| What defines the non-tidal portion of the river Hooghly? | the bed of the river habitually covered by water at any time of the year | The limits of the said river and channels include all parts of the navigable channels which lie between the longitude of 87 040’ E and 88 040’ E of river Hooghly and all parts of river Bhagirathi and Hooghly between the northern and southern limits below the highestpoint reached by ordinary spring tides at any session of the year for tidal portion, and the bed of the river habitually covered by water at any time of the year for the non-tidal portion. | 355 | definition | 1.000 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | The limits of the said river and channels include all parts of the navigable channels which lie between the longitude of 87 040’ E and 88 040’ E of river Hooghly and all parts of river Bhagirathi and Hooghly between the northern and southern limits below the highestpoint reached by ordinary spring tides at any session of the year for tidal portion, and the bed of the river habitually covered by water at any time of the year for the non-tidal portion. | 168 | page=168,block=1 | 0.700 | valid |
| What is the primary objective of installing Automated Tide Gauge (ATG) stations in the River Hooghly? | continuous monitoring and disseminating tidal data in real time | ADMINISTRATIVE REPORT 2023-24 54 Schematic Diagram of VTMS Network B. Installation of Automated Tide Gauge (ATG) in the river Hooghly& its Estuary The sailing windows for both the Dock Systems of SMPA are restricted due to tidal variation along the entire shipping channel. assessment of tide remained crucial for safe and smooth navigation through the shipping channel. With an objective of meeting a longstanding Marine requirement of SMPA to acquire suitable system for continuous monitoring and disseminating tidal data in real time, SMPA has installed 13 Automated Tide Gauge (ATG) stations at different places across the River Hooghly & its estuary covering a stretch of 206 Km (approximately), as an R & D initiative, through NTCPWC-IIT Madras. The data captured are streamed real time through telemetry. | 473 | definition | 1.000 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | With an objective of meeting a longstanding Marine requirement of SMPA to acquire suitable system for continuous monitoring and disseminating tidal data in real time, SMPA has installed 13 Automated Tide Gauge (ATG) stations at different places across the River Hooghly & its estuary covering a stretch of 206 Km (approximately), as an R & D initiative, through NTCPWC-IIT Madras. |
| What is the primary purpose of the VTMS in the Hooghly Estuary? | providing effective navigational aid to the plying vessels | VTMS is functioning round the clock (24 x 365) throughout the year for providing effective navigational aid to the plying vessels in the Hooghly Estuary. Main VTMS Control Stations are situated at Haldia and Sagar for operating four (4) Radar & AIS Stations and for providing guidance to the inbound and outbound vessels of SMPA, Kolkata. VTM System has enhanced safety of navigation and helped to maintain uninterrupted navigation round the clock, even during night. | 71 | definition | 1.000 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | VTMS is functioning round the clock (24 x 365) throughout the year for providing effective navigational aid to the plying vessels in the Hooghly Estuary. | 128 | page=128,block=5 | 0.700 | valid |
| What type of entity is Calcutta Haldia Port Road Company Limited (CHPRCL)? | a SPV and 100% subsidiary of N.H.A.I | Subsequently, M.O.U was signed on 8th January 2016 with N.H.A.I for exe- cuting the said work. Changes in modalities of implementation of the scheme were also approved by BOT on 22nd January 2016. In connection with execution of the said scheme SMPT, HDC transferred 27.491 acres of land at Ranichak to N.H.A.I on 09-03-2016. The said land shall be used for construc- tion of RoB cum Flyover at Ranichak by Calcutta Haldia Port Road Company Limited (CHPRCL), a SPV and 100% subsidiary of N.H.A.I. The value of the land transferred, determined in accordance with the extant Land Policy Guidelines of the G.O.I, comes to Rs.29,45,55,486.00. As consideration there- of CHPRCL shall allot equity shares to SMPK against aforesaid value of land so transferred. Since SMPK, HDC is yet to receive the shares from CHRPCL the effect of such transfer of land has not been shown in accounts. | 459 | definition | 1.000 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | The said land shall be used for construc- tion of RoB cum Flyover at Ranichak by Calcutta Haldia Port Road Company Limited (CHPRCL), a SPV and 100% subsidiary of N.H.A.I. |
| What types of traffic are included in the data for SMP, Kolkata? | Includes “Coastal (Unloading)” and “Coastal (Loading)” traffic, respectively, as well as traffic handled through transshipment mode | N.B: Includes “Coastal (Unloading)” and “Coastal (Loading)” traffic, respectively, as well as traffic handled through transshipment mode, in all cases hereinafter, unless specifically mentioned to the contrary. 2. During 2023-24, traffic at HDC was 49. MMT vis-a-vis 48. MMT in 2022-23 registering 1.91% growth. At KDS, traffic during 2023-24 was 16. MMT vis-a-vis 17. MMT in 2022-23, experienced a marginal decline of 0.84%. Table 2.2 shows the comparative figures of traffic handling for the last five years of KDS and HDC. | 5 | definition | 1.000 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | N.B: Includes “Coastal (Unloading)” and “Coastal (Loading)” traffic, respectively, as well as traffic handled through transshipment mode, in all cases hereinafter, unless specifically mentioned to the contrary. | 42 | page=42,block=6 | 0.700 | valid |
| Why was during 2020-21 and 2021-22 there no passenger movement by vessel to/from KDS, primarily? | surge of COVID-19 Pandemic leading to prolonged lockdown in various phases | In 2019- 20, 4,340 passengers embarked and disembarked at KDS. During 2020-21 and 2021-22 there was no passenger movement by vessel to/from KDS, primarily due to surge of COVID-19 Pandemic leading to prolonged lockdown in various phases. In 2023-24, 75 passengers embarked and 1235 passengers disembarked at KDS and the vessels used for the purpose were M.V.Campbell Bay, M.V. | 162 | relationship | 0.970 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | During 2020-21 and 2021-22 there was no passenger movement by vessel to/from KDS, primarily due to surge of COVID-19 Pandemic leading to prolonged lockdown in various phases. | 68 | page=68,block=1 | 0.800 | valid |
| What caused instability in the Phalta reach and difficulties in navigation? | Natural development of a new channel in the Phalta Reach | ADMINISTRATIVE REPORT 2023-24 53 D. Planning of Bank Protection Scheme along left bank of River Hooghly at Phalta: Perennial instability of Phalta reach and resultant difficulties for safe and smooth navigation has been a great concern for Port authority. Natural development of a new channel in the Phalta Reach destabilized the navigable depth to an alarming level during 2020-21, which warranted exploration of a permanent solution to the aforesaid perennial problem. Based on the studies of Hydraulic Study Department in association with NTCPWC, IIT-Madras, it was decided to protect the eroding left bank to prevent further erosion and restore / reclaim eroded bank to the extent possible by adopting suitable measure. | 256 | relationship | 0.970 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | Planning of Bank Protection Scheme along left bank of River Hooghly at Phalta: Perennial instability of Phalta reach and resultant difficulties for safe and smooth navigation has been a great concern for Port authority. Natural development of a new channel in the Phalta Reach destabilized the navigable depth to an alarming level during 2020-21, which warranted exploration of a permanent solution to the aforesaid perennial problem. |
| What caused the decline in average Ship-day Output for Dry Bulk vessels? | Vessels carrying Iron Scrap took longer to complete cargo operation resulting in lower Ship-day Output | Vessels carrying Iron Scrap took longer to complete cargo operation resulting in lower Ship-day Output leading to decline in average Ship-day Output for Dry Bulk vessels. Handling of low-density cargo (i.e. Metallurgical Coke, Rock Phosphate, MOP) caused lower Ship-day Output. handling of smaller parcel size (below 6000 MT) in case of Liquid Cargo vessels led to decline in average Ship-day Output for this category of vessels. | 0 | relationship | 0.970 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | Vessels carrying Iron Scrap took longer to complete cargo operation resulting in lower Ship-day Output leading to decline in average Ship-day Output for Dry Bulk vessels. | 100 | page=100,block=1 | 0.700 | valid |
| What caused the decline in overall average Ship-day Output at HDC in 2023-24 compared to 2022-23? | handling of low parcel size liquid vessels (below 6000 MT cargo) and handling of low-density cargo (i.e. Metallurgical Coke, Rock Phosphate, MOP) | However at HDC, overall average Ship-day Output declined in 2023-24 vis-à-vis 2022-23 primarily due to handling of low parcel size liquid vessels (below 6000 MT cargo) and handling of low-density cargo (i.e. Metallurgical Coke, Rock Phosphate, MOP). 4. Details of bulk-wise average Output per Ship Berth-day for KDS and HDC for 2023-24 and 2022-23 are given below: | 103 | relationship | 0.970 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | However at HDC, overall average Ship-day Output declined in 2023-24 vis-à-vis 2022-23 primarily due to handling of low parcel size liquid vessels (below 6000 MT cargo) and handling of low-density cargo (i.e. Metallurgical Coke, Rock Phosphate, MOP). | 98 | page=98,block=1 | 0.700 | valid |
| What caused the increase in overall PBD on Port Account at KDS in 2023-24 compared to 2022-23? | waiting at Non-Working Berth prior to availability of Working Berth | Table : 4. Average PBD on Port Account vis-à-vis Overall Average PBD (In days) Port A/c Overall Port A/c Overall A. Kolkata Dock System: Liquid Bulk 0.01 0.01 0.05 0. Dry Bulk (Conventional) - - 0.51 0. Break Bulk 0.07 0.07 0.08 0. Container 0.32 0.32 1.05 1. Overall 0.24 0.24 0.83 0. B. Haldia Dock Complex: Liquid Bulk 0.003 0.011 0.000 0. Dry Bulk (Mechanised) 0.009 0.080 0.000 0. Dry Bulk (Conventional) 0.008 0.060 0.006 0. Dry Bulk (Mech + Conv) 0.008 0.058 0.006 0. Break Bulk 0.011 0.029 0.000 0. Container 0.004 0.009 0.000 0. Overall 0.005 0.030 0.002 0. Category 2022-2023 2023-2024 4. In 2023-24, overall PBD on Port A/c increased at KDS w.r.t. 2022-23 primarily because of waiting at Non-Working Berth prior to availability of Working Berth. At HDC, overall PBD on Port A/c improved in 2023-24 w.r.t. 2022-23. 4. | 688 | relationship | 0.970 | https://www.shipmin.gov.in/sites/default/files/Administrative%20Report%202023-24.pdf | 2022-23 primarily because of waiting at Non-Working Berth prior to availability of Working Berth. | 96 | page=96,block=2 |