1.2 million TEUs. CCT is managed under a 30-year build-operate-transfer agreement set up with the Chennai Port Trust of the Government of India. The terminal is capable of handling fifth-generation vessels up to 6,400 TEU and has direct services to China, West Africa, Europe and the United States. The terminal crossed the "one million TEU" mark in 2007.In 2011, it handled 1.12 million TEUs.[It enjoys a quay length of 885 m (2,904 ft) and has 4 berths with an alongside depth of 13.4 m (44 ft), height (ISLW to Top of Cope) of 34 m (112 ft), channel length of 6,700 m (22,000 ft) and channel depth of 19.2 m (63 ft). The total terminal area covers 21.1 hectares, and yard stacking area covers 17 hectares (42 acres). The terminal has an on-site rail track. It has a berth productivity of 22 moves per hour and an average turnaround of 26 hours. The operator has invested around US$128 million to get new equipment at the terminal. At present, 7 quay cranes with Super Post Panamax handling capacity and 24 rubber-tyred gantry cranes (RTGs) form part of the inventory. The operator has also taken over from Chennai Port 4 quay cranes, 10 RTGs, 3 reach stackers, 240 reefer plugs, and 2 top lifters and one empty container handler. CCT is ranked at the 79th position among the top 100 container terminals in the world. It is one of the fastest growing terminals in India with a CAGR of 20 per cent. It presently has four mainline services with direct connectivity to Mediterranean, Europe, Thailand, Vietnam, China and Korea. The mainline services are complemented by seven weekly feeder services and one coastal service to Colombo, Vizag, Penang, Port Klang, Singapore, Yangon and Port Blair, respectively. Presently, CCT is connected to 50+ ports worldwide. A container freight station, with a covered area of 6,500 m2(70,000 sq ft), operates within the port offering such services as inspection, LCL de-stuffing and delivery of import cargo. CCT has plans to invest ₹ 1 billion to install two quay cranes. Chennai International Terminal

Chennai International Container Terminal view from the Marina Beach

Chennai International Terminal Pvt Ltd (CITPL) is the second container terminal that started operations from 22 June 2009 with berths SCB1, SCB2 and SCB3. The build- operate-transfer facility, built at a cost of about US$110 million, is a joint venture between PSA International and Chennai-based Sical Logistics Ltd. With 35 ha (86 acres) of yard space and three berths with a total quay length of 832 m (2,730 ft), the terminal offers an annual capacity of 1.5 million TEUs. With the addition of 4 post-Panamax quay cranes, capable of lifting two 20-ft containers per move, and 8 RTGs, it now has 7 rail-mounted quay crane (RMQC), 18 RTGs, 6 reach stacker and 120 reefer plugs. Once fully commissioned, CITPL would be able to accommodate 8,000-TEU vessels with drafts up to 15.5 m (51 ft). Ro-ro car terminal Dubbed the Detroit of Asia, Chennai is base to several international car makers, namely, Ford Motor Co., Hyundai Motor Co., Nissan Motor Co., Renault SA, Daimler AG and BMW AG. Car export (mainly Hyundai) increased by 80.25 per cent to touch 248,697 during 2008–09 as against 137,971 in the previous year. The port handled 65 car carriers compared with 40 in the previous year. In 2009, the port shipped nearly 274,000 cars, 10 per cent more than the previous year. The port is now the number one ro-ro car terminal in the country. After Hyundai, the port have started attracting global manufacturers like Mahindra, Toyota, and Ford. Ford has decided to move exports to Chennai Port by 2010.

Hyundai cars lined up for shipment at the Chennai Port Hyundai Motor India is coming up with a first-of-its-kind dedicated automobile terminal at the Chennai port. The Chennai port facility is expected to be on the lines of its Ulsan Port, from where it exports half of Korea's 1,500,000 vehicles annually. The export terminal at the Chennai port would cater to its total export target of 300,000 cars, which would be 50 per cent of its total production by 2009–10. The company has plans to develop the land into a dedicated terminal to serve as an export base. It is believed that the terminal would basically cater to its export of compact cars from India. The new terminal, coming up at the southern end of the container terminal, would be spread over 10,000 m2 (110,000 sq ft) of land and includes a 300 m long, 30 m wide, and 12 m deep ro-ro berth. It would have two six-storey multi-level dedicated parking yard for 6,000 cars each, estimated at a cost of ₹ 400 million, where one ship load of cars can be stacked. The terminal, being developed at a cost of ₹ 800 million, would cater to other car exporters also and is expected to be completed by the end of 2012. By 2017, the port handled less than 150,000 cars, chiefly by Hyundai, with Nissan and Ford moving out to the neighbouring Ennore Port. Cruise terminal Chennai Port is the only port on the East Coast of India with a cruise terminal. Chennai Port is one of the five major ports in the country that have been identified by the Ministry of Shipping for development of cruise terminals, the other four being Goa, Kochi, Mumbai and Mangaluru. As of 2018, the port receives an average of 4 to 5 cruise ships annually. The port has had passenger and tourist services to Burma, Malaya, Singapore, Manila, London, Suez, Aden and Colombo for over 100 years. There was regular passenger traffic during the British rule. Per official records, the port had an annual passenger traffic of 60,000 in 1956. In 1959, the port built a dedicated passenger terminal for coastal and cruise vessels. The passenger cruise terminal is located in the West Quay. The Shipping Corporation of India operated regular Chennai–Singapore services till 1984. On an average, 10 international cruise vessels dock in the port each year. The number of tourists visiting the port in 2008–09 was 2,616, which rose to 3,401 in 2009–10. The country's first cruise ship, AMET Majesty, is registered in Chennai and started operations from Chennai on 8 June 2011. The modernised cruise terminal at the port was inaugurated on 12 October 2018 at a cost of ₹ 172.4 million. Spread over 2,880 square meters with ground, mezzanine, and first floors, the terminal has 10 immigration counters, with plans to increasing it to 20. It is equipped with four escalators and a cafeteria on the mezzanine floor. It has a capacity to seat 168 passengers on the first floor and 132 on the ground floor, with three-seater airport chairs. The building is powered by a 250-kw solar power panel provided at the rooftop. Port layout and infrastructure Chennai port is the second smallest in the country measured by surface area, encompassing only 274 hectares.[56] Chennai port area is divided into north, central and south zones and fishing harbours.[57] The port has 26 alongside berths, including 21 deep-drafted berths and 2 oil jetties, in the 3 docks, viz., Dr. Ambedkar Dock, Satabt Jawahar Dock, and Bharathi Dock along with the container terminal, and draft ranging from 12–16.5 m (39–54 ft). Dr. Ambedkar Dock has 12 berths, Jawahar Dock has 6 berths, Bharathi Dock has 3 berths (for oil and iron ore), the container terminal has 3 berths and the moorings has 1 berth. The berths can handle containers as well as liquid and dry bulk and breakbulk cargoes. The approach channel to the port is 6,700 m (22,000 ft) long, and the turning basin is 560 m (1,840 ft) in length. A total of 9 well-lit channels marks buoys for the approach channel.

Region Water spread Land area No. of berths

Inner harbour 218 acres 413 acres 16

Outer harbour 200 acres 100 acres 7

Total 418 acres 513 acres 23

The Jawahar Dock has six berths with a total length of 1,310 m (4,300 ft) and maximum permissible draft of 10.4 m (34 ft) and 11 m (36 ft). All berths are 218.3 m (716 ft), and half of them have maximum draft of 10.4 m (34 ft). The dock mainly handles coal, fertiliser, iron ore lumps, pellets, edible oil, and phosperic acid. The Dr. Ambedkar Dock has 13 berths with a total length of 1,676 m (5,499 ft) and maximum permissible drafts from 8.5–12 m (28–39 ft). The longest berth is 246 m (807 ft) long with maximum draft of 9.5 m (31 ft). Berth No. 7 is 198 m (650 ft) long with maximum draft of 8.5 m (28 ft), whereas Berths 8, through 12 are each 170.6 m (560 ft) and have maximum draft of 11 m (36 ft). Berth 14 is 179 m (587 ft) long with maximum draft of 9.5 m (31 ft). Berths 18 and 19 are naval berths. The dock has car and cruise terminals and chiefly handles general cargo, cars, granite steel, and food grains. The Bharathi Dock contains three berths with total quay length of 917.2 m (3,009 ft), with berths ranging from 274.3 m (900 ft) in length with maximum permissible draft of 16.5 to 338.9 m (54 to 1,112 ft) in length with maximum draft of 14.6 m (48 ft). The dock has three terminals, namely, container terminal, iron ore terminal, and oil terminal. It mainly handles containers, iron ore, and POL (petroleum, oil and lubricants).

The oil terminals at the port's Bharathi Dock (BD1 and BD3) can accommodate tankers to 100,000 dead weight tonnage (DWT), and a third berth can handle tankers up to 280.4 m (920 ft) and 140,000 DWT. Berth BD1 can accommodate ships to 108.1 m (355 ft) long. The oil terminals have capacity to handle 12 million tons of cargo per year and to pump 3,000 tons of crude oil and 1,000 tons of petroleum products per hour. Each berth is equipped with five marine loading arms, and the berths have pipelines to convey crude oil, white oil, and furnace oil.

The iron ore terminal, which can handle 6 million tons per year and can load iron ore at a rate of 6,000 tons per hour, is also located at the Bharathi Dock. Berth BD2 can accommodate ore carriers up to 280.4 m (920 ft) in length. The terminal's separate receiving and shipping lines can function as an interconnected system. The terminal is served by rail lines and includes an ore stock yard with capacity for 544,000 metric tons.

Name Lengt Permissibl Dock/Termin No of Type h e Remarks al . berth (m) draft (m) 12.0 m on HW subject to the vessel reducing the draft to Jawahar Dock 1 JD-1 general/Project Cargo 218.33 11.50 permissibl e draft of the berth below low tide. Transit shed attached Transit 2 JD-3 Project Cargo/general 218.33 11.50 shed

attached Transit 3 JD-5 Project Cargo/general 218.33 11.50 shed

attached general/other liquid 4 JD-2 218.33 11.50 bulk general/other liquid 5 JD-4 218.33 11.00 bulk No 6 JD-6 operations/berthing 218.33 11.00

vessel Dr. Ambedkar Passenger/general/oth 7 NQ 198.00 8.50 Dock er liquid bulk General/other liquid 8 WQ-1 170.60 11.00 bulk General/RO-RO 9 WQ-2 170.60 12.00 operations Transit 10 CB General 170.60 12.00 shed

attached 11 WQ-3 General 170.60 12.00

11 m up 12 WQ-4 Fertilizer/general 170.60 11.00 to 795 m; 9.5 m up to 810 m 13 SQ-1 Fertilizer/general 246.00 9.50

Fertilizer/general/othe 14 SQ-2 179.00 9.50 r liquid bulk 2nd 15 – 12.0 CT-1 2nd 16 – 12.0 CT-2 2nd 17 – 12.0 CT-3 Naval 18 Berth 60.00 09.00

North Naval 19 Berth 140.00 12.00

South Bharathi Dock 20 BD-1 Oil 338.94 14.0 (oil & iron ore) 17.0 m during HW; 21 BD-3 Oil 304.00 16.50 Between extreme dolphins 22 BD-2 Iron ore 274.32 16.50

Container Container 23 CT-1 Containers 200.00 13.40 freight Terminal station Container 24 CT-2 Containers 200.00 13.40 freight

station 25 CT-3 Containers 200.00 13.40

26 CT-4 Containers 285.00 13.40

Approach Zone I 750.00 Channel Zone II to 5950.0 Zone 0 VII Turnin 560.00 g Circle

The warehousing and storage capacity available at the port is as follows:

Type Nos. Area (sq.m)

Covered

Warehouses 12 65,686 Transit sheds 8 36,000 Covered area for FCI 6 43,450 Container freight stations 2 12,600 Open

Open space 325,000

Container parking area 130,000

The port handles a variety of cargo including iron ore, coal, granite, fertilisers, petroleum products, containers, automobiles and several other types of general cargo items. Due to the increase in container traffic, a second container terminal was planned and tender works given to PSA Sical. It has asked for support for a mega container terminal. The terminal would be the first deepwater terminal of its kind in India and would be able to handle ultra-large container ships of 13,000–15,000 TEUs capacity and length exceeding 400 m (1,300 ft). The management of the container terminal was taken over by P&O Ports of Australia. This has a volume growth of 20 per cent per year and has 59 per cent of the market share of South India. It has services to Singapore, Malaysia, Thailand, Myanmar, Sri Lanka, Korea, China, Mediterranean, Europe, Australia and the United States. The approach channel to the port has two sections—the entrance channel within the protection of outer arm and the outer channel beyond the protection of outer arm. The total length of the entrance channel is 7 km. The width of channel gradually increased from 244 m to 419 m at the bent portion, then maintains a constant width of 305 m. The depth of the inner and the outer channels are 18.6 m and 19.2 m, respectively, below chart datum, with a swell allowances of 3 m. The entrance is 350 m in Bharathi Dock and 125 m in Dr. Ambedkar Dock. The draught in the navigational channel is maintained by dredging approximately 1 million cubic metres annually.

Traffic growth Cargo Year Cars exported[39] (million tonnes)[44] 2000–01 41.22 5,260 2001–02 36.12 4,635 2002–03 33.69 8,482 2003–04 36.71 39,874 From 1881 to 1945, the cargo 2004–05 43.80 83,121 handled in Madras port varied 2005–06 47.25 102,692 from 0.5 million tonnes to 1 million tonnes. By 1979–80, 2006–07 53.41 114,756 the traffic touched 10 million 2007–08 57.15 137,971 tonnes and increased to 15 2008–09 57.49 248,697 million tonnes in 1984–85. By 1991–92, the volume was 25 2009–10 61.06 273,917 million tonnes, touching 41 2010–11 61.46 234,762 million tonnes in 2000–01. 2011–12 55.71 252,640 Though there was a slump in the next three years, mainly 2012–13 53.40 272,345 due to the transfer of about 9 2015–16 50.06 million tonnes of thermal coal 2017–18 51.88 to the Ennore port, the port recovered to handle 47.25 million tonnes in 2005–06. In 2009–10, the port handled 61.06 million tonnes of cargo against 57.49 million tonnes in 2008–09 marking an increase of 6.20 per cent and has set a target to handle 75 million tonnes in 2011–12 and 100 million tonnes in 2015–16. In 2010–11, the port handled 61.46 million tonnes, a 0.66 per cent increase over the previous fiscal. The target set for the port for 2010–11 is 65.51 million tonnes against a target of 64.00 million tonnes during the previous fiscal. The terminal's throughput has increased from around 829,000 TEUs in 2006 to around 1.19 million TEUs in 2008. Crane productivity has been improved from 22 moves per hour per quay crane in 2006 to over 27 in 2009. The port annually handles nearly 20 million tonnes of both coal (8 million tonnes) and iron ore (12 million tonnes).

The annual growth for container volumes handled by the Chennai port during the last 5 years till 2009–10 was 13 to 14 per cent, while the average annual container growth in Indian ports is in the order of 8%. The growth increased to 25 per cent during 2010–11, the largest growth rate among the top three container ports comprising JNPT, Chennai and Tuticorin. This is primarily due to capacity addition with the second terminal commencing operations coupled with new services starting to call the Chennai port. The port currently has the capacity to handle 3,000,000 TEUs and with the commissioning of the third mega container terminal being planned, the capacity would go up to 8,000,000 TEUs.

Due to excessive pollution from coal dust, the port for a brief period of time suspended shipping food grain. However, following the transfer of coal shipments to the neighbouring Ennore Port since 2002, handling of food grain was resumed after about 9 years in 2003. The port hopes to handle 4 million tonnes of food grain annually over the next few years. The following table lists the number of vessels handled in the past:

Commodity 2008–09 2009–10 2010–11 Liquid bulk 441 494 502

Dry bulk 441 446 308

Break bulk 486 489 559

Containers 710 703 812

Total 2,078 2,132 2,181

As of 2017, about 800 trailers entered the port on a daily basis.

Done by

(Bsc(ns)17)

Chigiti Bhargava-2653A, Group-8.

Mohammad sarfaraj-2646A, group-8

Omkar deshpande-2639A, group-8

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIAInternship Project – Port of “VISHAKAPATNAM” A Report On Internship In Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. P.GOWRI SANKAR REDDY 2542A ANS18266

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled Port of “VISHAKAPATNAM””submitted by cadet . P.GOWRI SANKAR REDDYReg.NoANS18266…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.K.Rajesh Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt.Dr.K.Rajesh

Title of the assigned internship :PORT OF “VISHAKAPATINAM”

Nature of Internship : Individual/Group

Reg No of Student :ANS 18226

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student P.GOWRI SANKAR REDDY Register No and Roll No ANS 18226 &2542 A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-5 Semester VI Title of Internship PORT OF “VISHAKAPATINAM” Duration of Internship 1 MONTH Mentor of the Student Capt. Dr.K.Rajesh Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 8 2 Adequacy & quality of information recorded 10 7 3 Drawings, sketches and data recorded 10 6 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 2 6 Originality of the Internship Report 20 15 7 Adequacy and purposeful write-up of the Internship 10 8 Report 8 Organization, format, drawings, sketches, style, language 10 8 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 7 concepts 10 Presentation Skills 10 7 Total 100 79

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

The port of Visakhapatnam situated on the East Coast of India is one of the pre- eminent Major Ports of the country. The Port has two harbour basins viz., the Inner Harbour and the OuterHarbour. The Port is predominantly a bulk cargo handling Port. During 2014-15, the Port handled a total cargo throughput of 58 million tonnes of which dry cargo constituted 62%. While the dry cargo profile at the Port comprises of iron ore, iron pellets, coking coal, steam coal,thermal coal, fertilizers and raw materials etc., iron ore and pellets contribute a significant portion with a share of 38% in the dry cargo trade. Iron ore and iron pellets are handled through mechanized means at outer harbour and in addition, iron ore is also handled at inner harbor through semi- mechanizedmeans.

NAVIGATIONAL DETAILS

The port, comprises two harbours viz., the inner harbour and the outer harbour. Besides, there is a fishing harbour adjacent to the Port. The outer harbour is encompassed by three breakwaters viz., north breakwater (412m), south breakwater (1543m) and east breakwater(1070m). The water spread and land areas available in the twoharbours

Inner harbour(in mtrs)

Description LOA BEAM DRAFT TIDE Day light – arrivals / Departures 235 32.50 14.50 0.5 Night – Arrival / Departures 235 32.26 13.50 0.0 NIGHT RESTRICTIONS

 If vessel’s LOA above 195 Mts or if beam exceeds 32.0 Mts. the vessel is handled by twopilots.  For vessels LOA ≥ 200 Mts maximum permissible draft during nightis 13.5 Mts.

Permitted Dimensions as per berths LOA BEAM DRAFT TIDE OSTT 280 50.00 17.0 ------OB-I & OB-II 300 50.00 16.5 0.3

MPB ( VCTPL ) 320 42.00 14.5 ------VGCB 300 50.00 18.1 ------LPG ( * ) 230 42.00 14.0 ------Channel Berth for 10,000 DWT 150 18.75 8.5 ------Fishing Harbour 70 14.00 5.5 0.7 OUTER HARBOR For Arrivals (In Mtrs)

NIGHT RESTRICATIONS For Arrivals  Tankers of LOA > 220 are being berthed at LPG with twopilots.  Vessels of 75,000 DWT & above are being berthed at OB-I, OB-II, VGCB & vessels LOA > 270 at VCTPL with twopilots.

For Departures  Vessels LOA > 270 or Beam > 42 are handled by twopilots. STORAGE DETAILS

s.no Type of storage Port Other agencies 1 Covered storage a) transitsheds 20,494m2 -- b) storagesheds 31,433m2 699,954 tonnes c) ware houses 10,482m2 66,230 tonnes d)silos -- -- 2 Open area 1,553,168 m2 75,134+368,668 m2 3 Containers a)open -- 4,000 TEUs + 1,500 ground slots b)covered -- 100-125 TEUs 4 Liquid storage a)crud oil -- 404,757 tonnes b)products -- 639,496 tonnes + 105,650 KL c)chemicals -- 97,500 tonnes + 72748 KL d)L.P.Gas -- 9,000 tonnes(spheres)+60ktonnes (cavern)

BERTH FACILITIES

INNER HARBOR INNER HARBOR TIDE NORTHERN ARM – EAST SIDE NORTHERN ARM – EAST SIDE DAY TIME ( BERTHING / SAILING) NIGHT TIME ( BERTHING / SAILING ) DRAFT (with dock water density) DRAFT (with dock water density)

BERTHS LENGHTH PANAMAX OTHERS PANAMAX OTHERS

EAST QUAY-1 280.00 14.50 14.50 14.50 14.50 1.0

EAST QUAY-5 167.64 11.00 11.00 11.00 11.00

EAST QUAY-6 182.90 11.00 11.00 11.00 11.00

EAST QUAY-7 255.00 14.50 14.50 14.50 14.50 1.0

EAST QUAY-8 255.00 14.50 14.50 14.50 14.50 1.0

EAST QUAY-9 255.00 14.50 14.50 14.50 14.50 1.0

EAST QUAY-10 181.00 _ 11.00 _ 11.00

INNER HARBOR WESTERN ARM INNER HARBOR WESTERN Berth length (Mtrs) Permissible draft # ARM (Mtrs) Fertilizer berth 173.13 10.06 Oil Refinery Berth-1@ 183.00 10.06 Oil Refinery Berth-2@ 183.00 9.75

INNER HARBOR NORTH WESTERN ARM Green Channel Berth 150.00 8.20 * Vessels with more than 160.0m LOA can be allowed at EQ-10, subject to availability of sufficient space at the adjacent berth i.e. EQ-9.

# Permissible draft of vessels is subject to availability of tide – details given under harbour facilities

** For berthing 230.0m LOA vessel at WQ-6, 45.0m room to be left vacant on North side of West Quay-5.

NightRestrictions:1) For vessels > 200m LOA, maximum permissible draught in dark hours is13.5m 2) Vessels above 195.0m or Beam more than 32.0m are handled by two pilots in dark hours

OUTER HARBOUR Berth LOA (Mtrs) Permissible draft # (Mtrs) Ore Berth-1 300.00 16.50 (ESSAR) Ore Berth-2 300.00 16.50 (ESSAR) Vizag General Cargo Berth (VGCBL) 300.00 18.10 FOR 2,00,000DWT Offshore Tanker Terminal 280.00 17.00

L.P.G. 230.92 14.00

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

MARPOL RECEPTION FACILITY

Shore Reception

As per the MARPOL Resolution 73/78.The following reception facilities are available 24/7 in VPT for Shipping Agents.

 1)MARPOLANNEX-1(OIL)  2)MARPOLANNEX-IV(SEWAGE)  3)MARPOL ANNEX-V(GARBAGE) EXCEPT ANIMAL CARACASSES,FISHING GEAR ANDE-WASTE.

“It is mandatory for all vessels calling Visakhapatnam Port / Visakhapatnam Port Anchorage to strictly follow D.G. Shipping Circular No. 06 of 2018 dated 20.11.2018 and feed / arrange to feed the details online and generate ANF number as well as fix vendor/s for availing Port Reception Facilities as required. LIST OF VPT LICENSED VENDORS : “The list of licensed vendors for Port Reception Facilities are available under Url: prf.irclass.netwhich can be accessed after generation of ANF on the samewebsite.”

VISAKHAPATNAM PORT TRUST EMPLOYEES REGULATIONS

Gazette Notification dt.28-2-1965 issued by Central Gov!. brining Major Port TrustAct, 1963 came into force w.e.!. 29-2-1964 Major Port Trusts (Adaptation of Rules) Regulations, 1964Major Port Trusts (Procedure at Board Meetings) Rules, 1981 Major Port Trusts (Payment of Fees and Allowances to Trustees) Rules, 1981Visakhapatnam Port Employees’ (Temporary Services) Regulations, 1991Visakhapatnam Port Employees’ (Conduct) Regulations, 1964 Visakhapatnam Port Employees’ (Amenment of Recuitment Rules 2015 for Cl- II,Cl-III & Cl-IV ) RRs TO THE POST OF SPORTS OFFICER & PA TO HOD Visakhapatnam Port Employees’ (Recruitment, Seniority and Promotion)Regulations, 1964 Visakhapatnam Port (Authorisation of Pilots) Regulations, 1964Visakhapatnam Port Employees’ (Welfare Fund) Regulations, 1967 Visakhapatnam Port Employees (Classification, Control and Appeal), Regulations,1968 Visakhapainam Port Employees’ (Allotment of Residences) Regulations, 1968 The Class-I Officers of the Visakhapatnam Port (Acceptance of Employment afterRetirement) Regulations, 1970 Visakhapatnam Port Employees’ (Compassionate Fund) Regulations, 1970Visakhapatnam Port Employees’ (Family Security) Regulations, 1976Visakhapatnam Port Employees’ (Retirement) Regulations, 1989Visakhapatnam Port Employees’ (Educational Assistance) Regulations, 1990.Visakhapatnam Port Employees’ (Festival Advance) Regulations, 1991 Visakhapatnam Port Trust Employees’ (Contributory Outdoor and Indoor MedicalBenefit after retirement) Regulations, 1992 Visakhapatnam Port Trust (Recruitment of Heads of Departments) Regulations, 1991VPTE (LEAVE) Regulations, 1992 VPTE (LTC) Regulations, 1993VPE (GPF) Regulations, 1993 VPE (Grant of advances for purchase of conveyances) Regulations, 1993.Appointing 29th Feb. 1964 on the date on which MPT Act, 1963 (Act 38 of 1963)Regulations For Entry/Exit Of Contract Labourers Into The Port Premises The Class-I Officers of the Visakhapatnam Port (Acceptance of Employment afterretirement), Regulations, 1970 New Pension Scheme in the Ports also in respect of the employees / workers / officersthose who have appointed in the Port service on or after 01-01-2004. Visakhapatnam Port Trust(Licensing of Stevedors and Allied Matters) Regulations,1967 OTHER FACILITIES

FRESH WATER FACILITIES:

Fresh water is being supplied by Port barge/ licensed barge/ road tankers licensed by the Port, shore pipeline at OR-1 & 2 berths on requisition by the vessel through the Agent. Water will be supplied to vessels on first-come first-serve basis with priority to vessels in the order of sailing and especially to vessels which do not have road access.

SHIP REPAIR FACILITIES:

Two dry docks are available with the Port. The inner harbour dry dock with length 140.24 mtrs., bredth 18.28 meters and draft 5.6 meters is catering to the requirement of Port crafts as well as other crafts. The fishing harbour dry dock with length 65 meters, bredth 21 meters and draft 6 meters is catering to the requirements of fishing trawlers and boats. India’s oldest and the largest state owned ship building and ship repairing facility known as Hindustan Ship Yard Ltd., is located in the water adjacent to the Port. Hindustan Ship Yard has the facilities for all kinds of ship repairs including the dry dock.

CRUISE SHIPPING FACILITIES:

Passenger ship at this port is available every month from the Port of Visakhapatnam to Port Blair, Andaman Nicobar Islands, India. The state run Shipping Corporation of India deploys large size passenger ships for ferrying passengers and essential goods from Port of Visakhapatnam to Port Blair. The distance between Visakhapatnam Port to Port Blair is 1100 nautical miles and the passenger fare is about IN Rs.5000/-. M/s.A.V.Bhanojirow, Garuda Pattabhiramayya & Co. (M/s.AVBGPR & Co.) is the agent for ship plying between Port of Visakhapatnam and Andaman Nicobar Islands. CORE VALUES OF VISHAKAPATNAM

 INTIGRITY  LEARNING ANDDEVELOPMENT  PASSION  RESPONSIBILITY  RESPECT  LEADERSHIP

PORT LAYOUT

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

Internship Project –

“SUCTION OF OIL USING NANOTECHNOLOGY AND MAGNETISM” A Report On Internship In

Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. PRAJWAL MADJAH .P.K 2668A ANS18352

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “SUCTION OF OIL

USING NANOTECHNOLOGY AND MAGNETISM”submitted by cadet . PRAJWAL MADJAH .P.KReg.NoANS18352…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.Yeshwanth raj Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt. YESHWANTH RAJ Title of the assigned internship :“SUCTION OF OIL USING

NANOTECHNOLOGY AND MAGNETISM”

Nature of Internship : Individual/Group

Reg No of Student : ANS 18352

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student PRAJWAL MADJAH. P.K Register No and Roll No ANS 18352& 2668A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-6 Semester VI Title of Internship “SUCTION OF OIL USING NANOTECHNOLOGY AND MAGNETISM Duration of Internship 1 MONTH Mentor of the Student Capt. YESHWANTH RAJ Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 7 2 Adequacy & quality of information recorded 10 7 3 Drawings, sketches and data recorded 10 7 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 3 6 Originality of the Internship Report 20 18 7 Adequacy and purposeful write-up of the Internship 10 8 Report 8 Organization, format, drawings, sketches, style, language 10 8 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 8 concepts 10 Presentation Skills 10 8 Total 100 87

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

CERTIFICATE FOR THE INTERNSHIP

(If done in Home, certificate from the HoD and mentor may be included)

CONTENTS

LIST OF CONTENTS PG.NO 1. ABSTRACT 4 2. INTRODUCTION 4 3. MATERIALS USED 6 4. METHODOLOGY 7 5. LIST OF PHOTOGRAPHS 8 6. CONCLUSION 9

SUCTION OF OIL USING NANOTECHNOLOGY AND MAGNETISM

ABSTRACT: The objective of this project is to control the oil spills caused in the ocean by the method of Nanotechnology. Our project uses magnetism as a means to collect the spilled oil. There are many methods like using floating skimmers, or suction methods. But our method is one of the easiest, economical as well as safest method for the marine environment. While other methods employ many machineries, which may sometime lead to fire accidents or explosion hazards, our methods incorporate the usage of nano- magnetic particles which merely collects the oil by sticking to the surface of the oil. When the magnetic particles are collected by attraction with another strong magnets, they bring along with the oil particles by acting as an oleophilic and help clean the spilt oil. In the upcoming section, we are to discuss the introduction of how the oil spill damages an environment as well as what made us choose this as our project.

INTRODUCTION:  The water pollution causes serious risk to the marine environment. In this case, it is the oil pollution.  It risks the life of hundreds of waters organisms and endangers the marine environment.  In this introduction, we are going to discuss some of the larger oil spills occurred in that have been considered the worst oil spills in decades.  In 1991, Gulf Oil War caused a serious damage to the marine body. Iraq spilled Oil in the ocean by opening pipelines and tanks of oil to set fire to UN forces. Over 3 months, it caused a major pollution and killed hundreds of aquatic birds and animals.

 In 2010, another large oil spill caused in the Gulf of Mexico which was when the oil drilling rig exploded and caused the death of 11 workers. It occurred 13,000 ft beneath the water surface. BP took many steps to control the spill but it resulted in failure. It caused 80,000 birds, 25,000 mammals, 10,000 fishes to be affected. Over 53,000 barrels per day of spilled oil was collected. It took 87 days to overcome the crisis.  In 2017, an outbound empty tanker collided with an inbound oil tanker causes oil spill at Ennore port in Tamilnadu, India. But it caused no major damages.  It is the responsibility of us seafarers, to protect every living organism. We cannot prevent the incident but only control damages in some cases. On taking scientific steps, we can overcome it.  This project tells us how to protect the marine ecology and environment from the oil pollution.  Many methods are undertaken for cleaning of oil spill from the marine environment in a method which is safe the environment as well as cleaning the oil spill.  In this project we are going to use one of the finest method - magnetic suction method, to remove oil from the ocean.

MATERIAL USED: Sodium Borohydride Ferric chloride hexahydrate

Methanol 100ml - Glass beakers

A box gloves pH test strips

Magnetic stirring bead Magnet

METHODOLOGY:  In Magnetic suction method ferrous-nano particles are added to the oil. To make the ferrous nano particles oleophilic.  The oil usually does not gets attracted to magnet but it gets attracted when it is mixed with ferro nano particles.  The ferrous nano particles do not mingle with the water because it is aqua phobic.  The ferrous nano particles stick to the oil due to electromagnetic force.  The oil does not expand further due to the electromagnetic force.  In oceans we use contained booms that attract the ferro fluid by a strong magnetic force.  This strong magnetic force comes into play when we use cylindrical magnet because it has strong attractive force.  Then the mixture moves forward because of the equal magnetic force created in the contained boom.  After that the magnetic materials are separated magnetically from the oil.  Both the oil and the magnets can be reused again making it an efficient mode of cleaning Oil Spills.  In this project we use one of the finest methods (magnetic suction method) to remove oil from the ocean.

LIST OF PHOTOGRAPHS:

CONCLUSION:  We know that Oil spill is hazardous to marine environment, the economy of the country as well as the aquatic organisms.  The advantage of magnetic suction method is that, it requires very low electricity and it does not affect any living organisms and without any chemicals.  Hence, we present a best way to cope up with the problem of collecting the oil spill.

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA Internship Project –

“PORT OF SINGAPORE” A Report On Internship In Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. ABINANAND.A 2399A ANS18083

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “PORT OF SINGAPORE” submitted by cadet . ABINANAND.AReg.NoANS18083…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.Yeshwanth Raj Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20

Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt. YESHWANTH RAJ

Title of the assigned internship :“PORT OF SINGAPORE”

Nature of Internship : Individual/Group

Reg No of Student : ANS 18083

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student ABINAND.A Register No and Roll No ANS 18083& 2399A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-6 Semester VI Title of Internship ““PORT OF SINGAPORE” Duration of Internship 1 MONTH Mentor of the Student Capt. YESHWANTH RAJ Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 6 2 Adequacy & quality of information recorded 10 6 3 Drawings, sketches and data recorded 10 7 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 3 6 Originality of the Internship Report 20 14 7 Adequacy and purposeful write-up of the Internship 10 8 Report 8 Organization, format, drawings, sketches, style, language 10 8 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 8 concepts 10 Presentation Skills 10 8 Total 100 81

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

PORT OF SINGAPORE

The Maritime and Port Authority of Singapore (MPA) was established on 2 February 1996, with the mission to develop Singapore as a premier global hub port and international maritime center (IMC), and to advance and safeguard Singapore's strategic maritime interests. MPA is the driving force behind Singapore's port and maritime development, taking on the roles of Port Authority, Port Regulator, Port Planner, IMC Champion, and National Maritime Representative. MPA partners the industry and other agencies to enhance safety, security and environmental protection in our port waters, facilitate port operations and growth, expand the cluster of maritime ancillary services, and promote maritime R&D and manpower development. Port of Singapore

1890

2020 Port of Singapore

1. Port Detail

Port Authority: Maritime and Port Authority of Singapore (MPA)

Address: 460 Alexandra Road

#19-00 PSA Building

Singapore 119963

Singapore

Email: [email protected]

Web Site: www.mpa.gov.sg

Latitude: 1º 14' 21'' N

Longitude: 103º 49' 56'' E

Port Type: Deepwater Seaport

Port Size: Very Large

Max Draft: m 2. General Information

First Port of Entry: Yes

ETA Message Required: Yes

USA Representative: Yes

Medical Facilities: Yes

3. Harbor Characteristics

Harbor Size: Large

Shelter: Good

Maximum Vessel Size: Over 500 feet in length

Harbor Type: Coastal Natural

4. Entrance Restrictions

Tide: Yes

Overhead Limit: Yes

Swell: No

5. Water Depth

Channel: 26 - 30 feet 7.1 - 9.1 meters

Cargo Pier:11 - 15 feet 3.4 - 4.6 meters

Mean Tide: 3 feet

Anchorage: 31 - 35 feet 9.4 - 10 meters

Oil Terminal: 36 - 40 feet 11 - 12.2 meters

6. Pilotage

Compulsory: Yes

Available: Yes

Advisable: Yes

7. Tugs

Assist: Yes

Salvage: Yes 8. Communications

Telephone: Yes

Radio: Yes

Air: Yes

Telegraph: Yes

Radio Tel: Yes

Rail: Yes

9. Loading & Unloading

Wharves: Yes

Anchor: Yes

Beach: Yes 10. Lifts & Cranes

100+ Ton Lifts: Yes

50-100 Ton Lifts: Yes

25-49 Ton Lifts: Yes

0-24 Ton Lifts: Yes

Fixed Cranes: Yes

Mobile Cranes: Yes

Floating Cranes: Yes

11. Port Services

Longshore: No

Electrical Repair: Yes

Steam: No

Electrical: No

12. Supplies

Provisions:Yes

Fuel Oil: Yes

Deck: Yes

Water: Yes

Diesel Oil: Yes

Engine: Yes 13. Repairs, Drydock, Railway & Other Services

Ship Repairs: Major

Drydock Size: Large

Dirty Ballast: Yes

♦ Port of Singapore♦

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA Internship Project –

“COCHIN PORT” A Report On Internship In Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. ROSHAN.P 2625A ANS18309

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “COCHIN PORT” submitted by cadet . ROSHAN.P Reg.NoANS18309…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.Yeshwanth Raj Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20

Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt. YESHWANTH RAJ

Title of the assigned internship :COCHINPORT

Nature of Internship : Individual/Group

Reg No of Student : ANS 18309

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student ABINAND.A Register No and Roll No ANS 18039 & 2625A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-6 Semester VI Title of Internship “ COCHIN PORT ” Duration of Internship 1 MONTH Mentor of the Student Capt. YESHWANTH RAJ Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 6 2 Adequacy & quality of information recorded 10 6 3 Drawings, sketches and data recorded 10 7 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 3 6 Originality of the Internship Report 20 14 7 Adequacy and purposeful write-up of the Internship 10 8 Report 8 Organization, format, drawings, sketches, style, language 10 7 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 8 concepts 10 Presentation Skills 10 7 Total 100 79

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

Cochin Port Cochin Port or Kochi Port is a major port on the Arabian Sea - Laccadive Sea – Indian Ocean sea- route in the city of Kochi and is one of the largest ports in India. The port lies on two islands in the Lake of Kochi: Willingdon Island and Vallarpadam, towards the Fort Kochi river mouth opening onto the Laccadive Sea. The International Container Transshipment Terminal (ICTT), part of the Cochin Port, is the largest container transshipment facility in India.

Location

Country India

Location Kochi

Coordinates 9.96756°N 76.26816°E

Details

Opened 26 May 1928; 92 years ago

Operated by Cochin Port Trust and Dubai Ports World

Owned by Ministry of Shipping, Government of India

Available berths 9 berths in Ernakulam Wharf and 4 berths in Mattancherry Wharf

Wharfs 2

Chairman Dr.M.Beena IAS

Statistics

Annual cargo 32.02 million tonnes (2018– tonnage 19)[1]

Annual container 594,592 TEU (2018-2019)[2] vol

Annual revenue ₹ 6,321.2 million (2018–19)[3]

Vessels handled 1,608 (2018–2019)[4] Office of the Cochin Port Trust in Willingdon Island

InternationalContainerTransshipmentTerminal,Kochi

The port is governed by the Cochin Port Trust (CPT), a government of India establishment. It was established in 1928 and has completed 90 years of active service.

The Kochi Port is one of a line of maritime-related facilities based in the port-city of Kochi. The others are the Cochin Shipyard, the largest shipbuilding as well as maintenance facility in India; the SPM (single point mooring) facility of the Kochi Refineries, an offshore crude carrier mooring facility; and the Kochi Marina.

Organisational structure Cochin Port Trust[8] is an autonomous body under the government of India and is managed by Board of Trustees constituted by the government. The board is headed by the chairman who acts as the chief executive officer. The government may from time to time nominate the trustees in the Board representing various interests. The chairman is assisted by the deputy chairman who in turn is assisted by department heads and officials of the following port departments: • General Administration

• Traffic

• Accounts

• Marine

• Civil Engineering

• Mechanical Engineering

• Medical

Navigational channel The entrance to the Port of Cochin is through the Cochin Gut between the peninsular headland Vypeen and Fort Kochi. The port limits extend up to the entire backwaters and the connecting creeks and channels. The approach channel to the Cochin Gut is about 1000-metre long with a designed width of 200 meters and maintained dredged depth of 13.8 meters (now dredging for 16 meters for ICTT).

From the gut, the channel divides into Mattancherry and Ernakulam channels, leading west and east of Willingdon Island respectively. Berthing facilities for ships have been provided in the form of wharves, berths, jetties and stream moorings alongside these channels.

Infrastructure facilities A draft of 30 ft is maintained in the Ernakulam channel along with berthing facilities, which enables the port to bring in larger vessels. In the Mattancherry channel a draft of 30 ft is maintained. The port provides round-the-clock pilotage to ships subject to certain restrictions on the size and draft. There is an efficient network of railways, roads, waterways and airways, connecting the Cochin Port with the hinterland centers spread over the states of Kerala, Tamil Nadu and Karnataka. Facilities for supply of water and bunkering to vessels are available.

Berthing Information

The main inward shipping channel of the port divides in to the Ernakulam and Mattancherry channels .The Ernakulum Channel is 4.90 Km long, with the width varying from 250 to 500 m and has a draft of 12.5 m up to the Oil Terminal and Q8 / Q9 and a draft of 9.14 m up to the wharves and the north and south tanker berths.. The 1024 m long Ernakulam Wharf has six alongside berths, five for general cargo and a fertilizer berth. Besides there are three oil berths in the Ernakulum channel. The Mattancherry channel is 4.08 Km long, with the width varying from 180 to 250 m and a draft of 9.14 m except at Boat Train Pier where the draft is 10.0 m. On the Mattancherry Channel there are four alongside berths, for general cargo, one Boat Train Pier and two jetties for miscellaneous cargo. The details of the berths (including SPM) are shown below.

BERTH / Maximum Maximum Products MOORING Length Draft (m) Handled overall (m)

SPM 370 22.50 Crude

COT 250 12.50 Crude / POL

NTB 213 9.14 POL

STB 170 9.14 POL

ERNAKULAM 250 10.00 Dry Cargo WHARF (Q5 - Q6) / CBFS

ERNAKULAM 250 10.50 Dry Cargo WHARF (Q7)

ERNAKULAM 250 11.00 Dry Cargo WHARF(Q8 - Q9)

FERTILIZER 207 10.70 Fertilisers BERTH (Q 10) / Phos. Acid

SCB 170 9.14 Liquid Bulk

NCB 170 9.14 Dry /Liquid Bulk

B.T.P 190 10.00 Dry /Liquid Bulk

MATTANCHERRY 180 9.14 Dry Bulk WHARF (Q1)

MATTANCHERRY 180 9.14 Dry Bulk WHARF (Q2 & Q3) COASTAL BERTH

MATTANCHERRY 180 9.14 Liquid WHARF (Q4) Bulk ICTT 335 14.5 Containers VALARPPADAM (V2-V3)

LNG 320 12.5 LNG PUTHUVYPIN

Storage Facility

COVERED AREA (Transit Sheds and Overflow sheds)

Location Total Sheds Area (Sq.m)

Mattanchery Wharf 6 19160

Ernakulam Wharf 4 13200

Container Freight 1 10000 Station

Grand Total 11 42360

COVERED AREA (Warehouses)

Location Total Sheds Area (Sq.m)

Mattanchery Wharf 4 11800

Ernakulam Wharf 1 2980

Cement Godown 1 1000

BTP 1 6000

Grand Total 7 21780 Vacancy position of covered storage area as on 21.02.2020

Name of the storage Vacant area (in Location Total area (in Sq m) area sq.m)

Ernakulam Wharf Q6 Transit shed 3831 3831

Ernakulam Wharf Over Flow Shed 8 1580 1580

Ernakulam Wharf Warehouse no.6 2980 1330

Mattancherry Wharf Q2 transit shed 4370 4370

Mattancherry Wharf Q3 transit shed 4370 4370

Mattancherry Wharf Q4 transit shed 4370 4370

Mattancherry Wharf Over Flow Shed 5 1870 1870

Mattancherry Wharf Over Flow Shed 6 1890 1890

Allotted to Customs for Mattancherry Wharf Over Flow Shed 7 2300 uncleared U.B.Cargo

Mattancherry Wharf Warehouse no.1 3500 2360

Mattancherry Wharf Warehouse no.2 3610 0

Mattancherry Wharf Warehouse no.3 3000 2085

Mattancherry Wharf Warehouse no.4 1690 1590

Cochin Port Trust PORT FLOTILLA

Tugs: The following tugs are available in Cochin normally two tugs are used for each shipping movement as per the requirement of the Pilot and the cost of the tug is included in the Pilotage charges.

VALLARPADAM 2009 built Twin screw cycloidal propulsion 45 Tons Bollard Pull

VYPEEN 2009 built Twin screw cycloidal propulsion 45 Tons Bollard Pull

OCEAN ELITE 2012 built ASD 60 Tons Bollard Pull

OCEAN PIONEER 2011 built ASD 60 Tons Bollard Pull

OCEAN ENTERPRISE 2012 built ASD 60 Tons Bollard Pull Tugs communicate with the Pilots and Port Control on VHF Channel 15

Mooring launches:

Five mooring launches are available for passing mooring lines at Tanker, Coal and fertilizer (Q10) berths. On other berths lines are passed by heaving lines.

Pilot Boats 2 Nos of Pilot boats of Red Hull and White Superstructure with "PILOTS" embossed on the sides. Dredgers Grab Hopper Dredger NEHRU SHATABDI 1992 built with 1500 m3 hopper capacity.

Port Control:

VHF Channel 15 / 16

SINGLE POINT MOORING

Single Point Mooring for Crude Oil Import Kochi Refineries Ltd (BPCl-KRL) has set up a Single Point Mooring System (SPM) as captive reception for the import of Crude oil. The facility is capable of receiving Very large Crude Carriers (VLCCs) of 300,000 DWT. The SPM is connected by a pipeline of 19.5 km to tank storage facilities at Puthuvypeen. The SPM is located at a water depth of 30 m, about 19 km from the coastline of Puthuvypeen. The depth of 30 m will allow 300000 DWT tankers with draughts of over 21 m to remain moored during virtually all wind and wave conditions. The SPM is connected to the shore by a 48 inch pipeline that runs to a storage facility comprising 4 tanks of 80,000 Kl each. The total area of the facility is 70 hectares, which provides room for two more storage tanks of 80,000 Kl capacity. The facility became fully operational in December 2007.

Location SPM: 18.7 km (10 Nm) off Puthuvypeen shore Shore Tank Farm: Puthuvypeen SEZ area

Land Area 70 ha

Developer BPCL-KR

Details of • SPM for receiving VLCC of 3 Facilities lakhs tonnes • 48'' dia submarine pipeline connecting SPM to shore Tank Farm • Tank farm for storage and pumping facilities at Puthuvypeen • 30'' Cross country pipeline from tank farm to Refinery.

Investment Total Investment: Rs. 703.34 crores

Present Facility has been Status operationalised in December 2007

MARPOL RECEPTION FACILITY Reception facility is provided to ships for the following category of wastes generated on board during normal operation of vessels to prevent pollution of deep seas, coastal waters and harbours and to enable ships to comply with the IMO regulations (MARPOL 73/78) as amended.

No MARPOL For category Details of facility avaiable Capacity 73/78 Of wastes

1 Annex-I Oil Vendors approved by Total capacity about Central and State pollution 30,000 KL/annum. control boards as per By tanker trucks or Swachh Sagar barge.

2 Annex-II Noxious liquid Since there are no approved NA substances recyclers for NLS in Kerala State, receivers of cargo are required to receive pre- wash from vessels discharging NLS in case vessel is required to discharge pre-wash from cargo tanks prior sailing to sea to comply with MARPOL-Annex-II.

3 Annex-IV Sewage Treatment facility available 100 CuM. By tanker for Cruise vessels and trucks. Passenger ships, Sewage Treatment Plant at Vathurithy. May be used by all vessels. 3 vendors are approved by Port.

4 Annex-V Garbage Private contractors Delivery taken approved by port. Listed as either by boat or authorised vendors in truck and disposal at Swachh Sagar portal. approved waste yard/ Brahmapuram Corporaation yard.

Advantage of Cochin Port

LOCATION Cochin, an all weather natural Harbour is located strategically close to the busiest international sea routes:

(1) Gulf to Singapore and Far East (Distance from Cochin Port -11 Nautical Miles) (2) Suez to Singapore / Far East (Distance from Cochin Port -74 Nautical Miles) Amongst all major Indian ports, Cochin is the closest to the International East West Shipping routes. This geo-strategic location of Cochin gives it a distinct advantage

MODERATE CLIMATE The Port is situated on the Willingdon Island which is an artificial Island tucked inside the Backwaters. The backwaters offer calm and placid channels for ships throughout the year, even during the Monsoon season. Cochin lies beyond the cyclone zone and therefore the risk of cyclones is negligible

OPERATIONAL EFFICIENCY 24 Hour Pilotage 24 hour Cargo Operations Real-Time co-ordination of vessel movement through VTMS Single Window Transaction Moving towards Zero Pre-Berthing Detention Time.

SERVICE QUALITY The operational areas of the port is certified to ISO 9001:2015 standards. The port maintains high security arrangements and its security profile is ISPS compliant. The port is maintaining a Tier I Oil spill disaster contingency plan. During the past three years, no oil spill has occurred in and around the port

CONNECTIVITY Cochin port is connected to its hinterland enlarging to the state of Kerala ,South Tamilnadu and South Karnataka by National Highways NH 47(Kanyakumari-Salem), NH49 (Cochin-Madurai) and NH17(Cochin-Mumbai) .Indian Railway Network provides seamless connectivity to South and Central India.The National Waterway NW3 provides connectivity to the South Kerala.The port has an international airport in its proximity. The network of railways roads, waterways and airways has created good accessibility to the port.

Inland Container Depots (ICD) at Coimbatore and Bangalore connected by Regular Train Service

DEVELOPMENT PATH Cochin Port is implementing ERP for enhancing efficiency. The port is enhancing capacity by modernizing and enlarging the Mattancherry Wharf The port is upgrading its power infrastructure. The port is equipping its new multi-purpose berths with modern Bulk/Break Bulk handling Cranes. The port is developing Indias first Port Based Special Economic Zone.

PROXIMITY TO THE MARITIME HIGHWAY

PORT LAYOUT

Climate & Tidal Info CLIMATE & TIDAL INFORMATION CLIMATE AND METEOROLOGY

Temperature and Humidity Temperature at Cochin varies from about 22 to 31 degrees C. There are not much distinct seasonal variations in the temperature, which is more or less uniform throughout the year. However, highest temperatures tend to occur in the months of March to May. The humidity is high all through the year. It ranges from approximately 75% in the morning during winter months to approximately 90 % in the monsoon period. Winds and Cyclones The wind speed and wind direction is determined by the season and by the daily temperature differences between land and sea. The predominant wind direction during the monsoon period ie, from June to September, is west to south-west and the effect of land breeze is not dominant during this period. During the non-monsoon periods, the predominant wind direction is from north-east during the morning and west during the evening, which shows influence of land breeze. The maximum wind speed observed was of the order of 112 KMPH from WSW direction. Cochin lies beyond the cyclone belt and therefore the risk of cyclone is negligible. Rainfall The maximum rainfall usually occurs during the monsoon period ie, from June to September. The annual rainfall in the region varies between 2500 to 3500 mm. OCEANOGRAPHIC DATA

Tides Cochin experiences semi diurnal tides. The tidal levels as per Naval Hydrographic Chart No.2004 are as follows. MHHWL +1.20 m

MLHWL + 0.80 m

MSL + 0.60 m MHLWL + 0.60 m

MLLWL + 0.30 m

The above levels are with respect to Port's Chart Datum, which is approximately the level of Lowest Astronomical tide. Current The currents along the coast of Cochin consists of tide, wave and wind induced components. As per observations the maximum current velocities at the Cochin Gut during the non-monsoon periods is of the order of 3 knots, which could increase to as high as 5.5 knots during the monsoon periods. Inside the harbour the current velocities are low, of the order of 0.5 knots only, with directions varying at different locations. Waves The wave climate is governed by the South West monsoon when wave action can be strong with prevailing wave direction from north-west to south-west. Deep water (15m) wave observation in the past indicate the significant wave heights of 4m, 2m and 1m at the water depths of 10m, 5m and 2m respectively, the predominant wave direction being west. Wave action inside the harbour is insignificant because of narrow entrance between Cochin Gut and Fort Cochin and the configuration of the land. Generally calm conditions prevail through out the year except during the times of extreme wind action. Bathymetry The sea bed slopes gently in the offshore region and is about 1 in 500-600. The coast experiences the littoral drift as anywhere else but there is a phenomenon of formation of the mud banks. The mud banks are not stationary and have a tendency to move in the coastal region. TIDAL STREAMS The maximum rate of the ebb stream at springs throughout the year is from 2 to 3 knots and at Neaps from 1/2 to 11/2 knots.

Ebb Stream Springs 2 - 3 knots

Ebb Stream Neaps 1/2 to 11/2knots

Flood Stream Springs 11/2 - 2 knots

Flood Stream Neaps 1/2 to 11/2 knots

Both streams run for considerable time after the predicted times of High and low water, for about 2 hours on the flood and 2 - 3 hours on the ebb. After heavy inland rains the ebb stream may run continuously for many days, while the flood stream enters the harbour under the surface ebb.

SALINITY Within the harbour the salinity varies from 1005 to 1020 depending on the season and state of tide.

Dimensions

Traffic Growth KOCHI:The Cochin Port Trust has registered highest growth among major ports in the country during the first two-quarters of the current fiscal. The port handled 18.95 million tonnes (MT) of cargo in 2017-18 registering 17.93 per cent growth over the corresponding period of 2016-17.

Increase in traffic of petroleum, oil and lubricants and containers during April- November helped the Port Trust to attain the achievement. While traffic of petroleum oil and lubricants increased by 24 per cent container traffic grew by 11.35 per cent.

Highest ever monthly cargo throughput of 2.505 MT was achieved in November 2017 surpassing the previous highest monthly throughput of 2.458 MT achieved in June 2017 of 2017-18 over the corresponding period of 2016-17 to reach 3.63 lakh TEUs.

The Port Trust has been aggressively carrying out marketing campaigns, trader’s meetings in cities in neighbouring cities such as Coimbatore and Bengaluru from where a major share of cargo is exported via Cochin Port. Cochin Port has a marketing adviser for Coimbatore and surrounding region.Moreover, lack of check post at Valayar, which is near the Kerala-TN border, after implementation of GST, is also considered to have helped cargo movement. “Further leap in cargo volume is expected, once the work on Kurthiran tunnel is completed, ‘’ said a senior officer of the Port Trust. As part of the efforts to increase traffic, the Port Trust has been offering a discount on vessel related charges for ships berthing at the Port.

Done by RAHUL KUMAR YADAV BSC(NS)-17 REG NO – ANS18357 Roll No- 2673A Group-8

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA Internship Project –

“COCHIN PORT” A Report On Internship In

Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. Prem Victor. N 2622A ANS18306

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “COCHIN PORT” submitted by cadet . Prem Victor. N Reg.NoANS18306…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.Dr.K.Rajesh Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20

Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt. Dr.Rajesh.K

Title of the assigned internship :COCHINPORT

Nature of Internship : Individual/Group

Reg No of Student : ANS 18306

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student Prem Victor. N Register No and Roll No ANS 18306 & 2622A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-6 Semester VI Title of Internship “ COCHIN PORT ” Duration of Internship 1 MONTH Mentor of the Student Capt. Dr.Rajesh.K Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 6 2 Adequacy & quality of information recorded 10 6 3 Drawings, sketches and data recorded 10 7 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 3 6 Originality of the Internship Report 20 14 7 Adequacy and purposeful write-up of the Internship 10 8 Report 8 Organization, format, drawings, sketches, style, language 10 7 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 4 concepts 10 Presentation Skills 10 7 Total 100 75

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

Location

Country India

Location Kochi

Coordinates 9.96756°N 76.26816°E

Details

Opened 26 May 1928; 92 years ago

Operated by Cochin Port Trust and Dubai Ports World

Owned by Ministry of Shipping, Government of India

Available berths 9 berths in Ernakulam Wharf and 4 berths in Mattancherry Wharf

Wharfs 2

Chairman Dr.M.Beena IAS

Statistics

Annual cargo 32.02 million tonnes (2018– tonnage 19)[1]

Annual container 594,592 TEU (2018-2019)[2] vol

Annual revenue ₹ 6,321.2 million (2018–19)[3]

Vessels handled 1,608 (2018–2019)[4] Office of the Cochin Port Trust in Willingdon Island

InternationalContainerTransshipmentTerminal,Kochi

The port is governed by the Cochin Port Trust (CPT), a government of India establishment. It was established in 1928 and has completed 90 years of active service.

• Traffic

• Accounts

• Marine

• Civil Engineering

• Mechanical Engineering

• Medical

Berthing Information

BERTH / Maximum Maximum Products MOORING Length Draft (m) Handled overall (m)

SPM 370 22.50 Crude

COT 250 12.50 Crude / POL

NTB 213 9.14 POL

STB 170 9.14 POL

ERNAKULAM 250 10.00 Dry Cargo WHARF (Q5 - Q6) / CBFS

ERNAKULAM 250 10.50 Dry Cargo WHARF (Q7)

ERNAKULAM 250 11.00 Dry Cargo WHARF(Q8 - Q9)

FERTILIZER 207 10.70 Fertilisers BERTH (Q 10) / Phos. Acid

SCB 170 9.14 Liquid Bulk

NCB 170 9.14 Dry /Liquid Bulk

B.T.P 190 10.00 Dry /Liquid Bulk

MATTANCHERRY 180 9.14 Dry Bulk WHARF (Q1)

MATTANCHERRY 180 9.14 Dry Bulk WHARF (Q2 & Q3) COASTAL BERTH

MATTANCHERRY 180 9.14 Liquid WHARF (Q4) Bulk ICTT 335 14.5 Containers VALARPPADAM (V2-V3)

LNG 320 12.5 LNG PUTHUVYPIN

Storage Facility

COVERED AREA (Transit Sheds and Overflow sheds)

Location Total Sheds Area (Sq.m)

Mattanchery Wharf 6 19160

Ernakulam Wharf 4 13200

Container Freight 1 10000 Station

Grand Total 11 42360

COVERED AREA (Warehouses)

Location Total Sheds Area (Sq.m)

Mattanchery Wharf 4 11800

Ernakulam Wharf 1 2980

Cement Godown 1 1000

BTP 1 6000

Grand Total 7 21780 Vacancy position of covered storage area as on 21.02.2020

Name of the storage Vacant area (in Location Total area (in Sq m) area sq.m)

Ernakulam Wharf Q6 Transit shed 3831 3831

Ernakulam Wharf Over Flow Shed 8 1580 1580

Ernakulam Wharf Warehouse no.6 2980 1330

Mattancherry Wharf Q2 transit shed 4370 4370

Mattancherry Wharf Q3 transit shed 4370 4370

Mattancherry Wharf Q4 transit shed 4370 4370

Mattancherry Wharf Over Flow Shed 5 1870 1870

Mattancherry Wharf Over Flow Shed 6 1890 1890

Allotted to Customs for Mattancherry Wharf Over Flow Shed 7 2300 uncleared U.B.Cargo

Mattancherry Wharf Warehouse no.1 3500 2360

Mattancherry Wharf Warehouse no.2 3610 0

Mattancherry Wharf Warehouse no.3 3000 2085

Mattancherry Wharf Warehouse no.4 1690 1590

Cochin Port Trust PORT FLOTILLA

Tugs: The following tugs are available in Cochin normally two tugs are used for each shipping movement as per the requirement of the Pilot and the cost of the tug is included in the Pilotage charges.

VALLARPADAM 2009 built Twin screw cycloidal propulsion 45 Tons Bollard Pull

VYPEEN 2009 built Twin screw cycloidal propulsion 45 Tons Bollard Pull

OCEAN ELITE 2012 built ASD 60 Tons Bollard Pull

OCEAN PIONEER 2011 built ASD 60 Tons Bollard Pull

OCEAN ENTERPRISE 2012 built ASD 60 Tons Bollard Pull Tugs communicate with the Pilots and Port Control on VHF Channel 15

Mooring launches:

Five mooring launches are available for passing mooring lines at Tanker, Coal and fertilizer (Q10) berths. On other berths lines are passed by heaving lines.

Pilot Boats 2 Nos of Pilot boats of Red Hull and White Superstructure with "PILOTS" embossed on the sides. Dredgers Grab Hopper Dredger NEHRU SHATABDI 1992 built with 1500 m3 hopper capacity.

Port Control:

VHF Channel 15 / 16

SINGLE POINT MOORING

Location SPM: 18.7 km (10 Nm) off Puthuvypeen shore Shore Tank Farm: Puthuvypeen SEZ area

Land Area 70 ha

Developer BPCL-KR

Investment Total Investment: Rs. 703.34 crores

Present Facility has been Status operationalised in December 2007

No MARPOL For category Details of facility avaiable Capacity 73/78 Of wastes

1 Annex-I Oil Vendors approved by Total capacity about Central and State pollution 30,000 KL/annum. control boards as per By tanker trucks or Swachh Sagar barge.

Advantage of Cochin Port

LOCATION Cochin, an all weather natural Harbour is located strategically close to the busiest international sea routes:

OPERATIONAL EFFICIENCY 24 Hour Pilotage 24 hour Cargo Operations Real-Time co-ordination of vessel movement through VTMS Single Window Transaction Moving towards Zero Pre-Berthing Detention Time.

Inland Container Depots (ICD) at Coimbatore and Bangalore connected by Regular Train Service

PROXIMITY TO THE MARITIME HIGHWAY

PORT LAYOUT

Climate & Tidal Info CLIMATE & TIDAL INFORMATION CLIMATE AND METEOROLOGY

Tides Cochin experiences semi diurnal tides. The tidal levels as per Naval Hydrographic Chart No.2004 are as follows. MHHWL +1.20 m

MLHWL + 0.80 m

MSL + 0.60 m MHLWL + 0.60 m

MLLWL + 0.30 m

Ebb Stream Springs 2 - 3 knots

Ebb Stream Neaps 1/2 to 11/2knots

Flood Stream Springs 11/2 - 2 knots

Flood Stream Neaps 1/2 to 11/2 knots

SALINITY Within the harbour the salinity varies from 1005 to 1020 depending on the season and state of tide.

Dimensions

Done by RAHUL KUMAR YADAV BSC(NS)-17 REG NO – ANS18357 Roll No- 2673A Group-8

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

Internship Project –

“STEAM ENGINE GENERATOR” A Report On Internship In

Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. ADARSH.E 2317A ANS18002

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “STEAM ENGINE GENERATOR” submitted by cadet . ADARSH.E Reg.NoANS18002…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.K.Ravindranath Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20

Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt. K.Ravindranath

Title of the assigned internship : STEAM ENGINE GENERATOR

Nature of Internship : Individual/Group

Reg No of Student : ANS 18002

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student ADARSH.E Register No and Roll No ANS 18002 & 2317 A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-6 Semester VI Title of Internship “STEAM ENGINE GENERATOR ” Duration of Internship 1 MONTH Mentor of the Student Capt. K.Ravindranth Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 6 2 Adequacy & quality of information recorded 10 6 3 Drawings, sketches and data recorded 10 7 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 4 6 Originality of the Internship Report 20 14 7 Adequacy and purposeful write-up of the Internship 10 9 Report 8 Organization, format, drawings, sketches, style, language 10 8 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 4 concepts 10 Presentation Skills 10 8 Total 100 79

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

CONTENTS

 ABSTRACT  INTRODUCTION  METHODOLOGY: o PRINCIPLE o APPLICATION OF STEAM AND SMOKE DRIVEN GENERATOR o EFFICIENCY OF A STEAM AND SMOKE DRIVEN GENERATOR

ABSTRACT

AIM:Make a system to generate electricity using steam and smoke incorporated on ships funnel

MATERIALS REQUIRED

 TURBINE  ARMATURE(DC MOTOR)  LED LIGHT  CONTRACTING PIPES  WOODEN BOARD  CYLINDER

INTRODUCTION

Steam Smoke Driven Generators: Steam and Smokes Turbines and Electric Generators A steam turbine driven generator, sometimes known as “turbo generators”, can be best explained by understanding a steam turbine and a generator separately. A steam turbine is a steam- driven driver. Water is heated at an extremely high temperature to convert it into steam. Energy created by highly pressurized steam is converted to mechanical energy which rotates the blades in the steam turbine. And a generator is best described as a machine by which mechanical energy is transformed into electrical energy. The coiled wires used in a generator spin inside a magnetic field which causes an electric current to flow through the wire. When a steam turbine is connected to a generator, it produces electricity and is known as a steam turbine driven generator. The auxiliary systems built in them make them work safely and with greater efficiency.The Smoke from the incineration plant in conjuction with steam will be used to produce Electrical energy! METHODOLOGY: PRINCIPLE In a steam and smoke turbine driven generator, heat is generated from a source. There is a boilerwhich contains water and the heat is used to convert it into steam which is of high temperature and high pressure. Steam production depends on the flow rate and surface area of the heat transfer and the heat of combustion used. The smoke from the incinerator and Engine coming to Funnel will be passed through a contracting chamber which will increase the flow rate of the smoke.This steam from the boiler and smoke from Engineand incinerator is pushed into the turbine through nozzles, which spins the blades mounted on a shaft. The steam and smoke turbine consists of a casing to which stationary blades are fixed inside and a rotor has moving blades on the periphery. The generator is attached to the turbine and when the turbine blades rotate, it makes the generator work on the principle of magnetic induction and creates electricity. Efficiency of a steam and smoke driven generator. The efficiency of a steam and smoke driven generator depends on many factors such as the type of steam smoke turbine, its size, the inlet steam and smoke pressure and temperature, the exhaust steam and smoke pressure and temperature, and the steam and smoke flow rate. Factors affecting a steam and smoke driven generator. Other than the basic safety procedures to be followed to operate a steam and smoke turbine powered generator, the following are key factors one must consider in the operation of the same to ensure optimum efficiency and long lasting reliability: Regular maintenance of system voltage and frequency Optimize operating pressure, temperature and speed limits of the plant components Ensure lubrication of components

PROJECT DAILY DIARY

DATE POINTS DISCUSSED

PROJECT DISCUSSION: 23-10-2020 Group of 7 members was finalised, aGeneral discussion about project selection happened from 1600-1830hrs PROJECT DISCUSSION: 24-10-2020 Day 2 of project, all members were assigned specific duties, to browse about project. PROJECT DISCUSSION: 25-10-2020 DAY 3 of project discussion, our group member anshay Jaiswal came up with the idea of steam engine generator and explained us the methodology of it. PROJECT DISCUSSION: 26-10-2020 Day 4 of project discussion, all members agreed to the idea of steam engine generator, brief discussion about the materials required and budget for the project was finalised. TOPIC AND GROUP FINALISATION: 27-10-2020 Group members and project was finalised . PROJECT DISCUSSION: 28-10-2020 All materials required were finalised and the budget required to buy each material were noted and a final budget was made PROJECT WORK: 29-10-2020 Each group member were assigned to buy specific materials required for the working model. PROJECT WORK: 01-11-2020 Materials required for trail were bought.

REPORT FOR PROJECT: 02-11-2020 A finalised report for the project was yet to be submitted, and all members were assigned the duty of creating report for the project.

REPORT SUBMISSION: 03-11-2020 A final report for the project was made and submitted to the project in charge.

WORKING MODEL: 04-11-2020 First trail for our working model was started with the materials we had. The work for the demo continued for about 4 hrs. WORKING MODEL: 05-11-2020 First demo model was created and tested. WORKING MODEL: 06-11-2020 The first trail for our working model ended in a failure, as the pressure generated for one tin can was not enough to rotate the fan. PROJECT DISCUSSION: 07-11-2020 As the first trail ended in failure, we needed to find a way to increase the pressure of the steam produced from the tin can. PROJECT DISCUSSION: 08-11-2020 We were discussing as to how to increase the pressure of steam produced by the tin can and came up with an idea to use two tin can together at the same time to increase the flow of steam produced. WORKING MODEL: 09-11-2020 All the materials required for the second trail model was bought and the second trail started.

WORKIND MODEL: 10-11-2020 Second trail for the working model was successful.

PROJECT INSPECTION: 11-11-2020 Project inspection was done by Capt. Rajendran Sir and he suggested us to improve the look of our project to make it look more suited for a maritime based project. PROJECT DISCUSSION: 12-11-2020 As Capt. Rajendran sir insisted us to give our project a good look, we came up with an idea of creating funnel structure. PROJECT WORK: 13-11-2020 We came up with an idea of creating funnel structure inside which the smoke is created and converted into electrical energy. PROJECT WORK: 14-11-2020 3 members were assigned to duty of getting the funnel structure ready and others were assigned the duty of creating accommodation structure. PROJECT WORK: 15-11-2020 We went to the carpentry shop for getting the funnel structure ready for the working model.

UNIVERSITY CLOSED: 16-11-2020 University closed due to corona outbreak.

21-11-2020 PROJECT DISCUSSION: TO All team member joined on video 25-11-2020 conferencing in google meet app. Each member were assigned specific duties regarding creating student diary. 03-12-2020 PROJECT DISCUSSION: TO Video conferencing was done on google 06-12-2020 meet to check the progress of student diary.

05-12-2020 PROJECT REPORT SUBMISSION: TO All the work done by each member is collected 06-12-2020 and combined into single report and student diary.

LIST OF PHOTOGRAPHS 1. FIRST TRAIL MODEL

2. GOOGLE MEET VIDEO CONFERENCING

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA Internship Project –

“ANTI HEELING” A Report On Internship In Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. ANKIT SAHA 2652A ANS18336

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “ANTI HEELING”submitted by Cadet. ANKIT SAHA Reg.NoANS18336…Batch 18……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) DEAN/HOD Capt.K.Ravindranath Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

Year of study and Batch/Group : Batch-18/ Group -9

Name of the Mentor : Capt.K.Ravindranath

Title of the assigned internship : ANTI HEELING

Nature of Internship : Individual/Group

Reg No of Student : ANS 18336

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE

(In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student ANKIT SAHA Register No and Roll No ANS 18336 & 2652A Programme of study B.Sc Year and Batch/Group III YEAR 18TH BATCH/ GROUP-8 Semester VI Title of Internship “ANTI HEELING” Duration of Internship 1 MONTH Mentor of the Student Capt.K.Ravindranath Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 8 2 Adequacy & quality of information recorded 10 8 3 Drawings, sketches and data recorded 10 7 4 Thought process and recording techniques used 5 4 5 Organization of the information 5 4 6 Originality of the Internship Report 20 15 7 Adequacy and purposeful write-up of the Internship 10 7 Report 8 Organization, format, drawings, sketches, style, language 10 8 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 8 concepts 10 Presentation Skills 10 8 Total 100 79

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

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET) (Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIA

ANTI-HEELING SYSTEM

DIARY WRITING Department of NAUTICAL SCIENCE

INTRODUCTION

The anti-heeling system of a ship automatically detects the heeling angle of the ship and compensates the same.In this system, ballast tanks are internally connected to each other by means of pipe lines, automatic valves and control systems. When the ship heels to any of the sides, the heeling sensor sends the signal for change of ships angle with respect to the ship’s upright position to the master control panel. This change in heeling angle is compensated by methods of auto transferring the water from the heeled side to the other side of the ship, making the vessel upright. Level control switches are also installed in the ballast tank involved with the anti-heeling system to avoid low level or over filling and hence over pressurizing of the tanks.

Advantages of Anti Heeling System: • Allows safer and rapid cargo loading and unloading. • Shortens harbor time and saves port dues. • Reduces damage to ramp, rolling cargo and containers.

• Ensures safety of the ship and personals.

MILESTONES

Day 1: Discussion regarding the project and expressing one’s view. Day 2: Finalizing the project and discussing it with our captains. Day 3: Getting to know more about the project, clarifying doubts with faculties and seniors, and enhancing the knowledge on it. Day 4: Finding out what all are the materials required. Also examining the external help needed. Day 5: Analyzing and approving the budget of the project. Day 6: Preparing the project report. Day 7: Splitting the work among the group members. Day 8: A day out, in search of the materials required. From an external source we get to know about the arrangement of sensors and all. Day 9: Discussing what we get to know from the external source among the team. Asking everyone’s opinion on that. Day 10: Detailed understanding on the project and its parts. Day 11: Seeking an external help to construct the Hull structure from aluminum sheets. Day 12: Working on the sensor part of the anti-heeling system. Day 13: Incorporating the sensor part and the piping system into the hull structure. Day 14: Giving finishing to the ship design by making of superstructure and main deck. Day 15: Done with the project with the paintings on superstructure.

PROJECT PROGRESSION Day1  Team mustered after the class hours in the class itself.  All of us put forward our ideas.  We started discussing about various ideas, their technical possibilities and finally arrived at a conclusion.  We decided to proceed with Anti-heeling system.

Day2  Everyone individually researched about the project and we shared among ourselves.  We discussed about the materials required to bring it out successfully.  We arrived at an estimated budget of the project. Decided how much each member should contribute.

Day3  We get to know more about the project. Many websites provided us the required knowledge.  Clarified doubts regarding the project with our faculties and seniors. Thus enhanced our knowledge.  We understood the working of the anti-heeling system.

 How the tanks are connected, how the water shifts from the heeled to the other side and how the sensor works were understood.

Day4  Contacted a shopkeeper via phone and cleared some queries like what else will be required and what all things are available there and approximate cost.  Get to know what all materials are required. -Arduino Nano -ADXL335 -Relay Module -LCD Display -Pump Motor  We discussed about the requirement of external help.

Day5  The approximate cost of the materials was considered and arrived at an estimated budget.

SR Materials Price No 1 Arduino Nano 200 2 ADXL335 300 3 Relay Module 100 4 LCD Display 100 5 Pump Motor *2 200

 We planned to make hull out of aluminium.

Day6  Prepared the project report.  Checked whether it’s better to order things online or buy it from market. Compared the prices and also checked the delay with online order. We decided to get things from the market considering the time delay with online purchase.  Made a list of items to buy.  Contacted few sellers and checked whether the items are available there.

Day7  We divided the work among ourselves. Few were given the job of getting the hull structure ready. Few were given the task of getting the sensor and all. Like that we spend that day planning to get the things done.  We cleared the queries existed within the team and decided to move on with the project.

Day8  Spend a whole day out there in the market searching for the materials.  Finally found the shop. We got to know more detailed about the sensor arrangements and all.  We brought the essential things from there itself.  For programming the sensor, we sought their help.  We also made some notes mainly regarding the sensor and pump connection. Day9  Since we split up and gathered many information, we decided to share everything and give everyone the working idea, especially working of the sensor.  Made sure that everyone’s understood. Day10  We get to know almost 100% of all the relevant information.  Also were looking for an external source to construct the hull structure.  Approached marine workshop and a faculty there gave us a contact number. Day11  We contacted the person and asked our queries.  With his help that day itself the hull structure was constructed with aluminium sheets.  The hull is of 1 feet length.  We painted the hull.

Day12  This time we were busy working on the sensor.  We also connected the pumps  Irreversible pumps were not available. So we used two pumps instead of that.

 The Arduino is a breadboard. These are able to read the inputs.  ADXL335 is connected to Arduino. It is used as the tilt sensor here. The sensor is fed with certain angle. If the ship heels beyond that the pump gets activated by the sensor.  We connect LCD display to the Arduino for displaying the information.  The relay module is connected to the Arduino. The relay module is used for controlling the pumps.  All these connections were made.

Day13  Connected the pumps with relay module.  Decided to incorporate the whole circuit into the hull structure.  Carefully did that even it took some time.  With this the main part was finished.

Day14  All that remaining was a bit designing work.  We constructed the superstructure using thermocol sheets.  We cut the shape of the superstructure out of the thermocol sheets. Did this couple of time and stick it together using fevicol for some width.

Day15  We decided to cover superstructure with A4 sheets after some sketch works like sketching Maersk logo, Ships name on hull, “NO SMOKING” and some bridge designs.

But before completion the collage was closed and we were not able to finish the work.

CONCLUSION

I can honestly say that my time spent doing this project was one of the best part of my life. Not only did I gain practical skills but I also had the opportunity to spend many value time with my friends, and we had learnt about the working on anti-heeling system on ship and had done the best we can do, and hereby I would like to thank captain who gave us the opportunity to do this project Thanking you

ACADEMY OF MARITIME EDUCATION AND TRAINING (AMET)

(Declared as Deemed to be University u/s 3 of UGC Act 1956) 135, EAST COAST ROAD, KANATHUR, CHENNAI - 603 112. TAMILNADU, INDIAInternship Project – “WATER POWEREDSHIPS” A Report On Internship In Department of Nautical Science

SL NO. CADET NAME ROLL REG.NO. NO. 1. MAXIN C. MATHEW 2352A ANS18221

April & 2020

BONAFIDE CERTIFICATE

This is to certify that the project entitled “WATER

POWEREDSHIPS””submitted by cadet . MAXIN C. MATHEW Reg.NoANS18221…Batch 17……in the Department of Nautical Science, AMET, Deemed to be University Chennai is a bonafide record of Technical work carried out by him / her under my supervision.

Signature Signature (Guide ) Capt.K.Rajesh Capt. K.Karthik Associate Professor DEAN/ HOD Department of Nautical Science Department of Nautical Science

INTERNSHIP ALLOCATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE

Name of the Programme : B.Sc

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

Name of the Mentor : Capt.Dr.K.Rajesh

Title of the assigned internship : “WATER POWEREDSHIPS”

Nature of Internship : Individual/Group

Reg No of Student : ANS 18221

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

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

INTERNSHIP EVALUATION REPORT 2019-20 Name of the Department: NAUTICAL SCIENCE (In view of advisory from the AICTE, internships for the year 2019-20 are offered by the Department itself to facilitate the students to take up required work from their home itself during the lock down period due to COVID-19 outbreak) Name of the Student MAXIN C. MATHEW Register No and Roll No ANS 18221 &2352A Programme of study B.Sc Year and Batch/Group III YEAR 17TH BATCH/ GROUP-6 Semester VI Title of Internship “WATER POWEREDSHIPS” Duration of Internship 1 MONTH Mentor of the Student Capt. Dr.K.Rajesh Evaluation by the Department Sl Criterion Max. Marks Marks No. Allotted 1 Regularity in maintenance of the diary. 10 8 2 Adequacy & quality of information recorded 10 7 3 Drawings, sketches and data recorded 10 6 4 Thought process and recording techniques used 5 3 5 Organization of the information 5 2 6 Originality of the Internship Report 20 15 7 Adequacy and purposeful write-up of the Internship 10 8 Report 8 Organization, format, drawings, sketches, style, language 10 7 etc. of the Internship Report 9 Practical applications, relationships with basic theory and 10 7 concepts 10 Presentation Skills 10 7 Total 100 78

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

WATER POWERED SHIPS

EXPERIMENT:

AIM:To make a 100% green and highly efficient ship’s propulsion using

H2O.

MATERIALS REQUIRED:  Electrolyzer  Boiler  Steam engine/Propeller  Battery/Power source  Pumps andpipes  Flame arresterADVANTAG ES:  Zero carbon &Sufuremissions  Moreefficiency  Low maintenance &Fuel costPRINCIPLE:

Electrolysis- (Of water) Itis the decomposition of water into O2 and H gas due to the passage of an electric current. It is also called water splitting. It ideally requires a potential difference of 1.23 volts to split water. First law of thermodynamics- Law of conversation states that energy can be created or destroyed in an isolated system. How does Thermal Power Plant work- In thermal power plants, the heat energy obtained from combustion of solid fuel (mostly coal) is used to convert water into steam, this steam is at high pressure and temperature. This steam is used to rotate the turbine blade, turbine shaft is connected to the propeller. APLLICATIONS:

 Ship’s engines (replacing of current fuelengines)  Thermal power plant.PRECAUTIONS:

 Make sure that all connections are properlyfitted.  General safety like as fuelengines.  HHO gas is highly explosives and no leakage should beallowed.      MILESTONES

Day 1: Discussion regarding the project and expressing one’s opinion. Day 2: Finalizing the project and discussing it with our faculty. Day 3: Appraisal (gathering of information) and study regarding the project.

Day 4: Discussing the budget of project. Day 5: Final discussion and ordering.Day 6: Making of the project report. Day 7: Dividing the work among the team members.

Day 8:One whole day spent in a market in search of different parts for the project. Day 9: Understanding the project and its parts.

Day 10:Understanding the project and its parts. Day 11:Sanding the Stainless Steel plates for maximum surface area and efficiency. Day 12: One more day spent in a workshop for finishing of the drilling and sanding. Day 13: Lockdown begins. Shops closed.