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1. Background:
Kolkata Port is the gateway to Eastern India for the rest of the world. This is the first Major Port in
India, whose appearance in the map of the maritime world dates back to the year 1870 and this is
the 137th year of its existence. It is the oldest operating port in India, having originally been
constructed by the British East India Company. In the 19th century Kolkata Port was the premier port
in British India. After independence its importance decreased because of factors including the
Partition of Bengal (1947), reduction in size of the port hinterland and economic stagnation in
eastern India. In the 21st century due to the East Indian economic recovery and infrastructure
improvements, the port grew swiftly to become the nation's third largest container port. It was one
of India's fastest growing ports in 2004-05.
Kolkata Port is the only riverine major port in India, situated 232 kms upstream from the Sandheads.
It has one of the longest navigational channels in the world. In the 87 kms stretch from Sandheads to
Saugor, vessels are guided through Vessel Traffic Management System (VTMS) of the Kolkata Port
Trust. Thereafter, at Saugor, the Pilots embark the vessels for pilotage, from where the distance of
HDC and KDS are 41 kms and 143 kms, respectively. Being a riverine port, its problems and features
are unique and cannot be compared with other Ports of India.
Kolkata Port has two dock systems - Kolkata Dock System at Kolkata with the oil wharves at Baj Baj
and a deep water dock system at Haldia Dock Complex, Haldia for sea borne trade. It has the most
sophisticated port facilities with extensive storage facility for diverse cargo. With a modern
computerised container terminal, Kolkata port offers a very customer friendly approach.
Haldia Dock Complex (HDC), a modern dock complex of Kolkata Port Trust, came into existence in
1977 for handling large vessels, carrying bulk cargo with optimum economy, keeping Kolkata Dock
System (KDS) primarily for handling break bulk cargo, container etc. Two dock systems of Kolkata
Port viz. KDS and HDC are complementary to each other. Kolkata Port has a vast hinterland,
comprising the entire Eastern India including West Bengal, Bihar, UP, MP, Assam, North East Hill
States and the two landlocked neighbouring countries viz. Nepal and Bhutan. The industrial
development, commerce and trade of this vast hinterland are inseparably linked to the life and
development of Kolkata Port and vice-versa.
2. Organisational Structure:
The Chairman is the executive head of the Port Trust and also the Chairman of the Board of
Trustees. He is responsible for the total administration and management of the Port including KDS
and HDC. Dy. Chairman (K) and Dy. Chairman (H) are responsible for the day-to-day management of
the affairs of KDS and HDC, respectively. There are 14 Departments in KDS functioning under the
respective HODs and 10 Divisions in HDC functioning under two General Managers viz. General
Manager (M&S) and General Manager (Operations).
1. Connectivity:
Kolkata Port is well connected with national and state highways, railways and national waterways.
KDS is connected with NH-6, NH-2 and NH-34 through city roads. NH-41 connects Haldia with NH-6
and rest of the country. KDS is connected to Eastern Railway through Sealdah and Budge Sections.
HDC is connected to the South Eastern Railway via Panskura. Kolkata Port is connected to National
Waterway No.1 (Ganga), National Waterway No.2 (Brahmaputra) and Waterways through
Sundarban.
2. Dock Systems at Kolkata Port:
The Kolkata Port Trust manages two separate dock agglomerations - the Kolkata Dock System (KDS)
and the Haldia Dock Complex (HDC).
a. Kolkata Dock System (KDS): It is situated on the left bank of the Hooghly River at 22° 32' 53" N,
88° 18' 5" E — about 203 km (126 miles) upstream from the sea. The pilotage station is at
Gasper/ Saugor roads, 145 Kilometres to the south of the KDS (around 58 km from the sea). The
system consists of:
Kidderpore Docks (K.P. Docks) : 18 Berths, 6 Buoys / Moorings and 3 Dry Docks
Netaji Subhas Docks (N.S. Docks): 10 Berths, 2 Buoys / Moorings and 2 Dry Docks
Budge Budge River Moorings : 6 Petroleum Wharves
Anchorages: Diamond Harbour — 1. Saugor Road 2. Sandheads
Apart from this, there are around 80 major riverine jetties, and many minor jetties, and a large
number of ship breaking berths.
b. Haldia dock complex (HDC): It is situated at 22°02' N, 88°06 E — 60 kilometres away from the
pilotage station. The complex consists of:
All the docks are impounded dock systems with locks from river.
3. Pilotage:
Due to the constraints of the river (like silting, sandbars etc) no sea-going vessel above 200 GRT is
allowed to navigate without a qualified pilot of the Kolkata Port Trust. The total pilotage distance to
KDS is 221 km (comprising 148 km in river and 75 km in sea) and for HDC is 121 km (comprising
46 km in river and 75 km in sea).
The pilot vessel station is maintained at Sagar Roads. The River Pilot embarks on inbound ships at
Middleton Point. Its responsibility is up to Garden Reach (Kolkata). On reaching Garden Reach, the
river pilot is relieved by a Harbour Pilot who takes the vessel inside the lock at KPD or NSD under the
supervision of ASST. DOCK MASTER. Then a BERTHING MASTER goes on board to relive the H.P and
pilotage the vessel up to the scheduled berth KPD / NSD. Under the control of a berthing master the
inward / outward vessel passes through D.E.S.B /D.L.S.B., which is 80 feet narrow only.
OPERATIONS
Since the commissioning of the port run container terminal at 7 NSD on 18th February, 1992, around
33 percent of the traffic is handled at the terminal and rest 67% at other berths of NSD & KPD where
yard operation is done by private operators. Another terminal berth at 8 NSD, contiguous of 7 NSD,
has been constructed.
The reputed container operators, at Kolkata Port are American President Line, Shipping Corporation
of India, Hapag Llyod, Everett, Gold Star, Nedlloyd, Ceylon Shipping Corporation, Maersk, Mitsui
O.S.K., Yanming, United Arab Shipping, P&O Containers Ltd., Evergreen Marine Corporation,
Neptune Orient Line, Mediterranean Shipping Corporation, Kawasaki Kisen Kaisha Ltd., NYK Lines,
Veb Deutfracht Seereedere Rostok, Fil Container Services, Compagnie Maritime Affreightment,
Seven Star Lines, Frata Container Lines, Llyod Triestino di Navigation, Compagnie General Maritime,
Hanjin, Choyang, Hu undai, Ben Line, Neptune Orient, NSCSA, Euroasia, Samuderi Indonesia,
Mynmar Lines Nor Asia, Cho Yang, Han Jin, Hyundai etc.
Vessel operators at Kolkata include American President Lines, Bengal Tiger Lines, Sea Consortium,
Meng Horne Shipping &aamp Myanmar Lines. Kolkata/Haldia is presently linked with Inland
Container Depots at Amingaon (Guwahati), Tughlakabad, Ludhiana, Wadi Bundar (Mumbai),
Baleswar etc. ISO containers are also being moved by CONCOR from Kolkata to non ICD destinations
at Raxaul, Ongul. Terminal at Kolkata can handle one full rake at a time.Container Corporation of
India is considering developing CFS at Cuttack, Durgapur, Ghaziabad, Jamshedpur, Ranchi and Patna.
All these places have got linkage with Kolkata/Haldia.
Principal commodities being carried in containers include tea, jute and jute products, cast iron
goods, mica, leather products, cotton products, iron & steel, machinery, shellac, tobacco, carpet
materials, glass sheets and reefer cargo, aluminium ingot, carpet chemicals etc. Meanwhile, customs
approved public CFS-S a/c Central Warehousing Corporation and Balmer Lawries have started
operation. Few other private CFS-S (Eight in no.) are engaged in export operation.
1284+
Ground Slot Capacity 1200 300 800
48 Reefer
a. Development of additional stacking area in the terminal thereby creating additional ground
slots has been planned. The area earmarked is old D NSD shed, eastern side of 8 NSD berth
and east of CFS.
b. Procurement of additional container handling equipment has been planned.
Maximum size of ship to be 3or more vessel can be berthed simultaneouosly along the
accommodated continuous Quay face of Berth No. 9, 10 and 11 (646 m)
Lock Gate :
Lock gate is the gate which connects the navigable river channel and the pork dock waters. Lock
gates are generally used to bring in large ships in to the port where the draft is normally low. It is a
mechanism of adjusting/maintaining the port draft separating it from the river draft.
1. Types of Lock Gates:
Images from left to right: Flap Gate – Propped, Floating Caisson Gate, Sliding Gate, Intermediate
Gate – Lambda
Flap gates are supported by hinges to the entrance sill of a dock or basin and are opened by
lowering them down into the water so they lie on the seabed below the sill. Flap gates are usually
provided with buoyancy tanks to minimise the operating load on the winches or hydraulic rams. This
type of gate can be used to maintain water levels in a wet dock during low tide. Larger gates are
usually installed in modern ship repair docks where speed of operation is important. Flap gates can
be designed to either span an entrance (up to around 80m) or are cantilevered or propped off the
sill.
Floating caisson gates are one of the most common forms of dock gate. Because they have to be
pumped out, floated and manoeuvred, they are not generally considered for modern ship repair
docks, but used mainly for shipbuilding dock entrances where the time to open and close the gate is
not critical. We have developed the inverted ‘T’ shaped floating gate design especially for very wide
shipbuilding docks. As a gravity-stabilised gate, there is no limit to entrance width it can be designed
for. The widest at present is 131m. The unique feature of this gate is that it can be fully maintained
while in service.
Intermediate gates are used in large dry docks to subdivide the dock into two sections. Generally the
gates comprise either inverted ‘Y’ or Lambda shaped modular steel units which are erected ‘in the
dry’ at fixed locations on the dock floor.
Sliding and rolling caisson gates are generally used for large ship locks and are opened by
withdrawing them into a chamber on one side of the lock entrance. The caisson is lightly ballasted so
it can be slid or rolled on a track to and from its closed position across the entrance. These caissons
are usually moved using winches with continuous chains or wire ropes.
Sector gates are usually installed in small locks often at an entrance to a marina. They are installed in
pairs or as a single gate and actuated by hydraulic rams which rotate them on a vertical axis. Their
two main advantages are that they can be operated when there is a water head differential across,
so they can be used for sluicing, and resist a water head on either side and hence protect against
high tides and storm surges.
Mitre gates are one of the oldest types of gate, used as impounding gates in ports and dry dock
entrance gates. They are used particularly in small canal locks, where they are only required to resist
water pressure from one direction. Historically constructed in timber, larger modern examples are
fabricated in steel. A particularly economic form of gate design, they are arranged in pairs and hinge
on vertical axis.
DRAFT
The draft of a ship's hull is the vertical distance between the waterline and the bottom of
the hull (keel), with the thickness of the hull included; in the case of not being included the draft
outline would be obtained. Draft determines the minimum depth of water a ship or boat can safely
navigate. The draft can also be used to determine the weight of the cargo on board by calculating
the total displacement of water and then using Archimedes' principle. A table made by the shipyard
shows the water displacement for each draft. The density of the water (salt or fresh) and the content
of the ship's bunkers has to be taken into account.
Parameters K.P. Docks -I K.P. Docks –II N.S. Docks H.D.C.
Designed Draft 40 feet 40 feet 40 feet 8 m.
Quay Length 2700 feet 4500 feet 4200 feet
Dock Width 600 feet 400 feet
Two Rail Mounted Quay Cranes (RMQC) for Container handling, at a cost of Rs.50 crores,
have been commissioned at Haldia Dock Complex recently.
A Stand Alone Vessel Traffic Management System (VTMS) along with Automatic
Identification System (AIS) was installed in March 2005 at a cost of Rs.6 crores (approx).
Upgradation / replacement of three Radar Stations with replacement / renovation of
infrastructure facilities including installation / commissioning of AIS at Frasergunj and Haldia
have also been completed in August 2006.
Five Rubber Tyred Gantry (RTG) Cranes at Kolkata Port (KDS-1, HDC-4) have been inducted
recently at a cost of Rs.27.5 crores.
Additional equipment fleet viz. RTG Cranes, Reach Stackers (two already delivered),
Hydraulic Cranes, Tractor-Trailer combination etc. are being procured at KDS at a cost of
Rs.32 crores.
Chapter 2: Guest Lectures
Export-Import Documentation & their processing etc. by Mr. Subrata
Mukherjee, Supdtt. of Customs.
Export-Import Process
manufacturer can import machinery and plant without paying Customs duty or settling at a
concessional rate of Customs duty. Suppose the Importer avails 5% concessional rate of
Customs Duty then his export obligation may be six times exports of CIF value of the
machinery.
12. Manufacture under Bond: This scheme furnishes a bond with the manufacturer of adequate
amount to undertake the export of his production. Against this the manufacturer is allowed
to import goods without paying any customs duty, even if he obtains it from the domestic
market without excise duty. The production is made under the supervision of customs or
excise authority.
CAPEXIL, a non-profit making organization, was setup in March 1958 by the Ministry of Commerce,
Government of India to promote export of Chemical and Allied Products from India. And since then
has been the voice of Indian business community. With the headquarters at Kolkata, and regional
offices at New Delhi, Mumbai, Kolkata and Chennai, CAPEXIL has more than 3500 members across
the country. One of the fascinating aspects of CAPEXIL is the overwhelming variety of products it
deals with. CAPEXIL is an ardent advocate of exporters to the Government and the primary focus is
to provide export assistance to its member exporters. CAPEXIL sends trade delegation to all major
and developing markets around the world, showcases Indian exports all over the world through
exhibitions, fairs. Capexil can help the sourcing needs of an importer anywhere in the world, and
also the selling needs of Indian exporters.
Promotional Activities:
CAPEXIL in its continuous endeavour to promote the business activities of its members, undertake
the following activities throughout the year:
Participates in general and product specific international trade fairs
● Organizes buyer contact programmes in India popularly termed as Reverse buyer Seller Meets
● Awareness Programmes, Seminars and other activities in India to build awareness and to boost
entrepreneurs in the area of exports
● Acts as a forum for representation of the trade related issues and acts as a liaison between the
exporting community and the government, policy planners, quasi government organizations
● Liaisons with Indian Diplomatic Missions abroad and Foreign Diplomatic Missions in India for
promotion of business events and other activities
Products
1. Animal By Products
2. Auto Tyres and Tubes
3. Books, Publications and Printing
4. Bulk Minerals and Ores
5. Cement and Clinkers
6. Ceramics and Refractory’s
7. Glass and Glassware
8. Granite, Marble, Natural Stones and Products
9. Graphite and Explosives
10. Miscellaneous Products
EDI
Computers have speeded up the production of invoices, purchase orders, receiving tickets and the
like. When these documents are produced by high speed printers, however, they still must be
bursted, inserted and distributed (usually mailed) and copies must be filed by the originating
organisation. The originals must be physically transported to the addressee, opened, carried to the
appropriate individual within the addressee organization and processed, which actually means
manually keying the data into an MIS system.
In EDI, in the place of traditional methods for the transmission of for e.g. a purchase order between
a buyer and a seller, data is entered into the buyer's computer system, the same data is electro-
nically sent into the seller's computer without the need for rekeying or re-entry. This is normally
referred to as application -to-application EDI. When EDI is fully integrated with application programs,
not only does data flow electronically between trading partners without the need for rekeying, but
data also flows electronically between internal applications of each of the trading partners.
Chapter 3: Manikanchan SEZ Visit
SEZ can be defined as “Specifically delineated duty-free enclave and shall be deemed to be foreign
territory for the purposes of trade operations and duties and tariffs.”
Export promoting zones were first set up in India. The first such EPZ was set up in Kandla in 1965
followed by SEEPZ in 1972. Based on reviews of working, such initiatives were further taken in
Cochin, Falta, Madras (Chennai) and NOIDA in 1984 and Vizag in 1989. These EPZ were of very small
size which was a major problem with SEZ policies in India at that time. The size of these EPZ’s is given
as below.
a. Inadequate Infrastructure
b. Restrictive policies
d. Location disadvantages.
Formats in SEZ
2. SEZ in port/airport
a. Minimum size required is 100 Hectares
e. May be set up as a part of an SEZ for specific sector, with an area not exceeding Zone
area.
Manikanchan SEZ:
Salient points
Manikanchan SEZ is a unique project of the state of West Bengal which serves to tap the immense
growth potential of the Gem and Jewellery industry of West Bengal. The government of West Bengal
has drawn plans to commercially exploit this industry and increase its reserve of foreign exchange.
The idea of the establishment of special economic zones was initiated by the central government of
India while re-examining the export-import policy of 1997-2000.
The term special economic zone incorporates the establishment of an duty-free enclave and the
enclave will be not be considered as an Indian territory and therefore, will have its individual tariffs
rules and the trading operations followed in the special economic zone is also different for example,
any commodity purchased from the Special economic zone is considered as an import in the
Domestic Tariff Area (DTA) and vice versa.
The special economic zone are created for a several purposes such as:
Process Assembling
Manufacture of Silver Jewellery
Repair Works
Rendering of Services
Manufacture of Platinum Jewellery
Remaking Work
Trading Activities
Recondition Processes
Manufacture of Gold Jewellery
The first step towards accomplishment of the Manikanchan SEZ project is the development of the
Gem and Jewellery Park at Salt Lake City in the state of West Bengal. The park is situated at a
strategic location near the International Airport in the city of Kolkata. The projects resulted out of
the collaboration between the government of West Bengal and the Commerce and Industries
department. The responsibility to develop the project has been accorded to the West Bengal
Industrial Development Corporation Limited (WBIDC). The project has received the “in principle”
approval of the central government of India. The Manikanchan SEZ policy framed by the West Bengal
government serves to provide fiscal as well as non-fiscal benefits to give the project an edge in the
international gem and jewellery market.
However, the percentage of tax exemption after the completion of total 7 years will be decided as
per the section 10 A of the Income Tax Act. The special economic zones have the facility to
subcontract the entire manufacturing procedure or apart thereof with the aid of a a number of
zones such as export oriented units, electronic hardware technology park scheme, software
technology park scheme, etc. However, for this purpose they need the prior approval of the Custom
authorities. The zones are facilitated with the opportunity to recover the amount of central sales tax
payment made through the purchase of commodities.
They are allowed to shift their job work to foreign countries and are also allowed to carry on export
trade from that country. The special economic zones are exempted from the payment of customs
duty on the goods received from foreign countries. The category of such exemption is applicable to
spares parts, capital goods and so on. The special economic zones are in a position to take the help
of off-shore banking units for International finance and at international rates. There is special
provision for capital goods that have been imported from outside will be liquidated gradually for a
time span of 10 years. The main advantage of the special economic zones is that they are permitted
to market the gems and jewelleries in exhibitions and can establish outlets in foreign countries to
market the jewelleries and can also approach duty free shops for marketing purpose.