India's Shipping Sector
Posted: 03 Apr 2019 16:15
TRAFFIC AT MAJOR INDIAN PORTS
Ports Traffic : April 2018 – March 2019 : 699.048 MILLION TONNES
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Ports Traffic : April 2018 – March 2019 : 699.048 MILLION TONNES
Cheers
Consortium of Indian Defence Websites
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one one side we call these ports as major port, but data for biggest port Mundra or krishnapatnam is missing. if we include all public or private port i am sure the total tonnage will be more than billion tonne.Peregrine wrote:TRAFFIC AT MAJOR INDIAN PORTS
Ports Traffic : April 2018 – March 2019 : 699.048 MILLION TONNES
Cheers
Peregrine wrote:TRAFFIC AT MAJOR INDIAN PORTS
Ports Traffic : April 2018 – March 2019 : 699.048 MILLION TONNES
Cheers
Arima Ji :For Adani Ports and Logistics use the following Link : https://www.adaniports.com/Arima wrote:on one side we call these ports as major port, but data for biggest port Mundra or krishnapatnam is missing. if we include all public or private port i am sure the total tonnage will be more than billion tonne.
Tripura Chief Minister Biplab Kumar Deb is keen to operationalize the Indo-Bangla waterway project at the earliest as it could be a game changer in the states communicaton system, a senior official said Wednesday.
The proposed waterway project will connect Tripuras Gomati river with Meghna river of Bangladesh to get access to Ashuganj port of the neighbouring country.
Presently ships and steamers ply from Haldia in West Bengal to Dawodkandi in Bangladesh, which is only 80 km from Tripura's Sonamura sub-division in Sepahijala district.
Reviving the sprawling network of inland waterways and integrating them with coastal shipping is a priority to expand trade. A fully functioning network will allow a ship to pick up freight in Assam and sail south on the Brahmaputra River into Bangladesh .
From there, a ship can continue south to an ocean port in Chittagong or Kolkata or travel west to inland Indian ports on the Ganges River.
Important steps have already been taken to rebuild the role of rivers in regional trade.
Under the 2015 Coastal Shipping Treaty, India and Bangladesh now treat each other’s vessels as their own, allowing direct cargo movement between ports in both countries instead of via a third country.
A separate inland water agreement encourages commerce between the two countries by lifting restrictions on goods moving through each other’s territory. The Government of Nepal also recently opened its own inland vessel registry.
Many sections of rivers need to be dredged and deepened before ships can use them. Just 3 percent of Bangladesh’s containerized cargo traffic is currently transported on inland waterways, and an even smaller percentage in India.
In response, the Government of Bangladesh and the World Bank are working together to improve the navigability of 900 kilometers along the Chittagong-Dhaka-Ashuganj corridor and connecting waterways .
The $400 million project will build and improve cargo terminals in Pangaon and Ashuganj and help Bangladesh’s Inland Water Transport Authority meet international shipping standards.
In India, a major project is underway to improve the navigability of the Ganges River from the inland city of Varanasi to Haldia, an eastern seaport 1,360 kilometers away.
About 40 percent of India’s traded goods are either destined for or shipped from the fertile Ganges plains surrounding Varanasi.
However, less than one percent of that cargo is now shipped via water. Transportation planners aim to boost that to 10 percent when the waterway improvements are completed. Rail or road shipments take longer, less efficient routes that add costs.
The Ganges improvements are part of a larger, $800 million multi-modal transport network project funded by the Government of India and the World Bank .
Six cargo terminals will link the river with highways and a rail freight line to move goods to markets in India and abroad.
The Indo-Nepal Treaty of Trade and Transit will be amended soon to include waterways as a mode of cargo transport to enhance connectivity between the two countries.
According to Pravir Pandey, Chairman, Inland Waterways Authority of India, currently the Indo-Nepal treaty of 1991 only allows movement of cargo by road and rail between the two countries. The routes identified are Kolkata-Sahebganj by waterway and then to Nepal’s Biratnagar by road; Kolkata-Kalughat near Patna by waterway and then to Birgunj by road; and Kolkata-Varanasi by waterway and then to either Nepalganj or Mahendra Nagar by road. “Three water routes have been accepted by both the countries. There is in-principle approval of all these agencies of India and Nepal on the three routes,” he said.
These apart, the Nepal government has requested India to explore whether the Gondak river could be used as a waterway right up to the border of these two countries. However, this will call for technical studies to understand if ships of larger size can move through Gondak up to Nepal, Pandey said.
VARANASI: The Multi-Modal Terminal (MMT) in Varanasi is all set to generate new employment opportunities as well as a big shift in goods load from highways and railway could be seen in days to come as the Union Budget talks of laying emphasis on pushing the Ganga waterway project ahead.
In her budget speech, Union finance minister Nirmala Sitharaman said, “We need to develop our inland waterways to shift a significant portion of inland cargo movement from road and rail. This government envisions using the rivers for cargo transportation, which will also help to decongest roads and railways. As part of the Jal Marg Vikas Project for enhancing the navigational capacity of Ganga, a multi-modal terminal at Varanasi has become functional in November 2018 and two more such terminals at Sahibganj and Haldia and a navigational lock at Farakka would be completed in 2019-20. The movement of cargo volume on Ganga is estimated to increase by nearly four times in the next four years. This will make movement of freight, passenger cheaper and reduce our import bill.”
The Inland Waterways Authority of India (IWAI) claims that Haldia-Allahabad National Waterway-I, expected to complete by 2022, will generate 50,000 direct and indirect employment opportunities in the state. Besides, the goods load being transported on this route is also expected to go up from four million ton goods to 23 million by 2023.Talking to TOI, IWAI chairman Praveer Pandey said, “Currently the load on water transport on NW-I is of four million ton. In next four years this load will grow up to 23 million ton, as was mentioned by the finance minister in her speech.” Pandey said that of the three MMTs proposed on NW-I, one at Ramnagar in Varanasi was inaugurated by Prime Minister Narendra Modi in November 2018 while other two are being constructed at Sahibganj in Jharkhand and Haldia in West Bengal.
The process of floating tender to engage a private company for operating Varanasi MMT on public private partnership (PPP) model for a period of 30 years had also been initiated after the government’s consent for it, he said. Only the work of rail linkage of Varanasi MMT is yet to be completed, said Pandey adding that the movement of shipments up to Bangladesh through NW-I has also been started through old navigation lock of Farakka barrage while creation of new navigation lock at this barrage is also in progress.
Peregrine wrote:Govt's Dighi Ports U-turn latest blow to insolvency
Not only does JNPT stand to lose Rs 20 crore but its withdrawal may open the doors for the Adani Group.
NEW DELHI: India's largest port JNPT may be forced to pull out from the race to acquire Dighi Ports under the insolvency resolution process after the shipping and finance ministries refused to offer a bank guarantee, in what is seen as the latest setback to the bankruptcy law.
Not only does JNPT stand to lose Rs 20 crore but its withdrawal may open the doors for the Adani Group to take over the port that was developed by Vijay Kalantri, who has now been declared a wilful defaulter. The other option for the committee of creditors (CoC) is to opt for liquidation of the port, which is located 150 km from JNPT.
Bankers said, the government's surprise U-turn on JNPT's bid also sends a wrong signal to international investors, some of whom have been criticised for not honouring their commitment during the insolvency resolution process. In fact, the ministry of corporate affairs was looking to levy stiff penalties against companies such as Liberty House that failed to pay up after emerging as the top bidder.
But it is the complete change of heart in the government in recent months that has stumped bankers after the shipping and finance ministries went out of the way last November to enable JNPT to submit a bid for Dighi Ports.
The CoC had found two bids of JNPT and Adani Group valid and asked them to increase the bid amount, if they wished to. In fact, the required government clearances were hurriedlyreceived and the CoC too backed JNPT’s bid, despite Adani’s offer to raise its offer. While JNPT had offered Rs 611crore and did not improve its offer, sources said, Adani Group revised its bid to make it Rs 1 crore higher than JNPT’s offer.
Sources said the JNPT was asked to pay the bank guarantee of Rs 100 crore, which it did not give nor sought exemption from CoC
JNPT has accumulated profit of about Rs 4,000 crore
Cheers
Peregrine wrote:Govt's Dighi Ports U-turn latest blow to insolvency
Not only does JNPT stand to lose Rs 20 crore but its withdrawal may open the doors for the Adani Group.
NEW DELHI: India's largest port JNPT may be forced to pull out from the race to acquire Dighi Ports under the insolvency resolution process after the shipping and finance ministries refused to offer a bank guarantee, in what is seen as the latest setback to the bankruptcy law.
Not only does JNPT stand to lose Rs 20 crore but its withdrawal may open the doors for the Adani Group to take over the port that was developed by Vijay Kalantri, who has now been declared a wilful defaulter. The other option for the committee of creditors (CoC) is to opt for liquidation of the port, which is located 150 km from JNPT.
Bankers said, the government's surprise U-turn on JNPT's bid also sends a wrong signal to international investors, some of whom have been criticised for not honouring their commitment during the insolvency resolution process. In fact, the ministry of corporate affairs was looking to levy stiff penalties against companies such as Liberty House that failed to pay up after emerging as the top bidder.
But it is the complete change of heart in the government in recent months that has stumped bankers after the shipping and finance ministries went out of the way last November to enable JNPT to submit a bid for Dighi Ports.
The CoC had found two bids of JNPT and Adani Group valid and asked them to increase the bid amount, if they wished to. In fact, the required government clearances were hurriedly received and the CoC too backed JNPT’s bid, despite Adani’s offer to raise its offer. While JNPT had offered Rs 611crore and did not improve its offer, sources said, Adani Group revised its bid to make it Rs 1 crore higher than JNPT’s offer.
Sources said the JNPT was asked to pay the bank guarantee of Rs 100 crore, which it did not give nor sought exemption from CoC
JNPT has accumulated profit of about Rs 4,000 crore
Cheers
chetak Ji :chetak wrote:wouldn't the increased bid amount have gone in a sealed cover
how did adani bid higher by just a mere one crore.
it just does not compute
India connects Bangladesh to Bhutan, through waterway
Through the route of the waterway, the Multi Modal Terminal will open up industries of Jharkhand and Bihar to the global market. It is specifically going to benefit the local mines in the Rajmahal area as coal will be easily transported to the thermal power plants located along National Waterways-1. Other than that, stone chips, fertilizers, cement, and sugar are also expected to be transported through the terminal. The MMT will also provide Indo-Nepal cargo connectivity, according to a statement issued by the government.
The convergence of Road-Rail-River Transport at Sahibganj through the new terminal will connect the area to Kolkata, Haldia and further to the Bay of Bengal. Also, Sahibganj will get connected to North-East States through Bangladesh by the river-sea route.
The Multi Modal Terminal will also help to create employment in the region and is envisaged to directly employ 600 people and indirectly employ about 3000 people.
READ I PM Modi to announce new pension schemes from Jharkhand on Thursday
Capacity of the terminal
The present capacity of the terminal is at 30 lakh tonnes per annum. However, in the Phase II plan, under the Public-Private Partnership model, the capacity is envisaged to grow to 54.8 lakh tonnes per annum after an investment of Rs 376 crores. The development in Phase II will be entirely made by the private concessionaire. Further, a freight village is also proposed on 335 acres of land, bordering the terminal.
READ I Congress workers fight among themselves outside party's Ranchi office, Jharkhand police lathicharges them
Jal Marg Vikas Project
The JMVP is aimed to develop the stretch of River Ganga between Varanasi to Haldia for navigation of large vessels by maintaining a drought of 2-3 metres in this stretch of the river and setting up other systems required for safe navigation. This is the second of the three Multi-Modal Terminals being constructed on river Ganga under JMVP. Earlier, in November 2018 the Prime Minister had inaugurated the MMT at Varanasi.
How India plans to use Bangladesh's rivers to unlock its landlocked Northeast?
India’s northeast is a prisoner of geography. Landlocked and ring-fenced by neighbours, its lone land-based connection with the rest of India is narrow—the 22-km wide ‘chicken’s neck’ in Siliguri—and strategically speaking, easy to disrupt
Connecting Agartala by road to ocean ports in Chittagong and Mongla in Bangladesh, just 200 km away, is the other initiative that is now gathering pace. All of this is happening against the backdrop of growing trade between India and Bangladesh, where frenetic construction activity is creating an insatiable appetite for fly ash—the key ingredient in the manufacturing of cement—from India.
hmair Ji :hnair wrote:Pregerine, fyi, a month old pic (courtsey SSC link) of Vizhinjam Port coming up. Finally an infra at in my neck of woods, that kind of looks cheeni type land grab from ocean
- The old fishing harbour is at the top
- the huge 3km breakwater is yet to be started, due to monsoons, but now that the shortage of stones have kind of been sorted out, hope to see some action next month onwards
- the concrete lattice structure to the left is going to be the quay where fully automated cranes (like those TFTA Europort's robotic ones in Hamburg, rumored to be a first in India) will be bolted on and land filled remains to be filled till that
- the current kammie state govt was not very helpful to the Big A building the port, until recently, when they woke up to the prospect of inaugurating this by next year, just before state elections So what should have been commissioned last year, is now late by almost two years
Adani does seem to have some support from the "inside" , witness their last minute bid and ruckus for the sub contractPeregrine wrote:Peregrine wrote:Govt's Dighi Ports U-turn latest blow to insolvency
Not only does JNPT stand to lose Rs 20 crore but its withdrawal may open the doors for the Adani Group.
NEW DELHI: India's largest port JNPT may be forced to pull out from the race to acquire Dighi Ports under the insolvency resolution process after the shipping and finance ministries refused to offer a bank guarantee, in what is seen as the latest setback to the bankruptcy law.
Not only does JNPT stand to lose Rs 20 crore but its withdrawal may open the doors for the Adani Group to take over the port that was developed by Vijay Kalantri, who has now been declared a wilful defaulter. The other option for the committee of creditors (CoC) is to opt for liquidation of the port, which is located 150 km from JNPT.
Bankers said, the government's surprise U-turn on JNPT's bid also sends a wrong signal to international investors, some of whom have been criticised for not honouring their commitment during the insolvency resolution process. In fact, the ministry of corporate affairs was looking to levy stiff penalties against companies such as Liberty House that failed to pay up after emerging as the top bidder.
But it is the complete change of heart in the government in recent months that has stumped bankers after the shipping and finance ministries went out of the way last November to enable JNPT to submit a bid for Dighi Ports.
The CoC had found two bids of JNPT and Adani Group valid and asked them to increase the bid amount, if they wished to. In fact, the required government clearances were hurriedly received and the CoC too backed JNPT’s bid, despite Adani’s offer to raise its offer. While JNPT had offered Rs 611crore and did not improve its offer, sources said, Adani Group revised its bid to make it Rs 1 crore higher than JNPT’s offer.
Sources said the JNPT was asked to pay the bank guarantee of Rs 100 crore, which it did not give nor sought exemption from CoC
JNPT has accumulated profit of about Rs 4,000 crore
Cheerschetak Ji :chetak wrote:wouldn't the increased bid amount have gone in a sealed cover
how did adani bid higher by just a mere one crore.
it just does not compute
Elementary, my dear Watson. - Sherlock Holmes!
The Bids were opened and when JNPT withdrew and so Adani - who has a highly experienced team of Port Developers as you are well aware - if not please check at https://www.adaniports.com/ with a couple of YouTube presentations - Adani stepped in!
AFAIK JNPT has only developed its own Port and Chah Bahar whereas Adani controls-owns Mundra, Vizhinjam and Dhamra Port and operates Terminals at Seven other Ports in India along with with one Port in Australia and now another in Sri Lanka possibly in Colombo as well as one in Myanmar!
Cheers
https://pbs.twimg.com/media/Ees_FfDXYAA ... ame=mediumApparently, it’s not all that uncommon for shipping companies to just ghost on their ships and crews, abandoning both at random ports of call. And this is the root cause of the explosion in Beirut.
https://www.deccanherald.com/national/s ... 70234.htmlince the huge amount of ammonium nitrate was imported by Amman Chemicals based out of Karur in Tamil Nadu from South Korea without required permission, the Customs Department seized the chemical along with the containers and stored them at a contain...
We still need to panic as that consignment is sitting there since Nov 2015. Why did they not dispose it off?there was no need to panic as the freight station where ammonium nitrate is stored is located in an isolated area.
Lok Sabha passes the Major Port Authorities Bill, 2020
PTILok Sabha passed the Major Port Authorities Bill, 2020 today. The Bill seeks to provide for regulation, operation and planning of major ports in the country and provide greater autonomy to these ports. It seeks to replace the Major Port Trusts Act, 1963.
The legislation provides for the creation of a Board of Major Port Authority for each major port. These Boards will replace the existing Port Trusts.
Union Shipping Minister Mansukh Mandaviya while replying after the discussion on the bill said that it will make the major ports in the country more autonomous and provide major thrust in the maritime sector.