EXECUTVE SUMMARY

The projects focuses on the study and understanding of the various types of bulk carriers that are
there and dealing with different types of processes that are involved in the project cargo as well
as break bulk cargo. The main and important aspects of the report are:

Types of bulk cargo

Different sizes of vessels
Categories of bulk/break bulk cargo
COSCO Services
Documentation in Bulk carriers
Producing Cargo Order
Producing Vessel details

Hence making a complete understanding of the various operations and processes that are involved in the
bulk carriers, Bulk/break bulk cargo, project cargo.

CHAPTER 1:

INTRODUCTION
BULK CARGO
Bulk carriers are mainly used for the shipping of materials such as oil, ore, grains and various
other agro products. They are different types of vessels according to the DWT of the vessel and
the cargo is loaded into the holds with the help of the grab crane.
A bulk carrier's crew participates in the loading and unloading of cargo, navigating the ship, and
keeping its machinery and equipment properly maintained. Loading and unloading the cargo is
difficult, dangerous, and can take up to 120 hours on larger ships. Crews can range in size from
three people on the smallest ships to over 30 on the largest.

Definition of Bulk carriers:

Ships for the carriage of homogeneous cargo, in bulk, with a vertical loading/unloading through
hatches with large dimensions.

Other Definitions:
The International Convention for the Safety of Life at Sea defines a bulk carrier as "a ship
constructed with a single deck, top side tanks and hopper side tanks in cargo spaces and intended
to primarily carry dry cargo in bulk, an ore carrier, or a combination carrier." However, most
classification societies use a broader definition where a bulker is any ship that carries dry
unpackaged goods. Multipurpose cargo ships can carry bulk cargo, but can also carry other
cargoes and are not specifically designed for bulk carriage. The term "dry bulk carrier" is used to
distinguish bulkers from bulk liquid carriers such as oil, chemical, or liquefied petroleum gas
carriers. Very small bulkers are almost indistinguishable from general cargo ships, and they are
often classified based more on the ship's use than its design.
A number of abbreviations are used to describe bulkers. "OBO" describes a bulker which carries
a combination of ore, bulk, and oil, and "O/O" is used for combination oil and ore carriers. The
terms "VLOC," "VLBC," "ULOC," and "ULBC".

Different types of Bulk carriers

Bulk carrier: With/without equipment for self Loading/Unloading.
Ore carrier: With stowage of about 400,000 MT
Cement Carrier: with stowage of about 79-89k Mt

Great Lakes: ships that operate in the region of the Great Lakes, between the EUA and
Canada, that are limited by the maximum width of the St. Lawrence Canal (22.80 m);
characterized by being self-unloaders (buckets/conveyors), having a large number of
cargo holds and hatches and with a deadweight ranging about 26,000 38,000 t
OBO Carriers: (ore/bulk/oil) is a combined carrier for carriage of solid and liquid cargo.
Con Bulkers: (Container/bulk) is for the carriage of containers and also bulk cargo,
generally provided with wide hatches and heavier lifting gears.

Different sizes of vessels

Small vessels with DWT of less than 10,000MT

Handysize with DWT of 10,000 to 35,000 MT

Handymax with DWT of 35,000 to 50,000 MT

Supramax with DWT of 50,000 to 60,000 MT

Panamax with DWT of 60,000 to 80,000 MT

Capesize are larger than panamax and supramax use the route of cape horn or cape of
good hope as they cannot pass the canals. They have DWT of 80,000 to 200,000 MT

VLCC are very large cargo carriers with DWT of more than 200,000 MT.

PROJECT CARGO
4

What is project cargo?

Cargo or equipment that may be large, heavy or out-of gauge, requires specialised stowage,
lifting, handling, may consist of high value or critical items and typically consists of a quantity of
goods connected to the same project, which may be loaded from different ports.

Difference between break bulk cargo and project cargo:

The Marine Dictionary defines break-bulk, with a hyphen, as follows: Packages of hazardous
materials that are handled individually, palletized, or unitized for purposes of transportation as
opposed to bulk and containerized freight. Unfortunately, the dictionary doesnt have a
definition for project cargo.
The distinction between project cargo and break bulk: project cargo refers to pieces or
components of manufactured equipment that are too large or heavy to fit in a container; break
bulk refers to raw materials, such as logs, or semi-processed materials, like steel pipes or ingots,
that cannot fit in a container, and that do not consist of bulk cargo.

Different types of vessels used to transport project cargo:

Heavy Lift vessel: 16,000-28,000 DWT; Cranes of capability upto 700 T
Multi-purpose vessel: 27,000-36,000 DWT; Cranes capability upto 118 T
Cargo types that may fall within the definition of a critical item may include:

Oil & gas equipment for onshore and offshore

Infrastructure;

Refinery and Petrochemical plant equipment;

Renewable equipment for onshore and offshore

Infrastructure;

Modules and Pre-assembled Units;

Port Handling Equipment;

Port Construction;

Floating Cargo;

Rolling Stock;

Heavy Machinery;

Power Plants and power generation equipment

Special attention required for handling the cargo.

The costs involved in project cargo damages or loss can be very large, often running into
millions of dollors. The risks involved can be largely mitigated with careful planning and
attention, before the cargo is received for shipment.
In more difficult financial times, the pressure to reduce costs is very high and since the cost of
shipment is essentially an overhead, there is a natural desire to reduce the shipping costs as far as
possible. The use of unsuitable vessels for the cargo, poor quality or inadequate securing and
dunnage, poorly trained crew and a lack of detailed planning can all lead to damage to or loss of
the cargo.
Damage to project cargo during transportation can cost many millions of dollars, cause extensive
delays and potentially lengthy and expensive litigation.

(i)Heavy Lift vessels carrying Project cargo.

(i)

Break bulk cargo:

In shipping, break bulk cargo or general cargo are goods that must be loaded individually, and
not in containers nor in bulk as with oil or grain. Ships that carry this sort of cargo are often
called general cargo ships. The term break bulk derives from the phrase breaking bulkthe
extraction of a portion of the cargo of a ship or the beginning of the unloading process from the
ship's holds. These goods may not be in shipping containers. Break bulk cargo is transported
in bags, boxes, crates, drums, or barrels. Unit loads of items secured to a pallet or skid are also
used.
A break-in-bulk point is a place where goods are transferred from one mode of transport to
another, for example the docks where goods transfer from ship to truck.
6

Break bulk was the most common form of cargo for most of the history of shipping. Since the
late 1960s the volume of break bulk cargo has declined dramatically worldwide
as containerization has grown. Moving cargo on and off ship in containers is much more
efficient, allowing ships to spend less time in port. Break bulk cargo also suffered from greater
theft and damage.

Loading and unloading:

Although cargo of this sort can be delivered straight from a truck or train onto a ship, the most
common way is for the cargo to be delivered to the dock in advance of the arrival of the ship and
for the cargo to be stored in warehouses. When the ship arrives the cargo is then taken from the
warehouse to the quay and then lifted on board by either the ship's gear (derricks or cranes) or by
the dockside cranes. The discharge of the ship is the reverse of the loading operation.
Loading and discharging by break bulk is labour-intensive. The cargo is brought to the quay next
to the ship and then each individual item is lifted on board separately. Some items such as sacks
or bags can be loaded in batches by using a sling or cargo net and others such as cartons can be
loaded onto trays before being lifted on board. Once on board each item must be stowed
separately.
Before any loading takes place any signs of the previous cargo are removed. The holds are
swept, washed if necessary and any damage to them repaired. Dunnage is laid ready for the cargo
or is just be put in bundles ready for the stevedores to lay out as the cargo is loaded.

Bagged cargo:
Bagged cargo (e.g. coffee in sacks) is stowed on double dunnage and kept clear of the ship's
sides and bulkheads. Bags are kept away from pillars and stanchions by covering it with matting
or waterproof paper.

Baled goods:
Baled goods are stowed on single dunnage at least 50 mm (1.97 in) thick. The bales must be
clean with all the bands intact. Stained or oily bales are rejected. All fibres can absorb oil and are
liable to spontaneous combustion. As a result they are kept clear of any new paintwork. Bales
close to the deckhead are covered to prevent damage by dripping sweat.

Barrels and casks:

Wooden barrels are stowed on their sides on "beds" of dunnage which keeps the middle of the
side (the bilge) off the deck and they are stowed with the bung at the top. To prevent movement
wedges called quoins are put in on top of the "beds". Barrels should be stowed fore and aft and
not athwart ships. Once the first tier has been loaded the next tier of barrels fits into the hollows
between the barrels, this is known as stowing "bilge and cantline". Barrels which are also known
as casks or tuns are primarily use for transporting liquids such as wine, water, brandy, whiskey,
and even oil. They are usually built in spherical shape to make it easier to roll and have less
friction when changing direction.

Corrugated boxes:
Main articles: Corrugated box design and strapping
Corrugated boxes are stowed on a good layer of dunnage and kept clear of any moisture. Military
and weather resistant grades of corrugated fiberboard are available. They are not overstowed
with anything other than similar boxes. They are frequently loaded on pallets to form a unit load;
if so the slings that are used to load the cargo are frequently left on to facilitate discharge.

(i)Bag cargo (ii) Barrel (iii) corrugated box (iv)baled cargo

Objectives of the study on Bulk

carriers
8

The main importance and the objective of the bulk carriers is that the bulk carriers are vital in
shipping the material which is not supported to be shipped in the containers and should have
stored in a place to avoid damages and loss of cargo, hence the bulk carriers play an important
role for the shipping of products. These cargos are loaded into the vessel with the help of a grab
crane (either off shore cranes or the vessel cranes) into the holds (which is known as a term
where the cargo is being loaded) and then the holds are covered with the hatches (which are the
terms which are used for covering the top of the vessel). Hence, it plays an important role in
shipping the products which are not suitable for the loading into the container.
Bulk cargo can be very dense, corrosive, or abrasive. This can present safety problems: cargo
shifting, spontaneous combustion, and cargo saturation can threaten a ship. The use of ships that
are old and have corrosion problems has been linked to a spate of bulker sinking in the 1990s, as
have the bulker's large hatchways, important for efficient cargo handling. New international
regulations have since been introduced to improve ship design and inspection, and to streamline
the process of abandoning ship.

METHODOLOGY
(i)

BULK CARGO

The methodology that is used in case of the bulk carriers is different to that of the containerized
vessels, as we know that the bulk carriers carries huge amount of loose bulk cargo, there are
specific methods that are used by the company for the procedure to be carried out in a ruled
format. Therefore the methods play an important role in carrying out the procedures in the format
and help the shippers to make decisions accordingly.
We can here take an example of one case where it exactly shows how the procedure is carried
out.* (The data provided has been changed as per companies norms). The basic idea of the case is that a
client needs a vessel to ship 50,000 MT of Gypsum from Iran to Hong Kong. The next thing that
the Charterer should do is to contact the ship owners to know that availability in that particular
route. If the ship owners confirm that the vessel is available to sail, now the charterer gives the
cargo order to the ship owners and the ship owners give the vessel details to the charterer. This is
ensuring that the cargo order matches with the details of the vessel for the checking of the vessels
DWT and the weight of the cargo. Because there are different types of ship that match different
requirements of the cargo.
Here are some ways how the cargo order and vessel details are forwarded to the ship owners or
charterer respectively.

The above image shows the cargo order which is sent to the ship owners which shows all the
details about the Cargo
.
A/c: Companies name/ Client name

10

 It is said to be that the cargo weighs about 50,000 MT +/- 10% Chopt, which means that
that cargo can be more by 10% or even less by 10% .
Loading port is from Iran: Bandar Abbas port
Discharge port is the destination Dharma- East coast of India.
L Rate is the loading rate of the cargo into the ship which is said to be 10K, that is 10,000
MT per day, so it takes 5 Days to complete 50,000 MT.
o PWWD: Per weather working day, which is for bad weathers where the days
when the weather is bad in exempted.
o FHINC: Friday Holiday Inclusive, since Iran is an Islamic country, Friday is
considered a holiday.
If the loading of the ship takes more than 5 Days then the Charterer should have to pay
Penalty which keeps adding up per day.
If in case the loading has been done in 4 Days instead of 5, then the ship owners give
reward to the charterer for loading in advance.
D Rate is the discharge rate of the cargo out of the ship which is said to be 20K, that is
20,000 MT per day, so it takes 2.5 days to complete 50,000 MT.
o SHINC: Sunday holiday Inclusive, since Sunday is holiday in India.
Laycan is the date on which the charterer is preferring to load the cargo between 25-31
may.
FRT: FIOST is the freight terms of Free in out stow and trim, which is the whole
responsible of the ship to load and discharge the cargo and also trim it.
And coming to the Vessel details which are to be given to the Charterer.

11

The vessel details gives all the possible details that the Charterer is supposed to know,
MV JN SCO is the name of the vessel which is open for loading on 27TH May which will
be available at Bandar Abbas port, Iran.
DWT (Dead weight) of the vessel is 55,400 MT and the draught would be 12.50 on
DWT.
The vessel was built on 07/2003 by Cosco-China
Carries the flag of Hong Kong
Class is NKK which is the standard class which defines the quality of the vessel
The vessel carries 5Ho/5Ha which is 5 Holds and 5 Hatches. With hatches of Folding
covers.
Grain: 59,411 cbm ( if the cargo is in grain form, it can even fill up the pores or gaps
inside the holds offering more space.
Dimensions of the vessel is also given, LOA: Length overall is 187.5m , Beam is 31.5 m
Cargo gear is the number of cranes that are available on the ship which is 4x30 T
M/E is the engine capacity of the vessel

12

After the cargo orders and the vessel details have been shared among the charterer and the ship
owners, it is decided whether to consider shipping the cargo in the vessel.

(i) Bulk carrier structure (ii)Hold structure (iii)Hatch structure (iv)Grab arm

(ii)

PROJECT CARGO

The Charterer and the ship owners must agree to the terms and conditions before they commence
the operations.
While the loading and Discharge of this project cargo, there is immense pressure to handle the
cargo and there are different methods that are used depending upon the cargo being shipped.

Float On/Off: This method of loading and discharging is employed by semi-submersible Heavy
Lift Vessels and submersible pontoon barges. Cargoes may include offshore platforms, jack-ups,
other vessels (e.g. barges, tugs etc) and large project cargoes that are suitable for wet loading /
discharging. These vessels can be expensive to charter, but provide a safe and relatively fast
option for transportation.

Skid-On/Off: Pontoon barges, module carriers and semi-submersible Heavy Lift Vessels are
commonly loaded by cargo being skidded into position. Large Oil and Gas units (e.g. Topside
modules) are often loaded by this method. These are typically bespoke operations allocated to a
specialized contractor.
13

Roll-On/Off: Wheeled cargoes can be driven onto and off the vessel. Many project cargoes are
loaded / discharged using Self-Propelled Modular Transporters (SPMTs). SPMTs provide a
flexible loading / discharge method and are capable of dealing with inclined and uneven routes.

Rules and regulations to be followed while loading and discharge:

Instructions/Information from the shippers:

The shipping note provides the details of shippers, receivers, cargo details etc.

Industry guidelines and Best Practice:

For any cargo movement, in particular for loading and discharge operations, a full and
detailed plan must be produced and adhered to. The plan should take due account of the
requirements and recommendations of industry best practice guidelines and rules.

Heavy lifting equipment and relevant requirements:

Lifting gear may include wires, shackles, spreader beams, lifting blocks / hooks and
should be documented onboard the vessel or with the crane (if shore-side). All lifting
equipment should be certified and its Safe Working Load (SWL) or Working Load Limit
(WLL) and Minimum Breaking Load (MBL) documented and made visible on the item
itself. Lifting lugs / eyes on the cargo unit should be located to provide a stable lift,
accounting for any offset of the units Centre of Gravity. They must also be strong enough
for the lift, including any dynamic lifting loads. All lifting gear and lifting points on the
cargo should be inspected before commencing the lift.

Lifting and rigging equipment:

For any heavy lift, it is essential to properly develop and document a lifting plan that
should define the procedures for the lift and provide accurate information on the Centre
of Gravity of the unit, the proposed lifting spread to be employed and the calculation of
the rigging stability (the lifting triangle). It should document the loads expected to be
experienced and the safety factors used in selecting the lifting gear. It should also assess
the need for centre of gravity corrections (e.g. use of water bags) and possible test lifts to
ensure stability (insurance policy coverage should be checked in this case). All crane lifts
should be carefully assessed to ensure adequate clearances with the cargo unit itself,
vessel and port infrastructure. Tandem crane lifts must be planned in detail to ensure the
correct synchronous movement of the cranes.

Limiting conditions and external Influences:

The lift should have limiting conditions imposed on it to ensure that the design loads for
which it is rated are not exceeded. These will include limiting wind conditions, vessel
motions (which may differ for in-harbour and offshore operations) and where positional
accuracy is important, the lift may be limited to day-time hours only. Significant crane
slewing (rotation) and other horizontal motions should be assessed to ensure that the
dynamic loads imposed are within the capacity of the lifting system. Similarly, lifting in
to and out of water imposes additional loads on the lift and must be assessed. Reference
should be made to the relevant industry guidelines for the determination of these loads
14

Loading Sequence and Trim, Ballasting:

During loading and discharge operations, it may be necessary to carefully manage the
vessels drafts and trim. This is particularly important for drive-on/ off and floaton/off operations. Careful ballasting is required to ensure that the required drafts and
trim are maintained during the course of the operation and this should be properly
calculated and documented. The ballast tank and pump capacity of the vessel should be
checked to ensure that it is adequate, particularly for barge transports.

Equipment used for Loading/Unloading Project cargo

15

CHAPTER 2:

INDUSTRY/SECTOR REVIEW
Introduction
16

India has 12 major and 187 non-major ports. Cargo traffic, which recorded 1,052 million metric
tons (MMT) in 2015, is expected to reach 1,758 MMT by 2017. The Indian ports and shipping
industry plays a vital role in sustaining growth in the countrys trade and commerce. India is the
sixteenth largest maritime country in the world, with a coastline of about 7,517 km. The Indian
Government plays an important role in supporting the ports sector. It has allowed Foreign Direct
Investment (FDI) of up to 100 per cent under the automatic route for port and harbor
construction and maintenance projects. It has also facilitated a 10-year tax holiday to enterprises
that develop, maintain and operate ports, inland waterways and inland ports.

Market size
The handling capacity of major ports in India is sufficient to match trade demand. The capacity
of all the major ports as on March 31, 2015 was 871.52 MMT, compared with 581.54 MMT in
cargo traffic handled through 201415. Thus, the capacity utilization through 201415 was
around 66 per cent. Furthermore, as per internationally-accepted norms, the gap between traffic
and capacity is usually around 30 per cent. Additionally, the government has taken several
measures to improve operational efficiency through mechanization, deepening the draft and
speedy evacuations.
According to the latest provisional data from Indian Ports Association, the publicly-owned major
ports in India reported healthier levels of growth in container throughput in FY 201415 than in
the previous year. Container-handling in FY 2015 expanded 6.7 per cent year-over-year to 8
million twenty foot-equivalent units (TEUs) from 7.46 million TEUs through the same period in
201314. The data also showed that containerized cargo tonnage grew 4 per cent to 119 million
tons.
In FY 201415, cargo volumes at the major ports expanded 4.7 per cent year-over-year to 581.3
MMT. In FY15, coal cargo traffic grew 13.4 per cent to 118.1 MMT from 104.2 MMT in FY14.
With regard to commodities, fertilizer handling rose 19 per cent to 16.3 MMT in FY15. The
Indian ports sector received FDI worth US$ 1,637.3 million between April 2000 and September
2015. Currently, there are about 44 ongoing projects undertaken at major ports in India, with
total investment of over Rs 25,870 cr (US$ 3.88 billion).

Investments/Developments
The Indian Minister for Shipping, Road Transport and Highways, Mr Nitin Gadkari, announced a
massive investment in Indias ports, which is likely to help boost the countrys economy. The
Indian government plans to develop 10 coastal economic regions as part of plans to revive the
countrys Sagarmala (string of ports) project.
The zones would be converted into manufacturing hubs, supported by port modernization
projects, and could span 300500 km of the coastline. The government is also looking to develop

17

the inland waterway sector as an alternative to road and rail routes to transport goods to the
nations ports and hopes to attract private investment in the sector.
Government of India plans to invest Rs 70,000 crore (US$ 10.5 billion) in 12 major ports in the
next five years under 'Sagarmala' initiative.
Government of India is planning to set up low-cost non-major ports along coastline under the
Sagarmala project and has asked all the 12 major ports to accord priority berthing to such vessels
and to encourage quicker movement of cargo.
Jindal ITF plans to invest nearly Rs 500 crore (US$ 75 million) to further transloading operations
in Haldia. The company, which already transports imported coal in barges to NTPC's power
plants in Farakka and Kahalgaon from the Sandheads, plans to transload cargo at the deepdrafted location at Kanika Sands and transport it to Haldia.
A memorandum of understanding (MoU) has been signed between the Inland Waterways
Authority of India (IWAI) and Dedicated Freight Corridor Corporation of India (DFCCIL) to
create logistics hubs with rail connectivity at Varanasi and other places on national waterways.
The state-run Shipping Corporation of India Ltd (SCI) is expected to purchase five vessels from
the state-owned Cochin Shipyard Ltd. It is also likely to issue tenders to buy two used liquefied
petroleum gas (LPG) carriers as it looks to re-start ship purchases that were frozen after poor
financial performance.
Kamarajar Port Limited (KPL, erstwhile Ennore Port Limited) has signed an agreement with M/s
Toyota Kirloskar Motor Pvt Ltd to export automobile units through Kamarajar Port. The
agreement primarily includes a clause that would restrict original equipment manufacturers
(OEMs) to use KPL as their primary port. KPL would in turn offer volume-based discounts on
the tariffs on certain facilities for the smooth functioning of operations.
The Visakhapatnam Port Trust (VPT) has outlined an Rs 3,000 crore (US$ 450 million)
expansion-cum-modernization plan aimed at enhancing the port's capacity by nearly 50 per cent.
The port is estimated to invest Rs 800 crore (US$ 120 million), a fourth of the planned
investment, while seeking private partners to invest the remainder by way of public-private
partnerships (PPPs).
Maharashtras Jawaharlal Nehru Port Trust (JNPT) plans to build a satellite port at Wadhwan
near Dahanu (bordering Gujarat), which is estimated to cost Rs 10,000 crore (US$ 1.5 billion) to
build and likely to ease the congestion of ships at JNPT.

THEOROTICAL FRAMEWORK
18

Documentation required in Bulk Cargo:

Hold Inspection certificate

By surveyor

Mates receipt

By vessel

Authorization to sign bill of lading

By vessel/agent

Bills of lading

By vessel/agent

Certificate of compliance with exemption to trade

sanctions

Plant health
regulations

Certificate of origin

By shipper

Declaration by shipper

By shipper

Certificate of transportable moisture limit(TML)

By shipper

Certificate of moisture content

By shipper

Certificate of readiness to load

By vessel

Certificate of fitness to proceed at sea

By maritime authy

Certificate of loading

USCG regulation

Certificate of fumigation

By port/vessel

Certificate of weight and quantity

By surveyor

Stowage plan

By master/c.o.

Cargo manifest

By shipper

Dangerous cargo manifest

By shipper
19

Material safety data sheets

By vessel

Health sealing certificates

By shipper/surveyor

Statement of facts

By vessel/agent

Letter of protest

By vessel/agent

Empty hold certificate

By surveyor

Stevedores damage form

By master

Certificate of IMO classification

By classification
society

No damage certificate

By master

Inland Transportation:
Off-shore project logistics.

Process
Order is received
Collection of goods are ordered
Goods are tendered to the carrier
Goods are loaded onto the vessel for transit
Goods are at the destination
Goods are ready for collection
Delivery/Possession
20

CHAPTER 3:

21

COMPANY PROFILE AND REVIEW

COSCO SHIPPING (INDIA) PRIVATE LIMITED.
Cosco (India) Shipping Pvt.Ltd., are the General Agents of China Ocean Shipping (Group)
Beijing, China, one of the World's leading shipping companies.
COSCO (INDIA) SHIPPING PRIVATE LIMITED was incorporated in October, 2002 and
subsequently started its operations with effect from 1st January, 2003.
Cosco (India) Shipping Private Limited established with their registered office in Mumbai, the
commercial capital of India and being the major sea port, set up Branches at all the main
locations in India like Nhava Sheva, New Delhi, Ludhiana, New Mangalore, Chennai, Cochin,
Tuticorin, Kolkata, Haldia, and Paradip by 1st January, 2004. Besides above locations, we have
associates in all other locations.
China Ocean Shipping (Group) Company, Beijing since its foundation in 1961 has developed
into a large multinational undertaking with International shipping and logistics as its core
business. At present, China Ocean Shipping (Group) Company owns and operates more than 800
modern ships, including container vessels, bulk carriers, general cargo ships, heavy-lift vessels,
Submersible vessels, passenger / cargo ferries, LPG carriers, refrigerated cargo ships and oil
tankers, totaling roughly 51 million DWT in all and ranking among the top carriers in the world.
Cosco (India) Shipping is able to render quality, competitive and timely services to their
Principals CHINA OCEAN SHIPPING (GROUP) COMPANY, BEIJING. We have achieved
phenomenal reputation as capable and reliable shipping agents both at home and internationally.
This is attributed to a well experienced and dedicated management team under whose able
guidance, the Company has made impressive inroads into shipping activities. Our continuous
endeavour to render best shipping solutions to our Principals, Associates and Customers, is the
goal that we thrive for.
Cosco (India) Shipping Private Limited also represents the China Ocean Shipping (Group)
shipbuilding and ship repairs activity in India.

COSCO SERVICES

Liner Shipping Agency

Tramp Shipping Agency

22

Container Logistics

Chartering

Freight Forwarding

Delivery & demolition of old tonnage

Ship building and repairs

Other allied operations for the entire Cosco Group, in India.

23

CHAPTER 4:

24

DATA ANALYSIS
(i)

BULK CARGO

The analysis of the case which we have taken as an example, the decisions on the case should be
very accurate as any lead may damage the cargo as well as the ship.
The points to be noted by the ship owners about the cargo are:

There is no hazardous cargo involved in shipping

o If there is Hazardous cargo, CO2 emission pipes should be available in the vessels
holds, which would prevent fire accidents. Example, Sulphur, which can cause
fire by scratching the other sulphuric rocks, since it is a loose cargo.

The weight of the cargo should be within the DWT capacity of the vessel. In the case
taken, 50,000 MT of gypsum was proposed and as the vessel had a DWT of about 55,400
MT, it fits into the criteria.

Port availability is the most important thing that has to be checked, in the case taken, the
Charterer needed to load the cargo in Bandar Abbas port in Iran, so the ship owners
should be having availability of vessel in and around Iran which is on ballast voyage.

The destination port should be convenient for both the ship owners as well as the
Charterer. In the case taken, the ship owners have given the route of travel of the vessel
which was bound to go to Hong Kong. And Dharma port on East coast of India comes on
the route to Hong Kong and hence it is favorable.

Laycan date given by the Charterer could be exact date or prompt, in the case the
charterer has given the dates on which the shipment is ready to load, which is 25 may to
31 may. And the vessel was open for loading from may 29, which also fits into the
category.

Freight terms also have to be decided between the ship owner and charterer to avoid the
confusion of loading and discharge of the cargo.

Geared/Non-geared: the vessel owners also display if the vessel is geared or non geared.
If the vessel is geared with cranes or if it is not, then they have to depend on shore cranes
which will incur higher costs.

25

Grain or bale form: The cargo can also be of grain which is in soil form which also fits in
the frames inside the holds carrying more shipment. If it is bale form example iron rods,
which cannot fit in the frames inside the holds occupying lesser space.
Width of hatches and holds: it is mandatory for the ship owners to also give the width of
the hatches that can open to the farthest; it is to avoid the confusion if in case the cargo is
carrying long iron rods which are longer than the width of the hatches, then the cargo will
not fit into the holds.

Different types of energy resource:

Non-Renewable energy:
1. Coal: A combustible sedimentary rock made up mostly of carbon and hydrocarbon, coal
is the most abundantly used fossil fuel worldwide for the generation of electricity. In the
United States, approximately 93% of the coal consumed is used to generate electricity.
The steel, concrete, and paper industries also rely heavily on coal for both heat and
byproducts. The combustion of coal results in almost 3 times as many CO2 emissions as
the amount of coal combusted

2. Natural Gas: A gas that is made up mostly of methane and found near other fossil fuels,
like coal. Methanogenic processes occurring in landfills and marshes also produce natural
gas. Like petroleum, natural gas must first be processed before we can use it as a fuel. It
is important to remove most of the other components of natural gas until it is almost
purely methane. When combusted, natural gas produces only about half the greenhouse
gas emissions as coal does, making it a popular fossil fuel in our increasingly carbonconscious society.
3. Petroleum: A toxic, flammable liquid occurring in geologic formations beneath the earths
surface (also known as crude oil). We use oil for a wide variety of things - the largest use
of petroleum is for fuel oil and gasoline. But, you'll find petroleum in places you might
not expect it as well - pharmaceuticals, plastics, asphalt, kerosene, and synthetic rubber,
to name a few. Like natural gas, petroleum must be processed before we can utilize it.
Crude oil naturally contains many different types of hydrocarbons, all with different
boiling points. So, to process the oil for a specific application, the crude must be heated
to a specific temperature range.

26

Renewable energy resources:

1. Wind: We can put wind to work by utilizing it to power turbines that generate electricity.
The blades of the turbines turn a shaft which then powers a series of gears that feed into a
generator and produce electricity. Wind turbines can be situated on agricultural or
forested land, so there's little or no need to clear new areas of land to site wind fields.
Some people take issue with the noise and visual pollution of the wind turbines. There are
also concerns about bird and bat mortality. Watch the video to the left to learn more about
how wind energy works.
2. Solar: Harnessing energy from the sun epitomizes the idea of a renewable energy source.
We can use solar energy to heat water or homes and it can be converted into electricity.
Currently, converting solar energy to electricity either occurs with the use of photovoltaic
cells or solar power plants. The PV cells are able to convert sunlight directly into
electricity. Solar power plants use the solar energy to produce steam to operate a
generator. Like wind energy, however, solar energy is limited in availability based on
localized weather conditions, and it can be challenging to store the energy generated.
3. Geo-thermal: The core of the Earth generates a tremendous amount of heat, and in many
places around the world (particularly near tectonically active areas), we can harness that
heat in wells and bring it to the surface to heat and cool homes and buildings. Like solar
and wind, geothermal power can be captured at an individual level - you install a
geothermal heat pump to cool and heat your home - or at a more centralized scale by
using dry steam or hot water to generate electricity. Since no fuel is combusted, the plants
release no greenhouse gas emissions like a traditional fossil fuel plant would. There are
minor emissions of compounds responsible for acid rain.
4. Hydropower: Water is stored in a reservoir, generating a lot of potential energy. Then it is
forced through a dam, turning a turbine, which then turns a generator to produce
electricity. Used water is then returned to the river. While much work has been done to
ensure that hydroelectric power has minimal negative impact on the environment
(including the ability of hydropower facilities to earn a low-impact rating), it is important
to recognize the ecosystem disruptions this energy resource can cause. Damming a river
and utilizing the water to generate electricity alters the aquatic and riparian ecosystems,
can limit the ability of fish to navigate across their natural habitat extent, and can change
the temperature and composition of the river itself.

27

Census:
India is presently the worlds fourth largest economy as far as purchasing power parity
(PPP) terms as concerned (the GDP in PPP terms is estimated at approximately USD 3.2
trillion) and the fifth largest energy consumer in the world. However due to its high
population of approximately 1.1 billion, the per capita consumption is estimated o be a
very modest 530kg of oil equivalent (kgoe), while the world average is approximately
1800 kgoe.

Presence of energy in the country.

Nuclear projects around the country.

Coal fields of India

28

Oil refineries in India:

29

Reserves and potential:

Non-renewable resources.
Coal: Coal deposits are mainly confined to eastern and south central parts of the country. The
states of Jharkhand, Odisha, Chhattisgarh, West Bengal, Madhya Pradesh, Andhra Pradesh and
Maharashtra account for more than 99% of the total coal reserves in the country. The State of
Jharkhand had the maximum share (26.81%) in the overall reserves of coal in the country as on
31st March 2014 followed by the State of Odisha (24.94%).
As on 31.03.14 the estimated reserves of coal was 301.05 billion tons, an addition of 2.11 billion
over the last year. There has been an increase of 0.7% in the estimated coal reserves during the
year 2014-15 with Odisha accounting for the maximum increase of 1.85%

Renewable resources:
There is high potential for generation of renewable energy from various sources- wind, solar,
biomass, small hydro and cogeneration bagasse.
The total potential for renewable power generation in the country as on 31.03.14 is estimated at
147615 MW (Table 1.3). This includes wind power potential of 102772 MW (69.6%), SHP
(small-hydro power) potential of 19749 MW (13.38%), Biomass power potential of 17,538 MW
(11.88%) and 5000 MW (3.39%) from bagasse-based cogeneration in sugar mills.

The geographic distribution of the estimated potential of renewable power as on

31.03.2014 reveals that Gujarat has the highest share of about 25.04% (36,956 MW),
followed by Karnataka with 13.08% share (19,315 MW) and Tamil Nadu with 11.17%
share (16,483 MW), mainly on account of wind power potential.
30

Consumption of resources:
Coal: The estimated total consumption of raw coal by industry has increased from 407.04 MTs
during 2005-06 to 571.89 MTs during 2014-15 with a CAGR of 3.85%. The annual growth rate
from 2013-14 to 2014-15 is 0.76%.
Electricity generation is the biggest consumer of coal, followed by steel industries. Industry-wise
estimates of consumption of coal shows that during 2014-15 electricity generating units
consumed 427.23 MTs of coal, followed by steel & washery industries (23.13 MTs), cement
industries(11.96 MTs) and paper industries (1.67 MTs).
Petroleum: High speed diesel oil accounted for 38.83% of total consumption of all types of
petroleum products in 2014-15. This was followed by Refinery (10.15%), Petrol (9.73%), LPG
(9.28%) and Naphtha (6.50%). Consumption of Light Diesel oil continuously decreased from
2005-06(0.88 MTs) to 2014-15 (0.39 MTs)
Electricity: The estimated electricity consumption increased from 4,11,887 GWh during 2005-06
to 882,592GWh during 2014-15,showing a CAGR of 8.84%. The increase in electricity
consumption is 7.07% from 2013-14 (824,301GWh) to 2014-15 (882,592 GWh).
Of the total consumption of electricity in 2014-15, industry sector accounted for the largest share
(43.83%), followed by domestic (22.46%), agriculture (18.03%) and commercial sectors (8.72%)

31

Clean energy resources

Hydel:

India has a total hydro energy potential of about 1.5 lakh MW of which about 20% is
installed
Small hydro potential is about 15000 MW and most of it is in the northern and eastern
hilly regions.

Wind:
The wind power potential of India is about 45,000 MW out of which capacity of 8748
MW has been installed in India.
India is one of the leading countries in generating the power through wind energy.
Gujarat. AP, Karnataka, MP and Rajasthan are states having more than 50000MW
potential each.
These potentials can be improved if the technology of putting turbines in sea. There are
wind farms on sea generating as high as 160 MW of power.
Solar:

The oldest source of energy to be used on earth. Even today, this is used to dry tons of
material.
According to estimates, 35 MW of power could be generated from 1 sq km. with such
potential, solar energy is going to be the future. For solar energy to become one one of
the front numbers, it will require lot of research, cheap technology and low capital.

Kinetic energy (waves):

This can be the future of the energy, as the company has come up with a new innovation for
creating energy by kinetic waves.

32

This machinery uses the floating devices which move according to the kinetic motion of the
waves. Hence producing electricity.
The machinery is not yet available in the market but will be arriving in 2017.

Future initiatives:

China, Germany, Italy and India were among the nations that most successfully attracted
private investments, according to new research released by the pew charitable trusts.
India stands third tied with Germany behind China and the United States of America, in
Ernst & Youngs country attractiveness Indices for the world renewable market.
India solar market has benefited from an amended RPO and other financial support. India
scores better than china and Germany in the solar index only behind USA standing
around
Panchabuta was the first to report on the solar PV and thermal developers shortlisted for
the first phase of the solar mission. 37 developers for an aggregated capacity of 620 MW
have been shortlisted and PPAs signed.

33

WIND MILLS
Overview: The development of wind power in India began in the 1986 with first wind farms
being set up in coastal areas of Maharashtra (Ratnagiri), Gujarat (Okha) and Tamil Nadu
(Tuticorin) with 55 kW Vestas wind turbines. These demonstration projects were supported by
MNRE. The capacity has significantly increased in the last few years. Although a relative
newcomer to the wind industry compared with Denmark or the United States, India has the
fourth largest installed wind power capacity in the world. In 2009-10 India's growth rate was
highest among the other top four countries.
The potential for wind farms in the country was first assessed by Dr. Jami Hossain using a GIS
platform to be more than 2000 GW in 2011. This was subsequently re-validated by Lawrence
Berkley National Laboratory, US (LBNL) in an independent study in 2012. As a result, the
MNRE set up a committee to reassess the potential and through the National Institute of Wind
Energy (NIWE, previously C-WET) has announced a revised estimation of the potential wind
resource in India from 49,130 MW to 302,000 MW assessed at 100m Hub height. The wind
resource at higher Hub heights that are prevailing is possibly even more. In the year 2015, the
MNRE set the target for Wind Power generation capacity by the year 2022 at 60,000 MW.
As of 31 March 2016 the installed capacity of wind power in India was 26,769 MW, mainly
spread across South, West and North regions. East and North east regions have no grid connected
wind power plant as of March, 2015 end. No offshore wind farm utilizing traditional fixedbottom wind turbine technologies in shallow sea areas or floating wind turbine technologies in
deep sea areas are under implementation. However, an Offshore Wind Policy was announced in
2015 and presently weather stations and LIDARs are being set up by NIWE at some locations.

34

*Year wise statistics of capacity

*State wise statistics as on 31 march 2015

Monthly Electricity generation:

Wind power accounts nearly 8.6% of India's total installed power generation capacity and
generated 28,604 million Kwh (MU) in the fiscal year 2015-16 which is nearly 2.5% of total
electricity generation. The capacity utilization factor is nearly 14% in the fiscal year 2015-16
(15% in 2014-15). 70% of wind generation is during the five months duration from May to
September coinciding with Southwest monsoon duration.
35

COMPANY

H.Q

Vestas India

Denmark

Suzlon energy ltd

Pune, Maharashtra

Eercon India pvt ltd

Germany

Wind world India ltd

Mumbai, Maharashtra

Regen Powertech India pvt ltd

Chennai, Tamil Nadu

Inox wind ltd

Noida, Uttar Pradesh

Gamesa wind turbines pvt ltd

Spain

GE wind energy ltd

United states

Orient green power ltd

Chennai, Tamil Nadu

Indowind energy ltd

Chennai, Tamil Nadu

Transportation of wind mills:

These days the size of a wind turbine can be 100 meters or more. The turbines are getting
heavier, the rotor blades longer and the tower components larger. The nacelle, the hub and the
blade may easily weigh over 75, 24 and 9 tons respectively. Each windmill component has its
own special characteristics - the tower is big and heavy, the blades are long and wide and the
nacelle is small and heavy. Taking all of this into account, problems with loading and securing
often arise.

Loss prevention:
Before loading:
It is important to remember the sensitivity of the cargo, and the great values involved. Just one
blade costs around USD 170,000.

36

 Check the cargo condition in the warehouse or port

Record and report even minor damages

WHEN ON BOARD:
Check the stowage plan. Is it reasonable?
Check hatch covers and holds
What were the last three cargoes carried on the vessel?
Are there any restrictions on shore facilities and lift fittings?
Is proper dunnage applied?
Is there sufficient bedding on tank tops and/or hatch covers in compliance with its strength
limits?
Check condition of dunnage, bedding and lashing materials

DURING LOADING:
Slings, shackles and hooks should be of sufficient working load for the task
Ensure a proper and safe loading manner is being used
Cargo should be loaded according to the plan If changes are made to the stowage plan, inform all
involved parties accordingly
Make sure lashing chains are used correctly
Monitor closely the loading operation to prevent any damages
Pay extra attention when loading on deck
Report all findings, include photos and keep a log of all events
Experienced surveyors can be instructed to overlook the loading process and correctly record all
observations.

AFTER LOADING:

Check the cargo for any damages, report if any found

Check all securing
All chains should be tight and in the same tension
Weld on all cross points
Check all welding jobs
The instructed surveyor to issue a cargo condition report

APPOINTMENT OF SURVEYORS:
Its always important to appoint a surveyor with special knowledge about wind turbines and
blades, typical knowledge should include:
37

Stability calculation
Risk assessment
Lifting gear limitations and operations
Lashing and security capacity estimation
Knowledge about welding
Experience in handling specialized cargo such as windmills would be beneficial

CLAIMS:
As we are dealing with cargo of high value, large claims may arise out of the sea carriage of
wind turbines.

DAMAGE WHILE LOADING:

A typical claim can arise as a result of insufficient care of cargo during loading, where parts are
damaged. In cases like these, a good surveyor and report from his side might be of help when
determining liability between the parties.

ON-DECK CARGO:
When loading on deck, the cargoes might be exposed to shifting unless properly secured. On
deck bills of lading should always be used.

POOR STOWAGE:
There are also situations where cargo has fallen overboard as a result of poor securing and bad
weather. Windmill farms often consist of several sets of windmills, and if, parts of one or more
are damaged/ lost during a sea voyage, the whole project could be delayed, resulting in a huge
underlying loss. Since windmills are complex and technical, it is hard to obtain spare parts at the
local port of discharge. This may result in a substitute part needing to be built and a new
shipment, resulting in a loss of both time and money.

PREVENTING LOSS:
KNOW YOUR CHARTERER:

Is he financially secure?
Does he have P&I cover? Is this with an IG club?
Is he specialized in the trade? If not, he may want to take shortcuts
Has he confirmed on deck bills will be issued where carriage is on deck?
38

 Do you know the value of the cargo?

THE CHARTERPARTY:
Liability for stowage, loading and discharge should be on the charterer. Hence it is important to
know that your charterer is financially secure and has access to good experts and surveyors to
assist, should there be a problem during loading/ discharge.

COAL
INDIAN COAL SECTOR REVIEW
39

REFERENCE: http://www.itroadmap.in/feature/coal-industry-India-outlook-2016
The coal industry is India will be dominated by one important metric by getting production to
reach 1.5 billion tons by 2020.
The Indian government wants to ensure that it is able to meet the countrys power generation
needs. Indias coal industry is tied very closely with its power generation sector. The power
generation companies account for over 70 percent of the countrys use of coal. Cement is the
next biggest at 5 percent. The steel sector is also another important consumer of coal.
India has large reserves of coal, the fifth-largest in the world, according to one estimate. Its also
the worlds third-biggest producer of thermal coal.
Another aim of boosting coal production quickly, is to lower the countrys reliance on expensive
coal imports. India imports about 15 percent of its coal demand, much of which comes from
Indonesia. The government claims that by 2017, it wont have to import coal, except to feed
power plants located on the coast. Coal imports have shrunk by 4.5 percent this year, according
to the Coal Ministry.
Almost 80 percent of Indias coal is produced by Coal India. To ensure the governments 2020
target is met, it Coal India has set a target for itself: To produce 900 million tons by 2020. To do
that, it plans to invest Rs 57,000 crore over the next five years. Between April and November
2015, Coal Indias production jumped 8.8 percent to 321.38 MT, according to the Ministry of
Coals year-end review. Its goal for 2015-16 is to produce 550 million tons of coal.

Major Coal Exporters:

Adani Group
Bhatia Group
Coastal Energen Pvt Limited
Gupta Coal India Pvt Limited
Agarwal Coal Corporation Pvt Ltd
Karam Chan Thapar & Brothers (Coal Sales)Ltd
Maheswari Brothers Coal Limited

Major Thermal Power Plants in India:

Reference: http://www.power-technology.com/features/feature-the-top-10-biggest-thermalpower-plants-in-india/
40

Vindhyachal Thermal Power Station located in Vindhya Nagar in Sindhi district, Madhya
Pradesh is the second biggest in the list of thermal power plants in India with an installed
capacity of 3260 MW.This thermal project falls under the jurisdiction of NTPC limited. The
plant uses coal from the NCL-operated Nigahi mine and water from the discharge canal of
Singrauli Super Thermal Power Station. The turbine manufacturers for the Vindhyachal Thermal
Power Station include Russian companies LMZ, Electrosila and the Indian BHEL. The 500MW
units were supplied by BHEL.
Mundra Thermal Power Plant is the biggest in the country with an installed capacity of
426MW.It is located in Kutch region of Gujarat and managed by Adani Power. The coal used for
the power plant is mainly imported from Indonesia. The plant's water source is the sea water
from the Gulf of Kutch.
Thalcher Thermal Power Plant at aAngul in Orissa is the third biggest with an installed capacity
3000MW. The coal used by Talcher Super Thermal Power plant is sourced from the Lingraj
Block of Talcher Coal Field. The plant uses water Samal Barrage Reservoir on Brahmani River
in Odisha.
Sipat Thermal Power Plant, Chhattisgarh is 2980MW Sipat Super Thermal Power Plant located
at Sipat in the Bilaspur district of Chhattisgarh, ranks as the fifth largest thermal power station in
India. It is a coal-based power plant owned and operated by NTPC.The power plant, built with
an estimated cost of more than $2bn, was renamed as Rajiv Gandhi Super Thermal Power
Station in September 2013. Coal for the Sipat plant is sourced from Dipika Mines of South
Eastern Coalfields Limited (SECL). The plant uses water from the Right Bank Canal (RBC)
originating from the Hasdeo Barrag.
Jharsuguda Thermal Power Plant, in the Jharsuguda district of Odisha, is currently the tenth
largest thermal power plant operating in India. It is a 2400MW coal-fired power plant owned and
operated by Sterlite Energy, a 100% subsidiary of Vedanta Resources. The Jharsuguda Thermal
Power Plant was built with an estimated investment of $1.3bn. The SEPCO III Electric Power
Construction Company of China was the EPC contractor for this thermal power project.
NTPC's Ramagundam thermal power plant in the Karimnagar district of Andhra Pradesh ranks as
the seventh largest thermal power plant in India and the largest in south India. The coal-fired
power plant has an installed capacity of 2600MW. The power plant uses coal from South
Godavari Coal Fields of Singrani Collieries and Korba Coal Fields of SECL. The sources of
water for the plant are Sri Ram Sagar Dam on Godavari River and D-83 Canal from Pochampad
Reservoir. The power generated at the plant is uniformly distributed among Andhra Pradesh,
Tamil Nadu, Kerala, Karnataka and Maharashtra.
Rihand Thermal Power Station at Rihandnagar in the Sonebhadra district of Uttar Pradesh ranks
as the ninth largest thermal power plant in India. The coal-based power plant with an installed
capacity of 2,500MW is owned and operated by NTPC. Coal for the Rihand Thermal Power
41

Station is sourced from Amlori, Amloric expansion and the Dudhichua Mines in Madhya
Pradesh. The plant uses water from the Rihand Reservoir built on Son River.
Korba Super Thermal Power Plant located in the Korba district of Chhattisgarh, with 2600MW
of installed capacity, also ranks as the seventh largest thermal power plant in India. It is a coalfired power plant owned and operated by NTPC. The power plant uses coal from Kusmundha
and Gevra mines in the Korba Coalfield. The water source of the plant is Hasdeo River, a
tributary of Mahanadi River.

State-wise, Jharkhand with 74.3 billion tons of coal resource is followed by Orissa (65.2
billion tons), Chhattisgarh (44.1 billion tons) and West Bengal (28.3 billion tons)
respectively.
The top producing states are: Orissa, Chhattisgarh, Jharkhand
State
West Bengal
Jharkhand
Bihar
Madhya Pradesh
Chattisgarh
Uttar Pradesh
Maharashtra
Odisha
Andhra Pradesh
Assam
Sikkim
Arunachal

Proved
13403
41377
0
10411
16052
884
5667
27791
9729
465
0
31

Indicated
13022
32780
0
12382
33253
178
3186
37873
9670
47
58
40

Inferred
4893
6559
160
2879
3228
0
2110
9408
3068
3
43
19

Total
31318
80716
160
25673
52533
1062
10964
75073
22468
515
101
90

Pradesh
Mehgalaya
Nagaland
Total

89
9
125909

17
0
142506

471
307
33149

576
315
301564

Location of Coal Mines in India:

Reference: http://www.importantindia.com/8655/location-of-coal-mines-in-india/
Jharkhand leads in coal production and coal reserves in the country. The important coal fields are
(i) Jharia, (ii) Giridih, (iii) North Karanpura, (iv) South Karanpura, (v) Ramgarh, (vi) Bokaro
42

and, (vii) Daltonganj. The Jharia coalfield is the largest in India. It accounts for over 50 per cent
of the coal output of the state and produces the best variety of coking coal.
Orissa ranks second position in coal reserves. The important coalfields are (i) Talcher and (ii)
Rampur. They are situated on the Mahanadi basin.
Madhya Pradesh has large coal reserves. The major coal mines are (i) Umaria, (ii) Sohagpur, and
(iii) Singrauli.
Chhattisgarh has large coal reserves. (i) Corba coal mine is of great importance. Other mines of
notable importance are (ii) Chirimiri, (iii) Jhilimili and Bishrampur.
West Bengal ranks fourth in India in coal reserves. The important coalfields of this area are
found in Raniganj. Recently a large coalfield has discovered in (ii) Mejia in Bankura district. The
Raniganj coalfield is the second largest coalfield in India.
Andhra Pradesh occupies the fifth position in coal reserves in India. The major coalfields are (i)
Singareni, (ii) Tandur, (iii) Kothagudem and (iv) Yellandu.
Maharashtra holds the sixth position in coal reserves in the country. The major coalfields are
found in Nagpur-Wardha region. The important mining areas are (i) Wardha, (ii) Ballarpur, (iii)
Chanda and (iv) Kampati.
Lignite or brown coal occurs in (i) Neyveli in Tamil Nadu, (ii) Pallu fields in Rajasthan (iii) Masi
in Kashmir and (iv) Parts of Assam, Meghalaya and other hilly tracts on the foothills of the
Himalayas. By far the largest deposits occur in Neyveli in South Arcot district of Tamil Nadu.

43

44

CHAPTER 5:

45

SUMMARY
The study includes the understanding of the operations that are carried out by the company in order to
handle the bulk carriers that carry bulk and break bulk cargo. And the various operations that are involved
in the due course such as:

Loading and unloading steps and measures.

Different types of vessels
Different type of cargo
Operation of cranes

And further more the study involves even the course of action that is involved in handling a MPV (multipurpose vessel) carrying project cargo which mostly is power plant equipments or other huge cargoes
which do not fit inside the holds of bulk carriers.
Inland or off shore logistics of the cargo
Safe loading and unloading measures
Documentation procedure
Further Data analysis of the study on taking a specific cargo for each of bulk cargo or project cargo, like
coal and windmill parts for bulk cargo and project cargo respectively, showing the presence of the energy
resources in the country and understanding the major traders in the respective businesses.

46

RECOMMENDATIONS
In the Marine Industry, Containerization is dominating the bulk carriers, as we all know that bulk carriers
are not so much in demand as it is a onetime shipment for the business people. For example, if a company
sends 50,000 MT of coal from a place to another, then it is not soon enough that he is going to place his
next order. And the same is the case with the project cargo. And due to heavy competition in the marine
industry and less demand for the orders it is difficult to get a hold of the orders. Thats the main reason
that any shipping company also other than Cosco, it is usually only 20-30% of the market into the Bulk
carriers, and the rest is separated with containers and tanker vessels. As per the study, the company should
either get into taking contracts from their clients or also build customer loyalty to help them restrain the
orders from their clients.

47

Bibliography
1. China Cosco shipping co. ltd.
http://en.coscocs.com/col/col6918/index.html
2. Marine insight
http://www.marineinsight.com/types-of-ships/what-are-bulk-carrier-ships/
3. Bulk carriers
https://en.wikipedia.org/wiki/Bulk_carrier
4. Fright services
http://www.freightsystems.com/FreightSystems/project_cargo
5. Hellman Project cargo (PDF)
6. Transportation of project cargo (PDF)

48