COMPANY PROFILE INTRODUCTION: Chennai Port, the third oldest port among the 12 major ports, is an emerging hub

port in the East Coast of India. This gateway port for all cargo has completed 128 years of glorious service to the nations maritime trade. Maritime trade started way back in 1639 on the sea shore Chennai. It was an open road -stead and exposed sandy coast till 1815. The initial piers were built in 1861, but the storms of 1868 and 1872 made them inoperative. So an artificial harbour was built and the operations were started in 1881.The cargo operations were carried out on the northern pier, located on the north-eastern side of Fort St. George in Chennai. In the first couple of years the port registered traffic of 3 lakh tonnes of cargo handling 600 ships. Being an artificial harbour, the port was vulnerable to the cyclones, accretion of sand inside the basin due to underwater currents, which reduced the draft. Sir Francis Spring a visionary skilfully drew a long-term plan to charter the course of the port in a scientific manner, overcoming both man-made and natural challenges. The shifting of the entrance of the port from eastern side to the North Eastern side protected the port to a large extent from the natural vulnerabilities. By the end of 1920 the port was equipped with a dock consisting of four berths in the West Quays, one each in the East & South Quay along with the transit sheds, warehouses and a marshalling yard to facilitate the transfer of cargo from land to sea and vice versa. Additional berths were added with a berth at South Quay and another between WQ2 & WQ3 in the forties. Indias Independence saw the port gathering development, momentum. The topography of the Port changed in 1964 when the Jawaharlal dock with capacity to berth 6 vessels to handle Dry Bulk cargoes such as Coal, Iron ore, Fertilizer and non-hazardous liquid cargoes was carved out on the southern side. In tune with the international maritime developments, the port developed the Outer Harbour, named Bharathi Dock for handling Petroleum in 1972 and for mechanized handling of Iron Ore in 1974. The Iron ore terminal is equipped with Mechanized ore handling plant, one of the three such facilities in the country, with a capacity of handling 8 million tonnes. The Chennai ports share of Iron ore export from India is 12%. The dedicated facility for oil

led to the development of oil refinery in the hinterland. This oil terminal is capable of handling Suezmax vessels. In 1983, the port heralded the countrys first dedicated container terminal facility commissioned by the then prime minister Smt.Indira Gandhi on 18th December 1983. The Port privatized this terminal and is operated by Chennai Container Terminal Private Limited. Having the capability of handling fourth generation vessels, the terminal is ranked in the top 100 container ports in the world. Witnessing a phenomenal growth in container handling year after year the port is added with the Second Container Terminal with a capacity to handle 1.5 M TEUs to meet the demand. To cater to the latest generation of vessels and to exploit the steep increase in containerized cargo the port is planning to welcome the future with a Mega Container Terminal, capable of handling 5 Million TEUs expected to be operational from 2013. The Chennai port is one among the major ports having Terminal Shunting Yard and running their own Railway operations inside the harbour on the East Coast. The port is having railway lines running up to 68 kms and handles 25% of the total volume of the cargo, 4360 rakes (239412 wagons) during 2009-10. The port with three Docks, 24 berths and draft ranging from 12m to 16.5m has become a hub port for Containers, Cars and Project Cargo in the East Coast. The port has handled an all-time high of 61.06 Million tonnes of cargo registering an increase of 6.2% over previous year. An increase of 10.14% in handling of cars from 273917 Units in the year 2009-10 when compared with 248697 Units in the year 2008-09 and an increase of 6.39% in handling of containers from 1143373 TEUs in the year 2008-09 to 1216438 TEUs in the year 2009-10. The long term plan for Chennai Port envisages that the Port will mainly handle 4Cs i.e. Containers, Cars, Cruise and Clean Cargo. PORT HISTORY: BEFORE 1800S In 1639, the British East India Company bought a three-mile long strip of land lying along the coast between the Cooum delta and the Egmore River encompassing an area of about five square kilometers from the Vijayanagara King Peda Venkata Rayalu. Soon obtaining permission from the regional ruler, Damarla Venkatadri Nayakudu, the British built

a warehouse and factory on the site, and in 1940, the British expanded the occupation by building the Fort St. George and establishing a colony on the site of the future port of Madras. By the late 18th century, most of the southern region of India had been conquered by the British and Madras was established as the capital of the Madras Presidency. During this period, the port flourished under British rule, becoming an important naval base and urban center. A port at Madras was first suggested by Warren Hastings in 1770 when he was posted here, who later became the first Governor General of India. However, it was not until the 1850s that work began on a pier to berth vessels following suggestions from the Madras Chamber of Commerce and Industry. An artificial harbour was then built and the operations were started in 1881, and the pier was rebuilt in 1885, although there was a demand for relocating the entrance. Work on the harbour was completed in 1911. The Chennai Port Trust has taken the year 1881, the year of rebuilding, as the starting year. The cargo operations were carried out on the northern pier, located on the northeastern side of Fort St. George in Chennai. In the first couple of years the port registered traffic of 300,000 tons of cargo handling 600 ships. The first railway line in South India was laid between Madras and Arcot which started operating in 1856. By the late 19th century, the port was well connected to the other two important cities in the British colony, viz. Bombay (Mumbai) and Calcutta (Kolkata). From 1905 to 1919, major improvements took place in the port under the stewardship of the visionary Sir Francis Spring. By the end of 1920, the port had a dock consisting of four berths in the west quays, one each in the east and south quay along with the transit sheds, warehouses and a marshaling yard to facilitate the transfer of cargo from land to sea and vice versa. In 1929, the Mercantile Marine Department, which was working directly under the Ministry of Shipping till the establishment of the Directorate General of Shipping at Mumbai in 1949, was established to implement the first SOLAS and Load Line conventions. Additional berths were added in the 1940s with a berth at south quay and another between WQ2 and WQ3. The year 1946 saw the establishment of the Port Health Organization. In 1947, when India gained independence, Chennai became the capital of the Madras State, renamed as Tamil Nadu in 1969.

POST-INDEPENDENCE Post-Independence, the development of the port gained momentum. In 1959, a passenger station on the first floor of the transit shed at north quay was commissioned. In 1961, construction of signal station at north quay was completed. In the same year, the port's Jawaharlal Dock was inaugurated by the then prime minister of India, Lal Bahadur Shastri. In 1964, the Jawahar dock with capacity to berth 6 vessels to handle dry bulk cargoes such as coal, iron ore, fertilizer and non-hazardous liquid cargoes was created on the southern side changing the topography of the port. To handle vessels with as much as 16.2 m (53 ft.) draft, the port developed the outer harbour, named Bharathi Dock, for handling petroleum in 1972 and for mechanized handling of iron ore in 1974. This oil terminal is capable of handling Suezmax vessels. When the city of Madras was renamed as Chennai in 1996, the Madras Port Trust followed suit and was renamed as Chennai Port Trust. In 2000, the port began to handle purecar-carrier shipments of automobiles. In 2003, the 200 m naval berth was given for 30-year lease. The 2004 tsunami devastated the shores of the port, taking many lives and permanently altering the coastline. 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 neighboring Ennore Port since 2002, handling of food grain was resumed after about 9 years in 2003. The port hopes to handle 4 million tons of food grain annually over the next few years. 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.[64] Chennai Container Terminal Chennai Container Terminal (CCT) is the first container terminal in Chennai port built in 1983. The container terminal was privatized 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. [66] 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.

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.
[75]

Car export (mainly Hyundai) increased by 80.25 per cent to touch 2, 48,697 during 2008-

09 as against 1, 37,971 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 has started attracting global manufacturers like Mahindra, Toyota, and Ford. Ford has decided to move exports to Chennai Port by 2010. 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, Cochin, Mumbai and Mangalore. 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 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 ChennaiSingapore 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 is set to start from Chennai on 8 June 2011. OIL TERMINALS (BD1 & BD3) First Oil berth at Bharathi Dock-I commissioned in 1972 can handle tankers up to 100,000 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. Capacity - 13 Million Tons 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") die 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, DE ballasting, 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 Tones per hour for Crude oil and 1000 Tones 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 firefighting pump house with diesel and electrically driven pumps to supply fire hydrant and tower monitors. IRON ORE TERMINAL (BD2) Mechanized Ore handling Plant commissioned in 1977 at Bharathi Dock-II. Can handle Ore carriers of maximum size 1, 45,000 DWT and LOA of 280.4 meters. Capacity - 8 Million Tons per Annum. Loading rate - 6000 Tones per hour. Capable of receiving, stockpiling, reclaiming, weighing, sampling and ship loading. Ore handling facilities consists of two rotary wagon tipplers, ten lines of conveyors, two rail-mounted stackers, two rail-mounted bucket-wheel reclaimers and two rail-mounted ship loaders. Equipped with automatic belt weighed, sampling facilities, self-contained maintenance workshop and a service station. Separate receiving line and shipping line, which can also function as interconnected system. Availability of two control rooms for the automatic operation of various equipment and conveyors. Well-connected rail lines. Back-up of 33 KV receiving sub-station. Ore Stock Yard - Capacity - 6.4 Lakh tons. Rotary Wagon Tippler can handle 1200 MT/hr. at the rate of 20 wagons per hour. Receiving Conveyors (4 Nos.) can handle 1500 MT/hr./stream of two conveyors. Shipping Conveyors (6 Nos.) can handle 4000 MT/hr./stream of three conveyors. Rated capacity of Stackers - 1500 MT/hr. each. Rated capacity of the Reclaimers - 3000 MT/hr. each Rated capacity of Ship loaders - 3000 MT/hr. each.

CARGO HANDLING EQUIPMENT Sl.No. 1 2 3 4 5 6 Equipment Floating Crane Mobile Crane Low Capacity Diesel Fork-Lift Truck High Capacity Diesel Fork-Lift Truck Pay loader Diesel Electric Locomotive Numbers 1 3 10 10 2 14 Capacity 150 Tons 10 Tons. 3 Tons 10 Tons - 3nos 5 Tons - 5 Nos. 25 Tons - 2 Nos. 3 Tons 700hp - 12 Nos. 1400hp - 2 Nos.

PORT CONNECTIVITY EXTRA-PORT CONNECTIVITY The Ennore Manali Road Improvement Project (EMRIP) is expected to be completed in 2 years. An 18.3-kilometre (11.4 mi) long, 20-metre (66 ft.) wide elevated road project connecting the port with Maduravoyal is under construction at a cost of 16,550 million. Upon completion, this will be the country's longest four-way elevated expressway. INTRA-PORT CONNECTIVITY The total port roads run to a length of 27.5 km with a minimum width of 6 m and a maximum width of 26 m.[56] The port is served by the Chennai Beach railway terminus in the Chennai Suburban Railway Network of the Southern Railway, chiefly handling suburban trains on the Chennai BeachTambaram section of the Chennai Suburban Railway Network. PIPELINES The port is connected to the Chennai Petroleum Corporation's (CPCL) refinery in Manali via a 30-inch-diameter pipeline. NATURAL DISASTERS

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. LIGHTS AND LIGHTHOUSES 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 lighthousesthe 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. The second and third lighthouses are located in the Madras High Court campus near the port.

THE FUTURE A third box terminal has been approved by the Cabinet Committee on Infrastructure. This will require investment of US$800 million and will be offered as a build-operatetransfer project, as part of a 30-year concession. Construction will take seven years to complete and the deep-water container terminal will have a capacity of 4 million TEU.

Chennai Port Trust has plans to build a marina along a 200-metre (660 ft.) stretch in the west quay to berth a dozen yachts. The marina will provide lockers, separate berths and other facilities to these sailors, who come in small boats.

The Rajiv Gandhi dry port (container freight station) and multi-modal logistics hub near Sriperumbudur special economic zone (SEZ) is under development at an estimated cost of 3,800 million, including land cost of 1,001.6 million. Proposed components include ICD/off-dock CFS, container yard, rail and road connectivity to national rail and road network; trade Centre, warehouses for containerized cargos like leather garments, textiles, automotive components and electronic hardware.

A barge handling facility at the Bharathi Dock is being developed at a cost of 250 million. The project is expected to be completed by 2013.

The port is planning to construct a parking facility on an 11-acre stretch in Thiruvottiyur for container trucks. The port is also investing 500 million to have more berths exclusively for bunkering.

The port has decided to have a 7.5 MW wind energy farm in Tirunelveli district at an outlay of 493.1 million.

To reduce congestion at the harbour, which has two bays (two each for entry and two for exit of containers), the port plans to modernize zero gate and open one more bay and widen the roads that lead to zero gate and to lay six to eight lanes from the zero gate to avoid stranding of vehicles.

In December 2011, as part of security measures, the Directorate of Logistics, Customs and Central Excise planned to get a fixed mega container scanner within the next few months at a location near the Zero Gate of the port at a cost of 600 million from a U.S.-based company.

The Chennai Port Trust plans to develop a barge handling facility inside the port at a cost of 260 million in Bharathi Dock through public-private partnership to meet the increase in demand for bunkering - fuel oil used aboard ships. The need for barge facility is also due to the increasing vessel movements and vessel size. The proposed length of the jetty will be three times the length of the present facility. The jetty could accommodate barges with carrying capacity of 1,000 tons to 3,000 tons. In addition to bunkering fuel and edible oil, other cargoes that are envisaged to be handled at the proposed facility include vegetable oil (crude and refined), furnace oil and molasses.

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

MISSION VISION To be recognized as a futuristic Port with foresight. 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.

QUALITY POLICY Provide efficient, prompt, safe and timely services at optimum cost Ensure quick turn round of vessels by providing facilities for efficient handling of cargo Maintain total transparency in all our transaction of the and Continually improve our services to meet the expectations of the port users, employees and the society DEPARTMENTS OF THE COMPANY: Admin Department Mechanical and Electrical Engineering Department Materials Management Department Engineering Department Marine Department Finance Department Traffic Department Medical Department

STRUCTURE OF THE COMPANY:

BOARD OF DIRECTORS

CHAIRMAN

HEAD OF DEPARMENT S

SECRETRAR Y

DY. OFFICERS

MANAGERS

SR.OFFICER S

SUPERENDE NT

INDUSTRY PROFILE:

Ports are an important form of infrastructure in Indian economy. They play a vital role in facilitating international trade and commerce by providing an interface between the ocean transport and land-based transport. India has an extensive coastline of about 7517 km spreading on the Western and Eastern shelves of the mainland as well as along the Islands. It has a well-established port infrastructure covering 12 major ports and 200 minor/intermediate ports (non-major ports), spreading across 9 coastal States. These major ports come under the purview of the Central Government, while non-major ports (minor/ intermediate ports) come under the jurisdiction of the respective State Governments. In India, the concerned authority is the Department of Shipping, in the Ministry of Shipping, Road Transport and Highways, which has been entrusted with the responsibility of formulating and implementing policies and programmes on port sector. The Department has formulated the 'National Maritime Development Programme (NMDP)' which aims to create world-class infrastructure in ports. Total investment envisaged in the programme is Rs. 1, 00,339 crores, out of which Rs. 55,804 crores is for major ports. A total of 276 projects (involving investment of USD 12.40 billion) relating to port sector have been identified under the programme for implementation by 2011-12. These include berth development, deepening of channels, port connectivity projects, up gradation/ modernisation of cargo handling equipment and other support services. A major portion of the investment is expected to come from the private sector, mainly in commercially viable projects like construction of berths and operation of berths and terminals. Public funds are used where necessary, for the provision of common user infrastructure facilities. The 12 major ports serve as the gateways to India's international trade by sea, handling over 90% of foreign trade. They are spread equally on the east coast and west coast of India. Kolkata port (including Dock complex at Haldia); Paradip port; Visakhapatnam port; Chennai port; Ennore port; and Tuticorin port are on the east coast. While, Cochin port; New Mangalore port; Mormugao port; Jawaharlal Nehru port; Mumbai port; and Kandla port are on the west coast. All the major ports are administered by the 'Port Trusts' governed by the provisions of Major Port Trust Act, 1963 which are autonomous bodies, except the newly ' Ennore Port' which is run by ' Ennore Port Limited' (registered under the Companies Act, 1956). The total 200 non-major ports are in the following States:- Gujarat (42); Maharashtra (48); Tamil Nadu (15); Karnataka (10); Kerala (17); Andhra Pradesh (12); Odisha (13); Goa

(5); West Bengal (1); Daman and Diu (2); Lakshadweep (10); Pondicherry (2); and Andaman & Nicobar (23).There has been a phenomenal growth in the cargo handled at the ports, which has increased from 19.38 million tonnes (major ports) in 1950-51 to around 649.38 million tonnes (major and non-major ports) by 2006-07. At the beginning of the Tenth Plan, the capacity of major ports was about 344 MT. The aggregate capacity as on 31.3.2007 has been 504.75 million tonnes per annum (MTPA). Container traffic handled at major ports is also fast increasing. About 75 per cent of the cargo handled normally at these ports is for overseas trade. The major ports have handled a total traffic of 463.84 million tonnes during the year 2006-07 and 423.99 million tonnes in the year 2007-08 for the period up to 31.1.2008. Traffic in these ports is projected to go up to 700 MT by the year 2011-12. It is, therefore, planned to augment the capacities in the major ports to about 1000 MTPA by that period so as to ensure smooth flow of traffic. Besides, the average output per ship per day for all major ports taken together has improved from 9267 tonnes in 2005-06 to 9745 tonnes in 2006-07. Average turnaround time has marginally increased from 3.50 days to 3.62 days over the same period primarily on account of increase in the number of ships handled at the ports. In order to improve efficiency, productivity and quality of services as well as to bring in competitiveness in port services, the port sector has been thrown open to private sector participation. Such private investments are mainly on the Build, Operate and Transfer (BOT) basis and include various areas of port functioning, such as leasing out existing assets of the port, construction/ creation of additional assets, construction of cargo handling berths, container terminals and warehousing facilities, installation of cargo handling equipments, construction of dry docks and ship-repair facilities, leasing of floating crafts, pilotage and captive facilities for port based industries, etc. Foreign direct investment (FDI) up to 100 per cent is permitted for construction and maintenance of ports and harbours. Joint venture formations between a major port and a foreign port, between major port and minor port(s) without tender, as well as between major port and company(ies) following tender route are permitted by the Government. The measure is aimed at facilitating port trusts to attract new technology, introduce better managerial process, expedite implementation of schemes, foster strategic alliance with minor ports for creation of optimal port infrastructure and enhance confidence of private sector in funding ports. So far, 15 private sector projects involving an investment of Rs. 4242 crores have become operational. While, one project, that

is, ICTT at Cochin is partly operational. Five projects are under implementation and 17 projects are in the pipeline. Major investment and development projects in the port sector are:

Re-development of Bulk Terminal as a Container Terminal project at Jawaharlal Nehru Port developed on BOT basis by Maersk A/S and CONCOR. International Container Transhipment Terminal at Cochin Port developed on BOT basis by M/s Dubai Ports International (DPI).

Container Terminal Project at Kandla Port on BOT basis by M/s. ABG Heavy Industries.

Development of Container Terminal at Kandla Port on BOT basis. Stage 1 of the Inner Harbour Deepening project at Visakhapatnam Port. Deepening Projects at JNPT, Mumbai, Ennore, Tuticorin and Paradip Ports; etc.

Thus, Indian ports are indispensable in the development of countrys maritime trade and economy, owing to Indias current share in global merchandise trade at around 0.80%. They are not only considered as trade gateways, but also integral components of the global logistics and transportation chain.