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.
Wednesday, April 25, 2007
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
Subscribe to:
Posts (Atom)
