Dec’ 12 - Jan’ 2013
connecting global wealth creators
Vol. 1 Issue 2
FACILITATING SHIPPING & MARITIME COMMERCE
Focus Andhra Pradesh
Amsterdam Ports Keen to Play in India Krishnapatnam: Eastern Coal Hub Ennore Port Explores PPP Route
Emerging Trends in Multimodal Transport
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Promoting Green Ports The Vizhinjam port project in Kerala is being touted as the first green port in India. The port's master plan includes several parameters to reduce carbon footprints. Vizhinjam port is also set to become India's biggest transhipment container terminal. This would mean the port will be able to handle berthing requirements of some of the largest vessels afloat today, giving it an edge over neighbouring Colombo port. The 125-page Vizhinjam port master plan was recently approved by the Directors' Board of Vizhinjam International Seaport Limited. A copy of the plan has been forwarded to the International Finance Corporation, which is currently doing the Environment Impact Assessment (EIA) study. On completion the EIA report, along with a Detailed Project Report (DPR), will be submitted to the State Pollution Control Board for public hearing. Both reports will then be submitted to the Union Ministry of Environment & Forest for final clearance. As the project moves to the next stage of implementation one can only hope all the environmental clearances are already in place. The apprehension is because there is a critical trade-off between a fragile ecology and economic prosperity, which is very difficult to decide. Kerala is a coastal state with a rich but fragile marine ecology, and its economic prosperity is derived by overseas remittances from oil rich economies in the far away Persian Gulf. Surely this project will bring prosperity to its hinterland, it will become a classic example of port led growth and economic development in Kerala. Among other things, this issue brings you a feature on Krishnapattanam Port's emerging status as the coal hub on india's east coast. KPCL set a new record by handling the largest parcel size of bulk cargo handled by any port in India when cape vessel 'MV. Wisdom Of The Sea 1' carrying 166,060 MTs of SA non-coking coal berthed there recently. Its neighbour Gangavaram Port is not far behind, it achieved another milestone by handling the 100th Cape-size vessel “MV Collonges” carrying 1,40,609 MT of coking coal. Cape-size vessels are the largest ships to carry dry-bulk cargo like coal. This bodes well for the maritime state, which is a gateway for cargo destined for Central and South India. Do send us your feedback on the focus and content of our second issue. We want your suggestions to finetune SeaPorts further, so it becomes an interactive platform for discussing and debating issues affecting all stakeholders in the Ports, Shipping, and Logistics sectors.
Bipin Sinha Executive Editor
Dec’ 12-Jan’ 2013
Upbeat about Long-term Prospects in Logistics Projects What is the outlook for sea trade the world over, both short-term and long-term, against the backdrop of the global financial meltdown in recent years?
Pankaj Gadhia, CEO, Lemuir Group
With India engaged in the development of infrastructure on a large scale involving huge investments, Pankaj Gadhia, CEO of the Lemuir Group, looks forward to many avenues opening up for project cargo handling and logistics services, in which his company specializes. In an exclusive interview with the SeaPorts Business magazine, Gadhia also talks about the bright future prospects of sea trade and the Group's competitive services such as handling high value cargo. Excerpts.
We are an Indian Company and our focus is on project cargo in and out of India. My response therefore is more relevant to India. In the short-term the outlook is not very encouraging. Till a year back, on the projects front, the most happening sector was power. With power deficiency in the country of more than 15 percent and with an increase in demand expected to meet growth at the rate of 8-9 percent, several new power projects were announced. Both
indigenous and Chinese technologies were tapped by private sector players including Reliance Infra, Lanco, Tata Power, JSW, Essar, KSK, GMR, Adani, etc. Today most of these companies are affected due to various reasons and new projects have been put on hold. The global financial meltdown is adding fuel to the fire. Companies in the public sector, including BHEL, NPCIL are also affected and there are delays in their expansions/projects. I do not see much improvement in this situation in the next two years or so, unless there is a huge boost given by the Government to the private players
India and China trade lane was one of the most important ones for project cargo transportation. Due to the drop in volumes and prices, the lines in China are looking at alternate sectors to mitigate the loss of Indian traffic. Africa â€“China trade lane is now taking precedence. This will result in shipping lines reducing their capacity to and from India in the short run. In the long run, I am very upbeat about India. Our infrastructure has to be strengthened which will result in new logistics opportunities at least for the next two decades or so. In 2014 elections, if the Government's dependence on coalition partners is less, we could see recovery on fast track.
How has the Lemuir Group coped with the challenges 07
arising from the ups and downs of the global economic scenario which has a direct bearing on the sea trade and the cyclical nature of the shipping industry? Fortunately for us, we have some contracts on long term basis with our customers which are helping us. We have the support of service providers including vessel operators with whom we have been associated for several years. In this industry relationship are very important and my experience is that investments made in same seldom go waste. Adding value to the customers' bottom line and being competitive is the key. This is only possible by rationalizing costs and constantly finding new ways of
improving services. We have gone back to the basics of focusing on our strengths and core services. We do not venture out in areas which are new or where we shall not be competitive.
What is your assessment of India's sea trade potential, with the economy showing signs of recovery and stability? The market which India as a country provides cannot be ignored. The liberalization process cannot be stalled no matter who is in power. This will attract new investments when global economies improve. Demand in new infrastructure will result in project cargo activities. Therefore, I feel, sea trade potentials are huge for the future, provided growth in ports and road connectivity match
the demand. I am optimistic and feel that with the right policies and governance, we as a country can double our volumes by 2020.
Give us details of your Group's positioning and operational cutting edge in services in the field of logistics solutions, especially in handling high value goods and commodities such as diamonds, bullion and luxury items. Lemuir has been at the leading edge in providing integrated logistics services for the valuable cargo sector for nearly 30 years, since 1983. Lemuir handles all value cargo verticals: l
Lemuir Express: Diamonds and jewellery
Lemuir Secure Logistics Pvt Ltd: Bullion, luxury goods, fine art, etc.
The logistics services we provide for valuable cargo include international transportation, customs clearance, vaulting,
security transportation, and several value added services. Lemuir is a reputed specialist in Jewellery Exhibitions and Trade Shows.
Infrastructure development is one of the key activities of the government involving huge expenditure to the tune of some $150 billion, especially in public-privatepartnership projects. What opportunities does this give Lee & Muirhead?
This definitely provides huge opportunities both in terms of business (resulting in project cargo) for us as well as for making investments in new businesses which match with our philosophy and support our core business.
The government has initiated a fresh package of economic reforms recently in the areas allowing FDI in retail goods. Will this lead to imports of huge equipment, goods and setting up of cold storage chains across the country? Will such a development provide opportunities for your group? Yes, the need for cold storage chains is there even today and the demand only will increase with FDI in retail. These customers will demand superior services and better infrastructure and resources. Organizations that can provide both cold storages of global standards and temperature controlled transportation will be at an advantage. This business looks very promising and are following developments very closely.
Plans to Expand India Konecranes Operations in a Big Way What is the state of lifting business in India and where does Konecrane stand in it?
Sami Korpela, MD, Country Manager, Konecranes
Global lifting business major Konecranes finds India as one of the most promising markets in the world today. The Indian Shipping Ministry, which is currently implementing a massive Maritime Agenda aimed at boosting the ports and shipping sectors, offers immense scope for demand for cranes, says the the country head of Konecranes, in an interview with Nachiket Basole. excerpts.
Over the last one decade, the Indian crane industry has witnessed substantial growth because of the growing infrastructure and manufacturing sectors. Economic trends, performance of the construction, power and manufacturing sectors are major factors affecting the dynamics of the crane industry. The developing economies like India hold enormous potential for the market owing to the high economic growth rates and the burgeoning industrial products and consumer goods sectors. The Indian market has seen a drastic change in container traffic in last decade, In the year 2001 the container traffic was four million TEU and it has grown to seven million TEU by 2010. The equipment market of port cranes has nearly doubled in the last decade and it is expected to grow by 15-20 percent in next two years. Better ports need better rail and
road connectivity. We are lagging behind in infrastructure development. This is also an important factor that is causing lesser growth of ports. We started Konecranes India operations in 2007 and till today we have supplied more than 35 Reach stackers, total four RTG cranes, two STS cranes and one Level luffing crane. We are happy to see the positive response and brand recognition from customers in India.
Has the global meltdown that hit the economies of many countries and businesses, including sea trade, affected Konecranes in any way? Not Really, the global meltdown has surely affected manufacturing and at some extent sea trade business, but the future outlook of India is promising and many new ports and Container Freight Stations are getting developed in India, we are receiving good
enquiries for our Port cranes in India and this has not affected to us anyway.
What are the manufacturing and process industries you are serving other than ports and what are your services and solutions for them? Konecranes customers can be found across all market sectors like automobile, wind energy, steel, shipyards, general manufacturing, foundries, oil refineries, etc. Konecranes business is arranged into two divisions – Equipment & Service. Business Area Equipment offers Electric chain hoist, profile track cranes, standard EOT cranes, process cranes, container handling cranes to shipyard cranes and Forklift & Reach stackers. Business Area Service offers service and maintenance solutions for all
industrial crane brands, like, annual maintenance contacts, on call repair, crane rail inspection, rope inspection, crane modernization services to crane reliability survey.
You are also serving the nuclear industry, which calls for the highest standards in terms of safety and quality. Tell us your operations in this area. Konecranes' nuclear polar cranes are the result of over 50 years of nuclear industry experience. Our polar cranes are designed for safety and reliability, with less maintenance, a longer life cycle, and enhanced performance. We are recognized as a leading supplier to the nuclear industry worldwide. Konecranes polar cranes are quite possibly the safest available on the market today. Our SupersafeTM patented single failure proof
technology almost entirely removes any chance of accidental load drop. Even during a total loss of power, our cranes can safely lower a load. Our nuclear cranes enjoy the full approval of the US Nuclear Regulatory Commission, and are 10CFR50 Appendix B and NQA-1 compliant. They follow the most stringent international safety requirements, including NUREG0554 and NUREG-0612. Other than polar cranes, Konecranes offers, cask crane, cask transporter, fuel handling crane and Turbine hall cranes for the most demanding nuclear sector.
Since power-starved India is on a massive drive to expand capacities in nuclear power generation, what are your plans to cope with future demand for equipment? We have aggressive plans for
growing power sector in India, Indian nuclear projects at present are mostly controlled by government and their buying process is mostly tenders, after the acquisition of WMI cranes Ltd. In August 2011, we can now offer cranes as per Indian standard to the customers. These cranes are less expensive than our imported
nuclear cranes. If the customers are demanding for most advanced imported cranes, then we can offer them that too. We want to provide the products to customers which fit best to their requirements.
In general, what overall cutting edge do you enjoy
over other competing companies in terms of technology and services? India is very price sensitive market. Price is the key factor in the buying process and sometimes the features and novel solutions offered by a crane manufacturer often gets lost in the discussion. At Konecranes, we provide the unique features which not only make the crane operation fast but even safer, thus increasing the productivity of the customer's business. Our advanced service offerings help customers keep the cranes running always and prevent sudden breakdowns which results in heavy production losses. The recently introduced Remote Monitoring solution by Konecranes helps customers to record the actual crane usage data which can be used further to prepare various reports so the maintenance can be planned well in advance, it gives the detailed information about the usage and condition of crane so, in
fact the complete crane life cycle can be planned well. Such highly advanced cranes can be expensive initially but it pays back to the customer in the long run and provides less life cycle cost. We not only provide equipment but the complete lifting solution, the customers can depend on and work as a partners with our customers. This gives us the competitive edge in the market.
India's ports and shipping sector is on a massive expansion and modernization under the Maritime Agenda 20102020. What role do you envisage for Konecranes as more and more business avenues open up? 12
We have geared up for the continuous growing demand for port equipments in India. Our aim is to strengthen our infrastructure, sales and service support to customers. At present we have good customer references in India and we are focusing on providing complete service to customers than just providing equipment. We can now also provide the maintenance service for the port cranes and can also execute the maintenance contracts for longer durations. For Reach stackers, we provide complete maintenance service right form, inspection, operation, training to modernisation of reach stackers. We want to become the complete lifting solutions provider company in port equipment business.
What are your plans in terms of upgrading, expansion and investment plans to meet the growing demand for cranes and allied equipment in the next five to 10 years? India is one of the biggest and promising markets for Konecranes and there is a big focus and support from global headquarters for the expansion plans here. After witnessing the huge demand for industrial cranes, company is building a brand new factory at Jejuri, near Pune with the investment of EUR 15 million. And yes, we will also think about investments and plans to start manufacturing port cranes in India in future based on the market dynamics.
FACILITATING SHIPPING & MARITIME COMMERCE
Shipping Still in Rough Waters, but Indian VLCS & LPG Market Buoyant On the current shipping scenario…
Captain Prakash Correa, Assistant Vice President, Great Eastern Shipping Company
Captain Prakash Correa, Assistant Vice President, Great Eastern Shipping Company, believes that mid2013 may not bring in good tidings for the shipping industry as predicted in some quarters. In an exclusive interview with SeaPorts Business Maritime Correspondent Wilfred Moraes, Capt. Correa, however, says that the Indian VLCS and LPG markets are quite buoyant and his company is likely to take advantage of them. Talking about, Capt Correa talks about his company's plans for acquiring modern eco ships, adding that the future belongs to them. Excerpts. 14
It is a bad time, a real difficult time. The general feeling is it has bottomed out at this moment. Hopefully, it may not bottom out further. Having said that, if anybody says 2013 will show an upward trend, they are being a little over optimistic. I personally feel that it would take a longer period of time. Primarily, due to: one, the tonnage in the market and two, ongoing general recession hurting this industry. The years 2008 and 2009 were fairly buoyant. We did moderately expand our tonnage both wet and dry. We expanded our tonnage when we saw the decline taking place. At this moment, we have started phasing out our tonnage, especially older tonnage. We not closed on expanding; we are open to it but in a more cautious manner. Our intentions are now to look at acquiring more eco ships, bunker consumption. As you are aware the
biggest expenditure we are facing today is the cost of fuelling the bunker to run the ship. So we are looking at any new tonnage that we would require, especially from the shipyard would be on the basis of eco ships, ships meeting the new requirements that are going to come. That is how we will probably re-engineer the whole thing and phase out the non-economical ships and bring in the eco ships. But regarding our immediate expansion plans, maybe, we will look at MR tankers; we are also looking at some VLCS , if we can expand into that market. There is buoyancy in the Indian scenario for VLCS, LPG markets. We are also looking at some VLCS, LPG imports, especially from the Middle East to east coast of India.
You are already in the LPG segment. Right now there is nothing for LNG. At this point of time, it is a huge investment if a joint venture (JV) is involved. We have done some
exercise in this regard many years back; after that it was put on the back burner. We have been in LPG business. We have had a small presence. We very recently acquired a VLGC, which we now put on time charter with Bharat Petroleum. And we are looking at another VLGC, and possibly may spot her. But primarily it would be India-centric and mainly for catering to Indian Oil and Indian requirements. At this time, there are not many VLGCs available in the market. So the hunt is on. We will see how it works. If we get something at the right price and the right size, we are looking at, we will definitely go for it, very positively. So LPG business is something that we are focusing on; it's a matter of getting the right vessel at the right price. We know there is market for it.
What about Indian Maritime Agenda? Will it help boost your company's future prospects? We have to stay and we have to
grow. If the market shows some buoyancy and the Indian maritime segment begins to show buoyancy we would certainly expand. As you are aware, we also have an offshore shipping division called Great Ship India Limited, which is to day extremely buoyant and doing very well. Both clubbed together I see something very positive coming up in times to come.
What is the global outlook for sea trade in view of the downtrend in the US and Europe? As I mentioned earlier, it is not really something to yap about at this stage. We will have to wait and watch; nothing in the near future at least. Pundits keep saying by mid-2013 it would start to rise, but nothing is showing at least at this point in time to indicate if there could be a possible rise. With the US coming up with the discovery of shell gas, I would see their imports dropping down in a big way. In fact, their imports have come down to quite an extent. West African
imports into the US gulf have come down. It is not a bright sign for the maritime industry.
Tell us about problems with SECA at this moment. We trade in SECA. It is quite a challenge, no doubt. We have spent quite a bit in investing on modifications of our ships to meet SECA requirements. It is there to stay, we all know. It is a good thing which has happened to the environment. But it is not easy for the ship owners to acquire SECA bunkers – one is availability and the other is pricing. As it is the bunker prices are high. When you buy SECA bunkers they are even higher. As we have to a great extent overcome the initial teething difficulties, our ships are regularly in and out of the SECA area. There has been no major impact.
What is the outlook of India's imports and exports? On the oil front, imports are there. And imports will grow, both from
Interivew the oil and LPG point of view. There is bit of export going on. Exports are happening. While Indian oil majors will cater to the domestic market, Essar and Reliance will probable look at part domestic and part exports.
New ports that are coming up will give a fillip to your business… Certainly. The new ports' coming-up is a good sign. They are more modern. Their productivity is better and it helps the country at large to grow economically as well as ship owners benefit from increasing business. Overall, I would endorse. We have made rapid progress in port growth both in the western and eastern coasts.
On young and dynamic Milind Deora becoming Minister of State for Shipping and Surface Transport… Well, he has just joined. He is probably getting to know the business requirements of ship owners. And I am sure things will look more positive with him being the Minster of state for surface transport. I only hope he understands the difficulties we are undergoing and make things easier for us as well as seafarers. It has to be a win-win situation for everybody.
On Marine insurance… It would be nice if Indian insurance
companies take up this issue. At the moment it is dominated by the clubs in London. But I really haven't seen it taking place here. For them to really grow in India, the national tonnage has to grow, correspondingly the business grows. And they will have to market themselves overseas to get tonnage from outside. It is not a simple task. The P & I Clubs have been there quite established. But I guess if somebody is going to take initiative, It will happen.
On the issue of ship security… I presume you are referring to the issue of piracy. The government of India at the moment is working on training a select number of Central Industrial Security Force (CISF)
men, who will board the ships in times to come. Yes, piracy is a cause for concern; because it affects the shipping business hello of a lot. We lose a lot of sailing days because we are waiting for convoys in between, which is an unfortunate thing to happen especially when the market is low. It also adds to our costs. The cost of providing armed barges is high and there is a lot of logistics involved. And the ships also are forced to take circuitous routes to keep away from pirate-infested areas. So we are doing extra distances, extra miles, burning extra fuel. We have been fortunately lucky; we have been prudent in our vessels sailing to the Gulf of Aden and we are constantly monitoring our ships 24/7 when they are transiting high risk areas.
On eco ships… Eco ships are basically modern ships, modern engines, which are fuel efficient, which are being worked upon. They are modern ships with low steams, which mean they consume less bunkers. You have basically other methods or trimming the ships. The general mantra is very simple - economical running in speed and consumption. Any ton saved today is money earned.
Focus: Andhra Pradesh
Port Ajeya Kallam, I.A.S. Chairman, VPT
Visakhapatnam Port (VPT), located strategically on India's East Coast, has undertaken wide-ranging developmental activities, from capacity expansion to modernization. In a detailed interview with SeaPorts Business, VPT Chairman Ajeya Kallam touches upon several key issues concerning the ports sector in general and the Visakhapatnam Port in particular, including efforts to turn it into a Gateway to South-East Asian sea trade and coping with competition from nonmajor ports in the region. Excerpts.
Emerging Gateway to South-East Asian Sea Trade
Visakhapatnam Port on a High Tide of Development Till date, Vishakhapatnam Port (VPT) has retained its second position among major Indian ports for its cargo handling capacity. But Gangavaram and Kandla, with their better facilities, seem to have taken over this position in the recent past. What are VPT plans on modernizing its cargo handling capacity and other logistics? The Port of Visakhapatnam is ranked 2nd among major ports of India after Kandla in terms of cargo throughput since 2007-08. The port handled a record quantity of 68.04 million tonnes during 2010-11. Notwithstanding economic slowdown, the port handled a quantity of 67.42 million tonnes during 2011-12. Gangavaram is a minor port handling about 15 million tonnes per annum. In consonance with the Maritime
Agenda 2010-2020 of Ministry of Shipping, Visakhapatnam Port conceived plans for development in the thrust areas of (i) deepening of channels (ii) construction of berths (iii) mechanisation (iv) connectivity and (v) logistics. An investment to the tune of nearly Rs.14,000 crores is contemplated to enhance the port capacity from the existing level of 66 million tonnes to nearly 150 million tonnes by 2020.
Tell us more about the satellite port and greenfield fishing harbor at Mulakedu that VPT is developing. In what way, do you think, this extension will help ease traffic congestion at VPT? The existing fishing harbour is proposed to be shifted keeping in view the security concerns raised by the Coast Guard and the Navy besides environmental problems.
Focus: Andhra Pradesh
Further, there is no scope for significant expansion of the port facilities at the existing location in view of limitations with regard to land for storage and environmental problems. As such a satellite port and green field fishing harbour are planned by the port for which the process of awarding the work of preparing DPR is being entrusted to a consultant.
With the current mechanization work in progress, what kind of challenges is the port facing? Currently work on about six developmental projects is progressing; of which two projects involve construction of new facilities. The other four projects involve strengthening and
modernising the existing facilities which call for de-commissioning of the berths for not less than 24 months each. This may have an adverse effect on the waiting time of ships requiring berthing facilities. The port is however making alternative arrangements to meet the requirements.
The 'Look East' policy 1990 has been a big boost for Indian ports, particularly those in Andhra Pradesh. How far has it helped VPT in achieving its aim of becoming the preferred gateway point in South Asia? Ports on India's east coast, which lag behind those on the west coast in terms of cargo movement, are attracting a greater share of the
business as the nation's trade with China and other East Asian economies is on the rise. The emergence of China as India's largest trading partner will boost business for east coast ports because they are closer to East Asian markets. China overtook the US as India's largest trading partner in fiscal 2010, according to Commerce Ministry data. With India's merchandise trade with Asian nations growing faster than that with the West, container traffic is poised to grow on the east coast. Besides rising trade with China, the demand for coal to fuel power projects in eastern India may also lead to growth in the east coast ports. With these prospects in the offing, and with the developments taking place and planned, the Port is poised to lay its claim of becoming the preferred gateway.
Focus: Andhra Pradesh
Under the public-privatepartnership (PPP) mode during the 12th Five-Year Plan, the port is estimated to make an investment of about Rs 8,231 crore. Can you give us a preview of the key areas that would come under this upgradation plan? As per the 12th Plan Working Group Report of the Ministry of Shipping, the estimated investment under the PPP mode for the port is Rs.3,365 crores. This investment is planned in the major thrust areas such as (i) construction of new berths and strengthening of the existing berths (iii) installation of mechanised cargo handling equipment and (iii) other logistics like development of storage sheds/ware houses; development of multimodal logistics hub.
How would deepening of inner harbour entrance channel and turning circle to cater to vessels of 12.5 meters draft help enhance the port's cargo handling capacity? The port has plans to deepen the inner channel, turning circle and at berths to cater to vessels of 14 meters draft in phases. Upon completion of the project, a capacity of about 4.0 million tonnes will be added and the port will be capable of handling fully laden PANAMAX vessels at all the berths in the inner harbour. There has been talk about VPT's
plan of developing the SPM facility at outer harbour for import of crude oil as JV with HPCL. How is VPT's plan to handle the extra traffic that would come with this newer facility is taking shape? The SPM facility at the outer harbour for import of crude oil as JV with HPCL is operationalized with effect from February 2011. However, the work on Strategic Crude Storage facility is in developmental stage. Currently crude oil requirement to the tune of about 9.0 MTPA is being handled. Upon completion of work on crude cavern facility the throughput at the SPM is likely to increase.
There is a proposal of opening an airport base in Bhogapuram with an extended runway and airport timings. Considering the plan comes through, what benefits would it offer to VPT? Significant benefits to the port are not anticipated on account of the opening of an airport base in Bhogapuram. However, the port may reap benefits in the longrun on account of improvement in connectivity in terms of trade facilitation and accessibility.
VPT's modernization work has recently faced public wrath for the pollution it is causing. And now VPT has signed concession agreements for developing three world-class berths to realise its dream of handling
110 million tonnes by 201415. Have the precautionary steps been taken to handle this sensitive situation? The port is modernising the cargo handling facilities primarily to address the environmental issues besides planning to enhance capacity. Cargo handling activities are planned in such a way as to mitigate dust emission by way of covered transportation through conveyors, thereby minimising transportation by road. This would also correspond to drastic reduction in vehicular movement. It is absolutely essential for the port to obtain necessary clearances from the environment and security aspects for taking up any developmental project. As part of obtaining environment clearance, public hearing is held. On the recommendations of the APPCB, the Central Ministry of Environment and Forests conveys clearance. The port is meeting all the mandatory requirements for implementation of port projects.
In your opinion, how do you think the Maritime Agenda 2010-2020 will help Indian ports, especially VPT come on par with the best ports in the world? The Maritime Agenda 2010-2020 is a strategy of the Government towards developing world class facilities at the Indian ports. It identifies areas of priority for much needed investments in the ports and shipping sector. As already stated, the Maritime Agenda envisages an investment of nearly
Focus: Andhra Pradesh
for creating a level playing field.
What is your take on the proposed Ports Regulatory Authority Bill, which is opposed even by some state maritime boards? The Ports Regulatory Authority Bill, provides for regulation on tariff and performance at the ports. While regulation of tariff and performance at ports is in a way essential, it may prove detrimental to the much needed inflow of private sector investment in port sector. Rs.14,000 crore to add a capacity of nearly 85 million tonnes by 2020.
On the east coast, ports, both major and non-major are competing with each other for container cargo business. Tell us what incentives and facilities VPT is offering to prevent diversion of this cargo to other ports? The container terminal at the port is the deepest among major ports of India. The terminal is being operated by the BOT operator M/s.VCTPL satisfactorily. The terminal recorded a remarkable growth of more than 60 percent during 2011-12. There is considerable potential for container cargo in this part of the country. Keeping in view of the potential, the port is planning construction of another terminal. The terminal operator M/s.VCTPL (www.vctpl.com) may be contacted regarding the incentives offered to the trade.
Do you see any threats from non-major ports located on the east coast such as 21
Krishnapatnam, which posted record handling of coal, despite higher tariff rates? As per the strategy for development of ports which is accepted internationally, industry based development of port facilities is preferred to circumvent the deficiencies in connectivity and logistics. Keeping in view of the developments taking place, the Port has conceived developmental plans to augment its capacity and modernise the cargo handling activities for a healthy competition.
What is your view of the Tariff Authority for Major Ports (TAMP), which covers private terminal operators located within major ports and does not cover nonmajor ports? Should it be abolished to provide a level playing field for all? Tariff regulation in the port sector was necessitated to ensure providing cost effective services to the users in the wake of private sector participation and to prevent monopoly. However, it may be necessary to bring the non-major ports also within the ambit of TAMP
VPT has known for encouraging sports in a significant way. Tell us about your other CSR activities. Some of the noteworthy CSR activities of the Port include:
Beach nourishment (Rs. 6.0 crore per annum for dredging of 2.5 lakh cum.)
Contribution towards various welfare, cultural and developmental activities including provision of necessary medical infrastructure and facilities at the government hospitals.
Annual maintenance of drains from the city connecting to the sea
Annual maintenance of roads in interface with the city and roads used by citizens
Street lighting of the roads in interface with the city
Green belt with 4.22 lakh saplings
Additional Port Connectivity road to NH-5
Focus: Andhra Pradesh
Visakha Container Terminal
VCT; the harbinger of change in container shipment in the East Coast Give us an overview of the operations of Visakha Container Terminal Pvt Ltd (VCT) over the last decade since the company came into being in June 2003.
Captain Sriram Ravi Chander, Chief Operating Officer, Visakha Container Terminal (VCT)
In an exclusive interview with SeaPorts Business, Captain Sriram Ravi Chander, Chief Operating Officer, Visakha Container Terminal (VCT) shares his view with Divya Sharma Karmakar on growth of ports in the country and especially of Visakhapatnam post the Govt.'s look East policy and the role VCT has chalked out for itself. He also talks about operational efficiency of VCT which has played a crucial role in bringing in the transhipment cargo to Visakhapatnam.
Visakhapatnam is the largest port in the Bay of Bengal and is the mirror image of Mumbai in the East Coast. The port has ideal location and has natural advantage over other ports of East Coast; the continental shelf is near to the cost, it is deep drafted and the hill- Dolphin Noseprotects the port from cyclonic storms which strike the east coast regularly. Apart from its natural advantages, the port is strategically located on the center of the East Cost of India. These natural factors have helped VCT to cater to the vast hinterland
covering seven states within 700 kms and extending up to North and North East India. VCT is an all-weather container terminal located in the outer harbor of Visakhapatnam Port with a quay length of 450 meters and the permissible draught of 15.0 meters alongside.The depth of 16.5 metres makes VCTPL the deepest container terminal in the country, amongst the major ports in India. The port is also supported by excellent rail and road connectivity hence it is an ideal alternative especially for shipments to and from Far East and South East Asian regions to Delhi and other nearby ICDs (Inland Container Depots) of Hyderabad, Nagpur and Raipur.
VCT is a joint venture of DP World and United Liner Agencies of India (Pvt) Ltd,
Focus: Andhra Pradesh
the former being a world leader in container terminal operations and the latter a leading shipping services provider. What cutting-edge do you enjoy over your rivals in terms of technology, especially IT and the best operational practices that DP World is known for? VCT is the result of marriage between the best in the shipping world.United Liner Agencies of India (Pvt) Ltd has 75 percent shareholdingwhile DP World holds the remaining 25 percentage. DP world has huge network across the globe and a lot of expertise in terms of business and technology come in from there. United Linear is 96 year old company which provides with almost all kind of marine support.
VCT has imbibed the best business practises of both of these futuristic companies and has the capability of hosting the world's largest container ship. Information Technology (IT) is the backbone of VCT and it plays a crucial role in the smooth functioning of the terminal. VCT uses cutting-edge software and systems to provide safe, consistent, faster, competent and user-friendly services to all its customers and suppliers. VCT uses the most advanced and successful terminal software which has fully automated the container handling capability and has also assimilated all the operational functions of the terminal in a real-time, online environment. IBM's sophisticated 'Blade Server' ensures uninterrupted computer operations and cuts down overall business downtime due to hardware
failures. VCT uses the latest Oracle11g system to manage the data base. VCT is also 100 percent Port Community System (PCS) compliant. Visakha Container Terminal is committed to the use of cutting edge technologies to provide superior client service.
To what extent VCT's contribution has improved Visakhapatnam Port's overall performance and its image as an important major port? The only weak link of the otherwise one of the efficient ports of the country -Visakhapatnam Port - was the absence of container terminal. That changed after the establishment of VCT in 2003; Visakha Container Terminal has come as a silver lining for the Port.
Focus: Andhra Pradesh
With the establishment of VCT the traffic in the port has increased manifolds. Earlier Visakhapatnam was basically a city for Public Sector Undertakings. With the establishment of VCT industries like pharmaceuticals, paper, and cashew has grown manifolds. Visakhapatnam and its surroundings have huge natural resources and based on that many new companies and industries are being set up which use the services provided by the port and VCT.
The Union Shipping Ministry's Maritime Agenda (2010-2020) envisages massive expansion of ports, container terminals and shipping services, involving an investment of Rs. 165,000 crore. How are your operations going to be 25
influenced by this significant development? What role have you chalked out for VCT to grab the opportunity? The Union Shipping Ministry's Maritime Agenda will help develop Visakhapatnam Port as the future hub port of the East. This in turn will lead to the improvement of inland logistics and more container friendly terminals will be set up.
your target for 2012-13, and what did you achieve in the first six months (AprilSeptember) of the year? We are aiming to handle one million TUEs by 2015 and double it to two million by 2020.
VCT aims to be the catalyst for improving trading conditions by improving transit times for trade and encouraging the deployment of large gearless tonnage.
How far your operational efficiency and turnaround capability has brought in transhipment cargo to Visakhapatnam, which otherwise is meant to reach other port destinations? Are you making further efforts at attracting more transhipment cargo?
In 2011-12, VCT handled an all-time high traffic of 2,34,733 TEUs, up from 1,45,000 TEUs in 2010-11 posting a remarkable growth rate of 58 percent. What is
Fastest port turnaround is enjoyed in Visakhapatnam and VCT is geared to handle all those futuristic large ships which are still in their docks. This ability will lead to more and more hubbing and transhipment from
Focus: Andhra Pradesh
also looking at relaxation of cabotage for Visakhapatnam which will result in business with Bangladesh and Myanmar. The focus in Visakhapatnam port will enable growth of warehousing, stock in trade and distribution centres. We also plan to bring in white good distribution focusing on other consumables like fruits and vegetables.
Visakhapatnam Port. As Visakhapatnam is at the reef edge, one ship is enough for feeder services while other ports require minimum two ships; hence VCT has emerged as the only transhipment hub on the East Coast of India for the ports of Paradip, Halida and Kolkata.
Tell us about the progress of VCT's plan to develop an additional berth with a length of 350 metres to handle 350,000 TEU a year and its extension to 500 metres to accommodate two large ships?
you realized it? We are satisfied with what we have achieved in nearly a decade. We offer regular services to Nagpur, Raipur Balasore and towards Delhi. We have extended operations to Uttar Pradesh, Bihar and even Jharkhand. This has been possible due to the excellent rail and road connectivity. Development of Inland Container Depots (ICDs) and strengthening of rail front infrastructure have helped us achieve our objectives. Earth based minerals, process based industries like food and agro are utilizing our services.
395 meters of expansion is likely to happen in next two years and by March 2013 the tender for the same will be issued. By 2015 VCT will be able to handle one million TUEs and welcome the largest ship.
Is India's policy of looking east and increasing trade with ASEAN countries going to help you? Are you gearing up to meet future challenges in sea trade from the east coast in this regard?
Your objective is to be the Gateway for shippers in east and central Indian states and extending facilities even up to Nepal. How far have
The country's look East policy is surely going to benefit VCT. By 2020 Visakhapatnam will be the gateway to India for maritime trade from the ASEAN countries as well as countries of East Asia. We are
We are confident that FDI in retail too will boost VCT as it will increase the movement of FMCGs, white goods, consumer nondurables.
Tell us about your CSR activities in and around Visakhapatnam Port and your contribution to environmental safety? Apart from the usual CSR activities like performing cataract operations, organizing health camps VCT believes in inclusive development and taking Visakhapatnam to next level in Tier II city category. Anticipating growth in port capacities across the country and increase in requirement of skilled personnel,VCT has sponsored the Visakha Institute of Port Management which offers diploma courses in various aspects of port management. VCT does not just focus in the city but also undertakes various development related work in collaboration with various NGOs in agency areas and villages in Visakhapatnam district. VCT has also undertaken various projects in collaboration with other agencies like CII, Vizag Steel Plant and others.
Focus: Andhra Pradesh
Anil Yendluri, CEO, KPCL
Situated strategically on the east coast of India in Nellore district of Andhra Pradesh. Krishnapatnam Port Company Ltd.(KPCL) is a new generation world-class port with outstanding services, facilities and stateof-art infrastructure. Its strategic location makes it a port of choice for international cargo originating from and destined for southern and central India.
The Coal Hub of India This first private green field allweather deep-sea port with roundthe-clock operations has currently 10 operational berths and a deep draft of 18 meters alongside the berths which is the deepest offered by any port in India. The port also provides fastest turnaround time for all types of vessels which is made possible by its 13 shore cranes with a discharge capacity of 750 to 1,000 MT per hour per crane. Its single window clearance system provides end-to-end services from stevedoring to custom documentation enabling it to optimally use its massive back up area of 6,500 acres, which houses dedicated coal storage plots that are well connected with dedicated coal sidings. The throughput of the port includes coking coal, met coke, pet
coke and steam coal. Its integrated real time control of cargo handling through Automatic Vehicle Location System (AVLS) and Enterprise Port Management System (EPMS) enables it to handle all types of cargo apart from coal making the port a class apart on the Indian east coast. Port has the ability to handle General / Container, Dry-bulk like Barytes, Coking Coal, Edible Oil, Fertilizers, Granite, Gypsum, Iron Ore, Met Coke, Palm Kernel, Pet Coke, Quartz, Raw Sugar, Rock Phosphate, Steam Coal, Oversize & over dimensional cargo and Agri cargo like Maize and Rice. Krishnapatnam Port has always strived to offer world-class services and facilities. In a short span it has not only matched to the standards of the Indian maritime industry but
Focus: Andhra Pradesh In the past one year following capacity has been added at the port: lINR 1,100 Crores worth of infrastructure investments made l
2 new berths are added on the South side of the port
Railway Line - 13 Loading / Unloading Lines and 40 km track length Electrification of railway lines 10 km New roads have been constructed inside the port and 28 km road is constructed from NH5 till port perimeter
New Ship Unloaders Installed = 4 Units New Keppel Fels RTGs installed = 4 units
has created a mark that is uniquely different from the rest of the ports in India. With the availability of empty equipment for dry and reefers at KPCT, the trade can take advantage of both organic and strategic growth in the region. With the opening of the MSC service, importers and exporters in AP, Karnataka & North Tamil Nadu will enjoy the benefits of reduced transportation cost of containers. MSC's weekly service will especially benefit exporters of tobacco, granite, rice, cotton yarn, minerals, etc. and importers of scrap, waste paper, pharmaceuticals, machinery, and timber.
An emerging coal hub Krishnapatnam Port equally offers advantanges for handling coal, something which the other age-old ports in India have not been able to
8 edible oil refineries outside the port made available l
Draft increased from 16.5 meters to 18 meters Yard addition - 375 acres
New Doosan Heavy Industries Super Post-Panamax Quay Cranes installed = 5 units
2 Units of Liebherr 600 Tactronic Mobile Harbor Cranes added 4 new bagging machines were added for fertilizers. Total 20 machines with automated bagging capacity of 42,000 MT/day 1 new agri commodity warehouse was commissioned taking the total to 12 covered storage areas Warehouse Management System implemented for smooth functioning of warehouse related activities
Direct pipeline from berth to all
do so from so many years. As an all weather port with 365 days of operations, it has capability to handle Capesize & Panamax vessels leading to significant benefits in Ocean Freight. It offers high discharge rates leading to faster turnaround of vessels. Its huge hinterland comprises of Andhra Pradesh, Eastern Karnataka, South Eastern Maharashtra & Northern Tamil Nadu can easily rely on the port's backup area of 2,630 hectares. Ports dedicated coal storage plots are supported by dedicated coal sidings. From end-to-end services that of stevedoring to custom documentation, and with no inconvenience of multiple interfaces (CHA, Stevedores, Customs, Port), minimal dependency & risk of labor union the port provides round-theclock support with customized solutions. As compared to the nearby ports, Krishnapatnam Port
Dedicate storage facilities provided to customers Bonding & de-bonding facilities set-up as required by customers Mechanization of entire fertilizer handling (vessel to rake loading) - has reduced time, energies and increased efficiencies Hopper system for agri cargo exports - increases the load rate from 5,000 MT to 10,000 MT per day of load rates Electrical power connected to main substation (132/33KV) The current capacity has been increased to handle 50 million tons of cargo
has minimum pre-berthing delays and provides minimal chance of demurrage. Its 3-tier security protection guards and protects the port and its cargoes. Currently Phase II development is under construction, with an investment of INR 3,000 crores worth of infrastructure investments, the phase II will have the following features: l
Container Berths will be increased and terminal capacity to be increased to 4.8 Million TEU Yard capacity will be increased to 40,000 TEU Integrated logistics park will be within the port Construction of 7 additional berths Dredging up to a draft of 19.5 meters
Focus: Andhra Pradesh
Benchmarks set by KPCL Its highest discharge rate of Met Coke in 24 hrs is 14,029 MT and it recently loaded 3,960.38 MTs of steam coal by conventional method in 59 wagons in just 30 minutes creating an internal record in operational management
KPCL set a new record by handling largest parcel size of bulk cargo handled by any port in India when cape vessel 'MV. Wisdom Of The Sea 1' carrying 166,060 MTs of SA non-coaking coal berthed at KPCL on 14.11.2011
Highest unloading (Containers) – 90 containers from CONCOR train no. – TNPK1126 – in just 9 mins on 20.11.2011. Total time taken from the arrival to the departure of the rake was only 27 mins
Systems comprising of ISO 90012008 Quality Management System, ISO 14001-2004 Environment Management System, OHSAS 18001- 2007 Occupational Health and Safety Management System and ISO 28001-2007 Supply Chain Security Management System by Det Norske Veritas on 22.02.2012 which very few ports in the world has able to receive KPCL discharged a record 559 MT/Hr of crude Sunflower oil from MT. Adfiners Sun on 24.02.2012. A total of 6,983.069 MT was discharged (including tanks squeezing) in just 12 hrs 30 mins
On 09.01.2012, KPCL created an internal record by loading 3,960.38 MTs of steam coal in 59 wagons in just 30 mins
KPCL received certificates for an Integrated Management
Up-gradation of the 4-lane road to 6-lane Additional cargo-wise railway sidings Cargo mechanization: Ship loaders & un-loaders, Conveyor, Stackers & Reclaimers, Wagon loaders & tipplers
Such facilities will enable the port to become the coal hub of INDIA as in the future it will be handling nearly 80 Mn MT of coal, of which about 60 Mn Mt of coal is required for 14,000 MW power plant projects that are coming up around Krishnapatnam Port. Along with economic development Krishnapatnam Port also believes in
On 25.04.2012; KPCL created an internal record in operational management by loading 8,518.19 MTs of granite within 24 hrs in vessel MV. Trade Star
Port set a world record for discharging 122,247 MTs of steam coal from vessel MV. Cohiba in just 24 hours on August 7, 2012 using the conventional unloading system in form of advanced mobile harbor cranes
balanced and sustainable development with the surrounding environment. Krishnapatnam port has the potential to generate almost 150,000 jobs (direct & indirect) leading to the economic and social development of the region. Its final plan will have a handling capacity of 200 mn MTPA with 42 berths. The total quay length will be 12.5 km with a draft of 20 meters, capable of handling 200,000 DWT super capesize vessels. It will have a mega container terminal, ro-ro terminal, liquid bulk terminal, world class bunkering, rig repairing and offshore facilities. It will play a catalytic role in bringing about an industrial revolution in its hinterland by becoming the gateway for exports from and imports to
Krishnapatnam Port creates Port Railway record by handling 323 total no. of rakes in August 2012. Total coal rakes handled in August is 248 (Highest) and total cargo handled is 1.12 million tons (Highest) in a month
Export of Wheat started. The 1st vessel started loading was on 18th Sept with a quantity of 28,345 MT
Krishnapatnam Port Container Terminal received its first ever dedicated feeder service from The Bengal Tiger Line's stable on September 27, 2012
Mediterranean Shipping Company (MSC) started a fixed day call at Krishnapatnam Port Container Terminal (KPCT) every Monday on a weekly basis, starting from October 29, 2012 with a port rotation of Colombo-KPCT-Chennai-Colombo. With its new service at KPCT, it will cater to both export and import sectors of: Europe, North and South America, East and South Africa, North and West Africa, Red Sea and Gulf, Far East and China, Australia and New Zealand.
SEZs, Logistic parks, Cement, Steel & Thermal Power plants. Although Krishnapatnam Port has just set sail it is already creating ripples in shipping circles around the world. This has only been possible due to its skill of building and operating the port in a very high standard giving the utmost value to all its customers. Its belief in innovating, improving and adapting to the needs of its customers is the success formula in making it India's biggest multipurpose port with an infrastructure and logistic setup of international caliber. Krishnapatnam Port is already emerging among India's major ports and will drive economic growth of its region!
Amsterdam Keen to Offer Tailor-Made Ports Authority Solutions to Indian Shippers Amsterdam Ports Authority is keenly looking at the Indian ports and shipping sectors for opportunities for extending tailor-made solutions to potential customers. P.B. (Peter) Overbeek Bloem, Senior Manager Business Climate, Amsterdam Ports Authority, in an exclusive interview tells Wilfred Moraes, Maritime Correspondent, SeaPorts Business, that the combined strength of the Amsterdam port community members could greatly facilitate Indian exporters and importers in reaching out to their European clients. Excerpts.
Amsterdam Ports are highly developed. You are also the original shipbuilders. Now, what kind of collaboration in terms of technology that Amsterdam ports can offer to Indian ports which are currently being modernized? When we talk about development of ports, construction of ports, maybe investing in the ports in the future, there are several opportunities. One of them is that we have a network in Amsterdam called Amsterdam Port Consultancy, where we can combine our available strengths in the area. So when there are requests from this region about development of ports, we can react on that. Apart from that, we are very much interested to see if we can build relations with Indian companies – exporters and
importers – to get cargoes going up to Amsterdam. We have appointed Samsara Group from Mumbai as our agents to communicate to the Indian shipping community and explain what kind of opportunities we can offer in Amsterdam as a port. For us as a Port Authority, we consider the Indian continent as the continent for opportunities for the next 10 years where we have to be and explore possibilities. One of the goals and one of the strong points in Amsterdam is, contrary to our very big brother ports in Antwerp and Rotterdam, we are able to create tailor-made solutions for exporters, importers and shipping lines. Tailor-made solutions in order to find the best and economical way to suit their requirements.
What kind of specific solutions you are talking about? It depends on what kind of
commodities we are talking about. Now, for the container ship liners, we can guide them about what regulations they have to follow and fulfil to enter the ports. Our strategy is different. We are specific about what can we offer to you, for the shipping line, are different from each other. It is not as if we have a list. But if you are a shipping line, we would like to ask you, what would you like us as a port authority, as a port community to do for you? That is different for every port. One of the commodities that we are talking about, for instance, is granite from the east coast. In the past, they always went to Antwerp. We are talking to the ship owners, to the
lines, saying, why don't you chose Amsterdam?
Are you also talking to the shippers? Yes and it depends on who we are talking to at a particular moment. We can create incentives. We can talk about the requirements. And apart from that, we have a very flexible port community. Again, you decide, what you want us to do. We will not say want we want to do. You are a customer.
Some port authorities, like the Italians, had a port mission scouting for collaborations with Indian
ports. They were also offering to upgrade the technology and software of Indian ports. We are relatively fresh in this area. That is why, we are asking our partners, our agents, to come up with ideas to interact with the local port authorities and see what we can develop. Case by case, we can discuss and negotiate. One thing I have learnt from doing business with India is, it is not enough to do it in one or two weeks. You have to invest for years, build relations, and I am absolutely sure, first of all, it will be a long one, and second, the business will come out. But for business, it will be difficult to predict what it will be. But I have a positive feeling. As you know, people here are already disappointed when the economic growth fell to 5.0 percent. In Europe, actually, we are happy when it is 0.5 percent.
Overall, your aim is to have more cargo share, more trade from India Yes. India has a huge volume of cargo to offer, in both directions – imports and exports. I am absolutely sure, we as a port can be of help.
Port Development Allah Nawaz Qabulio, former Director General of Port Qasim Authority, Pakistan, is a maritime expert of international repute. He is Principal Port Engineer, Techno-Consult International. Qabulio's work in Port Planning is globally known as well as his expertise in the fields of Feasibility Studies, Contract Management, Contract Negotiation, Construction Management, and Master Planning Studies. Following are the excerpts from an exclusive interview that SeaPorts Business has had with Qabulio on various issues pertaining to the ports and shipping industries.
‘Plan Terminals at Future Hubs, Lay Stress on inland Connectivity' Against the background of current recessionary conditions, what is the outlook for port operators across the developed world in general and the subcontinent and Asia in particular?
the problems of congestion. What kind of long-term planning is required to reduce this recurring phenomenon which badly effects sea trade, while placing severe financial burden on port users?
In my opinion these conditions are not here to stay. Moreover, planning and subsequent implementation is a time consuming process. So we must not be too much influenced by the present conditions .We should look ahead and plan the future terminals keeping in view the planning of the country's future development, including industrialization, etc.
We don't have that situation in Pakistan. As stated above we must plan a number of ports and terminals to address the issue besides infrastructure for connectivity.
Ports in the sub-continent are perennially dogged by
What is your advice in terms of planning Greenfield ports and container terminals coming up in India following a massive expansion in the country's
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port infrastructure with private sector participation in a big way? Having completed and made operational five Greenfield projects, I am of the opinion to go for the latest state-of- theart ones.
As former DirectorGeneral of Port Qasim Authority, you had s deep insight into the running of a major port. What advice do you offer to port managements which are grappling with various problems today, including growing unrest among port and dock workers?
My advice will be, 'apply the latest tools and learn from the experience of countries where this situation does not exist.'
Could you elaborate the concept of Master Planning, and give an example of a study you had made for any port? Yes. The first thing I did was preparation of a 50-year strategic planning including Master Planning and Navigation channel study for deepening, widening and its improvement through a world reputed hydraulic lab.
Also throw some light the current practices of port
planning and management and what is required to make them more efficient and port user friendly? In these modern days, you have to locate terminals at the forecast future hubs. Provide connectivity, inland depots, look for inland navigation if possible, have separate connectivity through dedicated rail and road, etc. Have confidence in PublicPrivate Partnerships (PPP) and negotiate well agreements with them after fair competition and tendering. Once that's done facilitate them, treat them well as partners in progress and part of Port Authority. Apply technology!
Vibrant Gujarat Summit 2013
The sixth edition of biennial Vibrant Gujarat Global Investors' Summit (VGGIS) will be held from 11 to 13 January 2013 with the Indian ports and shipping sectors getting investor attention. The three-day event is expected to culminate in the signing of MoUs promising huge investments in diverse sectors in the State. The biennial global investor summit is being organised by the Gujarat Government. In the 2011 Summit, over 8,000 MoUs were signed promising investments of a whopping Rs 20 lakh crore. This year, international port authorities and port operators including major players like Israel Ports Company and Port of Antwerp will share technical and management expertise with private port operators in Gujarat.
Ports & Shipping in the Spotlight
The upcoming investment summit, Vibrant Gujarat Global Investors' Summit, 2013 will see more of knowledge sharing on sustainability of ports and shipping sector in the state over fresh investment promises, informed government officials. “Gujarat with its inclusive, sustainable and rapid growth, is emerging as globally preferred place to live in and to do business. Gujarat Maritime Board has set a benchmark for port development in India by developing one of the most successful and unique business models of operation, i.e. Coming out of service mode of development to landlord port development”, according to the sources. "Port operators and authorities from Antwerp, Israel, Russia and other countries will remain present at the summit. Fresh investments in the ports sector will be a derivative of
this summit," said a senior official in the state industries department. The port operators and authorities from overseas are likely to share their expertise to handle large-sized and complex vessels at the ports. Also, they will interact with entrepreneurs and state officials to bring improvement in the management and operations of ports and port traffic. The theme for the port seminar will be enhancing sustainability in Port-led Development in Gujarat. According to the details provided by the state officials, representatives of Israel Ports Company, Port of Antwerp, Port of Rotterdam and those from port authorities of Russia and the US will also mark their presence this Vibrant Summit. Ports serve as the Gateway to
India's international trade by handling over 95% of all Export Import trade in terms of volume and 70% in terms of value. The traffic in terms of cargo handled by Indian ports recorded an impressive compounded annual growth rate (CAGR) of about 6.4% between 2007 and 2012. During the same time, Gujarat's Port registered the CAGR of 14.6%. Ports and Shipping significantly contributes to the three pillars of sustainable development - social, environmental and economic. The officials from these port authorities will showcase strengths of their port facilities and interact with industry and entrepreneurs in the state. This year's Vibrant Gujarat Summit will focus on forging knowledge-led strategic partnerships and global collaborations, said Modi, adding that a series of knowledge-sharing and thematic events have been lined. Delegation from Japan, Canada, US, UK and UAE, besides several Indian States, are expected to attend the event. With a view to generate more employment, the Summit will also focus on the MSMEs. Japan and Canada will again be
partners in the Summit in which business delegations from 30-odd countries would participate, apart from over 5,000 delegates from within India. According to state officials, ports and shipping sector in the state will be one of the key areas that will attract attention from global players. "The state has a robust ports policy that encourages private sector investment. Also, a long coastline provides good potential for ports and shipping industry to develop here. We expect port operators from Europe, US and Russia visiting this VGGIS," said a senior official at Gujarat Maritime Board (GMB). "We will encourage international port authorities to bring their expertise in the port management and technology. Sustainability will be one of the focus areas for GMB this VGGIS," the official informed. In the VGGIS 2011, overall ports and shipping sector had seen investment promises for about Rs 100,000 crore. The previous summits focused on mobilising series of investments across the industry sectors of
Gujarat. However, since the 2011 Summit, the Government has given special emphasis on addressing need for youth development, increasing skill development and creating employment opportunities, creating more women entrepreneurs and giving a boost to the sunrise sectors such as green energy, Maheshwar Sahu, Principal Secretary (Industries), said. Events leading to the Summit will start on January 5 with a series of knowledge-sharing programs, numbering over a hundred. Industry captains from the Tata Group, Reliance Industries, ADA Group, Essar Group, Ford Motors, Mahindra & Mahindra will also be present. In 2011, Sunil Mittal of Bharati Group and Anil Ambani, among others, had favored Gujarat's Chief Minister Narendra Modi to “lead the country”. A highlight of the Summit is the Vibrant Gujarat Global Trade Show spread across an area of more than 100,000 square meters with participation from over 1,000 companies from more than 25 sectors and 14 countries. Over a million people are expected to visit the Trade Show.
Trends As the logistics supply chain gets more sophisticated in India, multi-modal transport is the emerging trend. The Delhi-NCR has become a focal point for multimodal transportation networks, followed by Chennai and Pune, in the south and west respectively. Engineering industries are the biggest users of multi-modal transport, followed by pharmaceuticals. AMTOI is fostering its growth at the national level. We bring you insights from a research report by Frost&Sullivan.
Multimodal Transportation Available Cargo Transport Modes in India and Their Share
1 Driving Factors of Multimodal Transport Usage 1 2 3 4
2 Usage of multimodal transport is highest in the engineering industry- Predominantly Road + Rail Share of Companies Using Multimodal Transportation
Autocomponents Electronics and Communication 0.0%
40.0% 50.0% 60.0% 70.0% Share of Industry Responses (N = 150)
White Paper Most commonly used 'multimodal combinations' for consignments
6 Major Concerns of Non-users of Multimodal Transportation
Mode of transportation is chosen based on the factors such as consignment or product type, transit time, network reach and cost effectiveness. To attain economies of scale, a combination of modes is preferred. Share of Current Users of Multimodal Transport Using these Modes Combination 78%
Retail & FMCG
Electronics & Communication
Poor coordination of roads and rail loading/unloading activities in ports
Lower frequency at desired routes by multimodal operators
Institutional blockages to free flow of transit vehicles and cargo in the hinterland
Incompatible procedures and policy framework
Solution offered by LSP not matching or insufficient to own needs
Lack of confidence on LSP’s abilities
Initiatives or Policies Favouring Multimodal Transportation in India
Association of Multimodal Transport Operators of India (AMTOI)
Multimodal Transportation of Goods Act, 1993
Share of Industry Responses (N = 63)
4 Delhi-NCR is the most important centre for multimodal transportation networks, followed by Chennai and Pune
Most Important Domestic Network Routes for Multimodal Transportation in India
Reduce interruption in the goods movement between origin and destination through multiple modes Liberalize controls, simplify procedure, facilitate smooth flow of international trade Limitations of the Act include waivers given to only entities in business of shipping; specific functions and duties of Competent Authority not defined.
To act as a catalyst for organizing MTOs at the national level and improving the quality of their services. Activities include Events, Publication, Training Programs Association’s representatives included on various committees of Ministry of Shipping, Road Transport & Highways
8 Potential Opportunity Areas for Multimodal Transportation Services in India Growth Opportunities Share of Industry Responses (N = 63)
5 Prominent Benefits Gained or Expected to Gain from Multimodal Transportation Usage
The manufacturing hubs in India located deep in the hinterland far from seaports India’s international trade growing annually at 10-12 percent with rapid rise in containerization of goods
Most Important Domestic Network Routes for Multimodal Transportation in India
The Dedicated Freight Corridors, to be operational by 2015, is expected to catapult rail transportation further 15 million TEUs of annual multimodal logistics forecasted by 2015
Logistics Service providers must tap the growth opportuniti es and End-users must be willing to invest with current market dynamics
End-user preference for a single service provider for end-to-end supply chain solutions rising
Creating Jobs along Port Led Coastline Top Priority, Development says Milind Deora Union Minister of State for Communication & IT Milind Deora, who has been entrusted with the additional charge of Shipping, says his top most priority, along with inviting private participation in the sector, would be to utilise the country's massive coastline by creating economic opportunities. Soon after assuming Shipping responsibility on 31 October 2012, Deora visited Mumbai Port Trust office the very next day, where he held meeting with Rajeev Gupta, Chairman, MbPT and other senior officers. During the meeting, Deora spoke about the future of the ports and discussed the issue with the officials. Later, addressing the media, he stressed the importance of ports and shipping in boosting India's sea trade. The Minister pointed out that alone JNPT handled 60 percent of the country's export-import traffic. “Sea is an untapped resource, specially from recreation point of view and my priority will be to utilise our massive coastline, in terms of employment and investment opportunities in the sector," Deora said, adding, "We aim to use the coastline in a way that allows economic opportunities." Expressing his gratitude to his leaders for bestowing him with the additional responsibility of Shipping portfolio, Deora said, "This (shipping) industry is a barometer of what we can expect from the global economy. In the
area of shipping there are a lot of opportunities like in ship building for Indian companies." He said his Ministry would look at investment proposals from private companies in the sector. Another area that the Minister aims to focus, is the safety of sailors or seafarers. "Other issues of concern are protection of sea fearers, how do we protect them and also people who have invested in the shipping sector," Deora said. The Ministry of Shipping has set a target of awarding 42 projects during the current financial year (2012-13) including two new major port projects. The total cpacity addition would be 245 million tonnes involving 42 projects at an investment of about Rs 14,000 crore.
The Government has selected two sites Sagar island (West Bengal) and Ramyapatnam (Andhra Pradesh) for constructing two new major ports in the country. There are 12 major ports Kandla, Mumbai, Jawaharlal Nehru Port, Marmagao, New Mangalore, Kochi, Tuticorin, Chennai, Ennore, Vishakhapatnam, Paradip and Kolkata-Haldia in India. S Hajara, SCI Chairman and Mr. N N Kumar, Deputy Chairman, JNPT were also present to welcome the newly appointed Shipping Minister of State. Hajara also presented a bouquet to Deora. The Minister said he would also be visiting Shipping Corporation of India and D G Shipping in due course.
Govt. Plans Rs.2.76-lakhcrore Investment for Development Ports by 2020
In an attempt to bring back investor interest in port projects, the Shipping ministry has released a long-term development plan for the sector envisaging investment of more than Rs 2.78 lakh crore by year 2020. The plan, which covers both central and state sector projects, would leave projects worth Rs 1.09 lakh crore for bidding by private companies in major ports alone providing long-term investment opportunities in the sector. The exercise has been forced upon the Shipping Ministry given a lukewarm response to projects put out for bidding in 2012. The Ministry had planned awarding of 23 projects in the 2011-12 financial year, ending March but managed to bid out only one till December-end due to a poor response from companies. Chennai Port had put out a Rs 3,700-crore mega container
Executive Appointment Shipping Corporation of India's Director (Finance) B K Mandal will hold the additional charge of Chairman & Managing Director of the company till further orders, according to the sources. "It has been informed by the
terminal twice but received only one bid from Mundra Port and Special Economic Zone. It is expected to call fresh bids shortly. Kandla Port also postponed its decision to award a project. Only one project for construction of fourth container terminal at Jawaharlal Nehru Port at Rs 6,700-crore has been awarded in 2012. Noticing the lacklustre interest of private sector, Shipping Secretary K Mohandas has written a note explaining various investment plans. He wrote that the Ministry would facilitate investment to increase port capacity in India by two billion tonnes from one billion tonnes currently. “The Maritime Agenda has estimated investment for capacity augmentation projects in the major ports at Rs 1,09,449.41 crore, a major proportion of which is expected to be funded through
private sector participation,” Mohandas said in the note. He added, “It is something that should be done every now and then. We have communicated our investment plans for next few years to the investors.” Mohandas said as the response has been low the target for the current financial year could not be met. “I hope that at least 18 of the total 23 projects that we planned earlier should be awarded,” Mohandas said. Shipping Minister G K Vasan also met Japanese Infrastructure Minister Takeshi Maeda to discuss plans for port development. Indian official sources said the two discussed plans for the ports of Ennore and Chennai as several Japanese companies including Toyota, Nissan and Toshiba have made investment plans for the regions surrounding these ports.
SCI Finance Director Mandal to Hold Additional Charge of CMD Ministry of Shipping that B K Mandal- Director (Finance) of SCI, will hold additional charge of the post of the Chairman & Managing Director of SCI with effect from 1 January 2013 to March 31, 2013 or until further
orders, whichever is earlier," the company said in a filing to the BSE. The development comes in the wake of the retirement of SCI Chairman S Hajara on December 31.
DP World further strengthened its relationship with India's premier gateway port, Jawaharlal Nehru Port, with the ceremonial presentation and formal acceptance of the Letter of Award by DP World Chairman Sultan Ahmed Bin Sulayem for the 330-metre new terminal project and port Chairman L Radhakrishnan, in Mumbai recently.The ceremony was also attended by other senior members of the Jawaharlal Nehru Port Authority and DP World. Once constructed, the new terminal will add 800,000 TEUs (twenty foot equivalent container units) of container capacity to the port, and help ease congestion, as the port is currently operating beyond capacity. The terminal is
DP World & JNPT Mark Awarding of New Container Terminal Project
expected to commence operations in 2015.
in providing world class facilities for India's traders.
Sultan Ahmed Bin Sulayem said, “We are very pleased to have the opportunity to further develop Jawaharlal Nehru Port and contribute in a very direct way to the growth of India's economy by improving the efficiency of the supply chain for importers and exporters,” adding, “We thank the Jawaharlal Nehru Port Authority for the trust placed in us and we look forward to a growing cooperation."
Being one of the strongest emerging economies in the world, with a burgeoning middle class population, India offers immense potential for growth in the maritime sector.
Mohammed Sharaf, Group Chief Executive Officer, DP World, said, "There is a need to develop infrastructure in India, and DP World is privileged to be a partner
With the 330-metre project, DP World will contribute even more to India's growth offering our customers the ability to grow and expand their business in India." The new container terminal has been awarded for a 17-year concession period. It will have 17 hectares of yard and a draft of 13.5 metres, and will be equipped with four rail mounted quay cranes and 12 rubber tyred gantry cranes.
Shree Renuka Sugars Shree Renuka Sugars (SRS) has bagged a project to operate a captive berth in Kandla Port with a capacity of 1.5 million tonne a year. The letter of award was issued to SRS on 27 December 2012, Shipping Ministry sources said. This was after clearance by the Union Cabinet for handing over the requisite land at Kandla Port to SRS for operating the facility. The company expects to start operating the captive jetty in a year, Narendra Murkumbi, Managing Director, SRS, said. “The captive jetty will help us handle larger vessels, Panamax size, and help lower the transportation costs,” he added. In 2011, SRS had commissioned a
Bags Captive Berth at Kandla Port sugar refinery near Kandla Port in the West coast. The capacity of the refinery is 3,000 tonnes a day and co-generation capacity is 45 MW. The facility will help SRS handle raw sugar, refine it to finished sugar at its Kandla refinery facility, and export it. The company expects to handle about one million tonne of raw sugar and about 2.5 lakh tonne of coal to fuel its facilities, Murkumbi said. The capacity creation at port will require investments of Rs 22 crore. The refinery will increase SRS' port-based refining capacity to about 18 lakh tonnes a year. The
company operates a 2,000-tonne-aday sugar refinery near Haldia port on the East coast. In September, Kandla had awarded a project to “Grain Bulk Handling” for developing a two million tonne a year capacity facility on a publicprivate partnership basis. Traffic handled at Kandla Port has seen almost 14.76 percent growth in April-November period of the current fiscal, one of the highest growths registered across ports, supported by higher handling of petroleum products and other agri-products. ______________________________ (Source - The Hindu Business Line)
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Hiranandani in Talks with Hyundai for LNG Terminal at Dighi Port
The Hiranandani Group, a real estate major, is in talks with Koreabased Hyundai Engineering & Construction Co Ltd to build a liquefied natural gas (LNG) terminal at Dighi port in Maharashtra. If the talks materialise, this would mark Hyundai's foray into the LNG terminal construction space in India. The Mumbai-based realty company will set up the eight million tonne terminal for captive use and to cater to consumers in the power and fertiliser sectors. “They (Hyundai) are the lowest bidder and we are negotiating with them,” said Darshan Hiranandani, director, Hindustan Electricity Generation Company ( HEGC), a group company. A management consultant would be appointed for the project shortly. The company plans to commission the project by 2017. Saying it was too early to give investment details about the project, Hiranandani said: “We are working on the project and it is a long way to go.”
The LNG terminal would be Maharashtra's second after Dabhol. The real estate major will also make its LNG foray through privately held HEGC, which spearheads its power plans. Of the eight mt, the group would keep 40 percent for its 2,500-Mw project in Pune, Hiranandani had earlier said in a media interview. HEGC is on track to commission the Pune power project by
December 2014. For the remaining, it is in talks with potential customers in the petroleum marketing, power and fertiliser sectors. However, the company's plan to set up an LNG terminal in West Bengal is still at a preliminary stage. “We have not decided anything on the Haldia project. It is in the middle of the ocean and quite challenging,” said Hiranandani. Analysts say the Haldia project is not attractive because of draft issues and a silted and cycloneprone delta. With another terminal coming up in five years from now, India will have five LNG terminals of 126 million standard cubic meters of gas per day. At present, it has two operational LNG terminals in Gujarat, Petronet LNG at Dahej and Shell Hazira at Hazira, with a total capacity of 13.7 million tonnes per annum or 48 mscmd
Bharati Shipyard Plans Two Projects on East Coast
India's second largest ship builder, Bharati Shipyard Limited, has firmed up plans to set up two mega shipyards on the east coast of the country through the joint venture (JV) route.
Apart from the six shipyards, Bharati has the basic clearance for setting up two major shipyards on the east coast.
The 50 : 50 JV between Bharati Shipyard and Apeejay Shipping, the latter a unit of the Kolkata based Apeejay Surrendra Group, will set up the two shipyards at a cost of USD 769 million. The two yards will be designed to undertake ship building, ship repairs and maintenance activity.
Apeejay Surrendra Group employs close to 42,000 people in rapidly expanding operations in tea, hospitality, shipping, real estate & retail and financial services. The Group continues to guide the conglomerate as it diversifies into new initiatives like shipyards, logistics & knowledge parks.
One of the two shipyards will be near Dhamra in Orissa's Bhadrak district to be spread over 800 to 1,000 acres of land and would have sufficient draft to build and repair ships of 320,000 gross tonnage (GT). It is currently got bogged down to some extent due to the land acquisition problems and also
By operating from six locations Bharati Shipyard has integrated
the meltdown in world economy.
tremendous amount of flexibility to construct a large number of vessels in a limited time period. Each of the six shipyards are well equipped with requisite facilities such as slipways, large fabrication shop, outfit berths & basins, gantry cranes and mobile cranes etc. The company is currently expanding and modernizing its production facilities with plans to expand nationally, in order to build larger vessels over 200 meters in length and oil exploration rigs, the first of which is already being constructed now at its shipyard in Dabhol.
Mumbai Port The Mumbai Port's Offshore Container Terminal project which had faced controversies is finally set to nearing completion. Mumbai Port Trust (MbPT) had signed an Agreement in December 2007 with ICTPL, a JV of Gammon India and Dragados of Spain, to execute the project on BOOT basis for setting up the 1.2 million TEU container terminal project. Some of the hurdles it faced in its execution particularly with regards to connectivity have now been ironed out and the terminal is proposed to get commissioned in October 2013. Being a city port, evacuation of containers was the main hurdle MbPT faced. Containers have to traverse through the entire length of the island city to finally gain access of the highways or the national railway network. MbPT has managed to bypass all these impediments according to officials from the traffic department. The railway lines in the city are already saturated by trains carrying passengers in various locals in super crushed condition with hardly any prospect for increasing the frequency of service. In order to move cargo by rail, the railway authorities had with difficulty agreed to offer a four-hour window
Offshore Container Terminal to be Ready by Oct 2013 at Raoli near Wadala junction to move the cargo rakes in/out the city. But over the years despite the cargo traffic increasing there was no scope to enhance this window.
cargo moving in and out of the port. This will bypass all the congested area. by next October as all the work will have got completed, ” said an MbPT official.
Now the concerned agencies including the Central Railways, Mumbai Metropolitan Region Development Authority (MMRDA), Brihanmumbai Municipal Corporation (BMC) and Mbpt have come up with the solution of laying tracks on the land much of which belongs to MbPT between Wadala and Kurla - which had all along posed a bottleneck. From there on the rakes carrying containers will connect the national railway network.
Containers will also move by road to and from the port. “Another project underway is the elevated road corridor which is nearing completion and runs from Wadibunder in the vicinity of the port all the way to Chembur in the far suburbs. This will be made available to light vehicular traffic besides the port's container traffic. From Chembur the traffic can find easy access to the national highways. Construction of the elevated corridor is being executed by MMRDA and this is due for commissioning before October 2013. The link road which runs on MbPT land from the city and connecting Wadala which is being also used by city traffic will get preference for container traffic.”
“After Kurla the tracks will be diverted to join the railway network. Execution will be done by MMRDA and the Central Railway. MbPT proposes to finance the project and we have asked the Railways to take the matter forward since they are executing the project of laying the tracks. They have been asked to let us know the cost involved. The railways will have to make the arrangement to rehabilitate the affected people. A separate line will be laid between Wadala and Kurla which will serve as a rail corridor for
These two connectivity projects are expected to meet the demand for the container traffic that will be generated by the container terminal and also cater to the future expansion project envisaged. (Source: Maritime Professional)
Kahlon Takes Charge as KoPT Chief R.P.S. Kahlon has taken charge as the new Chairman of the Kolkata Port Trust (KoPT), an official release said. Prior to his appointment as the KoPT
Chairman, the 1984 batch IAS officer, served as the Principal Secretary to West Bengal environment department.
Secretary to departments such as transport, fisheries, sports and youth services, fire and emergency services etc.
Kahlon also served as Principal
(Source - The Hindu Business Line)
Southern Doubts Over New Southern Ports Container Terminals' Viability The global economic uncertainty has put a big question mark on the viability of a new container terminal at Chennai and Ennore ports – together to attract investment worth over Rs 6,000 crore. Also, the container terminal at Katupalli port built by Larsen & Toubro next to Ennore port is ready with the entire necessary infrastructure, including gantry cranes to handle containers. The terminal is likely to be commissioned any time, thus posing a major challenge to both the projects at Ennore and Chennai. However, industry sources say since handling of cargo globally will move towards containers from break bulk, there will be enough business for new container terminals. The presence of container terminals on either side of the port (L&T Kattupalli in the north and Chennai port in the south) will not affect the prospects for the project at Ennore. With an increase in the transport of containerised cargo in future, there will be enough business for all, M.A. Bhaskarchar, Chairman,
Ennore Port Litd (EPL), said recently. The Chennai port's mega container terminal got poor response with the final bidder, Essar Ports, quoting 5.25 percent as revenue share. This, the port felt was too low. The reason cited for the low share was the economic uncertainty. The Port Trust Board has formed a committee to seek a possible increase in the offer. However, sources said that if Essar does not agree for the increase, the Port Trust may be forced to take a decision on the offer.
internal rate of return (IRR) for the port will be 14.11 percent; if it was 5.0 percent the IRR will be 14.91 per cent and if it was 5.25 per cent the IRR will be 14.97 per cent, said sources. The EPL is reviving its container terminal project after the earlier private terminal operator - Bay of Bengal Container Terminal consortium - had to be terminated in October over delay in finalising funds. In the earlier bid, the EPL planned to have a container berth of 1 km. However, this time, it has sought suggestions from potential bidders whether to build the same 1 km berth, or build it in phases – starting with 300 metres. “With the global situation not conducive, we need to ascertain the viability of having a 1 km length berth,” said a port official.
The transaction advisor, iMaritime Consultants, has recommended to the Chennai Port Trust to accept the bid and award the contract in favour of Essar. There has been a global economic slowdown and container handling in Indian ports has been slowing down. In such a situation the viability of the mega project appears weak, and has not attracted many bidders. Hence, the Port Trust should accept the single bidder's offers, it says.
On receiving suggestions from potential bidders, the port will appoint a consultant to start the tender process. Based on the companies' feedback, the port will change some of the parameters to make the project attractive. The terminal is planned for 2013-14, he said.
The consultant said that if the royalty share was 1.5 percent, the
(Source - The Hindu Business Line)
Business Ethics GAC India is now a member of TRACE International, Inc., a non-profit membership association that offers practical and cost-effective anti-bribery compliance solutions for multinational companies. TRACE certification underlines GAC India's strict compliance and ethics policies implemented at its 27 offices around the country. “In today's highly competitive business environment, TRACE
Drydocks Business Maritime World, the leading entity promoting maritime excellence in the region, announced the reduction of tariff rates along all aspects of the business at Dubai Maritime City (DMC) and Jadaf from January 2013. This is in light of Drydocks World – Dubai's 30th Anniversary celebrations in 2013. The reduction by from 2012 rates is aimed at facilitating the growth of the industry at the micro-level and increasing the repair and maintenance options available to small to medium size vessel-owners. “We are able to play our part in the growth and development of the industry, especially the small scale vessel owners, and offer
GAC India Gets TRACE Certification India meets all their anti-bribery and transparency requirements,” says Paul Haegeman, Managing Director of GAC India.
membership attests to our commitment to ethical compliance, and gives existing and potential customers the assurance that GAC
GAC India joins a growing band of GAC offices to hold TRACE certification, sending a strong message to clients that GAC is committed to ethical business practices. Other GAC companies with TRACE certification include operations in Dubai, Indonesia, Nigeria, South Africa and the USA.
Maritime World Slashes DMC Tariff Rates greater value by enhancing the quality of service delivery. We have pledged our support to the small boat-owners and to organizations such as the Dubai Fishermen's Cooperative Association and other such association which benefit small commercial fishermen. They represent our rich maritime heritage and are in danger of being phased out by the great technological strides taken by the industry. Vessel owners registered with the Dubai Fishermen's Cooperative Association will be entitled to a further 10 percent discount on certain services,” said Khamis Juma Buamim, Chairman of Drydocks World and Maritime World.
DMC and Jadaf offer ship lift operation and technical support to vessel owners. The former has ship lifts capable of lifting 3,000 and 6,000 tonnes and the latter, which is located adjacent to Dubai Creek and is one of the oldest shipyards in the region, has ship lifts that can lift 300 tonnes and 2,400 tonnes vessel deadweight. Both yards offer an extensive range of services through contractor companies based within the premises. There is a move to increase the berthing capacity at DMC ship lifts in the near future by adding five dry berths, each berth of 150 meters and wet berths by 200 meters. This would help address increasing demand from the region.
Arshiya's 1 Container Train from North India Reaches Cochin Port
A container train service has commenced from North India to Cochin Port by Arshiya Rail Infrastructure Ltd. The first container train from Jodhpur with 90 twenty foot containers reached the Ernakulam Wharf of Cochin Port at 2 am on 3.4.2012 with a consignment of White Cement for distribution in various parts of Kerala and Tamil Nadu. The train service will be initially byweekly. The train service will facilitate movement of goods from North India at much cheaper rates than by road transit. Later, the return leg may carry import containers coming through Vallarpadam ICTT. The service opens up connectivity between Inland Container Depots in North India to the ICTT.
It is also possible to move consignments like raw-rubber from
Kerala to North India at competitive rates through the rail service.
Management CONCOR Explores Entry Strategy into Coastal Shipping As part of Container Corporation of India Ltd's (Concor) overall strategy of expansion and entry into areas of business that would complement its position as a multimodel logistics service provider, coastal shipping is an area of business the company is examining for making an entry. CONCOR interface with coastal
shipping can be easily established by undertaking all port operations for coastal vessels or only taking up the rail interface for such vessels at port terminals and providing hinterland connectivity. For getting into coastal shipping, Concor can pick up equity stake in sea-going vessels and identify a strategic partner with adequate experience and resources.
CONCOR is committed to providing responsive, cost effective, efficient and reliable logistics solution to its customers. It strives to be the first choice for its customers. CONCOR is a customer focused, performance driven, result oriented organization, focused on providing value for money to its customers.
Chennai Port The Chennai Port Trust has asked Essar Ports, the sole bidder for the Rs 3,683-crore container terminal project at Chennai, to reconsider its offer that had offered a revenue share of 5.25 per cent. At a recent board meeting, it was decided to set up a negotiation committee to review the bid amount, said a senior board member of the Chennai Port Trust. “We have not come to a conclusion what the percentage should be, we will wait for the company to come back,” said the board member. Chennai port is one of the 13 owned by the government of India. Adani Ports and Special Economic Zone Limited ( APSEZ) had shown interest in the project twice. For the first time, it was rejected due to
PPP Projects In a significant policy reform that is expected to spur growth in the country's infrastructure sector, the Indian Government has approved a proposal to delegate more project approval authority to the Shipping Ministry. The move follows persistent delays in implementing various PublicPrivate Partnership (PPP) projects in the port sector, including new container terminals at major gateway ports. “The Ministry of Shipping has been experiencing delays in award of
Essar Ports asked to Review Project Bid the low bid and, second time, due to security clearance. According to a senior port official, Essar Ports has offered a revenue share of 5.25 percent, which is slightly higher than Adani Ports's earlier bid of 5.0 percent. The official added the revenue share offered was too low and the Port Trust was planning to ask Essar Port to increase the share. Essar and Adani were the two final contenders, while seven companies entered the qualification stage for the container terminal project, which will have a capacity to handle four million twenty-foot equivalent units (TEU) per annum. Of the total project cost, Chennai Port Trust's share will be Rs 561
crore, while the private partner, who will build, own and transfer the project, will invest Rs 3,125 crore. The proposed investment includes Rs 963 crore towards breakwater, Rs 362.25 crore for dredging, Rs 496.80 crore to construct berths, Rs 124.20 crore for reclamation and the rest is for others. Essar Ports Limited (EPL) develops and operates ports and terminals and is one of the largest private sector port companies in India by capacity and throughput. It provides services for liquid, dry bulk, break bulk and general cargo. If the company gets the container terminal project at Chennai, this will be first container terminal project. (Source: Business-Standard)
More Powers for Shipping Ministry PPP projects due to the time taken in completing procedures for approval. The enhanced delegation of financial powers to the ministry will accelerate investment approval to PPP projects,” an official statement said. “Besides, cost escalation due to delays in award of projects could also be avoided.” The new guidelines come as the Ministry launched a USD110 billion maritime plan to expand the country's port capacity to 3.2 billion tonnes by 2020, from about 1.0 billion tonnes at present to cope with the projected growth in cargo volumes.
The Shipping Ministry plans to award 42 projects under publicprivate and state-funded developmental schemes during the current fiscal year, which ends March 31, 2013, adding an estimated capacity of about 250 million tons a year. There are 12 major publicly-owned ports in India, equally spread over the west and east coasts, which cumulatively handled 560 million tonnes of cargo in fiscal 2011-12, which ended March 31. Container volume totalled 7.77 million TEUs for the fiscal year.
Karnataka Plans to Build Tadadi Port, despite Centre Development Backing Out
The Ministry of Shipping (MoS) has said it is not feasible to develop a major port at Tadadi in Uttara Kannada district as the required hinterland is still not available. The Ministry has told the Karnataka Government that it would develop the port in phases and to begin with build a small barge-mounted port. However, the state has not accepted the MoS proposal and instead it wants to develop a major port there on its own. The state had approached the Centre for assistance in developing a major port at Tadadi last year. The greenfield port project is
expected to cost Rs 3,800 crore and is being proposed under the publicprivate partnership (PPP) mode. “The Ministry of Shipping had come forward to develop the port earlier this year and they also visited the proposed port site. After conducting the site visit and technical studies, the Ministry told us that they would build only a small barge-mounted port for now. They think there is not enough hinterland. We have told the Ministry that there is enough traffic available as per our detailed project report. The Ministry is yet to give its final opinion on the project,” a top state government official said.
ABG Shipyard Bags SCI Shipbuilding Order to Build Six Vessels ABG Shipyard Limited, country's leading private sector ship building company has bagged a prestigious order amounting to Rs 500 crore ($ 101.40 million) from the state-owned Shipping
Corporation of India (SCI) for the construction of six 80 T Bollard Pull AHTS Vessels. The six vessels, each measuring 63.4 meters with Twin Screw
diesel Engine Driven 2000 DWT, are expected to be delivered within 1 - 2 years with a gap of two months from delivery to delivery. The company's total order book as of date stands at nearly Rs.16,600 crore. Dhananjay Datar, Whole-Time Director and CFO of ABG Group said, “This is a momentous occasion for us as it shows the confidence that SCI has in ABG and its capabilities. SCI is a leading shipping company in India and we value their alliance. We hope a win-win association with SCI for years to come”.
Ennore Port Revives The Terminal Project, Invites PPP Route EoIs for PPP Model Ennore Port Ltd is reviving the development of a Container Terminal after the earlier private terminal operator - Bay of Bengal Container Terminal consortium had to be terminated in October over delay in finalising funds. The EPL has invited expression of interest (EoI) from companies who would like to take up the project on a public-private-partnership mode. Based on the companies' feedback, the port will change some of the parameters to make the project attractive. The terminal is planned for 2013-14, M.A. Bhaskarachar, Chairman, EPL, said recently. The second step is to issue request for qualification, he added. The presence of container terminals on either side of the port (L&T Kattupalli in the north and
Chennai port in the south) will not affect the prospects for the project at Ennore. With an increase in the transport of containerised cargo in future, there will be enough business for all, he said. “We have the advantage of good rail and road connectivity,” he said. The proposed container terminal is to be developed in stages on a modular basis. The strategy should be to develop terminals that can accommodate at least 8,000 twenty foot equivalent unit (TEU) vessels and even 14,000 TEU in future. The development and operation of the terminal will be through the PPP model on BOT basis for a concession period of 30 years according to the Model Concession Agreement /Government of India Guidelines. A back-up portion of land to the
extent of about 2,200 acres is available at present with sufficient waterfront. Ennore port has a potential to develop 20 berths with over 100-million-tonne capacity a year to handle a variety of dry bulk/liquid bulk cargo, automobile units, project cargo and containers. Ennore Port has six berths as of now capable of serving the varied needs of the maritime industry. The first phase of the port development with an investment of Rs1,058 crore created a protected port basin, two coal wharves to accommodate two panamax size vessels of 280 m length each and a depth of (-) 15 m alongside with entrance/approach channel (3,775 m length) and port basin a depth of (-) 16 m and (-) 15.5 m respectively.
Events Domestic & International Domestic Event:
Park Rotana, Abu Dhabi www.fleminggulf.com
Logistics 2013 15 – 17 February 2013 Pragati Maidan, Delhi, India www.ietfindia.in/logistics.aspx
7th Indian Ocean Ports and Logistics 2013 27 - 28 February 2013 Rainbow Hotel, Beira, Mozambique www.transportevents.com
GreenPort South Asia 2013 20 – 22 March 2013 Hotel Trident, Nariman Point, Mumbai, India www.greenportasia.com Cold Chain Pharmaceutical Logistics 2013 2 - 3 May 2013 Hyderabad, India www.nispana.com
TPM Conference 3 - 6 March 2013 Long Beach Convention Center & Hyatt Regency Long Beach, Long Beach, CA, USA www.joc.com/events Breakbulk China 2013 12-15March 2013 www.joc.com/events
India Transport & Logistics Show 2013 2 – 4 May 2013 Pragati Maidan, Delhi, India www.indiawlshow.com
TOC Container Supply Chain Asia 12 - 14 March 2013 HKCEC, Hong Kong www.tocevents-asia.com
India Warehousing Show 2013 2 – 4 May 2013 Pragati Maidan, Delhi, India www.indiawlshow.com
World Ports & Trade Summit 2013 19 – 20 March 2013 St Regis Saadiyat Island Resort, Abu Dhabi www.worldportsandtrade.com
India Cold Chain Show 2013 12 - 14 September 2013 Bombay Convention & Exhibition Centre, Mumbai, India www.indiacoldchainshow.com
11th Intermodal Africa North 2013 27 - 28 March 2013 King Fahd Palace Hotel Dakar, Senegal www.transportevents.com
7th Express, Logistics,& Supply Chain Conclave 26 - 27 September 2013 Hotel Taj Lands End, Mumbai, India www.kamikaze.co.in
Intermodal South America 2013 2 - 4 April 2013 Transamerica Expo Centre, Sao Paulo, Brazil www.intermodal.com.br
Breakbulk Africa Congress 2013 15 - 18 April 2013 www.joc.com/events
7th Philippine Ports and Shipping 2013 30 - 31 January 2013 The Peninsula Manila, The Philippines www.transportevents.com 2nd Annual Supply Chain Middle East Strategy Summit 5 -6 February 2013 Radisson Royal Hotel, Dubai www.fleminggulf.com Port Management Strategy Summit 2013 5 -6 February 2013
1st Med Ports 2013 23 - 24 April 2013 Hilton Alexandria Green Plaza, Egypt www.transportevents.com
Transport logistic 2013 4 - 7 June 2013 New Munich Trade Fair Centre, Munich, Germany www.transportlogistic.de TOC Container Supply Chain Europe 2013 25 - 27 June 2013 Ahoy, Rotterdam, The Netherlands www.tocevents-europe.com 11th ASEAN Ports and Shipping 2013 11 - 12 July 2013 Windsor Plaza Hotel, Ho Chi Minh City, Vietnam www.transportevents.com 10thNavalshore 2013 6 - 8 August 2013 Sulamerica Convention Centre, Rio de Janeiro, Brazil www.ubmnavalshore.com.br Marine Maintenance World Expo 2013 10-12 September 2013 Brussels, Belgium www.marinemaintenanceworldexpo. com 2nd Black Sea Ports and Shipping 2013 11 - 12 September 2013 The Marmara Taksim, Istanbul, Turkey www.transportevents.com 8th Southern Asia Ports, Logistics and Shipping 2013 23 - 24 October 2013 The Leela Kempinski Hotel Mumbai, India www.transportevents.com
Breakbulk Europe 2013 14 - 16 May 2013 www.joc.com/events
11th Intermodal Africa South 2013 28 - 29 November 2013 Feather Market Convention Center, Port Elizabeth, South Africa www.transportevents.com
9th Trans Middle East 2013 29 - 30 May 2013 Phoenicia InterContinental Hotel, Beirut, Lebanon www.transportevents.com
Marintec China 2013 3 - 6 December 2013 Shanghai New International Expo Centre, Shanghai, China www.marintecchina.com
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