Mumbai: Mukesh Ambani-owned Reliance Industries Ltd will hire a global container terminal operator for its planned 2.6 million twenty-foot equivalent units (teu) a year facility at the Rewas port in Maharashtra.
A teu is the standard size of a container and is a common measure of capacity in the container business.
“We don’t have expertise in running container terminals,” said K.V. Natarajan, president, Rewas Ports Ltd. “Hence, we plan to have a strategic alliance with a global specialist in running container terminals or a container shipping firm and have started a dialogue in that direction.” He declined to elaborate.
Rewas Ports, which is 65% owned by various group companies operating under Reliance Industries, is building an all-weather deep draught (depth) port just 10km south of the central-government owned Jawaharlal Nehru Port, India’s busiest container port.
Amma Lines Ltd holds a 24% stake in Rewas Ports, while the balance 11% equity is owned by Maharashtra Maritime Board, the maritime regulator that oversees the development of ports owned by the state government.
Rewas port will be built in three phases. The first phase development costing Rs5,114 crore will involve 10 cargo handling berths with a capacity to handle 55 million tonnes (mt) of cargo. The new port will start operations on a 50-year contract beginning October 2010.
Since it is a port owned by the state government, Rewas Ports will be free to fix its own tariffs without consulting a regulator. However, the tariffs for cargo handling services at the 12 Union government-owned ports are set by the Tariff Authority for Major Ports.
When fully operational by 2040, Rewas port will have 70 berths with a capacity to handle 457mt of cargo, which is almost equal to the total cargo handled at the 12 Union government ports in the country.
These 12 ports handled 464mt of cargo in the 12 months to March 2007, compared with a capacity of 508mt.
Natarajan said that Rewas Ports will float global tenders in September to award the dredging work at the port that is estimated to cost about Rs1,800 crore.
The port will have a depth of 14.5 metres to start with and this will be increased to 20 metres in a phased manner.
The dredging contract at Rewas will be the biggest of such work ever executed in the country, bigger than the dredging work for the Sethusamudram ship channel project. It involves dredging 120 million cubic metres of stone, mud, sand and silt from the seabed.
A consortium of banks led by ICICI Bank Ltd has agreed to lend about Rs3,400 crore for the phase one development of the port, Natarajan said.
According to the union shipping ministry, the container cargo traffic at Indian ports is expected to grow to 12.5 million teu by 2011-12. Of this, 93% or 11.7 million teu are expected to be handled by the 12 Union government-owned ports.
The balance would be handled at ports owned by the state governments and which are being developed with private investments such as Rewas, Mundra, Pipavav, Hazira, Gangavaram, Pondicherry, Vizhinjam, Vijaydurg and Dighi, among others.
Friday, September 14, 2007
Saturday, July 7, 2007
Babu Rajeev is Vizhinjam Sea Port MD
Thiruvananthapuram, July 6: The Kerala Government today appointed Mr C Babu Rajeev as the Managing Director of the Vizhinjam International Seaport Ltd.
Briefing newspersons here after a meeting of the state Cabinet, Chief Minister V S Achuthanandan said the senior official earlier held the posts of chairman of the Kochi Port Trust and Managing Director of the Cochin International Airport Ltd (CIAL).
The Kerala government was according utmost priority to the implementation of the project which has a huge potential to boost the economy of the state.The project structured in public-private partnership (PPP) format is envisaged in three phases. The estimated cost of the Phase I development is Rs. 1,850 crore and that for the whole project Rs 4,360 crore.
The company was set up mainly to provide external support infrastructure like road- rail connectivity, water and power supply to the port, facilitating the establishment of port-based special economic zone and free trade warehousing zones apart from overseeing the implementation of the port project by the private developer.
Thiruvananthapuram, July 6: The Kerala Government today appointed Mr C Babu Rajeev as the Managing Director of the Vizhinjam International Seaport Ltd.
Briefing newspersons here after a meeting of the state Cabinet, Chief Minister V S Achuthanandan said the senior official earlier held the posts of chairman of the Kochi Port Trust and Managing Director of the Cochin International Airport Ltd (CIAL).
The Kerala government was according utmost priority to the implementation of the project which has a huge potential to boost the economy of the state.The project structured in public-private partnership (PPP) format is envisaged in three phases. The estimated cost of the Phase I development is Rs. 1,850 crore and that for the whole project Rs 4,360 crore.
The company was set up mainly to provide external support infrastructure like road- rail connectivity, water and power supply to the port, facilitating the establishment of port-based special economic zone and free trade warehousing zones apart from overseeing the implementation of the port project by the private developer.
Friday, June 1, 2007
Vizhinjam: Pact signed with RITES
Our Bureau
Thiruvananthapuram May 31 The Kerala Government has signed an agreement with Rail India Technical and Economic Service Ltd (RITES) for preparing a detailed report on establishing road and rail connectivity to the proposed international container transhipment terminal at Vizhinjam, near here.
The Minister for Ports, Mr M. Vijayakumar, who presided over the function here on Thursday, said that the contract for execution of the project was expected to be finalised by December.
Thiruvananthapuram May 31 The Kerala Government has signed an agreement with Rail India Technical and Economic Service Ltd (RITES) for preparing a detailed report on establishing road and rail connectivity to the proposed international container transhipment terminal at Vizhinjam, near here.
The Minister for Ports, Mr M. Vijayakumar, who presided over the function here on Thursday, said that the contract for execution of the project was expected to be finalised by December.
Sunday, May 6, 2007
V-MAC Painting Competition - Prize -Golden Ship
On May 13th Sunday , Vizhinjam Motherport Action Council is organising a Painting competition for children and young people .
Theme "Vizhinjam - My Dream"
The competition will be held at Sankhumukham beach . Time 4-5pm
Spot Registration only. Registration free.
Participants will have to bring the painting materials. Drawing paper will be provided .
Competition will be for two categories : Children upto 5th std (those who wrote exams of V)
Children from 6th std onwards. Upto Plus 2 students can participate
First Prize - a "Golden Ship"
Second and Third prizes - smaller ships
+ Gift Hampers
Certicates will be given to all
Wednesday, April 25, 2007
Rotterdam Port
Description of the Port
The port in brief
Rotterdam is Europe’s largest logistic and industrial hub. The port is the gateway to a European market of 450 million consumers. More than 500 scheduled services link Rotterdam with over 1000 ports worldwide. Throughput in 2005 amounted to 370 million tonnes.
The port of Rotterdam is situated directly on the North Sea. The very largest ocean-going vessels have unrestricted access around the clock, seven days a week. The port has a depth of 24 metres (75 feet) and Rotterdam has no locks. The many maritime service providers guarantee rapid turnaround times.
The port and industrial area stretches over a length of 40 kilometres and covers 10,000 hectares. Companies can find all imaginable facilities here for cargo handling, distribution and industry. A lot of auxiliary services are also on hand. Rotterdam is, for example, Europe’s cheapest bunker port. Due to the size of the operations, the port offers significant advantages of scale.
The European market is accessible from Rotterdam via five competing modalities: road, rail, inland shipping, coastal shipping and pipeline. Goods which arrive in Rotterdam in a morning can be in, for example, Germany, Belgium, France or Great Britain the same afternoon. One of the main advantages of Rotterdam is its location on the estuary of the rivers Rhine and Maas. As a result, efficient and economical transport by inland vessel is possible deep into the heart of Europe.
The port of Rotterdam is investing all the time to expand and improve its service. The most high-profile project is the pending construction of Maasvlakte 2, a new port and industrial zone in the North Sea, providing 1000 hectares of industrial sites with direct access to deep waters.
The port in brief
Rotterdam is Europe’s largest logistic and industrial hub. The port is the gateway to a European market of 450 million consumers. More than 500 scheduled services link Rotterdam with over 1000 ports worldwide. Throughput in 2005 amounted to 370 million tonnes.
The port of Rotterdam is situated directly on the North Sea. The very largest ocean-going vessels have unrestricted access around the clock, seven days a week. The port has a depth of 24 metres (75 feet) and Rotterdam has no locks. The many maritime service providers guarantee rapid turnaround times.
The port and industrial area stretches over a length of 40 kilometres and covers 10,000 hectares. Companies can find all imaginable facilities here for cargo handling, distribution and industry. A lot of auxiliary services are also on hand. Rotterdam is, for example, Europe’s cheapest bunker port. Due to the size of the operations, the port offers significant advantages of scale.
The European market is accessible from Rotterdam via five competing modalities: road, rail, inland shipping, coastal shipping and pipeline. Goods which arrive in Rotterdam in a morning can be in, for example, Germany, Belgium, France or Great Britain the same afternoon. One of the main advantages of Rotterdam is its location on the estuary of the rivers Rhine and Maas. As a result, efficient and economical transport by inland vessel is possible deep into the heart of Europe.
The port of Rotterdam is investing all the time to expand and improve its service. The most high-profile project is the pending construction of Maasvlakte 2, a new port and industrial zone in the North Sea, providing 1000 hectares of industrial sites with direct access to deep waters.
Vehicle transhipment via Colombo port booms
Port of Colombo has gained high recognition during the first three months of this year in transshipment of vehicles manufactured in India, to other countries.
The Port is being used as the transshipment hub for vehicles manufactured in Maruti and Tata companies in India which are exported to South Africa, Ghana, Italy, Spain, Turkey, Malta and Alexandria.
Vehicles carried in small vessels from Mumbai in India are unloaded at the Port of Colombo and transhipped to other countries in huge vehicle carrier vessels.
In 2006, Colombo Port and India have transshipped 3018 vehicles. From January 1 to April 14 this year, there had been 2357 vehciles transshipped. Recently another 886 number of vehicles and 117 numbers of vehicles were transshipped via the vehicle carriers, "Bellong" and "Sagaterious Leader".
The security and efficient services offered by the Sri Lanka Ports Authority in transshipment of vehicles have also gained higher recognition of relevant agent institutions involved in vehicle transshipments enabling an increasing number of vehicle transshipments at the Port. Hence it has also contributed towards the growth of revenues of the Sri Lanka Ports Authority.
The Port is being used as the transshipment hub for vehicles manufactured in Maruti and Tata companies in India which are exported to South Africa, Ghana, Italy, Spain, Turkey, Malta and Alexandria.
Vehicles carried in small vessels from Mumbai in India are unloaded at the Port of Colombo and transhipped to other countries in huge vehicle carrier vessels.
In 2006, Colombo Port and India have transshipped 3018 vehicles. From January 1 to April 14 this year, there had been 2357 vehciles transshipped. Recently another 886 number of vehicles and 117 numbers of vehicles were transshipped via the vehicle carriers, "Bellong" and "Sagaterious Leader".
The security and efficient services offered by the Sri Lanka Ports Authority in transshipment of vehicles have also gained higher recognition of relevant agent institutions involved in vehicle transshipments enabling an increasing number of vehicle transshipments at the Port. Hence it has also contributed towards the growth of revenues of the Sri Lanka Ports Authority.
Singapore takes over Gwadar
Singapore takes over Pakistani port
By Syed Fazl-e-Haider QUETTA, Pakistan -
Gwadar port on the Arabian Sea in the southwestern Pakistani province of Balochistan has been handed over to a Singaporean firm, which will run it for 40 years. The concession agreement for handing over operating rights of the seaport to the Port of Singapore Authority was signed on Tuesday between the Gwadar Port Authority (GPA) and the concession-holder company (CHC), a subsidiary of PSA International. Under the deal, the first ship and cargo will be handled at Gwadar port next month. Under the agreement, the GPA will receive revenues from PSA over a period of 40 years. The investment, revenues and income received from Gwadar port's entire operations have been estimated at between US$23.6 billion and $42.2 billion. The concession holder has committed to installing two additional quayside gantry cranes for the handling of containers within nine months. The PSA will also undertake construction of 14 more berths in a 4.5-square-kilometer area beside the existing three berths. The cargo-handling capacity of Gwadar port will be expanded by up to 300 million tonnes from the current 50 million tonnes within the next two decades. China financed 80% of the project's $248 million initial development costs. In December, a consortium led by PSA won the contract to operate the deepsea port on the Arabian Sea. Under the agreement, PSA will run the port for 40 years, during which time it will be exempted from corporate tax. Pakistan's AKD Group is part of the Singaporean consortium. PSA has envisaged investing $3 billion in the project, of which $550 million would be invested in the first five years. PSA International is owned by the Singaporean government's investment-holding company Temasek. Strategically located Gwadar will be a significant addition to PSA's global network of deepsea ports. PSA is a global leader in the ports and terminals business, operating 20 port projects in 11 countries - Singapore, Belgium, Brunei, China, India, Italy, Japan, the Netherlands, Portugal, South Korea and Thailand. The CHC will establish three separate operating companies for different business areas, which will enjoy a complete - federal, provincial and local - tax holiday for the first 20 years of the concession. The materials and equipment that will be used in the construction and operation of the port will also be tax-free. Likewise, the bunker oil used in the port or sold to visiting ships will be free of duty. These privileges will remain throughout the concession period. Under the agreement, the CHC will pay a fixed share of its revenues to the GPA. Pakistan will get a 9% share in income and revenue from the first day for the cargo operations and marine services. Three companies will work under the operator of Gwadar port. One company will manage the port area and cargo operation; the second will handle marine functions such as pilotage; and the third company will operate a "Free Trade Zone". Pakistan will get 15% of the revenue from the Free Trade Zone, where warehouses and other facilities will be constructed by the PSA. The Free Trade Zone is aimed at developing facilities and businesses that are conducive to the growth of the port. The concession holder will develop at least 20% of required facilities within the zone. The remainder will be developed by either the concession holder or other investors. The exports of goods from the Free Trade Zone into Pakistan or vice versa are subject to normal import and export duties. As well as being responsible for navigational safety and security, the GPA will develop and maintain the common port infrastructure including access channels, breakwaters and access roads. The international management-consulting firm Arthur D Little, which has extensive global experience and expertise in port planning and negotiations with port and terminal concession holders, has acted as technical adviser to the GPA during the process. Under the concession, two terminal areas, including a multipurpose terminal area, will be developed. The terminal areas will be expanded in an easterly direction up to a total length of 4.2km and cater for various types of cargo. The container terminal area is located along the western and northwestern coastline of the East Bay and is to be developed by the CHC. Initially, the GPA expects foreign investment of $5 billion to $8 billion in the multipurpose terminal area; the cost of relatedequipment will be be $1 billion to $1.5 billion; the terminals will cost $2 billion to $4 billion; the cost of the Free Zone development is expected to be $1.5 billion to 2.5 billion; while the marine services and others will cost $500 million. The GPA is to receive revenues from the CHC over the next 40 years estimated at between $17 billion and $31 billion. The revenue to be generated from containers and other cargo is projected at $10 billion to $18 billion; the Free Trade Zone is expected to generate $3 billion to $6 billion; and the terminals will generate an expected $4 billion to $8 billion during the period. Some ports and shipping experts in Pakistan believe the revenue-sharing formula goes against the country's interests. They contend that the negotiators have overlooked the fact that if the port stopped operating there would be no revenue. According to the experts, the GPA or the national exchequer will bear the permanent costs of navigational-channel maintenance, dredging, security and firefighting. The experts have also objected to leasing Gwadar port for a 40-year period. They say the longest acceptable long-term contract period is 25 years, mid-term 10-15 years and short-term five to seven years. Even in cases where a port is given over on a "build, operate and transfer" basis and operators bring in all the required equipment, they say the maximum lease period never exceeds 20-25 years. It is expected that with Gwadar port operational, Pakistan will become a key player in the Persian Gulf region and serve as an energy corridor for Central Asia, South Asia and western China. With the exception of Chahbahar port in Iran, Gwadar will be the only free port between Dubai and Colombo providing container storage and warehousing facilities. Gwadar has been designed to be operated as a hub port, and it aims to provide better investment incentive packages than regional ports such as the United Arab Emirates' Jebel Ali, Hong Kong, and Singapore. The port project aims to accommodate facilities that will help to develop Gwadar as an industrial city - privately owned warehouses and cold storage, private cargo-handling equipment, truck yards, and corporate infrastructure such as offices along the same lines as Jebel Ali, Hong Kong, Malaysia and Singapore. As a free-trade zone and as a corridor to the Central Asian republics, Gwadar offers great opportunities for investors. Pakistan has already declared Gwadar a special economic zone and all imports coming through this zone will be exempted from customs duty and sales tax along with concessions on income tax. Pakistan has reportedly decided to give a seven-year tax exemption to industrial and commercial establishments in the Gwadar Special Economic Zone (GSEZ). This is expected to boost both domestic and foreign investment in the area, especially in such sectors as fish-processing, real estate, and tourism-related infrastructure and services. Moreover, the Ministry of Ports and Shipping has recommended that the GSEZ be exempted from the Foreign Exchange Regulation Act of 1947 and the Protection of Economic Reforms Act of 1992. The Central Board of Revenue is of the view that no area in Pakistan could be exempted from these laws except as provided in the constitution, as in the case of the Federally Administered Tribal Areas and Provincially Administered Tribal Areas. The challenge before Pakistan is to attract international investors by trumpeting its incentive packages for investment in Gwadar Free Trade Zone. Pakistan plans to spend $7 billion in the next eight years to improve the country's road infrastructure, completing a network linking China and South Asia through Gwadar by 2014. Because of its geo-strategic location, Gwadar has the potential to become a regional maritime hub. The 14.5-meter draft of the port will be able to accommodate up to "fifth-generation" ships, including Panamax and mother vessels. Islamabad firmly believes that the Gwadar port is a key entry point for energy supplies for Central and South Asia, as well as western China. It will allow the expansion of oil trade in the region, as it provides the shortest possible route to landlocked, oil-rich Central Asian states.
By Syed Fazl-e-Haider QUETTA, Pakistan -
Gwadar port on the Arabian Sea in the southwestern Pakistani province of Balochistan has been handed over to a Singaporean firm, which will run it for 40 years. The concession agreement for handing over operating rights of the seaport to the Port of Singapore Authority was signed on Tuesday between the Gwadar Port Authority (GPA) and the concession-holder company (CHC), a subsidiary of PSA International. Under the deal, the first ship and cargo will be handled at Gwadar port next month. Under the agreement, the GPA will receive revenues from PSA over a period of 40 years. The investment, revenues and income received from Gwadar port's entire operations have been estimated at between US$23.6 billion and $42.2 billion. The concession holder has committed to installing two additional quayside gantry cranes for the handling of containers within nine months. The PSA will also undertake construction of 14 more berths in a 4.5-square-kilometer area beside the existing three berths. The cargo-handling capacity of Gwadar port will be expanded by up to 300 million tonnes from the current 50 million tonnes within the next two decades. China financed 80% of the project's $248 million initial development costs. In December, a consortium led by PSA won the contract to operate the deepsea port on the Arabian Sea. Under the agreement, PSA will run the port for 40 years, during which time it will be exempted from corporate tax. Pakistan's AKD Group is part of the Singaporean consortium. PSA has envisaged investing $3 billion in the project, of which $550 million would be invested in the first five years. PSA International is owned by the Singaporean government's investment-holding company Temasek. Strategically located Gwadar will be a significant addition to PSA's global network of deepsea ports. PSA is a global leader in the ports and terminals business, operating 20 port projects in 11 countries - Singapore, Belgium, Brunei, China, India, Italy, Japan, the Netherlands, Portugal, South Korea and Thailand. The CHC will establish three separate operating companies for different business areas, which will enjoy a complete - federal, provincial and local - tax holiday for the first 20 years of the concession. The materials and equipment that will be used in the construction and operation of the port will also be tax-free. Likewise, the bunker oil used in the port or sold to visiting ships will be free of duty. These privileges will remain throughout the concession period. Under the agreement, the CHC will pay a fixed share of its revenues to the GPA. Pakistan will get a 9% share in income and revenue from the first day for the cargo operations and marine services. Three companies will work under the operator of Gwadar port. One company will manage the port area and cargo operation; the second will handle marine functions such as pilotage; and the third company will operate a "Free Trade Zone". Pakistan will get 15% of the revenue from the Free Trade Zone, where warehouses and other facilities will be constructed by the PSA. The Free Trade Zone is aimed at developing facilities and businesses that are conducive to the growth of the port. The concession holder will develop at least 20% of required facilities within the zone. The remainder will be developed by either the concession holder or other investors. The exports of goods from the Free Trade Zone into Pakistan or vice versa are subject to normal import and export duties. As well as being responsible for navigational safety and security, the GPA will develop and maintain the common port infrastructure including access channels, breakwaters and access roads. The international management-consulting firm Arthur D Little, which has extensive global experience and expertise in port planning and negotiations with port and terminal concession holders, has acted as technical adviser to the GPA during the process. Under the concession, two terminal areas, including a multipurpose terminal area, will be developed. The terminal areas will be expanded in an easterly direction up to a total length of 4.2km and cater for various types of cargo. The container terminal area is located along the western and northwestern coastline of the East Bay and is to be developed by the CHC. Initially, the GPA expects foreign investment of $5 billion to $8 billion in the multipurpose terminal area; the cost of relatedequipment will be be $1 billion to $1.5 billion; the terminals will cost $2 billion to $4 billion; the cost of the Free Zone development is expected to be $1.5 billion to 2.5 billion; while the marine services and others will cost $500 million. The GPA is to receive revenues from the CHC over the next 40 years estimated at between $17 billion and $31 billion. The revenue to be generated from containers and other cargo is projected at $10 billion to $18 billion; the Free Trade Zone is expected to generate $3 billion to $6 billion; and the terminals will generate an expected $4 billion to $8 billion during the period. Some ports and shipping experts in Pakistan believe the revenue-sharing formula goes against the country's interests. They contend that the negotiators have overlooked the fact that if the port stopped operating there would be no revenue. According to the experts, the GPA or the national exchequer will bear the permanent costs of navigational-channel maintenance, dredging, security and firefighting. The experts have also objected to leasing Gwadar port for a 40-year period. They say the longest acceptable long-term contract period is 25 years, mid-term 10-15 years and short-term five to seven years. Even in cases where a port is given over on a "build, operate and transfer" basis and operators bring in all the required equipment, they say the maximum lease period never exceeds 20-25 years. It is expected that with Gwadar port operational, Pakistan will become a key player in the Persian Gulf region and serve as an energy corridor for Central Asia, South Asia and western China. With the exception of Chahbahar port in Iran, Gwadar will be the only free port between Dubai and Colombo providing container storage and warehousing facilities. Gwadar has been designed to be operated as a hub port, and it aims to provide better investment incentive packages than regional ports such as the United Arab Emirates' Jebel Ali, Hong Kong, and Singapore. The port project aims to accommodate facilities that will help to develop Gwadar as an industrial city - privately owned warehouses and cold storage, private cargo-handling equipment, truck yards, and corporate infrastructure such as offices along the same lines as Jebel Ali, Hong Kong, Malaysia and Singapore. As a free-trade zone and as a corridor to the Central Asian republics, Gwadar offers great opportunities for investors. Pakistan has already declared Gwadar a special economic zone and all imports coming through this zone will be exempted from customs duty and sales tax along with concessions on income tax. Pakistan has reportedly decided to give a seven-year tax exemption to industrial and commercial establishments in the Gwadar Special Economic Zone (GSEZ). This is expected to boost both domestic and foreign investment in the area, especially in such sectors as fish-processing, real estate, and tourism-related infrastructure and services. Moreover, the Ministry of Ports and Shipping has recommended that the GSEZ be exempted from the Foreign Exchange Regulation Act of 1947 and the Protection of Economic Reforms Act of 1992. The Central Board of Revenue is of the view that no area in Pakistan could be exempted from these laws except as provided in the constitution, as in the case of the Federally Administered Tribal Areas and Provincially Administered Tribal Areas. The challenge before Pakistan is to attract international investors by trumpeting its incentive packages for investment in Gwadar Free Trade Zone. Pakistan plans to spend $7 billion in the next eight years to improve the country's road infrastructure, completing a network linking China and South Asia through Gwadar by 2014. Because of its geo-strategic location, Gwadar has the potential to become a regional maritime hub. The 14.5-meter draft of the port will be able to accommodate up to "fifth-generation" ships, including Panamax and mother vessels. Islamabad firmly believes that the Gwadar port is a key entry point for energy supplies for Central and South Asia, as well as western China. It will allow the expansion of oil trade in the region, as it provides the shortest possible route to landlocked, oil-rich Central Asian states.
why cant we use it?
NRI deposits in Kerala banks on a high
Thiruvananthapuram, April 24: NRI deposits in Kerala banks touched a new high of Rs.329 billion on Dec 31, 2006.NRI deposits in 3,539 branches of various banks grew from Rs.288 billion in December 2005 to Rs.329 billion, constituting 38.42 percent of all deposits in the state's banks, said figures released at a bankers' committee meet here Tuesday.Details of the NRI deposits show that the State Bank group leads the pack with a total of Rs.124 billion, followed by private sector banks with Rs.101 billion. Then come nationalised banks with Rs.97 billion.The State Bank of Travancore, Kerala's own bank, leads all other banks with a record Rs.81 billion. Among private sector banks, the Federal Bank leads with Rs.48 billion.Kerala has a record two million Keralites working abroad, of which close to 85 percent are in the Middle East.
--- IANS
Thiruvananthapuram, April 24: NRI deposits in Kerala banks touched a new high of Rs.329 billion on Dec 31, 2006.NRI deposits in 3,539 branches of various banks grew from Rs.288 billion in December 2005 to Rs.329 billion, constituting 38.42 percent of all deposits in the state's banks, said figures released at a bankers' committee meet here Tuesday.Details of the NRI deposits show that the State Bank group leads the pack with a total of Rs.124 billion, followed by private sector banks with Rs.101 billion. Then come nationalised banks with Rs.97 billion.The State Bank of Travancore, Kerala's own bank, leads all other banks with a record Rs.81 billion. Among private sector banks, the Federal Bank leads with Rs.48 billion.Kerala has a record two million Keralites working abroad, of which close to 85 percent are in the Middle East.
--- IANS
Sunday, April 22, 2007
Plea to advance Vizhinjam construction schedule
Plea to advance Vizhinjam construction schedule
Special Correspondent
`Construction being deliberately delayed'
Call to constitute task force to coordinate the project
Thiruvananthapuram: The Janapaksham people's movement for the Vizhinjam mother port project has alleged a conspiracy behind the December 2008 schedule announced by the Government for commencement of the project.
The executive council of Janapaksham which met here on Saturday said, the construction was deliberately being delayed to help rival ports pick up pace. The council urged the Government to constitute a task force and appoint an IAS officer to coordinate the project. It stressed on the need to accord nodal agency status to the Vizhinjam International Seaport Limited, the special purpose company for the project.
The meeting called for curtailing the time set for the tender formalities and to seek Central clearance for the bidders before opening the tenders. Participants in the meeting observed that the formalities could be completed by December this year, clearing the way for construction activities to begin in January 2008.
Recalling that only two companies had submitted bids during the previous UDF regime despite the sizeable turnout at the investors' meet, they called for a global campaign to sustain the interest in the project.
The meeting called on the Government to formulate a new action plan with a revised schedule.
S. Shooja presided over the meeting. K.C.S. Nair, Wilfred Kulas, T.G. Swaminathan, S. Dominic and Elias John participated.
Special Correspondent
`Construction being deliberately delayed'
Call to constitute task force to coordinate the project
Thiruvananthapuram: The Janapaksham people's movement for the Vizhinjam mother port project has alleged a conspiracy behind the December 2008 schedule announced by the Government for commencement of the project.
The executive council of Janapaksham which met here on Saturday said, the construction was deliberately being delayed to help rival ports pick up pace. The council urged the Government to constitute a task force and appoint an IAS officer to coordinate the project. It stressed on the need to accord nodal agency status to the Vizhinjam International Seaport Limited, the special purpose company for the project.
The meeting called for curtailing the time set for the tender formalities and to seek Central clearance for the bidders before opening the tenders. Participants in the meeting observed that the formalities could be completed by December this year, clearing the way for construction activities to begin in January 2008.
Recalling that only two companies had submitted bids during the previous UDF regime despite the sizeable turnout at the investors' meet, they called for a global campaign to sustain the interest in the project.
The meeting called on the Government to formulate a new action plan with a revised schedule.
S. Shooja presided over the meeting. K.C.S. Nair, Wilfred Kulas, T.G. Swaminathan, S. Dominic and Elias John participated.
Wednesday, April 18, 2007
Vizhinjam port investor meet elicits `good response'
Vizhinjam port investor meet elicits `good response'
Our Bureau
More than 30 cos attend the meeting
Port developmentThe project envisages the development of the port in a financially and environmentally sustainable manner, said the Kerala Chief Minister, Mr V.S. Achuthanandan, while addressing the meet.
Thiruvananthapuram April 17 The Kerala Government received what officials described as "good response" to a global investors' meet organised on Tuesday to showcase the proposed Vizhinjam International Transshipment Terminal.
More than 30 companies, including many foreign ones, attended the meeting that got under way in the evening, sources said.
Among those who have evinced interest in the project are Reliance Industries, the Anil Dhirubhai Ambani Group, Gammon India, SCI, Ashok Leyland Project Services, L&T ECC, Soma Enterprises, Zoom Developers, J.M. Baxi Group, Lanco Infratech, Macknight Infrastructure and Afcons Infrastructure.
The list of foreign companies featured Maersk (Denmark), VTU Millennium (Singapore), Rosoborone (Russia), NISSIN Corporation (Japan), Beckett Rankine (the UK), Italian-Thai Development Company, Cyan Holdings BV (The Netherlands), and Piolix Christophe Investors and Developers (France). A consortium comprising Obocon Inc of the US, KGL Transport of Kuwait, Astra International of Indonesia and Mumbai-based Unity Infrastructure is learnt to have sent its representative to the meet.
The project envisages the development of the port in a financially and environmentally sustainable manner, said Chief Minister Mr V.S. Achuthanandan, while addressing the meet. Apart from the mature institutional structure already in place in the maritime domain of the State Government, a special purpose vehicle called Vizhinjam International Seaport Company has been created to conceptualise and develop the port.
"We have spared no efforts in the design and development of this project and in scientifically establishing its commercial viability," Mr Achuthanandan said
Our Bureau
More than 30 cos attend the meeting
Port developmentThe project envisages the development of the port in a financially and environmentally sustainable manner, said the Kerala Chief Minister, Mr V.S. Achuthanandan, while addressing the meet.
Thiruvananthapuram April 17 The Kerala Government received what officials described as "good response" to a global investors' meet organised on Tuesday to showcase the proposed Vizhinjam International Transshipment Terminal.
More than 30 companies, including many foreign ones, attended the meeting that got under way in the evening, sources said.
Among those who have evinced interest in the project are Reliance Industries, the Anil Dhirubhai Ambani Group, Gammon India, SCI, Ashok Leyland Project Services, L&T ECC, Soma Enterprises, Zoom Developers, J.M. Baxi Group, Lanco Infratech, Macknight Infrastructure and Afcons Infrastructure.
The list of foreign companies featured Maersk (Denmark), VTU Millennium (Singapore), Rosoborone (Russia), NISSIN Corporation (Japan), Beckett Rankine (the UK), Italian-Thai Development Company, Cyan Holdings BV (The Netherlands), and Piolix Christophe Investors and Developers (France). A consortium comprising Obocon Inc of the US, KGL Transport of Kuwait, Astra International of Indonesia and Mumbai-based Unity Infrastructure is learnt to have sent its representative to the meet.
The project envisages the development of the port in a financially and environmentally sustainable manner, said Chief Minister Mr V.S. Achuthanandan, while addressing the meet. Apart from the mature institutional structure already in place in the maritime domain of the State Government, a special purpose vehicle called Vizhinjam International Seaport Company has been created to conceptualise and develop the port.
"We have spared no efforts in the design and development of this project and in scientifically establishing its commercial viability," Mr Achuthanandan said
Another "cycle of dreams'?
Chief Minister V.S. Achuthanandan presiding over an investors' meet for the development of the Vizhinjam port held in Thiruvananthapuram on TuesdayBig players at global investors' meet on Vizhinjam
Big players at global investors' meet on Vizhinjam
Special Correspondent
The response to the meet is quite encouraging, says Achuthanandan
THIRUVANANTHAPURAM: Major foreign and Indian entities are among 43 companies that attended the Global Investors' Meet called by the State Government here on Tuesday to showcase the Deepwater Container Transhipment Terminal at Vizhinjam, preparatory to going in for global tenders for the project.
Foreign companies include Maersk, Denmark; Alberg Ports, Australia; NISSIN Corporation, Japan; Beckett Rankine, the United Kingdom; Dubai Ports World, Dubai; Cyan Holdings BV, the Netherlands and FIDATO, Ranhill Group of Companies, Malaysia. The meet was also attended by a consortium comprising Obocon Inc., the U.S.A; KGL Transport, Kuwait; Astra international, Indonesia and Unity Infrastructure, Mumbai.
Among the Indian companies represented at the meet were Reliance Industries, Anil Dhirubhai Ambani Group, Shipping Corporation of India, Gammon India, Mudra Port and Special Economic Zone Limited, Ashok Leyland Project Services, Emmar MGF Land Private Limited, Essar Constructions, Soma Enterprises, Zoom Developers and JM Baxi Group.
Briefing the media after the meet, Chief Minister V. S. Achuthanandan said the Government would immediately call global tenders for this public-private partnership project, costing Rs.43.60 billion (U.S. $ 1,015 million) as per 2003 estimates, so that a joint venture company for implementing it would be in place by November this year. The Government's plan is to have the works started by December 2008.
The State public sector company Vizhinjam International Seaport Limited will act as the nodal agency for executing the preparatory work connected with the project. The State Government will have 24 per cent stakes in the project, the rest being reserved for the successful bidder. Conceived along the `build-operate-transfer' mode, the project will have to be transferred to the Government after 30 years.
"The response to this meet was quite encouraging. We are confident that everything will fall in place as per plan," he said.
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Special Correspondent
The response to the meet is quite encouraging, says Achuthanandan
THIRUVANANTHAPURAM: Major foreign and Indian entities are among 43 companies that attended the Global Investors' Meet called by the State Government here on Tuesday to showcase the Deepwater Container Transhipment Terminal at Vizhinjam, preparatory to going in for global tenders for the project.
Foreign companies include Maersk, Denmark; Alberg Ports, Australia; NISSIN Corporation, Japan; Beckett Rankine, the United Kingdom; Dubai Ports World, Dubai; Cyan Holdings BV, the Netherlands and FIDATO, Ranhill Group of Companies, Malaysia. The meet was also attended by a consortium comprising Obocon Inc., the U.S.A; KGL Transport, Kuwait; Astra international, Indonesia and Unity Infrastructure, Mumbai.
Among the Indian companies represented at the meet were Reliance Industries, Anil Dhirubhai Ambani Group, Shipping Corporation of India, Gammon India, Mudra Port and Special Economic Zone Limited, Ashok Leyland Project Services, Emmar MGF Land Private Limited, Essar Constructions, Soma Enterprises, Zoom Developers and JM Baxi Group.
Briefing the media after the meet, Chief Minister V. S. Achuthanandan said the Government would immediately call global tenders for this public-private partnership project, costing Rs.43.60 billion (U.S. $ 1,015 million) as per 2003 estimates, so that a joint venture company for implementing it would be in place by November this year. The Government's plan is to have the works started by December 2008.
The State public sector company Vizhinjam International Seaport Limited will act as the nodal agency for executing the preparatory work connected with the project. The State Government will have 24 per cent stakes in the project, the rest being reserved for the successful bidder. Conceived along the `build-operate-transfer' mode, the project will have to be transferred to the Government after 30 years.
"The response to this meet was quite encouraging. We are confident that everything will fall in place as per plan," he said.
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Sunday, April 15, 2007
Vizhinjam: investors' meet on Tuesday
Vizhinjam: investors' meet on Tuesday
Special Correspondent
THIRUVANANTHAPURAM: The Kerala Government will hold a meeting of prospective investors for the Vizhinjam International Transhipment Terminal here on Tuesday.
Minister for Law and Ports M. Vijayakumar said nearly 30 companies, including 10 foreign companies, would attend the meet.
The meet was a prelude to calling of global tenders for the project. The views of the participants would be elicited before the tender notification was issued.
The Minister said Russian company Rosoboron and foreign consortia were among those who had confirmed their attendance. The Russian Ambassador had held discussions with Chief Minister V.S. Achuthanandan about Russian participation in the tender.
Infrastructure
Mr. Vijayakumar said the Government had taken steps to develop infrastructure for the port such as roads, water supply and power.
He said the port, once completed, would be able to handle all transhipment jobs for the country.
India was losing Rs.1,000 crore a year because it did not have transhipment terminals with the required deep-sea transhipment capacity.
He said the contract could not be awarded earlier as the Chinese consortium that successfully bid for the project could not get security clearance.
This time, security clearance would be included as a condition for the bid.
Special Correspondent
THIRUVANANTHAPURAM: The Kerala Government will hold a meeting of prospective investors for the Vizhinjam International Transhipment Terminal here on Tuesday.
Minister for Law and Ports M. Vijayakumar said nearly 30 companies, including 10 foreign companies, would attend the meet.
The meet was a prelude to calling of global tenders for the project. The views of the participants would be elicited before the tender notification was issued.
The Minister said Russian company Rosoboron and foreign consortia were among those who had confirmed their attendance. The Russian Ambassador had held discussions with Chief Minister V.S. Achuthanandan about Russian participation in the tender.
Infrastructure
Mr. Vijayakumar said the Government had taken steps to develop infrastructure for the port such as roads, water supply and power.
He said the port, once completed, would be able to handle all transhipment jobs for the country.
India was losing Rs.1,000 crore a year because it did not have transhipment terminals with the required deep-sea transhipment capacity.
He said the contract could not be awarded earlier as the Chinese consortium that successfully bid for the project could not get security clearance.
This time, security clearance would be included as a condition for the bid.
VISHU
The auspicious Kanikonna - the Vishu Day symbolNote the Red flag incidentally
A "New Dawn" on Vizhinjam - This is a photo of the sun in the actual site where the port is proposed
Yesterday Port Minister Sri.M.Vijayakumar proposed the dates for new International tender
Monday, April 9, 2007
An ambassador for Vizhinjam project
An ambassador for Vizhinjam project
Friday April 6 2007 08:36 ISTT'PURAM: The State Government's efforts to enlist Russian help forsetting up the deepwater container transshipment hub at Vizhinjamreceived a boost on Thursday with the Russian Ambassador to IndiaVyacheslav I Trubnikov assuring all help for the project.Russian officials will participate in the Vizhinjam ProjectInvestors' Meet that will be organised on April 17 inThiruvananthapuram, Trubnikov told Chief Minister V S Achuthanandanat a meeting here.
In the city for the Russian Cultural Festival, Trubnikov alsopromised to take up the state's request for using part of the `Rupee-Rouble' fund for setting up the Rs 4,350-crore project at Vizhinjam,some 16 km from the city.Trubnikov was accompanied by Russian Consul General for South IndiaVladislav Antonyuk and head of the cultural department of theRussian Embassy Fyoder Rozovskiy. Law Minister M Vijayakumar wasalso present on the occasion.After the Central Government shot down Chinese participation in theVizhinjam project, the State Government had chosen to float freshglobal bids.Rosoboronexports Corporation, the Russian agency through which allits defence deals are conducted, had shown interest in the project.Russian officials had also met Chief Minister V S Achuthanandan inNew Delhi two months ago.Russian President Vladimir Putin, during his January visit to NewDelhi, had announced his nation's readiness to use the `Rupee-Rouble' fund for infrastructure projects in India.
The StateGovernment, on its part, had requested the help of Prime MinisterManmohan Singh and Defence Minister A K Antony for getting Russianaid for the project.Apart from the Russians, heavyweights who have shown interest intaking up the multi-crore project include BPL patriarch T P GNambiar and entrepreneur Rajeev Chandrasekhar.In his meeting with the Chief Minister, the Russian Ambassador alsoevinced his country's interest in investing in the tourism sectorand collaborative projects with the Travancore Titanium Products. Itwas also decided at the meeting to hold discussions on the proposedinvestments shortly.
Friday April 6 2007 08:36 ISTT'PURAM: The State Government's efforts to enlist Russian help forsetting up the deepwater container transshipment hub at Vizhinjamreceived a boost on Thursday with the Russian Ambassador to IndiaVyacheslav I Trubnikov assuring all help for the project.Russian officials will participate in the Vizhinjam ProjectInvestors' Meet that will be organised on April 17 inThiruvananthapuram, Trubnikov told Chief Minister V S Achuthanandanat a meeting here.
In the city for the Russian Cultural Festival, Trubnikov alsopromised to take up the state's request for using part of the `Rupee-Rouble' fund for setting up the Rs 4,350-crore project at Vizhinjam,some 16 km from the city.Trubnikov was accompanied by Russian Consul General for South IndiaVladislav Antonyuk and head of the cultural department of theRussian Embassy Fyoder Rozovskiy. Law Minister M Vijayakumar wasalso present on the occasion.After the Central Government shot down Chinese participation in theVizhinjam project, the State Government had chosen to float freshglobal bids.Rosoboronexports Corporation, the Russian agency through which allits defence deals are conducted, had shown interest in the project.Russian officials had also met Chief Minister V S Achuthanandan inNew Delhi two months ago.Russian President Vladimir Putin, during his January visit to NewDelhi, had announced his nation's readiness to use the `Rupee-Rouble' fund for infrastructure projects in India.
The StateGovernment, on its part, had requested the help of Prime MinisterManmohan Singh and Defence Minister A K Antony for getting Russianaid for the project.Apart from the Russians, heavyweights who have shown interest intaking up the multi-crore project include BPL patriarch T P GNambiar and entrepreneur Rajeev Chandrasekhar.In his meeting with the Chief Minister, the Russian Ambassador alsoevinced his country's interest in investing in the tourism sectorand collaborative projects with the Travancore Titanium Products. Itwas also decided at the meeting to hold discussions on the proposedinvestments shortly.
Kerala sets mid-April date with Vizhinjam port bidders
Kerala sets mid-April date with Vizhinjam port bidders
M SARITA VARMA
Posted online: Monday, April 02, 2007 at 0000 hours IST
THIRUVANANTHAPURAM: It may be pegged as the world’s deepest seaport near the international shipping route with big names, ranging from Reliance Industries to a Russian group sending business feelers to the Kerala government, but the $1-billion Vizhinjam port re-tendering process is yet to pick up momentum.
The situation is that of too many investors ‘eyeing’ the port pie and too few with the right mix of expertise and money, sources said.
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“It’s an expertise-intensive job, and this is hard to find,” says a senior official. After being forced to drop the government-blacklisted Chinese Consortium, the project managers have been extra finicky about picking up the right partner, minus any security stigma.
At worst, the Rs 4,800-crore project (by 2004 prices) is expected to suffer cost escalation to over Rs 5,000 crore by 2008, when it is to get going. And at its best, from the first year of completion, Vizhinjam port is expected to yield at least Rs 1,000 crore annually in revenues.
Meanwhile, the Kerala government has invited a pre-bid meeting of potential bidders on April 17, to assess investor interest, expertise and commercial strength. While the board of directors of Vizhinjam International Seaport had recommended a 45-year tenure to the build-operate-transfer (BOT) partner, the VS Achuthanandan cabinet (the Kerala government is a 24% stakeholder) had insisted on retaining the 30-year tenure clause.
To lure those with core competency in port-building from Korea, Japan, West Asia and Europe, the state government is planning to go slow and steady. The meeting in April, therefore, is expected to be an eyeball gazing on what the ‘right partner’ would expect from the project in terms of tenure. “One could say, we are looking at giving technical expertise a larger canvas,” L Radhakrishan, CEO, Vizhinjam International Seaport, told FE.
As many as 61% of Indian containers are trans-shipped through the ports of Colombo, Singapore and Salalah. This means that Indian exporters pay extra costs (freight costs at 11.4% of cost, insurance and freight—compared to the world average of 6.1%).
The Vizhinjam port could trim these costs, forecast a recent study by Container Shipment Economics. IL&FS and Hauer Associates, who worked on the study, estimate that 1.35-1.60 million TEUs are likely to be diverted through Vizhinjam by 2016-17.
For Kerala, the delay has been costly. Dropping the Chinese Consortium (Kaidi Power and Harbour Engineering company) had dragged Vizhinjam through a whole year of opportunity cost. Worse still, is the loss of enormous savings through subsidy waiver. Out of the Rs 300-crore interest-free debt support on offer by the Kerala government for the infrastructure project, the Chinese partners had declined as much as Rs 200 crore.
But then, once bitten by the Centre’s security caveat, the Kerala government will now be twice shy in the pre-bid meet, especially with regard to commercially cosy Chinese offers.
Friday, April 6, 2007
Rupee-rouble resources to be invested in JVs
Rupee-rouble resources to be invested in JVs
DH News Service New Delhi:
India’s debt to Russia will be converted into investments to be channelled into joint ventures to produce titanium and develop a multi-role transport plane.
India’s debt to Russia will be converted into investments to be channelled into joint ventures to produce titanium and develop a multi-role transport plane. Prime Minister Dr Manmohan Singh indicated this on Thursday at a press conference after three-hour long discussions with the visiting Russian President Vladimir Putin. Currently more than US $2 billion is lying unutilised under the Rupee-Rouble agreement between the two countries. Moscow wants this debt to be used for investments in joint ventures instead of supplying goods, as was the case earlier.
Dr Singh said they have agreed to use these financial resources to expand various areas of Russian-Indian cooperation, including to set up joint ventures to produce a multi-role transport plane and titanium dioxide. The two countries could set up a joint venture to produce titanium dioxide in Orissa with the participation of the Russian company Tekhnokhimholding. For his part, Mr Putin too indicated that his government was favourably disposed towards financing of investments by Russian companies in India by utilising the money under the rupee-rouble debt agreement. “We stand for liberalising these opportunities,” Mr Putin told Indian and Russian businessmen at an interactive session organised by CII, FICCI and ASSOCHAM on Thursday. “The restrictions imposed on the rupee debt repayment mean only one thing: certain companies, which are involved in traditional industries, will receive preferences, whereas other companies will have very limited opportunities, or none at all,” Mr Putin noted. “I cannot but agree to the proposal to expand opportunities for repayment of the rupee debt,” he added. He also indicated that Moscow and New Delhi would reach an agreement on this issue. “We are wholly on your side, we are your loyal allies,” the 55-year-old Russian President told the participants. The Federation of Indian Chambers of Commerce and Industry (FICCI) recently suggested a three-pronged strategy for giving a fillip to India-Russia trade and investment. The strategy involves establishing an institutional mechanism to examine and sort out the financing problems faced by exporters, using the unutilised money in the rupee-rouble debt agreement to fund investments in India and leveraging it to attract greater Russian participation and greater interface between Russian and Indian companies to facilitate the flow of information on the business opportunities available in the two countries. FICCI feels that these measures would go a long way in doubling India-Russian trade to US $5 billion. in the next five years from the trade turnover of US $2.72 billion recorded in 2005-06.
DH News Service New Delhi:
India’s debt to Russia will be converted into investments to be channelled into joint ventures to produce titanium and develop a multi-role transport plane.
India’s debt to Russia will be converted into investments to be channelled into joint ventures to produce titanium and develop a multi-role transport plane. Prime Minister Dr Manmohan Singh indicated this on Thursday at a press conference after three-hour long discussions with the visiting Russian President Vladimir Putin. Currently more than US $2 billion is lying unutilised under the Rupee-Rouble agreement between the two countries. Moscow wants this debt to be used for investments in joint ventures instead of supplying goods, as was the case earlier.
Dr Singh said they have agreed to use these financial resources to expand various areas of Russian-Indian cooperation, including to set up joint ventures to produce a multi-role transport plane and titanium dioxide. The two countries could set up a joint venture to produce titanium dioxide in Orissa with the participation of the Russian company Tekhnokhimholding. For his part, Mr Putin too indicated that his government was favourably disposed towards financing of investments by Russian companies in India by utilising the money under the rupee-rouble debt agreement. “We stand for liberalising these opportunities,” Mr Putin told Indian and Russian businessmen at an interactive session organised by CII, FICCI and ASSOCHAM on Thursday. “The restrictions imposed on the rupee debt repayment mean only one thing: certain companies, which are involved in traditional industries, will receive preferences, whereas other companies will have very limited opportunities, or none at all,” Mr Putin noted. “I cannot but agree to the proposal to expand opportunities for repayment of the rupee debt,” he added. He also indicated that Moscow and New Delhi would reach an agreement on this issue. “We are wholly on your side, we are your loyal allies,” the 55-year-old Russian President told the participants. The Federation of Indian Chambers of Commerce and Industry (FICCI) recently suggested a three-pronged strategy for giving a fillip to India-Russia trade and investment. The strategy involves establishing an institutional mechanism to examine and sort out the financing problems faced by exporters, using the unutilised money in the rupee-rouble debt agreement to fund investments in India and leveraging it to attract greater Russian participation and greater interface between Russian and Indian companies to facilitate the flow of information on the business opportunities available in the two countries. FICCI feels that these measures would go a long way in doubling India-Russian trade to US $5 billion. in the next five years from the trade turnover of US $2.72 billion recorded in 2005-06.
Rupee-Rouble debt funding raises hope
Yesterday Asianet reported that Chief Minister Achuthanandan has met Russian Diplomat for discussing Rupee-Rouble funding of Vizhinjam Project.
They made progress in the talks and further talks are fixed
They made progress in the talks and further talks are fixed
Antony assurance on Vizhinjam
Antony assurance on Vizhinjam
Staff Reporter
Says Kerala should strive for aid from Rupee-Rouble Debt Fund
Asks State to take up issue of Russian funding with Shipping Ministry
Claims Kerala has the potential to lead the nation in maritime affairs
KOCHI : Union Defence Minister A.K. Antony has promised all help for the Vizhinjam port project and asked the Kerala Government to take up the issue of Russian funding with the Union Ministry of Shipping.
He was delivering the keynote address at a seminar on `Kerala- Emerging Maritime Issues and Challenges' organised at the Southern Naval Command here on Sunday.
Mr. Antony said he would help the State in securing funds for the project from the Rupee-Rouble Debt Fund. He ruled out any security threat to the Vizhinjam project.
Chief Minister V.S. Achuthanandan said that efforts were being made through the Prime Minister, the Defence Minister and the Russian High Commission to secure funds for the project.
Russian President Vladimir Putin had, during his visit last year, expressed his willingness to use one million roubles from the fund for development schemes in India.
Major threats
Mr. Antony said Kerala had the resources and potential to lead the nation in maritime affairs. Maritime terrorism, drug trafficking and piracy were major threats. The Centre and States should cooperate to counter the challenges. The task of protecting and furthering India's interests was not that of the Indian Navy alone, he said. Mr. Antony said that more orders would be placed with the Cochin Shipyard if it completed the work on India's first aircraft carrier by 2012. On the need for treating port-based special economic zones with caution, he stressed the need for a public-peasant partnership.
"The solutions to Kerala's maritime challenges should have a positive impact on employment generation. They should lead to the socio-economic welfare of all sections of society. Sadly, the condition of the legendary shipbuilders of Beypore is pitiable. They have been reduced to making toys of the famous `uru.' Kerala should lead the nation in making use of its skilled craftsmen for modern shipbuilding." Mr. Antony lauded the efforts of the Navy in setting up a Chair for Maritime Studies in Calicut University.
Mr. Achuthanandan, who inaugurated the seminar, said that the maritime heritage of Kerala dated back to 573 B.C. when the Jews arrived here.
Admiral Arun Prakash, former Chief of Naval Staff, presented a paper on the `Geo-Strategic Importance of Kerala;' P. Paleri, former Director General of Indian Coast Guard, on `Kerala's role in maritime India.'
Staff Reporter
Says Kerala should strive for aid from Rupee-Rouble Debt Fund
Asks State to take up issue of Russian funding with Shipping Ministry
Claims Kerala has the potential to lead the nation in maritime affairs
KOCHI : Union Defence Minister A.K. Antony has promised all help for the Vizhinjam port project and asked the Kerala Government to take up the issue of Russian funding with the Union Ministry of Shipping.
He was delivering the keynote address at a seminar on `Kerala- Emerging Maritime Issues and Challenges' organised at the Southern Naval Command here on Sunday.
Mr. Antony said he would help the State in securing funds for the project from the Rupee-Rouble Debt Fund. He ruled out any security threat to the Vizhinjam project.
Chief Minister V.S. Achuthanandan said that efforts were being made through the Prime Minister, the Defence Minister and the Russian High Commission to secure funds for the project.
Russian President Vladimir Putin had, during his visit last year, expressed his willingness to use one million roubles from the fund for development schemes in India.
Major threats
Mr. Antony said Kerala had the resources and potential to lead the nation in maritime affairs. Maritime terrorism, drug trafficking and piracy were major threats. The Centre and States should cooperate to counter the challenges. The task of protecting and furthering India's interests was not that of the Indian Navy alone, he said. Mr. Antony said that more orders would be placed with the Cochin Shipyard if it completed the work on India's first aircraft carrier by 2012. On the need for treating port-based special economic zones with caution, he stressed the need for a public-peasant partnership.
"The solutions to Kerala's maritime challenges should have a positive impact on employment generation. They should lead to the socio-economic welfare of all sections of society. Sadly, the condition of the legendary shipbuilders of Beypore is pitiable. They have been reduced to making toys of the famous `uru.' Kerala should lead the nation in making use of its skilled craftsmen for modern shipbuilding." Mr. Antony lauded the efforts of the Navy in setting up a Chair for Maritime Studies in Calicut University.
Mr. Achuthanandan, who inaugurated the seminar, said that the maritime heritage of Kerala dated back to 573 B.C. when the Jews arrived here.
Admiral Arun Prakash, former Chief of Naval Staff, presented a paper on the `Geo-Strategic Importance of Kerala;' P. Paleri, former Director General of Indian Coast Guard, on `Kerala's role in maritime India.'
Thursday, April 5, 2007
China undertakes construction of Hambantota Port
China undertakes construction of Hambantota Port
Hambantota Bunkering system and Tank Farm Project has been undertaken by the Chinese government subsequent to a visit of Chinese Premier Wen Jiabao to Sri Lanka from April.
A sum of Rs. 1.5 billion (US $ 15m), would be invested by the Chinese Harbour Engineering Company (CHEC) for the re-constructing six fisheries harbours out of the 10 destroyed by the tsunami. This would be completed within a period of 18 months. The Chinese entrepreneurs would also get involved in the Puttalam Coal Power, the Colombo - Katunayake Expressway, Colombo - Katunayake Airport Rail link, the Phosphate Mining and NPK Compound Fertilizer Project and the Kotte Sewerage System Project.
Sri Lanka would benefit from the preferential export buyer's credit of US$ 300 million pledged to support co-operation between Sri Lankan and Chinese enterprises. China has also agreed to provide a grant of RMB 50 (Rs. 600) million for Economic and Technical Cooperation.
A Memorandum of Understanding on Cooperation in the field of Agriculture was also signed to introduce novel methods to the local sector.
In addition series of Agreements and MoUs relating to resource development, housing, telecommunications and education were also signed during the Chinese Premier's visit.(DN - 11/04/2005)
Hambantota Bunkering system and Tank Farm Project has been undertaken by the Chinese government subsequent to a visit of Chinese Premier Wen Jiabao to Sri Lanka from April.
A sum of Rs. 1.5 billion (US $ 15m), would be invested by the Chinese Harbour Engineering Company (CHEC) for the re-constructing six fisheries harbours out of the 10 destroyed by the tsunami. This would be completed within a period of 18 months. The Chinese entrepreneurs would also get involved in the Puttalam Coal Power, the Colombo - Katunayake Expressway, Colombo - Katunayake Airport Rail link, the Phosphate Mining and NPK Compound Fertilizer Project and the Kotte Sewerage System Project.
Sri Lanka would benefit from the preferential export buyer's credit of US$ 300 million pledged to support co-operation between Sri Lankan and Chinese enterprises. China has also agreed to provide a grant of RMB 50 (Rs. 600) million for Economic and Technical Cooperation.
A Memorandum of Understanding on Cooperation in the field of Agriculture was also signed to introduce novel methods to the local sector.
In addition series of Agreements and MoUs relating to resource development, housing, telecommunications and education were also signed during the Chinese Premier's visit.(DN - 11/04/2005)
GWADAR, HAMBANTOTA & SITWE: CHINA'S STRATEGIC TRIANGLE
GWADAR, HAMBANTOTA & SITWE: CHINA'S STRATEGIC TRIANGLE
By B. Raman
Very few would have heard of Gwadar in Pakistan, Hambantota in Sri Lanka and Sitwe (Akyab) in Myanmar before 2002. These were essentially fishing harbours used by the fishermen of these countries. Sometimes, there used to be references to these places in articles on fishing rights, but rarely in articles on possible threats to India's national security. Since 2002, studies on maritime security have started making references to these places. Initially, the focus was on Gwadar. Now, it is also on Hambantota. In the months to come, it will be on Sitwe too.
2. What made these sleepy fishing harbours suddenly become areas of strategic concern to India's maritime security experts? The growing Chinese interest in these places and China's generous offer of assistance to these countries for converting these sleepy fishing harbours into maritime ports of international standards. What explains the Chinese interest in these places?
3. China's economic and strategic interest in Gwadar and Sitwe is obvious. It is worried over the possibility of disruptions in the movement of oil and gas tankers to China from the Gulf and Africa through the Malacca Straits due to attacks by pirates and/or terrorists. It wants to reduce its dependence on the Malacca Straits for the movement of its oil and gas supplies. It, therefore, makes eminent sense for it to develop alternate routes. It has prepared two contingency plans for this. Under the first plan, some of the oil and gas tankers will go to Gwadar and from there the supplies will be sent to Xinjiang by pipelines via Pakistani territory, including Kashmiri territory under the occupation of Pakistan. The second plan envisages sending some of the supplies to Yunnan by pipelines from Sitwe.
4. In addition to reducing the vulnerability of energy supplies, Gwadar would also serve as an outlet for the external trade of Xinjiang and the neighbouring provinces of China. Sitwe would serve as an outlet for the external trade of Yunnan and the neighbouring areas. Pakistan has also agreed to let China set up a Special Economic Zone (SEZ) in Gwadar, exclusively for the use of Chinese industries manufacturing goods for export to Africa. The manufacturing and transport costs would be less if these industries are located in Gwadar instead of in China. There is presently no proposal for a similar SEZ in Sitwe.
5. The Chinese interest in Gwadar is not just economic and energy supplies related. It is much, much more. It is of immense interest to its Navy---as a port of call, as a refuelling halt and as a listening and watch tower to monitor developments in the Gulf---particularly the movements of the US Navy.
7. Pakistan's interest in having Gwadar developed as a major international port and a naval base dates back to 1971. The successful raids by the Indian Navy into the Karachi port during the Indo-Pakistan war of 1971 made the Pakistani military planners realise the folly of over-dependence on Karachi. Their plans for developing Gwadar into a naval base, which would give a strategic depth to their Navy, were drawn up in the years after the war. These plans did not have an economic component at the time they were drawn up. The economic component was integrated into the plans only after the collapse of the USSR and the emergence of its Central Asian provinces as independent States. The economic component of the integrated plans provided for the construction of an international port, which could serve as an outlet for the external trade of the Central Asian Republics, Afghanistan and the Xinjiang region of China. The military component provided for the construction of a naval base, which would provide a strategic depth to the Pakistani Navy.
8. These plans could not be taken up for implementation till 2002. Pakistan did not have the funds or the technical expertise to implement them on its own. There were no takers fior the plans in the Gulf countries. The Governments of Benazir Bhutto and Nawaz Sharif were reluctant to approach China for assistance lest US concerns be aroused. Even at the risk of causing concern to the US, Gen. Pervez Musharraf sought Chinese assistance for the implementation of the plans when Zhu Rongji, the then Chinese Prime Minister, visited Pakistan in 2001. China immediately responded positively and started the implementation.
9. The construction of the international commercial port at Gwadar was completed ahead of schedule by Chinese engineers in the beginning of 2006 and handed over to the Pakistani authorities. It is expected to be commissioned later this month by Musharraf. The construction of the naval base by the Chinese engineers has started and it is expected to be completed by 2010.
10. The initiative for the development of Sitwe as an international port would seem to have come from China and the Myanmarese Government, facing economic difficulties due to Western economic sanctions, readily agreed to it. Details of the plan for the Chinese-aided development of Sitwe are not yet available. As of now, it seems to have only an economic component and not a military component too.
11. The initiative for a Chinese role in the development of Hambantota would seem to have come from Sri Lanka during the tenure of former President Chandrika Kumaratunga . A joint communique issued on April 10,2005, at the end of a visit by Chinese Prime Minister Wen Jiabo to Sri Lanka had referred to the signing of a Memorandum of Understanding for the Development of the Hambantota Bunkering System and Tank Farm Project between the Sri Lanka Ports Authority and the China Huanqiu Contracting and Engineering Corporation. Its implementation, which did not make much progress since then, has now picked up momentum during the recent visit of her successor President Mahinda Rajapakse to China.
12. A joint communique on his talks with the Chinese leaders issued at the end his visit on March 3, 2007, did not refer to the Hambantota Project. A statement by the Hsinhua news agency on the various agreements signed during the visit merely referred to the signing of an Agreement between the City of Guangzhou and the District of Hambantota on the Establishment of Friendship City Relationship. However, Priyatha Bandu Wickrama, the Vice-Chairman of the Sri Lanka Ports Authority, who had accompanied Rajapakse to China, has told accompanying Sri Lankan pressmen that China has agreed to begin the implementation of the project within two months. According to him, Chinese President Hu Jintao and Prime Minister Wen Jiabao have promised to provide financial assistance for the Hambantota port development project after Rajapaksa emphasised the need to commence the implementation of the project immediately.
13. According to him, the work of implementation will be entrusted to the China Harbour Engineering Corporation and the Syno Hydro Corporation. He added that the project is estimated to cost US $ 420 million, of which US $ 375 million would be given by China. He did not specify how much of this would be a grant and how much a loan. During the first phase of the project, an industrial port with a 300m jetty and an oil terminal would be constructed at Hambantota and it would be expanded to a container handling port in the next two stages to handle 20 million containers per year. The first phase of the project would be completed within the next three years and the whole project within 15 years. Source reports say that Rajapakse has agreed to give the Chinese the same facilities at Hambantota as Sri Lanka has given or proposes to give to India at Trincomallee.
14. Presently, the Colombo port enjoys a better reputation in international shipping circles than the ports in South India for its modern facilities and efficiency. The turn-over time for ships in Colombo is much less than in the ports of South India. As a result, about 60 per cent of the container traffic to and from South India is reportedly trans-shipped at Colombo. The Sri Lankan authorities are worried that the Colombo port might lose the advantages presently enjoyed by it vis-a-vis the ports in South India when the construction of the Sethusamudram Canal and the work of modernisation of the ports in South India undertaken by the Government of India is completed The Sethusamudram Canal would reduce the distance to be traversed by ships going from West to East and vice versa and the modernisation of the South Indian ports would increase the efficiency and rapidity of their cargo handling. To neutralise these advantages, Sri Lanka proposes to undertake a crash programme for the further modernisation of the Colombo port and for the construction of an equally modern and efficient port at Hambantota capable of handling container traffic. And the Chinese have agreed to help it.
15. Hambantota would have no economic significance for China either from the point of view of its energy supplies or external trade in the same manner as Gwadar or Sitwe. Despite this, they have agreed to help Sri Lanka mainly because of its potential significance for their Navy as a port of call, as a port for refuelling purposes and as a listening post and watch tower on India's nuclear, space and naval establishments in South India. The details of the proposed project as known till now do not speak of a military component, but the Chinese assistance to the project does not make sense except from a military perspective. The Chinese Government is trying to give its Navy a greater visibility, operability and rapid action capability in the Indian Ocean region than it enjoys now. Gwadar, Hambantota and Sitwe form important components of its maritime security strategy. At the conclusion of his recent visit to Africa, Hu Jintao also visited Seychelles. It is important to monitor the growing Chinese interest there too in any study of China's maritime security strategy.
(The writer is Additional Secretary (retd), Cabinet Secretariat, Govt. of India, New Delhi, and, presently, Director, Institute For Topical Studies, Chennai. He is also associated with the Chennai Centre for China Studies. E-mail: itschen36@gmail.com)
By B. Raman
Very few would have heard of Gwadar in Pakistan, Hambantota in Sri Lanka and Sitwe (Akyab) in Myanmar before 2002. These were essentially fishing harbours used by the fishermen of these countries. Sometimes, there used to be references to these places in articles on fishing rights, but rarely in articles on possible threats to India's national security. Since 2002, studies on maritime security have started making references to these places. Initially, the focus was on Gwadar. Now, it is also on Hambantota. In the months to come, it will be on Sitwe too.
2. What made these sleepy fishing harbours suddenly become areas of strategic concern to India's maritime security experts? The growing Chinese interest in these places and China's generous offer of assistance to these countries for converting these sleepy fishing harbours into maritime ports of international standards. What explains the Chinese interest in these places?
3. China's economic and strategic interest in Gwadar and Sitwe is obvious. It is worried over the possibility of disruptions in the movement of oil and gas tankers to China from the Gulf and Africa through the Malacca Straits due to attacks by pirates and/or terrorists. It wants to reduce its dependence on the Malacca Straits for the movement of its oil and gas supplies. It, therefore, makes eminent sense for it to develop alternate routes. It has prepared two contingency plans for this. Under the first plan, some of the oil and gas tankers will go to Gwadar and from there the supplies will be sent to Xinjiang by pipelines via Pakistani territory, including Kashmiri territory under the occupation of Pakistan. The second plan envisages sending some of the supplies to Yunnan by pipelines from Sitwe.
4. In addition to reducing the vulnerability of energy supplies, Gwadar would also serve as an outlet for the external trade of Xinjiang and the neighbouring provinces of China. Sitwe would serve as an outlet for the external trade of Yunnan and the neighbouring areas. Pakistan has also agreed to let China set up a Special Economic Zone (SEZ) in Gwadar, exclusively for the use of Chinese industries manufacturing goods for export to Africa. The manufacturing and transport costs would be less if these industries are located in Gwadar instead of in China. There is presently no proposal for a similar SEZ in Sitwe.
5. The Chinese interest in Gwadar is not just economic and energy supplies related. It is much, much more. It is of immense interest to its Navy---as a port of call, as a refuelling halt and as a listening and watch tower to monitor developments in the Gulf---particularly the movements of the US Navy.
7. Pakistan's interest in having Gwadar developed as a major international port and a naval base dates back to 1971. The successful raids by the Indian Navy into the Karachi port during the Indo-Pakistan war of 1971 made the Pakistani military planners realise the folly of over-dependence on Karachi. Their plans for developing Gwadar into a naval base, which would give a strategic depth to their Navy, were drawn up in the years after the war. These plans did not have an economic component at the time they were drawn up. The economic component was integrated into the plans only after the collapse of the USSR and the emergence of its Central Asian provinces as independent States. The economic component of the integrated plans provided for the construction of an international port, which could serve as an outlet for the external trade of the Central Asian Republics, Afghanistan and the Xinjiang region of China. The military component provided for the construction of a naval base, which would provide a strategic depth to the Pakistani Navy.
8. These plans could not be taken up for implementation till 2002. Pakistan did not have the funds or the technical expertise to implement them on its own. There were no takers fior the plans in the Gulf countries. The Governments of Benazir Bhutto and Nawaz Sharif were reluctant to approach China for assistance lest US concerns be aroused. Even at the risk of causing concern to the US, Gen. Pervez Musharraf sought Chinese assistance for the implementation of the plans when Zhu Rongji, the then Chinese Prime Minister, visited Pakistan in 2001. China immediately responded positively and started the implementation.
9. The construction of the international commercial port at Gwadar was completed ahead of schedule by Chinese engineers in the beginning of 2006 and handed over to the Pakistani authorities. It is expected to be commissioned later this month by Musharraf. The construction of the naval base by the Chinese engineers has started and it is expected to be completed by 2010.
10. The initiative for the development of Sitwe as an international port would seem to have come from China and the Myanmarese Government, facing economic difficulties due to Western economic sanctions, readily agreed to it. Details of the plan for the Chinese-aided development of Sitwe are not yet available. As of now, it seems to have only an economic component and not a military component too.
11. The initiative for a Chinese role in the development of Hambantota would seem to have come from Sri Lanka during the tenure of former President Chandrika Kumaratunga . A joint communique issued on April 10,2005, at the end of a visit by Chinese Prime Minister Wen Jiabo to Sri Lanka had referred to the signing of a Memorandum of Understanding for the Development of the Hambantota Bunkering System and Tank Farm Project between the Sri Lanka Ports Authority and the China Huanqiu Contracting and Engineering Corporation. Its implementation, which did not make much progress since then, has now picked up momentum during the recent visit of her successor President Mahinda Rajapakse to China.
12. A joint communique on his talks with the Chinese leaders issued at the end his visit on March 3, 2007, did not refer to the Hambantota Project. A statement by the Hsinhua news agency on the various agreements signed during the visit merely referred to the signing of an Agreement between the City of Guangzhou and the District of Hambantota on the Establishment of Friendship City Relationship. However, Priyatha Bandu Wickrama, the Vice-Chairman of the Sri Lanka Ports Authority, who had accompanied Rajapakse to China, has told accompanying Sri Lankan pressmen that China has agreed to begin the implementation of the project within two months. According to him, Chinese President Hu Jintao and Prime Minister Wen Jiabao have promised to provide financial assistance for the Hambantota port development project after Rajapaksa emphasised the need to commence the implementation of the project immediately.
13. According to him, the work of implementation will be entrusted to the China Harbour Engineering Corporation and the Syno Hydro Corporation. He added that the project is estimated to cost US $ 420 million, of which US $ 375 million would be given by China. He did not specify how much of this would be a grant and how much a loan. During the first phase of the project, an industrial port with a 300m jetty and an oil terminal would be constructed at Hambantota and it would be expanded to a container handling port in the next two stages to handle 20 million containers per year. The first phase of the project would be completed within the next three years and the whole project within 15 years. Source reports say that Rajapakse has agreed to give the Chinese the same facilities at Hambantota as Sri Lanka has given or proposes to give to India at Trincomallee.
14. Presently, the Colombo port enjoys a better reputation in international shipping circles than the ports in South India for its modern facilities and efficiency. The turn-over time for ships in Colombo is much less than in the ports of South India. As a result, about 60 per cent of the container traffic to and from South India is reportedly trans-shipped at Colombo. The Sri Lankan authorities are worried that the Colombo port might lose the advantages presently enjoyed by it vis-a-vis the ports in South India when the construction of the Sethusamudram Canal and the work of modernisation of the ports in South India undertaken by the Government of India is completed The Sethusamudram Canal would reduce the distance to be traversed by ships going from West to East and vice versa and the modernisation of the South Indian ports would increase the efficiency and rapidity of their cargo handling. To neutralise these advantages, Sri Lanka proposes to undertake a crash programme for the further modernisation of the Colombo port and for the construction of an equally modern and efficient port at Hambantota capable of handling container traffic. And the Chinese have agreed to help it.
15. Hambantota would have no economic significance for China either from the point of view of its energy supplies or external trade in the same manner as Gwadar or Sitwe. Despite this, they have agreed to help Sri Lanka mainly because of its potential significance for their Navy as a port of call, as a port for refuelling purposes and as a listening post and watch tower on India's nuclear, space and naval establishments in South India. The details of the proposed project as known till now do not speak of a military component, but the Chinese assistance to the project does not make sense except from a military perspective. The Chinese Government is trying to give its Navy a greater visibility, operability and rapid action capability in the Indian Ocean region than it enjoys now. Gwadar, Hambantota and Sitwe form important components of its maritime security strategy. At the conclusion of his recent visit to Africa, Hu Jintao also visited Seychelles. It is important to monitor the growing Chinese interest there too in any study of China's maritime security strategy.
(The writer is Additional Secretary (retd), Cabinet Secretariat, Govt. of India, New Delhi, and, presently, Director, Institute For Topical Studies, Chennai. He is also associated with the Chennai Centre for China Studies. E-mail: itschen36@gmail.com)
Wednesday, April 4, 2007
Gwadar Port has potential to become major shipping hub for region: report
Gwadar Port has potential to become major shipping hub for region: report
Written by pub
Monday, 02 April 2007
WASHINGTON, April 2 (APP): Pakistan’s newly opened Gwadar deep seaport has the potential to become a major shipping hub for regional countries and local fishermen have noticed a rise in their fortunes, according to an American newspaper report. “The deepwater port has the potential to become a major shipping hub for Central Asia and China, particularly for the oil that China is sucking up to fuel its explosive growth,” a report in the Los Angeles Times notes. Gwadar sits close to the entrance to the Persian Gulf and the Middle East.
“Backers of the project entertain visions of Gwadar as a new, more convenient gateway for trade from Chinese and Central Asian markets to points west.”
The Times report also observes that a property boom has hit Gwadar town in southwest Pakistan because of the newly inaugurated port on the Arabian Sea.
Commenting on the importance of the port as facilitating regional trade and energy supplies, the report says Gwadar would provide a more secure corridor for China’s fuel and energy supplies. From Gwadar, imports could travel overland up through Pakistan and into China.
For China, closer access to the sea from its landlocked western territories, where a massive development campaign is underway, can save thousands of miles and days of travel for goods that would otherwise have to exit the country from the east on a much more circuitous route, it adds.
The idea of building a port at Gwadar has floated around in Pakistan for decades and President Pervez Musharraf made a major push to get it done. He inaugurated the port, constructed with Chinese assistance, last month.
Trade out of China’s own restive western region of Xinjiang would also be easier and faster, the report says. The distance from Kashgar, on the edge of Xinjiang, to Gwadar is 1,250 miles, versus twice that distance to reach Shanghai.
The report, which also contemplates strategic importance of the port and local development prospects, says even some local fishermen have noticed a rise in their fortunes.
“When we used to catch fish, there were no takers - we used to throw away half our catch,” 55-year-old Mohammed Ibrahim said as he rolled up his nets.
Recently arrived wholesalers now buy up Ibrahim’s haul and send it off to Karachi. He has made enough money to buy a second boat. And he’s not worried about people moving to Gwadar and joining in the business. “People are coming----but the sea is so big we don’t have a problem with that
Written by pub
Monday, 02 April 2007
WASHINGTON, April 2 (APP): Pakistan’s newly opened Gwadar deep seaport has the potential to become a major shipping hub for regional countries and local fishermen have noticed a rise in their fortunes, according to an American newspaper report. “The deepwater port has the potential to become a major shipping hub for Central Asia and China, particularly for the oil that China is sucking up to fuel its explosive growth,” a report in the Los Angeles Times notes. Gwadar sits close to the entrance to the Persian Gulf and the Middle East.
“Backers of the project entertain visions of Gwadar as a new, more convenient gateway for trade from Chinese and Central Asian markets to points west.”
The Times report also observes that a property boom has hit Gwadar town in southwest Pakistan because of the newly inaugurated port on the Arabian Sea.
Commenting on the importance of the port as facilitating regional trade and energy supplies, the report says Gwadar would provide a more secure corridor for China’s fuel and energy supplies. From Gwadar, imports could travel overland up through Pakistan and into China.
For China, closer access to the sea from its landlocked western territories, where a massive development campaign is underway, can save thousands of miles and days of travel for goods that would otherwise have to exit the country from the east on a much more circuitous route, it adds.
The idea of building a port at Gwadar has floated around in Pakistan for decades and President Pervez Musharraf made a major push to get it done. He inaugurated the port, constructed with Chinese assistance, last month.
Trade out of China’s own restive western region of Xinjiang would also be easier and faster, the report says. The distance from Kashgar, on the edge of Xinjiang, to Gwadar is 1,250 miles, versus twice that distance to reach Shanghai.
The report, which also contemplates strategic importance of the port and local development prospects, says even some local fishermen have noticed a rise in their fortunes.
“When we used to catch fish, there were no takers - we used to throw away half our catch,” 55-year-old Mohammed Ibrahim said as he rolled up his nets.
Recently arrived wholesalers now buy up Ibrahim’s haul and send it off to Karachi. He has made enough money to buy a second boat. And he’s not worried about people moving to Gwadar and joining in the business. “People are coming----but the sea is so big we don’t have a problem with that
Indian ports to work 365 days, 24 x 7
Indian ports to work 365 days, 24 x 7
P R Sanjai / Mumbai April 02, 2007
Imagine major ports of the country working round the clock, 24 hours X 365 days. Going by the action plan put forth by Ministry of Shipping (MoS), India's ports will have an undissrupted vessel handling operations schedule along with navigation and documentation from beginning of next year.
Shipping Secretary A K Mohapatra said that the government has prepared a draft report to reduce dwell time of the cargo at ports. The ministry has proposed series of measures to lower the dwell time of cargo at ports and has invited comments from the trade.
What is the dwell time? The duration of ships or cargo (including containers) which stays at the port for service is called dwell time. It means the time of cargo or container remains in a port terminal's in-transit storage area while awaiting shipment by vessels in exports or evacuation by rail or road in imports.
Dwell time of cargo and vessel broadly reflects the efficiency of the port. Thus measures adopted to reduce the dwell time have an influence on the efficiency of the port. Dwell time is high in India compared to other international ports like Port of Singapore or Port of Rotterdam.
The dwell time of dry bulk cargo is between 14-30 days while Indian major ports takes 38 days. Fortunately, the dwell time for containers at country's major ports' container terminals are comparable with the international ports.
International ports are backed by optimised business process flow complemented with electronic information exchange amongst the stakeholders by the latest in information technology, higher level of mechanisation, huge volumes of cargo and vessel traffic, intermodal connectivity and vast space for storage and processing.
So what how do we achieve less dwell time? The shipping ministry has proposed the round the clock comprehensive operations to ensure higher productivity and eliminate delays owing to restricted working hours and holidays. The government is planning to implement hot seat exchange system to eliminate time lost in shift change-overs and recess hours. The non working time is expected to reduce from 3 hours to half an hour each day. "For this government has set a deadline of 30 December 2007. Attractive VRS schemes have been extended to bring down the labour strength to optimum level.," adds a government official. The major ports have been advised to install the IT infrastructure for the exchange of Electronic Data Interchange (EDI) messages with customs and other stakeholders. They have also asked to undertake study of their internal yard planning to enhance the efficiency of rail movement within the port.
"Synchronisation of the landside operations with the seaside operations such as optimising the rail operations and removal of road congestion within ports by efficient management of traffic flow have been designed," they add.
So what would it mean to the country? The reduction in dwell time will reduce the transportation cost of Indian goods that country's goods competitive in global markets. To add, the image of an efficient maritime infrastructure will enable the country to attract more of the maritime trade, thereby increasing the nation's share in the maritime trade. For ports? Any reduction in dwell time will increase the capacity of ports and help in the optimisation of port capacity. It will enable the ports to utilise the infrastructure better and efficiently. The turn round time for vessels will reduce thereby enable the port to attract and handle more vessels.
This will be a good deal for shippers as the reduction in the dwell time will directly reduce the transit time for the cargo that will lower the transportation cost as well as the inventory costs
P R Sanjai / Mumbai April 02, 2007
Imagine major ports of the country working round the clock, 24 hours X 365 days. Going by the action plan put forth by Ministry of Shipping (MoS), India's ports will have an undissrupted vessel handling operations schedule along with navigation and documentation from beginning of next year.
Shipping Secretary A K Mohapatra said that the government has prepared a draft report to reduce dwell time of the cargo at ports. The ministry has proposed series of measures to lower the dwell time of cargo at ports and has invited comments from the trade.
What is the dwell time? The duration of ships or cargo (including containers) which stays at the port for service is called dwell time. It means the time of cargo or container remains in a port terminal's in-transit storage area while awaiting shipment by vessels in exports or evacuation by rail or road in imports.
Dwell time of cargo and vessel broadly reflects the efficiency of the port. Thus measures adopted to reduce the dwell time have an influence on the efficiency of the port. Dwell time is high in India compared to other international ports like Port of Singapore or Port of Rotterdam.
The dwell time of dry bulk cargo is between 14-30 days while Indian major ports takes 38 days. Fortunately, the dwell time for containers at country's major ports' container terminals are comparable with the international ports.
International ports are backed by optimised business process flow complemented with electronic information exchange amongst the stakeholders by the latest in information technology, higher level of mechanisation, huge volumes of cargo and vessel traffic, intermodal connectivity and vast space for storage and processing.
So what how do we achieve less dwell time? The shipping ministry has proposed the round the clock comprehensive operations to ensure higher productivity and eliminate delays owing to restricted working hours and holidays. The government is planning to implement hot seat exchange system to eliminate time lost in shift change-overs and recess hours. The non working time is expected to reduce from 3 hours to half an hour each day. "For this government has set a deadline of 30 December 2007. Attractive VRS schemes have been extended to bring down the labour strength to optimum level.," adds a government official. The major ports have been advised to install the IT infrastructure for the exchange of Electronic Data Interchange (EDI) messages with customs and other stakeholders. They have also asked to undertake study of their internal yard planning to enhance the efficiency of rail movement within the port.
"Synchronisation of the landside operations with the seaside operations such as optimising the rail operations and removal of road congestion within ports by efficient management of traffic flow have been designed," they add.
So what would it mean to the country? The reduction in dwell time will reduce the transportation cost of Indian goods that country's goods competitive in global markets. To add, the image of an efficient maritime infrastructure will enable the country to attract more of the maritime trade, thereby increasing the nation's share in the maritime trade. For ports? Any reduction in dwell time will increase the capacity of ports and help in the optimisation of port capacity. It will enable the ports to utilise the infrastructure better and efficiently. The turn round time for vessels will reduce thereby enable the port to attract and handle more vessels.
This will be a good deal for shippers as the reduction in the dwell time will directly reduce the transit time for the cargo that will lower the transportation cost as well as the inventory costs
Cargo handling at major ports up 9.5%
Kolkata April 3 In 2006-07, the 12 major ports handled a total of 463.84 million tonnes (mt) of traffic, up by an estimated 9.51 per cent over 423.56 mt handled in 2005-06, according to tentative figures released by the Indian Ports Association.
However, the target for the year was set at 465.7 mt. Thus there has been a marginal shortfall of 0.4 per cent from the target.
Visakhapatnam port continued to be the largest cargo-handling port for the seventh year in succession with a total traffic throughput of 56.38 mt, followed by Kolkata port (including Haldia), 55.05 mt and Chennai 53.4 mt.
Growth terms
However, in terms of growth, Mumbai port topped the list after having clocked 18.5 per cent growth at 52.36 mt (44.19 mt in 2005-06), followed by Jawaharlal Nehru port 18.45 per cent at 44.81 mt (37.83 mt), Ennore 16.86 per cent at 10.71 mt (9.17 mt) and Paradip 16.33 per cent at 38.51 mt (33.10 mt).
Kolkata Dock System (excluding Haldia) also posted 16.56 per cent growth at 12.59 mt (10.80 mt). But traffic throughput at Haldia remained virtually stagnant at 42.45 mt (42.33 mt), or a growth of 0.28 per cent. Together with Haldia, Kolkata port thus posted a meagre growth of 3.59 per cent.
Other ports that posted double digit growth during the year are Kandla, 15.41 per cent at 52.98 mt (45.90 mt), followed by Chennai 13.05 per cent at 53.41 mt (47.24 mt) and Kochi 10.28 per cent 15.31 mt (13.88 mt).
New Mangalore
Except New Mangalore port, all other ports posted positive growth.
New Mangalore port posted a negative growth of 6.99 per cent at 32.04 mt (34.45 mt).
Visakhapatnam port, the largest cargo-handling port, posted the lowest growth of 1.05 per cent, followed by Tuticorin 5.03 per cent at 18 mt (17.13 mt) and Mormugao 8.06 per cent at 34.24 mt (31.68 mt).
Several ports, some of them despite having posted impressive growth in traffic throughput, could not achieve the targets set for them.
These include Paradip, Visakhapatnam, Tuticorin, Kochi, New Mangalore and Mormugao.
Kochi port registers 10.2% rise in throughput
Kochi port registers 10.2% rise in throughput
Our Bureau
Measures taken to reduce handling costs pay off
Kochi April 3 The Cochin Port Trust has registered a 10.28 per cent increase in cargo handling during the year 2006-07, thereby handling an all-time high throughput of 15.31 million tonnes compared with the 13.88 million tonnes achieved during the previous fiscal.
The container traffic has also registered a growth of 11.82 per cent during the period as the port handled 2,26,808 teus compared with the 2,03,112 teus in 2005-06.
Cost Effective
The Port Chairman, Mr N. Ramachandran, said at a press meet here on Tuesday that the measures initiated to reduce handling costs had started showing results, which was evident from the increase in cargo arrivals. Besides liquid cargo, cargoes such as wheat, zinc concentrate, iron ore pellets, timber logs and coal contributed to the growth.
For the year 2007-08, the port expects traffic to increase by a modest 11 per cent, he said adding, that the port would become more cost effective for export-import cargo in the coming years.
The port also registered better productivity, with average output per ship berth day improving from 7,767 million tonnes during last year to 8,096 million tonnes in the current year.
Handling Costs
According to the Chairman, the port had initiated a series of steps in the last one year to reduce handling costs, including 50 per cent concession on all vessel-related charges in respect of mainline ships and strict action against unlawful activities going on in the port area.
The port is also exploring the possibilities of letting out its oil terminal facilities that may become redundant once the SBM project of the Kochi Refineries Ltd becomes operational, he said.
Referring to cruise vessel arrivals to the port, Mr Ramachandran said that Kochi has the distinction of hosting the largest number of cruise vessels among all Indian ports during the year as it received 38 cruise ships bringing over 16,000 passengers.
Cruise Terminal
With cruise tourism gaining currency, the port is working towards setting up a cruise terminal and is in the process of finalising an international consultant for the facility in the next three months.
The port had received 42 expressions of interest, of which some have been short listed, he added.
Our Bureau
Measures taken to reduce handling costs pay off
Kochi April 3 The Cochin Port Trust has registered a 10.28 per cent increase in cargo handling during the year 2006-07, thereby handling an all-time high throughput of 15.31 million tonnes compared with the 13.88 million tonnes achieved during the previous fiscal.
The container traffic has also registered a growth of 11.82 per cent during the period as the port handled 2,26,808 teus compared with the 2,03,112 teus in 2005-06.
Cost Effective
The Port Chairman, Mr N. Ramachandran, said at a press meet here on Tuesday that the measures initiated to reduce handling costs had started showing results, which was evident from the increase in cargo arrivals. Besides liquid cargo, cargoes such as wheat, zinc concentrate, iron ore pellets, timber logs and coal contributed to the growth.
For the year 2007-08, the port expects traffic to increase by a modest 11 per cent, he said adding, that the port would become more cost effective for export-import cargo in the coming years.
The port also registered better productivity, with average output per ship berth day improving from 7,767 million tonnes during last year to 8,096 million tonnes in the current year.
Handling Costs
According to the Chairman, the port had initiated a series of steps in the last one year to reduce handling costs, including 50 per cent concession on all vessel-related charges in respect of mainline ships and strict action against unlawful activities going on in the port area.
The port is also exploring the possibilities of letting out its oil terminal facilities that may become redundant once the SBM project of the Kochi Refineries Ltd becomes operational, he said.
Referring to cruise vessel arrivals to the port, Mr Ramachandran said that Kochi has the distinction of hosting the largest number of cruise vessels among all Indian ports during the year as it received 38 cruise ships bringing over 16,000 passengers.
Cruise Terminal
With cruise tourism gaining currency, the port is working towards setting up a cruise terminal and is in the process of finalising an international consultant for the facility in the next three months.
The port had received 42 expressions of interest, of which some have been short listed, he added.
Mumbai port shipments at all-time high of 52.3 mt
Mumbai port shipments at all-time high of 52.3 mt
Our Bureau
Mumbai April 3 "Our critics may now keep mum. Five years ago they said the Mumbai port is dying. Now its throughput has more than doubled, surpassing all the targets," said Mr A.K. Bal, Deputy Chairman of Mumbai port.
In the just ended fiscal 2006-07, Mumbai Port handled 52.36 million tonnes of cargo, the highest ever in the history of the port, as against 35.19 mt in the previous year.
According to Mr Bal, Mumbai could achieve a higher throughput — 18.5 per cent over the previous year — as the port has been responsive to the changing traffic pattern.
Switch from box cargo
"When the container traffic started slowing down (to 1.38 lakh teus from 1.56 lakh teus), we focused on bulk, POL and general cargo. It was the port's ability to handle multi-cargo traffic that enabled Mumbai to achieve this growth, he said.
All types of bulk and general cargoes registered a significant growth. POL up by 15.80 per cent, iron and steel 11.18 per cent and motor vehicles up by 68.28 per cent. Wheat and sugar recorded manifold rise in volume.
The port achieved single-day productivity record in handling sugar (5,202 tonnes in bags), wheat (6,603 tonnes), steel (7,611 tonnes) and coal (17,200 tonnes).
Special facility
Mr Bal said Mumbai has created a special facility for handling project exports, i.e. shipment of large equipment and offshore installations. "We'd improved road and rail connectivity, facilitating easy movements of cargo in and out of the port. At the same time, we could also attract higher coastal traffic," he said.
Higher productivity has also boosted the port's operating surplus. According to provisional figures, operating surplus increased to Rs 228 crore from Rs 178 crore in the previous year.
However, Mumbai port may have to make a large provision for payment of arrears to employees.
The port has plans to set up an offshore container terminal and an oil jetty. Tenders have also been called for creating a modern cruise terminal to handle the growing number of cruise ships.
Our Bureau
Mumbai April 3 "Our critics may now keep mum. Five years ago they said the Mumbai port is dying. Now its throughput has more than doubled, surpassing all the targets," said Mr A.K. Bal, Deputy Chairman of Mumbai port.
In the just ended fiscal 2006-07, Mumbai Port handled 52.36 million tonnes of cargo, the highest ever in the history of the port, as against 35.19 mt in the previous year.
According to Mr Bal, Mumbai could achieve a higher throughput — 18.5 per cent over the previous year — as the port has been responsive to the changing traffic pattern.
Switch from box cargo
"When the container traffic started slowing down (to 1.38 lakh teus from 1.56 lakh teus), we focused on bulk, POL and general cargo. It was the port's ability to handle multi-cargo traffic that enabled Mumbai to achieve this growth, he said.
All types of bulk and general cargoes registered a significant growth. POL up by 15.80 per cent, iron and steel 11.18 per cent and motor vehicles up by 68.28 per cent. Wheat and sugar recorded manifold rise in volume.
The port achieved single-day productivity record in handling sugar (5,202 tonnes in bags), wheat (6,603 tonnes), steel (7,611 tonnes) and coal (17,200 tonnes).
Special facility
Mr Bal said Mumbai has created a special facility for handling project exports, i.e. shipment of large equipment and offshore installations. "We'd improved road and rail connectivity, facilitating easy movements of cargo in and out of the port. At the same time, we could also attract higher coastal traffic," he said.
Higher productivity has also boosted the port's operating surplus. According to provisional figures, operating surplus increased to Rs 228 crore from Rs 178 crore in the previous year.
However, Mumbai port may have to make a large provision for payment of arrears to employees.
The port has plans to set up an offshore container terminal and an oil jetty. Tenders have also been called for creating a modern cruise terminal to handle the growing number of cruise ships.
JNPT crosses 3-million TEU mark
JNPT crosses 3-million TEU mark
Our Bureau
Mumbai April 3 The country's premier container handling port, Jawaharlal Nehru Port, has crossed the three million TEU mark in throughput in 2006-07.
The port handled 3.30 million TEUs during the year, as against 2.67 million TEUs in the previous fiscal, registering a 23.6 per cent growth in container traffic. The port handled a total of 44.82 million tonnes of cargo during the year, against 37.84 mt in the previous fiscal.
Mr S.S. Hussain, the new chairman of the port, told presspersons that out of the 3.30 million TEUs, the JN Port container terminal handled 1.31 million TEUs, the Nhava Sheva terminal 1.36 million TEUs and the recently commissioned Gateway Terminals 0.63 million TEUs.
On the dispatch front, Mr Hussain said the average dwell time for import containers was 0.93 day during the year, as against 1.56 days in the previous fiscal, while that for ICD containers was 4.17 days.
The operating income of the port during the year touched Rs 780.25 crore, against Rs 670.32 crore in the previous fiscal. The operating surplus stood at Rs 482.12 crore.
Replying to a question, the Chairman said the port had received security clearance for its harbour channel deepening project. The port has proposed to dredge the channel to accommodate vessels up to a draught of 14 m with 6,000 TEUs capacity using the tidal window in the first phase. The first phase of the project involves an expenditure of Rs 800 crore. "Work on the first phase is likely to start by mid-2007 with a completion schedule of 27 months," he said, adding that in the second phase, the channel will be dredged to accommodate vessels up to 15 mts draught.
Terminal project
The port is implementing the fourth container terminal project and marine chemical terminal projects. When fully developed, the capacity of the terminal will be 4.4 million TEUs and 15 mt of liquid cargo, the total expenditure being about Rs 5,000 crore. The port has already appointed a consultant for deciding the modalities for execution of the project.
Mr Hussain said the port has placed orders for acquisition of three super post panamax RMQCs (rail mounted quay cranes), which would be commissioned by June 2008. The three cranes would be positioned at the JNPCT main container berth and the two old RMQCs will be shifted to the shallow water berth.
The port has acquired radio data terminal for on-line updating of containers.
Our Bureau
Mumbai April 3 The country's premier container handling port, Jawaharlal Nehru Port, has crossed the three million TEU mark in throughput in 2006-07.
The port handled 3.30 million TEUs during the year, as against 2.67 million TEUs in the previous fiscal, registering a 23.6 per cent growth in container traffic. The port handled a total of 44.82 million tonnes of cargo during the year, against 37.84 mt in the previous fiscal.
Mr S.S. Hussain, the new chairman of the port, told presspersons that out of the 3.30 million TEUs, the JN Port container terminal handled 1.31 million TEUs, the Nhava Sheva terminal 1.36 million TEUs and the recently commissioned Gateway Terminals 0.63 million TEUs.
On the dispatch front, Mr Hussain said the average dwell time for import containers was 0.93 day during the year, as against 1.56 days in the previous fiscal, while that for ICD containers was 4.17 days.
The operating income of the port during the year touched Rs 780.25 crore, against Rs 670.32 crore in the previous fiscal. The operating surplus stood at Rs 482.12 crore.
Replying to a question, the Chairman said the port had received security clearance for its harbour channel deepening project. The port has proposed to dredge the channel to accommodate vessels up to a draught of 14 m with 6,000 TEUs capacity using the tidal window in the first phase. The first phase of the project involves an expenditure of Rs 800 crore. "Work on the first phase is likely to start by mid-2007 with a completion schedule of 27 months," he said, adding that in the second phase, the channel will be dredged to accommodate vessels up to 15 mts draught.
Terminal project
The port is implementing the fourth container terminal project and marine chemical terminal projects. When fully developed, the capacity of the terminal will be 4.4 million TEUs and 15 mt of liquid cargo, the total expenditure being about Rs 5,000 crore. The port has already appointed a consultant for deciding the modalities for execution of the project.
Mr Hussain said the port has placed orders for acquisition of three super post panamax RMQCs (rail mounted quay cranes), which would be commissioned by June 2008. The three cranes would be positioned at the JNPCT main container berth and the two old RMQCs will be shifted to the shallow water berth.
The port has acquired radio data terminal for on-line updating of containers.
Shipping Ministry mulls increasing draught for major ports
Shipping Ministry mulls increasing draught for major ports
V. Sajeev Kumar
Handling of new generation bigger vessels
The Ministry was planning to set up a deep sea port off the coast of West Bengal, with a draught of 20 m to cater to vessels with a capacity of more than 1.5 lakh teus.
Kochi April 2 The Union Shipping Ministry is contemplating an action plan for the next five years to increase the draught in the major ports in the country up to 18 m to handle bigger size vessels.
The size of vessels worldwide is increasing over the years and Indian ports should also equip themselves to handle these types of vessels by deepening the channel to at least 14 m, sources said.
Most of the ports in the country are having less than 14 m draught and the ports depending on their requirements have to increase the draught to 16, 18 and 20 m respectively in later stages.
The sources pointed out that the new deep draught ports in China go 40 km into the sea to receive larger vessels. To keep pace with the growing economy, India should also have most modern ports with deeper draughts so as to handle these new generation bigger vessels.
Action plan
In this context, the Ministry has prepared an action plan to increase the draught in major ports such as Kolkata from the present 7 to 9 m, Haldia Dock Complex from 8.5 to 9, Visakhapatnam from 17 to 18 m, Ennore from 13.5 to 16.5, Chennai from 17 to 17.5, Tuticorin from 10.7 to 14.7, Kochi from 12.5 to 14.5 m, New Mangalore from 14 to 17 m, Goa from 13.3 to 14.3 m, Mumbai from 9.1 to 14 m, JNPT from 12.5 to 14 m and Kandla from 11.7 to 14.5 m.
It may be recalled that the Shipping Minister during the meeting of the Maritime States Development Council held in December last year at Kochi said the Ministry was planning to set up a deep sea port off the coast of West Bengal.
The new port will be like that of Shanghai Port far away from the coast with a draught of 20 m to cater to vessels with a capacity of more than 1.5 lakh teus.
Dredging at Kochi
The first stage of capital dredging at Kochi to reach 12.5 m was undertaken at an estimated cost of Rs 33 crore. A 12.5 m draught enables the terminal to handle container ships carrying 5,000 + teus. The channels are to be further deepened for 14.5 m and widened to 280 m by April 1, 2009, coinciding with the commissioning of the container transhipment terminal project at Vallarpadam. This draught would enable the handling of container vessels carrying 8,000 + teus.
Moreover, the sources pointed out that there is a need for creating additional indigenous dredging capacity in the country. At present, there is only the DCI under the Government, but it is not having sufficient capacity to meet the requirements.
A proposal for forming a dredging company by a consortium comprising the Shipping Corporation of India and a few major ports is under consideration, the sources added.
-- The article calls for setting up ports out at sea, like in China, to achieve 20 m draft. This shows how blindly the Shipping Ministry is ignoring Vizhinjam which already has a 18 m draft and can be easily increased to 24 m with one-time dredging. Instead it is proposing expensive capital dredging at existing ports which will also necessitate extensive frequent maintenance dredging.Can it get any more illogical than this??!! Ajay Prasad.Accenture Management Consulting
V. Sajeev Kumar
Handling of new generation bigger vessels
The Ministry was planning to set up a deep sea port off the coast of West Bengal, with a draught of 20 m to cater to vessels with a capacity of more than 1.5 lakh teus.
Kochi April 2 The Union Shipping Ministry is contemplating an action plan for the next five years to increase the draught in the major ports in the country up to 18 m to handle bigger size vessels.
The size of vessels worldwide is increasing over the years and Indian ports should also equip themselves to handle these types of vessels by deepening the channel to at least 14 m, sources said.
Most of the ports in the country are having less than 14 m draught and the ports depending on their requirements have to increase the draught to 16, 18 and 20 m respectively in later stages.
The sources pointed out that the new deep draught ports in China go 40 km into the sea to receive larger vessels. To keep pace with the growing economy, India should also have most modern ports with deeper draughts so as to handle these new generation bigger vessels.
Action plan
In this context, the Ministry has prepared an action plan to increase the draught in major ports such as Kolkata from the present 7 to 9 m, Haldia Dock Complex from 8.5 to 9, Visakhapatnam from 17 to 18 m, Ennore from 13.5 to 16.5, Chennai from 17 to 17.5, Tuticorin from 10.7 to 14.7, Kochi from 12.5 to 14.5 m, New Mangalore from 14 to 17 m, Goa from 13.3 to 14.3 m, Mumbai from 9.1 to 14 m, JNPT from 12.5 to 14 m and Kandla from 11.7 to 14.5 m.
It may be recalled that the Shipping Minister during the meeting of the Maritime States Development Council held in December last year at Kochi said the Ministry was planning to set up a deep sea port off the coast of West Bengal.
The new port will be like that of Shanghai Port far away from the coast with a draught of 20 m to cater to vessels with a capacity of more than 1.5 lakh teus.
Dredging at Kochi
The first stage of capital dredging at Kochi to reach 12.5 m was undertaken at an estimated cost of Rs 33 crore. A 12.5 m draught enables the terminal to handle container ships carrying 5,000 + teus. The channels are to be further deepened for 14.5 m and widened to 280 m by April 1, 2009, coinciding with the commissioning of the container transhipment terminal project at Vallarpadam. This draught would enable the handling of container vessels carrying 8,000 + teus.
Moreover, the sources pointed out that there is a need for creating additional indigenous dredging capacity in the country. At present, there is only the DCI under the Government, but it is not having sufficient capacity to meet the requirements.
A proposal for forming a dredging company by a consortium comprising the Shipping Corporation of India and a few major ports is under consideration, the sources added.
-- The article calls for setting up ports out at sea, like in China, to achieve 20 m draft. This shows how blindly the Shipping Ministry is ignoring Vizhinjam which already has a 18 m draft and can be easily increased to 24 m with one-time dredging. Instead it is proposing expensive capital dredging at existing ports which will also necessitate extensive frequent maintenance dredging.Can it get any more illogical than this??!! Ajay Prasad.Accenture Management Consulting
Tuesday, April 3, 2007
Status of re-tendering
This is a reply I got from the VISL site
Dear Dr. Manoj,
Governement has issued orders for re-tendring the Vizhinjam port project.In this connection, Governement is also taking steps to conduct apre-tender meeting of the prospective investors during the third week ofthis month. Global notification of the retender would follow this event.
regrdsSr. ManagerVISL
Dear Dr. Manoj,
Governement has issued orders for re-tendring the Vizhinjam port project.In this connection, Governement is also taking steps to conduct apre-tender meeting of the prospective investors during the third week ofthis month. Global notification of the retender would follow this event.
regrdsSr. ManagerVISL
Monday, April 2, 2007
The official site of VISL
For all those who are interested please visit following :
http://www.vizport.org/index.htm
Kerala ports : www.keralaports.gov.in
Ministry of Shipping, GoI : www.shipping.nic.in
Indian Ports Association : www.ipa.nic.in
http://www.vizport.org/index.htm
Kerala ports : www.keralaports.gov.in
Ministry of Shipping, GoI : www.shipping.nic.in
Indian Ports Association : www.ipa.nic.in
Thursday, March 29, 2007
India to get first maritime varsity
Arun Kumar Das[ 2 Jul, 2006 0053hrs ISTTIMES NEWS NETWORK ]
RSS Feeds SMS NEWS to 8888 for latest updates
NEW DELHI: Decks have been cleared for establishing the first maritime university in the country. The Indian Maritime University will come up in Chennai on the patterns of the World Maritime University (WMU) in Malmo, Switzerland, and will have three regional campuses - in Mumbai, Vizag and Kolkata. The draft Bill for the proposed university is being finalised by the shipping ministry in consultation with maritime experts and academicians. "The Indian Maritime University Bill, 2006, is ready and will be sent to the cabinet for approval before being introduced in the monsoon session of Parliament," says shipping secretary, A K Mohapatra. "The ministry has already procured 300 acres of land in Chennai and earmarked Rs 200 cr for the university. Work on the complex will commence shortly," he says.
RSS Feeds SMS NEWS to 8888 for latest updates
NEW DELHI: Decks have been cleared for establishing the first maritime university in the country. The Indian Maritime University will come up in Chennai on the patterns of the World Maritime University (WMU) in Malmo, Switzerland, and will have three regional campuses - in Mumbai, Vizag and Kolkata. The draft Bill for the proposed university is being finalised by the shipping ministry in consultation with maritime experts and academicians. "The Indian Maritime University Bill, 2006, is ready and will be sent to the cabinet for approval before being introduced in the monsoon session of Parliament," says shipping secretary, A K Mohapatra. "The ministry has already procured 300 acres of land in Chennai and earmarked Rs 200 cr for the university. Work on the complex will commence shortly," he says.
Wednesday, March 28, 2007
RIL may join race for Kerala port project
RIL may join race for Kerala port projectBOBY KURIAN & JOE A SCARIATIMES NEWS NETWORK[ WEDNESDAY, MARCH 28, 2007 12:15:13 AM]
BANGALORE/THIRUVANANTHAPURAM: RELIANCE Industries (RIL) is likely to join the race for the $1-billion Vizhinjam port on the Kerala coast, with the state government deciding to call for fresh tenders, sources said. RIL was looking at participating in a major port project on the west coast which could rival Colombo’s prominence, and hence the early interest in Vizhinjam International Seaport (VISL) that falls on the international shipping line, sources added. RIL’s substantial exports, both dry and liquid operations, are mainly driven through large jetties at Dahej and Hazira. Further, RIL is also developing Rewas Port closer to its mega SEZ projects in Navi Mumbai.When contacted, an RIL spokesperson declined to comment. The private sector behemoth’s interest was in initial stages and it was premature to comment on what progress it would make, sources said. But multiple sources said RIL could be among those who show initial interest when the state kicks off the new tender process in the coming months as it was showing interest in other port projects on the west coast. Former BPL Mobile promoter and infrastructure entrepreneur Rajeev Chandrasekhar has already signaled interest in Vizhinjam project located near Kovalam, which has been in the making for over a decade now. The Kerala government has initiated moves for re-tendering the Vizhinjam port project, after previous round of bidding for the project had to be dropped because of the Centre’s disinclination to clear the winning bid involving a Chinese consortium on security concerns. The previous round bidding saw 16 firms, including Port Authority of Singapore, showing interest in the Rs 4,360-crore project. VISL officials said the re-tender was expected to be floated within a few months. They said the request for proposal (RFP) documents for the project were being revised and that tenders would be called for once that exercise was completed. IL&FS has been entrusted the job of the RFP revision, VISL officials said. The Kerala government proposes to have equity participation in the project and had also sought viability gap funding from the Centre. The first phase of the project involving close to Rs 2,000 crore is scheduled to be completed in three years after obtaining the Centre’s clearance.However, a section of the observers believes that the future of Vizhinjam port could be in jeopardy with Tamil Nadu pushing for a similar project at Kolachel just about 40 km away. The move could strip the strategic locational advantage of Vizhinjam on the international shipping line. boby.kurian@timesgroup.com
BANGALORE/THIRUVANANTHAPURAM: RELIANCE Industries (RIL) is likely to join the race for the $1-billion Vizhinjam port on the Kerala coast, with the state government deciding to call for fresh tenders, sources said. RIL was looking at participating in a major port project on the west coast which could rival Colombo’s prominence, and hence the early interest in Vizhinjam International Seaport (VISL) that falls on the international shipping line, sources added. RIL’s substantial exports, both dry and liquid operations, are mainly driven through large jetties at Dahej and Hazira. Further, RIL is also developing Rewas Port closer to its mega SEZ projects in Navi Mumbai.When contacted, an RIL spokesperson declined to comment. The private sector behemoth’s interest was in initial stages and it was premature to comment on what progress it would make, sources said. But multiple sources said RIL could be among those who show initial interest when the state kicks off the new tender process in the coming months as it was showing interest in other port projects on the west coast. Former BPL Mobile promoter and infrastructure entrepreneur Rajeev Chandrasekhar has already signaled interest in Vizhinjam project located near Kovalam, which has been in the making for over a decade now. The Kerala government has initiated moves for re-tendering the Vizhinjam port project, after previous round of bidding for the project had to be dropped because of the Centre’s disinclination to clear the winning bid involving a Chinese consortium on security concerns. The previous round bidding saw 16 firms, including Port Authority of Singapore, showing interest in the Rs 4,360-crore project. VISL officials said the re-tender was expected to be floated within a few months. They said the request for proposal (RFP) documents for the project were being revised and that tenders would be called for once that exercise was completed. IL&FS has been entrusted the job of the RFP revision, VISL officials said. The Kerala government proposes to have equity participation in the project and had also sought viability gap funding from the Centre. The first phase of the project involving close to Rs 2,000 crore is scheduled to be completed in three years after obtaining the Centre’s clearance.However, a section of the observers believes that the future of Vizhinjam port could be in jeopardy with Tamil Nadu pushing for a similar project at Kolachel just about 40 km away. The move could strip the strategic locational advantage of Vizhinjam on the international shipping line. boby.kurian@timesgroup.com
Monday, March 19, 2007
Finally "HH Antony" opens mouth for Vizhinjam
Antony assurance on Vizhinjam
Staff Reporter
Says Kerala should strive for aid from Rupee-Rouble Debt Fund
Asks State to take up issue of Russian funding with Shipping Ministry
Claims Kerala has the potential to lead the nation in maritime affairs
KOCHI : Union Defence Minister A.K. Antony has promised all help for the Vizhinjam port project and asked the Kerala Government to take up the issue of Russian funding with the Union Ministry of Shipping.
He was delivering the keynote address at a seminar on `Kerala- Emerging Maritime Issues and Challenges' organised at the Southern Naval Command here on Sunday.
Mr. Antony said he would help the State in securing funds for the project from the Rupee-Rouble Debt Fund. He ruled out any security threat to the Vizhinjam project.
Chief Minister V.S. Achuthanandan said that efforts were being made through the Prime Minister, the Defence Minister and the Russian High Commission to secure funds for the project.
Russian President Vladimir Putin had, during his visit last year, expressed his willingness to use one million roubles from the fund for development schemes in India.
Major threats
Mr. Antony said Kerala had the resources and potential to lead the nation in maritime affairs. Maritime terrorism, drug trafficking and piracy were major threats. The Centre and States should cooperate to counter the challenges. The task of protecting and furthering India's interests was not that of the Indian Navy alone, he said. Mr. Antony said that more orders would be placed with the Cochin Shipyard if it completed the work on India's first aircraft carrier by 2012. On the need for treating port-based special economic zones with caution, he stressed the need for a public-peasant partnership.
"The solutions to Kerala's maritime challenges should have a positive impact on employment generation. They should lead to the socio-economic welfare of all sections of society. Sadly, the condition of the legendary shipbuilders of Beypore is pitiable. They have been reduced to making toys of the famous `uru.' Kerala should lead the nation in making use of its skilled craftsmen for modern shipbuilding." Mr. Antony lauded the efforts of the Navy in setting up a Chair for Maritime Studies in Calicut University.
Mr. Achuthanandan, who inaugurated the seminar, said that the maritime heritage of Kerala dated back to 573 B.C. when the Jews arrived here.
Admiral Arun Prakash, former Chief of Naval Staff, presented a paper on the `Geo-Strategic Importance of Kerala;' P. Paleri, former Director General of Indian Coast Guard, on `Kerala's role in maritime India.'
Staff Reporter
Says Kerala should strive for aid from Rupee-Rouble Debt Fund
Asks State to take up issue of Russian funding with Shipping Ministry
Claims Kerala has the potential to lead the nation in maritime affairs
KOCHI : Union Defence Minister A.K. Antony has promised all help for the Vizhinjam port project and asked the Kerala Government to take up the issue of Russian funding with the Union Ministry of Shipping.
He was delivering the keynote address at a seminar on `Kerala- Emerging Maritime Issues and Challenges' organised at the Southern Naval Command here on Sunday.
Mr. Antony said he would help the State in securing funds for the project from the Rupee-Rouble Debt Fund. He ruled out any security threat to the Vizhinjam project.
Chief Minister V.S. Achuthanandan said that efforts were being made through the Prime Minister, the Defence Minister and the Russian High Commission to secure funds for the project.
Russian President Vladimir Putin had, during his visit last year, expressed his willingness to use one million roubles from the fund for development schemes in India.
Major threats
Mr. Antony said Kerala had the resources and potential to lead the nation in maritime affairs. Maritime terrorism, drug trafficking and piracy were major threats. The Centre and States should cooperate to counter the challenges. The task of protecting and furthering India's interests was not that of the Indian Navy alone, he said. Mr. Antony said that more orders would be placed with the Cochin Shipyard if it completed the work on India's first aircraft carrier by 2012. On the need for treating port-based special economic zones with caution, he stressed the need for a public-peasant partnership.
"The solutions to Kerala's maritime challenges should have a positive impact on employment generation. They should lead to the socio-economic welfare of all sections of society. Sadly, the condition of the legendary shipbuilders of Beypore is pitiable. They have been reduced to making toys of the famous `uru.' Kerala should lead the nation in making use of its skilled craftsmen for modern shipbuilding." Mr. Antony lauded the efforts of the Navy in setting up a Chair for Maritime Studies in Calicut University.
Mr. Achuthanandan, who inaugurated the seminar, said that the maritime heritage of Kerala dated back to 573 B.C. when the Jews arrived here.
Admiral Arun Prakash, former Chief of Naval Staff, presented a paper on the `Geo-Strategic Importance of Kerala;' P. Paleri, former Director General of Indian Coast Guard, on `Kerala's role in maritime India.'
Thursday, March 8, 2007
Queen Mary 2 docks at Kochi port
Published: Thursday, 8 March, 2007, 08:26 AM Doha Time
The Queen Mary 2 docked at the port in Kochi yesterdayKOCHI:
Queen Mary II, the world’s largest ocean liner called at the Kochi port yesterday on its maiden voyage around the world, giving a big boost to the southern Indian state’s booming tourism industry.
Kochi was among the 20 destinations on the ‘around-the-world-in-eighty-days’ trip of the $1bn grand lady of the sea. “She is the largest, longest, tallest, widest and most expensive liner ever built. She arrived at 1300 hours and will set sail at 14 hours on Thursday for Dubai,” the port authorities said in a statement here. The cruise liner left Fort Lauderdale in Florida, US, on January 11 and it will return there on April 2 after making its last two calls at Le Havre in France and Southampton, England. Her last port of call was Malaysia. Other ports of call include Rio de Janeiro, San Francisco, Sydney, Hong Kong, Singapore, Cairo, Athens and Rome. QM2 entered service on January 12, 2004 after being named by Queen Elizabeth II, at what was the most spectacular naming ceremony ever. She was too tall, at 23 stories high, to sail under the Harbor Bridge and too long to berth at the International Terminal at Circular Quay. The 1,132ft-long vessel weighing 150,000 tons offers regular scheduled transatlantic crossings between New York and Southampton as well to regions in the Caribbean, Europe, Mediterranean and Canada. This year, it began its first world cruise with approximately 3,000 passengers and 1,253-member crew. She has many firsts and exclusives. A majority of cabins of the ship feature private balconies. There is artwork worth over £3.5mn on board. The world’s first floating Planetarium offers virtual reality rides through the galaxies. A cultural academy is operated by the University of Oxford. She offers the first suites with private lift access, the first Canyon Ranch Spa at sea, the first Veuve Clicquot champagne bar, the largest library with 8,000 hardbacks, 500 paperbacks, 200 audio books and 100 CD-ROMs, the largest ballroom with the largest dance floor, workshops and master classes performed by the Royal Academy of Dramatic Arts, the longest jogging track and the largest and most extensive wine cellar at sea. The holidaymakers on the cruise took short trips to major tourist spots in and around Kochi and Alappuzha. Most of them preferred overnight backwater cruises. A large number of local visitors also turned up to have a close look at the wonder at the sea. QM2 was a crowd-puller at every port she has visited. Almost 3mn turned out when she sailed up the east coast of England at close range. Passengers rate the ship highly on dining, service and onboard facilities and six books have already been published about her
EMMA Maersk - Largest Container Ship
It’s longer than the Eiffel Tower is tall , wider than the width of a football field and it can officially hold 11,000 20-foot-long shipping containers, though some suggest it can pack in even moreOdense Steel Shipyard’s hull no. 203 is the world’s largest container carrier. It was named in mid-August and given the name Emma Mærsk (after the late wife of Arnold Mærsk Mc-Kinney Møller), introducing an E-class of eight ships. .
Emma Mærsk
Homeport:Taarbæk
Built:Odense Staalskibsværft. Hull no. 203
Owner:A.P. Møller-Mærsk A/S
Length o.a.397.71 m
Length b.p.376.0 m
Width56.40 m
Draft15.5 m
Hight of hull30.2 m
Gross tonnage170,974 bt
Net tonnage55,396 nt
Deadweight156,907 DWT
Main engine:Wärtsilä 14RT-Flex96c, 80,080 kW (109,000 hp)
Speed>25.5 knots
Auxiliary:5 x Caterpillar 8M32, 40,000 hp
Next month, the Emma Maersk, the world’s largest container ship, will enter service between Asia and Europe, hauling toys, electronics, clothing, and whatever else can be packed into steel boxes. The vessel, bigger than an aircraft carrier, will hold at least 1,400 more containers than any of the other 3,700 container-carrying vessels now plying the seas. Its capacity will greatly exceed the size of vessels regularly calling on the port of Hampton Roads; those vessels typically can hold between 4,000 and 5,000 20-foot-long containers.That’s a lot of containers,” David Tozer said of the Emma Maersk’s 11,000-container capacity as reported by its owner, Maersk Line. Tozer oversees the worldwide container ship inspection program for London-based Lloyd’s Register, which certifies the seaworthiness of ships.Yet Tozer and other industry experts say Maersk’s figure understates the ship’s true capacity. Based on its 1,303-foot length and 184-foot width, they estimate it could carry up to nearly 15,000 20-foot containers
Vizhinjam project to be retendered
Special Correspondent Thursday, Mar 08, 2007
THIRUVANANTHAPURAM: The Kerala Cabinet on Wednesday decided to invite fresh tenders for the Vizhinjam International Transhipment Terminal Project. Earlier bid for the project had been cancelled on account of objection from the Union Government on security grounds about the presence of two Chinese companies in the consortium that successfully bid for the project.
THIRUVANANTHAPURAM: The Kerala Cabinet on Wednesday decided to invite fresh tenders for the Vizhinjam International Transhipment Terminal Project. Earlier bid for the project had been cancelled on account of objection from the Union Government on security grounds about the presence of two Chinese companies in the consortium that successfully bid for the project.
Tuesday, March 6, 2007
Great Boat Chain May 1st 2005
Minister Sri.M.V.Raghavan inaugurated
Vizhinjam International Seaport CEO Dr.Jayakumar
The Chain formed across the great sea stretching more than 20 KM
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