CHAPTER II

VISAKHAPATNAM DOCK LABOUR : A PROFILE

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CHAPTER 11
VISAKHAPATNAM DOCK LABOUR : A PROFILE

Before we go into the details of the Visakhapatnam Dock Labour

Board, it is pertinent to know about the Visakhapatnam Port Trust as the Dock is
situated in the Port and the present D L.B., is a sister organisation of Port Trust

2.1 Visakhapatnam Port in Brief

Visakhapatnam Port located on India's east coast is one of the eleven
major ports of the country and is situated in the State of Andhra Pradesh
(Latitude - 17° - 41'N and longitude - 83° - I8'E). The port is situated in the
midway between 1000 miles coastal line ranging from Madras to Calcutta. It
ranks first among the major ports on the east coast interms of efficiency1 and
second among all the major ports in terms of volume of cargo handled. It is a
natural harbour (on account of the protection afforded by a hill, popularly known
as 'Dolphin's Nose') with a low tidal range of 1.8 metres of maximum
and offers safe anchorage to ships even during severe cyclones which are a
common phenomena on the east coast. The harbour was constructed by the
Bengal Nagpur Railway in 1933. There are 100 hectares of navigable waterways
and the total area of the port is 9215 hectares1. The port serves the hinterland of
Andhra Pradesh, Madhya Pradesh and Onssa. The port has had a

1. Visakhapatnam Port Trust was adjudged as the best Port in 1995 among all
the major ports in India. The percentage increase in cargo handled in a
particular year is generally taken as the criterion in this regard.

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42973*:
long tradition of maritime trade with Europe and Middle East. But modem
history begins from 1933 when the first passenger vessei S.S. 'Jala Durga'
entered the port on October 7, 1933. The port was constructed and administered
for some years by the Railways. Subsequently, the administration changed hands
m quick succession and finally came to rest with the Visakhapatnam Port Trust
It came under the administrative control of Union Ministry of Shipping and
Transport from 1964 and now it is under Surface Transport Ministry.

In the first year of its operation (1933-34)the port and dock handled a
mere 0.13 million tonnes of cargo and in 1994-95 it handled 30 03 million tonnes
and occupied second place among all major ports in India2. The operations have
enonnousiy increased and in the year 1994-95 the exports were of the order of
14 19 tonnes of cargo, imports, 13.57 tonnes and transhipment cargo was 2.27
million tonnes Thus the total volume of cargo handled was 30.03 tonnes and
the number of ships handled was 1,235 and persons employed were 10,074^.
The Visakhapatnam Port has been employing a large number of
workers for conducting port operations and for loading/unloading purposes
Besides, the Dock Labour Board is also employing workers TO work on board the
vessel and in the vicinity of the port to conduct loading and unloading operations.

1 Annual Reports of the Visaphapatnam Port Trust, 1990-95.

2 See Administration Report and Annual Accounts, Visakhapatnam Port
Trust. 1994-95,
3 See Administration Report and Annual Accounts, VPT, 1994-95, p. 30.

RS

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All traffic arriving at Visakhapatnam Port for export or import,

except iron ore for export and imported Petroleum Crude, involves employment
of dock labour.

The principal varieties of cargo which constituted the 30.03 million

tonnes in 1994-95 are ore items like iron ore, silicon manganese ore, manganese
ore, ferro products, charge chrome, manganese silicate, iron and steel materials
such as pig iron, other manufactures of Iron and steel, dry bulk
cargo like cement clinker, wheat, thermal coal, ileminite sand, alumina powder,
alumina hydrates, gypsum, blast furnace slag; other general cargo such as
tobacco, rice, wheat, shrimps, sugar, alumina bags, alumina hydrates, cement,
alumina ingots, granite blocks, ammonium nitrate bags, rock boulders,
miscellaneous cargo and container cargo, on the export side, and finished
fertilisers, fertiliser raw materials like rock phosphate and sulphur, petroleum and
petroleum products, cement, coking coal and other general cargo like machinery,
steel products, etc., on the imports side.

The Port, in consonance with the ever increasing and changing

pattern of cargo routed through it, has developed and expanded its infrastructure
and today offers the following facilities :

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2.1.1. Berthing facilities

The Port has two harbours, known as the Inner harbour and the Outer
harbour. The Inner harbour, with about 100 hectares of navigable waterways,
consists of an entrance channel of about 1 6 kms., a turning basin (diameter - 365
m) and three arms. These arms are called as the Northern Arm - the main
commercial channel of the Port, the North Western Arm and the Western Arm
The Outer harbour - a tranquil water basin of about 200 hectares formed by the
erection of three break-waters in the open sea The construction work was
undertaken in 1970s and was commissioned in December 1976.

There are 12 Quarry berths (quay length 2500 metres), three jetty
berths and one mooring berth in the Inner harbour with a water-basin of 100
hectares. The maximum size of a ship which can be anchored at these berths is
36,000 dwt Navigation to vessels is provided round the clock and throughout
the year. The recent addition to these berthing facilities is the construction of a
finger-type jetty in the Outer harbour, to accommodate 100,000 dwt. vessels to
load iron ore at a rate of 8,000 tonnes per hour It is the deepest harbour of the
country backed up by a very sophisticated automatic loading system consisting of
a 5 km, long conveyor, longest in Asia, and a mechanical ship loader with a rated
capacity of 8,000 tonnes per hour Further, an oil mooring facility for lighterage
of tankers of 100,000 dwt and more is provided in the outer harbour. The details
of berthing facility are provided in Table 2 1

Andhra University, Visakhapatnam

 TABLE 2 1
NUMBER OF BERTHS IN VPT
Berth Length Draft
(in metres) (in metres)

NORTHERN ARM ; INNER HARBOUR

Quay Berths
EQ-1 167.64 9.45
EQ-2 167 64 9.45
EQ-3 167.64 9.45
EQ-4 234.70 9.45
EQ-5 167.64 10.06
EQ-6 167.64 10.21
Jetty Berths
WJ-1 167.64 9.45
WJ-2 182.88 9.45
WJ-3 167.64 9.45
WJ-4 195.07 10.21
WJ-5 193.55 10.21
Other Quary berths
WESTERN ARM 193.54 10.06
FB (Fertiliser Berth) 182.88 10.06
OR-1 182.88 9.75
OR-JI
MOORING BERTHS : OUTER HARBOUR 213.36 10.06
Mooring -1 232.00 13.20
General Cargo Berth (Multipurpose berth) 276.00 14.30
New Oil Mooring - 1 (N.O.M) 270.00 14.30
New Oil Mooring - 2 (N.O.M) 263.00 15.30
Oil Birth. 1 263.00 15.30
Oil Birth. II 400 00 14.30
Oil Mooring
Beam, 30 50m (IH)/42 00 T I ( O H )
Source : Administrative Report and Annual Accounts of VPT, 1994-95

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2.1.2 Cargo Handling Facilities

For the purpose of loading/unloading of cargo, shifting and stacking
of this cargo and to load and unload the cargo into wagons/lorries etc. the port
has a fleet of versatile equipment This consists of 31 electric wharf cranes
(capacity ranging from 3 tonnes to 30 tonnes), 10 mobile cranes (capacity ranging
from lOt. to 45t), 53 ibrkhft trucks (capacity ranging from 3t. to 8t.), 10 tractor
trailers (capacity ranging from 20t, to 30t.) The oversize unloading/loading of
cargo is carried out with the help of a self - propelled floating crane 'Bheema'
(cap. 150 tonnes - the only one of its size in the country) and 28
lighters/barges/pontoons. By a judicious blend of this cargo handling equipment,
the port is able to handle al! types of cargo including heavy lifts Unusual cargo
items of oversize and overweight have also been handled.

2.1.3 Transport Network

For quick movement of export cargo from the hinterland and of
imported cargo into the hinterland, the port is well connected with its road and
rail facilities. The port owns a railway system with a track length of 150 km and
20 railway sidings. The entire railway system is operated by the port with the
help of its 21 B.G. locomotives This system is inter-connected with the national
trunk-rail system at the Visakhapatnam railyard. Besides these transportation
facilities, the port is connected by a pipeline to the local Refinery for
transportation of petroleum and petroleum products.

The port was accorded the status of major port under the Major Port
Trust Act 1963 The port, along with its sister organisation, the Dock Labour

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Board had on its rolls about 15,000 skilled and professional men during 1978 .
The port is known for its tradition of disciplined output by its men who are at
once dependable and adaptable. The cordial work atmosphere has helped this
port to grow in its traditional areas of cargo and also to take on new items of
cargo such as finished iron and steel products, coking coal, cement, paper,
newsprint, tea, etc.

Over the past decades, Visakhapatnam port has come to be accepted

as a convenient port by Steel authorities for import of machinery and export of
finished products by the different steel plants.

The port not only endeavours to provide the trade facilities such as
manpower, equipment, berthing facilities, storage space, transport links, etc., but
is also conscious of its obligation to provide a cost-effective service to the trade.
This keenness is reflected in the port's tariff which is kept to the minimum, even
in these days of spiralling inflation.

The port of Visakhapatnam has acted as a catalyst in the process of

speedy industrialisation of its primary hinterland around the port. It was the port
that prompted the pioneers of ship building in India to start the country's first
shipyard in Visakhapatnam in 1941. Many major industries like the
Hindustan Petroleum Corporation's Refinery, Hindustan Zinc Ltd., Bharat Heavy
Plate and Vessels Ltd., Coromandel Fertilisers Ltd., and the giant Stee! Plant with

1. Brochure of the Trade Promotion Officer, VPT, 1979.

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an estimated capacity of 4 million tonnes per year have all come to be established
in Visakhapatnam due to the presence of Port Over the decades of its existence,
the port and dock and the industries in its hinterland have interacted with each
other resulting m prosperity to the entire region and this will continue to be so in
the years to come.1

2.2 DOCK LABOUR EMPLOYMENT REGULATION

The workers who work on board the vessel are called dock labour or
stevedore workers Their employment was not systematic and conditions of
service were not properly regulated The contractors, middlemen, brokers or
agents exploited them. Therefore, the need to institute Dock Labour Board
(DLB) was felt to regulate their services. In the period prior to the formation of
DLB, the employment of Stevedore and shore labour was done through
pettycontractors, maistries and small stevedoring companies. Though these
intermediaries were operating in the Ports, they could neither continually supply
" labour nor guarantee work and wages to the labour employed. Thus the supply of
labour in the ports was irregular which affected not only the quality cargo transfer
but also the availability of labour as it was irregular Some times the dock
experienced excess supply of labour than what is required-
Excess in the supply of labour led to a host of labour problems such
as enforced idleness of the workers, irregular employment etc. Similarly, heavy
• pressure of work on some groups of workers due to shortages also created
problems. Underemployment, unemployment, inadequate remuneration coupled

1. See Port and Dock annual Reports and records 1985-95

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with unreasonable conditions of work, poor amenities characterised, the

employment of dock labour. All this led to lower levels of labour output, poor
labour relations and over all labour management problems.

The deplorable conditions mentioned above prompted the

Government to enact the Dock Workers (Regulation of Employment) Act 1948
This legislation paved the way for the institution of Dock Labour Boards to
regulate the conditions of work of the dock workers and to ensure continuous
supply of labour in the dock and to provide assured work and wages to dockers.
The Act also helped in the formulation of Registered scheme in 1959. Dock
Labour Board as a 'holding employer' manages workers on the one hand and
caters to the needs of stevedores, who are operating employers on the other hand.

2,2.1 Dock Workers (Regulation of Employment) Act, 1948

This Ayl Wiis passed with the object of regulating the employment
conditions ofdoek workers The central govemment took afl imaginative step by
passing this pit&ti ©f legislation.

Some of the important provisions of the Act arc mentioned below:

1 to secure greater regularity of employment to dock workers
2. to secure adequate number of workers available for the efficient
performance of the dock work

3. to regulate the service conditions of dock workers including wages, leave

holidays etc.

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4. to assure minimum guaranteed pay to the registered dock workers

5 to take adequate care of health and safety of dock workers
6. to ensure safety and to provide compensation in the event of employment
injury and fatal accidents
7. to provide welfare amenities and medical facilities to the workers and their
families
8. to provide retirement benefits like provident fund and gratuity.
9 to ensure quick turn round of vessels.

Under the provisions of the Act, the Visakhapatnam Dock workers

(Regulation of employment) scheme 1959 (registered scheme), The
Visakhapatnam Dock Workers (Regulation of Employment) Scheme 1968
(Unregistered scheme) and the Visakhapatnam Dock Workers (Safety, Health
and Welfare) Scheme 1961 were formulated.

The 1948 Act provides scope to formulate the necessary registered,

unregistered and health, safety and welfare schemes.

2.2.2 The Visakhapatnam Dock workers (Regulation of

Employment) Scheme 1959

According to Section 4 of the Dock Workers (Regulation of
Employment) Act 1948, the government may make one or more schemes for a
port or group of ports. Accordingly, Government of India formulated the
Visakhapatnam Dock Workers (Regulation of Employment) Scheme 1959. It is
also known as 'registered scheme', the principal objective of the scheme is to

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assure greater regularity of employment of dock workers and to ensure the

availability of adequate number of dock workers. For a long time the stevedore
workers remained as casual workers. The advent of DLB and the formulation of
registered scheme helped in introducing decasualisation of dock workers. The
workers under the registered scheme are permanent workers.

2.2.3 The Visakhapatnam Unregistered Dock Workers

(Regulation of Employment) Scheme 1968

This scheme was constituted under the Dock workers (Regulation
of Employment) Act 1948. The workers who work on shore in the vicinity of
port are covered under this scheme. The URS workers are called reserve pool
workers and are classified as 'B' and ' C category workers. Unlike their
counterparts in the registered scheme, these workers are entitled for limited
benefits and privileges. The workers under 'B' category are semi-permanent and
are absorbed in the registered scheme as and when vacancies arise and they will
handle cargo on board the ship These workers are eligible to get minimum
guaranteed wages for 12 days. They are entitled for casual leave with pay for 10
days. The 'C J category workers are casual workers without eligibility for any
guaranteed wages. The number of holidays are the same for all categories- It
may be mentioned here that the benefits which the ' C category workers receive
are far less when compared to workers under category 'A' and ' B \

For example, they are given 3 days casual leave in a calender year as
against 10 days in case of 'A' and ~B' category. These workers are engaged in
speific areas like - balimala yard, sulphur yard, godowns, Hindustan Steel Limited

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yard and wagon unloading yard They are also employed to handle unloading
thermal coal from wagons, coking coal handling, unhooking, shift levelling of
bulk cargoes, iron & steel (mech) and manual section, sampling section and
godown khalasis section etc , in the port premises
2.2.4 Dock Workers Safety, Health and Welfare Scheme, 1961
For factories and other establishments, the Factories Act 1948 is
applicable and the same is meant for the promoting the safety, health and welfare
aspects of workers The Act is not applicable to dock workers Therefore a
separate scheme viz the Dock Workers (safety, health and welfare) Scheme 1961
was formulated under the Dock Workers (Regulation of Employment) Act 1948
Subsequently to deal with these aspects comprehensively The relevant rules and
regulations prescribing the standard in respect of the above aspects, were framed
in 1989 and 1990 These provisions are made on similar lines as The Factories
Act, 1948 The details of safety, health and welfare measures available for dock
workers are discussed elsewhere (Chapter VI)
2.3 DOCK LABOUR BOARD
As per the provisions of the Dock Workers (Regulation of
Employment) Act, 1948 a scheme1 for decasuahsation of stevedore workers VPT
was formulated and notified on the July 11, 1959 The scheme came into
operation in 1961 Dock Labour Board was constituted to implement the
scheme(s) and to regulate employment conditions of dock workers and to
promote their well-being

The Visakhapatnam Dock Workers (Regulation of Employment) Scheme, 1959

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The Visakhapatnam Dock Labour Board consists of 12 members,

representing equally (i) The central government (ii) dock workers and (iii) the
stevedores and shipping companies, and they are appointed by the central
government. The Chairman of the Board too is nominated by the government
from among the members representing the Government. The port administrative
head (Chairman, VPT) is the present chairman of the DLB. Both the recognised
unions affiliated to HMS and A1TUC are given representation on the Board.

2.3.1 DLB's Composition

The following is the composition of the DLB :
Members representing Central Government
1. Chairman T. GopalaRao,I.A,S.
2. Dy. Chairman R, Sudhakar
3. Joint Manager T. Mohan Rao
(Port operations)
FCI, Visakhapatnam
4. Docks Manager K.S.D. Dattu Raju
Members representing dock workers
5. Representative of the Visakha- V. V Rama Rao
patnam Harbour & Port workers
6. -do- Shri B. Simhachalam
7. Representatives of the Visakha- : Shri D.K.. Sarma
patnam Dock Labour Board and
Dock Workers' Union
8. -do- : Shri' S. Parasuram

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Members representing Employers of Dock workers & Shipping and

Companies

9. Representative of the Indian ; G. Pattabhi Ramayya

National Shipowners"
Association
10 Representative of the Visakha- * K.V Krishna Kumar
patnam Clearing & Forwarding
Agents Association

11. Representative of the Visakha- : K. Gangi Reddy

patnam Stevedores Association

12 -do- :S.K Roy

2.3.2 Functions
The main functions of the Dock Labour Board are :
i. Recruitment of dock workers and their allocation to registered
employers from the reserve pool.

ii. Maintenance of employers' registers and to add or remove the

name of any registered employer according to the provisions of
the scheme.

iii. Maintenance of reocrds of dock workers available for

employment

iv. Provisions for the training and welfare of registered workers

including medical benefits and

v. Recovering contribution from employers towards expenses of

the scheme and the administration of the dock workers' welfare
fund.

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The board maintains accounts under the schemes and submits an

annual report and an audited balance sheet to the Central Government for its
approval and concurrence. The Board's duties in addition to its functions are :
i. Fixing the number of dock workers to be registered
ii. Considering the registration of new employers.
iii. Determing the wages, allowances and other conditions of service and
refixing minimum wages guaranteed under the scheme.

iv. Sanctioning the annual budget and

v. Endeavouring to settle disputes about which a request for
adjudication is made to the Central Government by the parties
concerned. The Chairman of the Board is vested with full
administrative and executive powers in all matters of day to day
administration of the schemes. He can supervise and control the
working of the administrative body. The Board may appoint an
Executive Officer, and other officers.

The Visakhapatnam Stevedores' Association functions as the

Administrative Body and helps DLB in day-to-day administration. The
administrative body is subordinate to the Dock Labour Board, to its Chairman
and to the Executive Officer. The Board allocates registered dock workers to
registered employers and thus acts an agent for the employer. It collects
contributions towards provident fund, insurance or any other fund constituted
under the scheme from employers as well as from registered dock workers. It
appoints all cadres excluding Chairman and Dy, Chairman.

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The provisions of the scheme are strictly observed by all registered

employers. Employer cannot employ a worker other than a dock worker allocated
to him by the administrative body He has to submit information of his current
and future labour requirements and particulars of the tonnage handled by workers
on piece rale and any other statistical data required in respect of the workers.
Employer has to defray all expenses incurred towards the implementation of the
scheme and make contributions to the dock workers' welfare fund under clause
53 of the scheme.

2.3.3 Administrative setup

Earlier the DLBs were controlled by the Ministry of Labour and
Employment and later (since 1974) by the Ministry of Shipping and Transport.
Subsequently, both the ports and docks have been brought under the
administrative control of the Ministry, viz., Ministry of Surface Transport.
The Dock Labour Board was constituted on November 30, 1959. It
is a tripartite body having equal number of representatives of central government
trade unions and stevedore association. The adminsitrative set up of the DLB is
shown in Chart 2.1,
The main concern of the Board is to lookafter the day to day
administration and to deal with policy issues. It also implements the registered
and unregistered schemes.
The organisation structure of DLB which is based on functional type
is shown in chart 2.1. The management and control of the DLB is vested in the
hands of the Chairman, Chairman of Visakhapatnam Port Trust is the ex-officio-
chairman of DLB.. He is assisted by the Dy. Chairman in the day to day

Andhra University, Visakhapatnam

 CHAIRMAN
T
DEPUTY CHAIRMAN

Secretary
Administrative Chief Accounts Chief Medical
Officer Officer Officer

Asst Sec PO LAVO Assistant Executive Deputy Chief Medical

Engineer Officer

Sports Hindi Safety Assistant Engineer Medical

Officer Officer Officer Officers (R

Stores Officer

Andhra University, Visakhapatnam

Assistant Director Accounts
(Computers)
 44

administration. As the main activities of the DLB revolve round the loading and
unloading of cargo and the regulation of service conditions of those workers who
are engaged in such operations, two separate administrative bodies - one for
registered scheme and the other for unregistered scheme, have been constituted.
Both the administrative bodies are headed by the president of stevedore
association. One sr. labour officer, who is under the control of the administrative
bodies, co-ordinates both the decasualisation schemes, and assist the Dy.
Chairman in the day to day functioning. The labour officers working under the
administrative bodies report to the sr. labour officer and receive guidance and
instructions from him. These functionaries attend to functions such as allocation
of dock workers under the schemes as per the indents of the employers as well as
inspection of the workspot, disciplinary matters and establishment including
payment of wages and sanctioning leave.

The Dy. Chairman is assisted by the Secretary in all administrative

matters. In these matters he takes the help of subordinates - Assistant Secretary,
Personnel Officer and Labour Welfare Officer. While the Personnel Officer
looks after recruitment, selection, disciplinary matters and superannuation, Asst.
Secretary attends to wages and salary matters, assists the Secretary in convening
board meetings and promotion and leave of the staff and officers of the DLB.
Labour Welfare Officer is incharge of all aspects of intramural and extramural
labour welfare including maintenance of quarters, workers colony, school and
college, dispensaries etc. Thus the three functionaries are entrusted with staff
functions of personnel management, industrial relations and labour welfare.
There is one Hindi Officer who is entrusted with the task of promoting and

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implementing the official language i.e., Hindi. He reports to the Personnel

Officer. Sports Officer and Safety Officer concurrently hold charge of their
respective functions both in VPT and DLB, Administrative Officer who enjoys
equal status as that of Secretary looks after purchases, maintenance of stores,
legal matters, estate admin is [ration and security. It appears that there is no clear
cut allocation of duties between the Secretary and Administrative Officer and
there is overlapping of functions performed by them. The Administrative Officer
is assisted by Asst. EKecutive Engineer and Assistant Engineer in matters of
estate maintenance. The stores officer looks after purchases and maintenance of
stores. The Chief Medical Officer with the help of Dy. Chief Medical Officers
and Medical Officer looks after the administration of medical services and the
hospitals and dispensaries in DLB. Chief Accounts Officer is entrusted with the
functions of budgeting, book-keeping and other financial matters.
2.4 Financial Structure

The financial particulars of DLB for the period 1990-91 to 1994-95

are presented in Table 2.2.
TABLE 2.2
FINANCIAL POSITION OF DLB DURING 1990-91 TO 1994-95
Income
Year R.S U.R.S Welfare Total Expenditure Profit

1990-91 36012794 76590299 24472273 137075366 77515843 59559523

1991-92 31621791 87487969 19312125 148421885 78176102 70245783
1992-93 37190199 86465255 32719649 156375103 100995069 55380034
1993-94 36788614 102107270 19978655 158874539 101482738 57391801
1994-95 49846092 85765321 33177646 168789059 110520090 58268969

Source Annual reports of DLB, 1990-95

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As can be seen from Table 2.2, the principal sources of income

include general levy, welfare levy, receipts towards rents (on land and buildings)
and interest on investments and house building advances. On expenditure side,
payments to workers and staff office maintenance, repairs and maintenance,
payments to staff and workers under voluntary retirement scheme and
contribution to provident fund, form the important items.
DLB enjoys a sound financial base. It earns substantial profits year
after year which indicate its strong financial position. Highest amount of profit
(Rs.7.02 crores) was registered in 1991-92 during the period of five years for
which data was collected. In all the years the profit has crossed Rs.5 crore mark.
Table 2.3 gives the particulars of collection of levy - general and
welfare during 1990-95.

2.5 Manpower position

Since dock labour board is concerned with loading and unloading of
cargo, only the workers who are engaged in these operations continue on its rolls.
The manpower consists essentially of the registered and unregistered category of
workers. In addition, there are also officers and office staff who provide the
necessary administrative support. The manpower position of the dock labour
board for the period 1990-91 to 1994-95 is presented in Table 2.4. The work
force of the VPT is not included as the focus of the enquiry is only dock labour.

Andhra University, Visakhapatnam

 TABLE 2 3
PARTICULARS OF COLLECTION OF LEVY ON CARGOES D
1990-91 1991-92 1992-93
General Welfare General Welfare General Welfare Gen
(%) (%) (%) (%) (%) (%

Registered scheme
1 Exports 40 35 40 35 40 35 -
2 Export coastal carogoes 160 35 160 35 160 35 1
' Imports 120 35 120 35 120 35 1
Unregistered scheme
1 Exports 75 - 75 - 75 - 5
2 Imports 200 180 „ 180 - 1
~
3 Iron and Steel, mechanical
manual section all exports 200 - 75 - 75 ~ 1
Imports - - 180 - 180 ~ 1
4 Waste paper - - 70 - 70 - 7

Andhra University, Visakhapatnam

5 Boat Handling all operations 200 - 180 - 180 - 1
6 Sampling section all
operations 180 .. 100 ., - ~
7 Wagon unloading 75 - 75 ~ 72 - 5
8 Wagon leveling and shore 200 200 180 1
leveling

.._
 9. Thermal Coal -- -- 180 180
10. Coking coal 185 -- 185 155
11. Hooking and unhooking - - -- 180
12. Shifting - - -
13. Women sweepers 125 -- 125 125
14. Iron Steel (Miscellaneous) 200 -- 180 180
15. Deck sweepers, hatch 185 -- 185 155
cleaners and gunny clerks
16. Care cargo handling for all 200 -- 180 180
operations
17. Releasing transport vehicles - - 75 75
18. Non dock work 100 - 100 100
19. Bull Wheat 100 ~ 100 100
20 DAP Fertilizer (imports) and 50 - 50 50
news prints

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TABLE 2.4
MANPOWER POSITION OF DLB DURING 1990-91 TO 1994-95

Year R.S [Link]. Officers Staff Total

1990-91 670 1554 30 396 2650

1991-92 638 1539 30 408 2607

1992-93 792 1406 30 404 2632

1993-94 763 1407 30 405 2605

1994-95 727 1269 32 410 2438

It can be seen from Table 2.4 that the work force is more or less
stable during the period 1990-91 to 1993-94. There is decline in the manpower
position in 1994-95 mainly due to the voluntary retirement opted by a substantial
number of workers. Workers who had opted under VRS, were not paid the
benefits that usually go with VRS, but in lieu of such benefits, employment was
provided as casual labour to the dependent son of the incumbent. While the total
number of employees on the rolls of Dock Labour Board was 2650, the
registered and unregistered category of workers constitute the bulk (2224)
accounting for 83.92%. Again, among the two categories - registered and

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 50

unregistered, the number of workers in the later forms more than twice the
number than that of the former

2.6 Dock Labour : A Socio-Economic Profile

Human resources play an important role in the effective functioning
of an organisation The survival and prosperity of an organisation depend to a
large extent on the quality and efficiency of the work force In view of the
significant role the employees perform in the organisation, it would be
worthwhile to study and understand the socio-economic characteristics which
tend to influence their behaviour and performance An attempt is made in the
following pages to present the socio-economic profile of the dock workers under
study

2.6.1 Age
Age is an important factor which stands for maturity, experience, and
individuality of the workers f able 2 5 reveals that the highest number of workers
in the registered scheme belong to the older age group (55 96%) In this
category, tne number of employees who belongs to young age group is
insignificant (6 42%) In unregistered scheme, about half the number of workers
(49 21%) belong to middle age category On the whole it appears that large
maiontv of workers in both the categories either belongs to middle age or older
age group

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TABLE 2 5
DISTRIBUTION OF SAMPLE ACCORDING TO AGE
n=30Q
RS URS
SNo Age No of workers Percentage No of workers Percentage
n - 109 n = 191

3 45 and below 7 6 42 21 10 99

2 46-50 26 23 8 5 ' 94 49 21

3 51-55 61 55 96 53 27 74

4 56 and above 15 i3 76 23 12 04

,s

2.6.2 Sex
Now a days more and more women workers are taking up
emplovment when compared to their counter parts in the recent past Table 2 6
shows that the male workers forms the highest percentage of respondents
(97 90%) The female component forms only 2.09% of the respondents They
are engaged mainly sweeping work and supplying of water In registered
scheme, the women workers are conspicuous by their absence Most of the
employees in DLB, thus are males As the nature of work in the organisation
involves loading and unloading, such work requires physical prowess and
strength which are possessed only by male persons

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TABLE 2.6
DISTRIBUTION OF SAMPLE ACCORDING TO SEX
n = 300
KS L/RS
SNo Age No of workers Percentage No ol" workers Percentage
n = 109 n= 191

1 Male 109 100 187 97 90

2 Female Nil Nil 4 2 09

2.6.3 Caste
India is a pluralistic society with multiple religions and diversified
castes. The castes are classified into three categories namely SC/ST, backward
caste and forward castes. Table 2 7 reveals that the workers belonging to
backward castes form the highest percentage (73 39%) in the registered scheme
followed bv forward caste employees (16-51%) and the remaining are SC/ST
(10.09). In unregistered scheme also the BC caste group forms the majority
among the respondents

TABLE 2.7
DISTRIBUTION OF SAMPLE ACCORDING TO CASTE
n = 300
Registered workers Unregistered workers
SNo Casle No of workers Percentage No of workers Percentage
n= 109 n= 191

1 S C/S T 11 10 09 34 17 80

2 BC 80 73 39 130 68 06

3 Forward IS 1651 27 14 13

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2.6.4 Religion
Religion is an important factor and plays a significant role in human
civilization and culture. It is said that religious affiliation of workers have an
important influence on their work behaviour and performance. Table 2.8
reveals that an overwhelming number of respondents in both registered (64.22%)
and unregistered (62.82%) schemes were Hindus. Muslims occupy the second
place in this regard in the registered scheme. Whereas Christians occupy this
place in the unregistered category. Workers belonging to other religions form an
in significant number.
TABLE 2.8
DISTRIBUTION OF SAMPLE ACCORDING TO RELIGION
n = 300
Registered workers Unregistered workers
[Link]. Religion No. of workers Percentage No. of workers Percentage
n - 109 n= 191

1. Hindus 70 64.22 ' 120 62.82

2. Muslims 23 21.10 23 12.04

3. Christians 15 13.76 44 23.03

4. Others 1 0.72 4 2.09

2.6.5 Educational Background

In hiring process, educational qualifications forms an important basis

of selection. In manufacturing industries the jobs require high educational
background and the level differs from job to job. But dock labour board being a
service-oriented organisation, generally high educational attainments are not
needed as the nature of work involves mostly physical labour and to some extent
technical skills.

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Table 2.9 shows thai in registered scheme, the workers without any
formal education constitutes the highest percentage (28 44). This is followed by
workers with educational background upto 10th standard/matric (24.77%)
Relatively, the educational background of workers under unregistered scheme is
better though the nature of work performed by both the categories is same. In
this category workers with education upto matnc/lOth standard form the largest
group (36.64%)- The percentage of workers without any formal education in this
category constitutes 34,03%

TABLE 2 9
EDUCATIONAL BACKGROUND OF THE RESPONDENTS
n = 300
Registered workers Unregistered workers
SNo Educational level No of Percentage No of Percentage
workers workers
n - 109 ti= 191

1 No formal education 31 28 44 65 34 03

-i
No forma! education 10 9 17 -- .-
but can read and write

3 Education upto 18 1651 11 5 75

primary lesel
(V standard)

4 Education upto upper 12 II 00 20 10 47

primary level (8th
standard)

5 Upto Matric or 10th 27 24 77 70 36 64

standard

6 Above Matric/1 T V M JO 09 25 13 08
Technical qualification
etc

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2.6.6 Marital Status

Marriage is believed to influence not only the style of living but also
the attitude, disposition and commitment towards work
IABLE 2 10
MARI1AL ST ATI'S OF THE RESPONDENTS
n-300
Registered workers Unregistered workers
SNo Caste No of workers Percentage No of workers Percentage
n= 109 n= 191

1 Married 84 77 06 129 67 53

2 Lnmarned 2 1 83 40 20 94

3 Separated 23 21 10 20 10 47

4 Widow Nil 0 00 2 1 04

Table 2 10 shows that of the 109 respondents, 84 were married

(77 06%) in the registered category A significant percentage of workers
(21 10%) were separated from thier spouse due to reasons of social discord and
such other related problems In case of unregistered workers 129(67 53%) out of
191 respondents, were married and 40 (20 94%) were unmarried

2.6.7 Number of Dependents

The economic position of the family and the standard of living of the
members depend upon the number of dependents Higher the number of
dependents, greater the financial burden on the family

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TABLE 2,11
NUMBER OF DEPENDENTS
n = 300
Registered workers Unregistered workers
[Link] No of dependents No of workers Percentage No of workers Percentage
n= 109 n= i9i

1 2 and below 1 091 10 5 23

2 3-5 33 30 27 57 29 84

3 6-8 52 47 70 107 56.02

4 9 and abov e 23 21 10 17 8 90

It can be seen from Table 2 11 that in case of 52 workers (47.70%)

out of 109 respondents in the registered scheme, the number of dependents range
from 6-8. In case of 33 sample workers, the number of dependents range from 3-
5. 23 families have large size and the number of dependents is 9 and above.
More or less, similar trend is noticed in case of unregistered workers in regard to
the number of dependents

2.6.8 Rural - Urban Background

Table 2.12 dipicts the rural - urban background of the sample
workers.

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TABLE 2 12
RURAL URBAN BACKGROUND OF 7 HE EMPLOYEES
n = 300
Registered workers Unregistered workers
SNo Background No ot workers Percentage No of workers | Percentage
n - 109 n=!91 j

1 Rural 87 79 81 162 84 81

2 Lrban 22 20 18 29 15 18

It can be seen from Table 2 12 that both in case of registered workers

(79 81%) and unregistered workers (84 81%), the number of workers with rural
background form an overwhelming maionty This can be expected because of
the fact that industrialisation results in large scale migration from the surrounding
viiiages of Visakhapatnam District

TABLE 2 13
NATIVE/IMMIGRANTS AMONG EMPLOYEES
n = 300
Registered workers Unregistered workers
SNo Background No of workers Percentage No of workers Percentage
n = 109 n = 191

1 Native 91 85 32 161 84 29

2 Jmnigrantf 16 14 67 JO 15 70

From Fable 2 13 it can be noted that 85 32% of the respondents were

natives and 14 67% were immigrants in case of registered workers For the
purpose ol' study only those who have migrated from places outside
Visakhapatnam district are taken as immigrants In fact, a substantial number of
sample workers hail from ullages outside Visakhapatnam City All such

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workers, even though they have moved to Visakhapatnam from villages located
in the District, are considered as natives.

2.6.9 Father's Occupation

The respondents were asked to state their father's occupation. Their
responses in this regard were tabulated and presented in Table 2.14.

TABLE 2.14
FATHER'S OCCUPATION OF THE RESPONDENTS
n = 300
Reuistered workers Unregistered workers
[Link]. Occupation No. of workers Percentage No. of workers Percentage
n = 109 ti = 191

1. Same as mine 32 29.35 64 33.50

2. Farmer 40 3669 88 46.07

3. Clerical 6 5.50 20 10.47

4. Technical 25 22.93 16 8.37

5. Others 6 5.50 3 1.57

Table 2.14 shows that in case of 36.69% of workers under registered

scheme the occupation of the father was farming. This is followed by 29.35%
workers in whose case the father's occupation is the same as that of the sample
worker. In case of unregistered scheme, the highest number (46.07%) of
respondents hail from the farming community, worker's father being a farmer.
Parental occupation which is same as that of the sample workers, forms the next
highest bracket. It is interesting to note that there is a kind of 'sliding' in
occupational mobility in a good number of cases. For example, if the father holds
a technical or clerical job, his son is expected to be placed better occupation wise.

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Instead, the son is placed low occupation-wise This is mainly due to the
increasing competition among the job seekers and limited employment
opportunities

2.6.10 Indebtedness

TABLE 2 15
SOLRCEOFDEBT
n-300
R e n t e r e d workers Lnrei>istered workers
SNo Source of debt No ot workers Percentage No of workers Percentage
n - 109 n = 191

1 DLB C o-operative 40 38 83 88 46 80
credit society

2 Commercial banks 2> 24 27 20 10 63

3 Money lenders 32 31 06 64 34 04

4 Friends/Relatives 6 S82 16 851

Total 103 188

When the workers find it difficult to make both ends meet, they are
forced to borrow loans It is significant to note that 94 49% and 98 42% of
workers in the registered scheme and unregistered scheme were found to be
indebted (Table 2 15) 'I he incidence of indebtedness is considered to be very
high among dock workers It was pointed out in one of the earlier chapters that
the average monthly earnings of dock workers are much better when compared to
their counterparts in other public sector undertakings In addition to wages, they
also get a substantial amount in the form of speed money Inspite of attractive
earnings and relative atfluence, it is ironical that an overwhelming majority of the
workers are in indebted In most cases the concept of 'secondary poverty' seems

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to appiy to workers. It implies that due to lack of proper planning and wasteful
expenditure on unnecessary items they fail to make the essential requirements of
the family. The interviews with representatives of management and workers
reveal that a good number of workers have become slaves to vices such as
gambling, alcoholism, concubinage etc. These vices despite their attractive
earnings, land them in debt.
The problem of debt seem to get accentuated at times, because of
easy availability of loan from cooperative credit society and other sources, credit
societies, commercial banks, money lenders, friends and relatives constitute
important sources for borrowing of loans. Among these the Dock Labour Board
co-operative credit Society is the prime source for borrowing for many a worker.

See Bohm Rowntree made a distinction between 'Primary poverty' and

'secondary poverty'. The former implies that the income is quite inadequate to
meel the needs; whereas the later implies that the essential needs remain unmet
inspite of adequate earnings and because of lack of proper planning.

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